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Welcome to another issue of Turning Electric, and a rather special one at that.
November 2024 is our magazine’s third anniversary, and a landmark for our title which wouldn’t have been possible without our readers and contributors.
Over the past three years, we’ve covered everything from celebrity EV owners to major political U-turns and reviewed everything from £8,000 city cars to £400,000 super-coupes. We’ve also featured interviews and insight from some of the biggest names in the EV world – from car makers and converters to charging chiefs and campaigners.
And we’re looking forward to bringing you even more news, reviews and analysis in the years to come, not only in print, but also via EVPowered.co.uk, our weekly Everything EV podcast and our YouTube channel.
But first, politics. More specifically, the first Labour Budget, which was announced at the end of October.
There had been some faint hope that the government would reveal financial help for buyers of EVs but, once again, there’s more stick than carrot about the latest announcements.
While there was nothing harmful to EV adoption in Rachel Reeves’s statement, her idea of incentivising electric cars is simply to punish buyers of ICE models with higher taxes, rather than doing anything to actually make EVs more accessible.
It’s perhaps no great surprise that the Budget didn’t contain any handouts for the EV industry. While car makers and sellers have been clamouring for more financial support – see p10’s interview with Vauxhall boss James Taylor – it would be hard for a government that is pleading poverty to spend money helping people buy brand new cars.
At least the announcements around EVs were largely positive. Maintaining first-year VED at £10 until the 2029-30 financial year gives some certainty, as does the announcement on two more years of benefit in kind tax levels.
While BIK on EVs will rise to 9% by the end of the decade, that’s still 10% less than the cheapest hybrids and 30% lower than the worst ICE models. And hints that the luxury car tax threshold could be adjusted should be welcomed. While more and more cheaper EVs are arriving (see page 5 for more on that) there is still a disproportionate number that already fall the wrong side of the £40,000 line. Taxing them an extra £410 a year is a surefire way to put buyers off.
A surefire way to switch buyers on to EVs is to build interesting and fun cars. Whether that’s cheap retro-inspired family vehicles like the Renault 4, or grin-inducing performance machines like the Polestar 4 (p22), creating talking points and variety will help bring EVs further into the public consciousness. That’s demonstrated by this year’s Paris Motor Show (p8) and by the racy new Abarth 600e I’m just back from driving. There’ll be more on that and all the latest in the EV world in next month’s issue.
Until then, enjoy the read and here’s to another three years of Turning Electric.
Editor - EV Powered
Matt Allan
Editor - Electric Home
Richard Alvin
Graphic Designer
Grace Moseley
Videographer
Jacob Pinchbeck
Content Sales Manager
Laura Phillips
Capital Business Media, Group MD
Richard Alvin
Business Development Director
Stephen Banks
Chief Creative Director
Stuart Hyde
Finance Director
Andrew Martin
The 21st-century successor to the hugely successful hatchback of the 1970s and 80s was revealed at the Paris Motor Show.
The B-segment SUV is based on the same AmpR Small platform as the Renault 5 supermini but at 4.14 metres, it is more than 20cm longer. Renault says it has been designed to bring the usability and versatility of the original 4 but with all the benefits of a modern electric drivetrain. According to Renault, the 4 will offer class-leading interior space, comfort and agility.
The design has clearly been inspired by the original Renault 4, from the single-piece grille that wraps around the circular headlights to the large upright tailgate and three-part tail lights that echo the shape of the original’s.
Other nods to its heritage include the bonnet lines that continue to the bottom of the grille, the shape of the rear quarter window, and three lines
carved into the doors to mimic the plastic protectors.
The new Renault 4 also comes with a sliding canvas roof but, unlike the original, this can be opened electronically at the press of a button or using voice control.
While the exterior leans into the retro-style, the 4’s interior is a modern affair with two digital screens, including a 10-inch central infotainment display powered by Google. Other tech not usually found in B-SUVs includes adaptive cruise control, lane centring assist, rear occupant safe exit alert and hands-free parking. It also features the My Safety Shield seen in larger Renaults which allows drivers to activate or deactivate their preferred ADAS settings with a single button press.
Renault says the 4’s 16.4cm of rear knee room and headroom of 85.3cm are class-leading, and a 420-litre boot is comparable to cars in the class above.
The 4 will be sold with two powertrains, both of which feature a heat pump and bi-directional charging as standard. An entry-level version
features a 118bhp motor and 40kWh battery for a range of up to 186 miles. Above that, a 148bhp motor is paired with a 52kWh battery to offer a 0-62mph time of 8.5 seconds and a maximum range of 250 miles. The higher-powered version gets 100kW DC charging for a 15-80% recharge time of 30 minutes, while the lower-powered car comes with 80kW DC charging.
Renault will announce pricing and specification closer to the car’s UK launch in mid-2025 but customers keen to be among the first buyers can already buy the R-Pass for £150, which will give them early access to the booking process when it opens.
Uber users in London will be able to travel in highend electric style thanks to a new partnership.
The ride-sharing app is adding the Lotus Eletre to its capital fleet for a limited time, giving passengers a chance to experience Hethel’s new flagship for themselves.
A 600bhp+ hyper-SUV isn’t the most obvious choice for an Uber car but the tie-up is part of an ‘EV pop-up’ promotion that will see Uber showcase innovative electric models via its Uber Green fleet.
Riders will be able to book one of the fleet of Eletres through the Uber Green option, which lets them specify they only want to use electric vehicles.
Andrew Brem, general manager for Uber UK, said: “We’re thrilled to team up with Lotus to combine cutting-edge luxury with sustainable travel. Uber drivers are already leading the way, going electric far quicker than regular motorists – making London Uber’s global capital for electrification. Now we’re excited to allow our riders to experience one of the world’s most exciting electric cars.”
Cupra has launched a unique return deal on its all-electric Born in a bid to entice more drivers to go electric.
The Spanish brand’s UK-first ‘Love Me or Leave Me’ offer allows drivers who still have some concerns about whether an electric car will suit their lifestyle to try out an EV risk-free.
Customers choosing the brand’s Born electric hatchback have three months to live with the car and decide whether it’s right for them. If, at the end of 100 days they still aren’t convinced, they can return the car for a full refund of their deposit.
Marcus Gossen, director of Cupra UK, commented: “It is safe to say that the new scheme is ground-breaking and will give many drivers who have considered an electric car the impetus to make the leap.”
To help make the switch even easier for drivers, Cupra has also partnered with home charger firm Ohme to offer customers a free wallbox and energy supplier OVO to offer up to 10,000 miles of free charging.
The new Model 3 Long Range Rear-Wheel Drive offers up to 436 miles under WLTP testing – 15 miles more than the previous long-range variant.
Tesla says the new car is the most efficient Tesla ever, with energy consumption of 4.96m/kWh. The Model 3 Long-Range Rear-Wheel Drive costs from £44,990 –around £2,000 cheaper than an equivalent Polestar 2 with a 408-mile range – which Tesla says gives it the best price-to-range ratio of any car on sale in the UK.
According to Tesla, the range boost is courtesy of ‘continuous engineering efforts’. It’s also thought to be thanks to an updated battery, first seen in the Model Y.
The new model sits between the £39,990 standard range rear-wheel-drive model and the dual-motor long range car, which starts at £49,990 and gives up more than 40 miles of range in exchange for more power.
Tesla has revealed a new version of the Model 3, promising the longest range yet from the electric saloon.
Pre-orders have now opened now, although first deliveries won’t be until next year. Early buyers will receive a £500 public charging credit to use on the Nissan Charge network. The first 100 customers will also receive a limited edition artwork by graphic artist Juan Alcalá Lara, who is responsible for Nismo’s Formula E art.
The Ariya Nismo features a 423bhp all-wheeldrive powertrain, which represents a 121bhp boost over the existing Evolve model and will get the car from standstill to 62mph nearly a second quicker. It has also been calibrated to give a rearwheel-drive bias in most circumstances.
To make the most of the extra power the suspension, steering and brakes have been upgraded, and aerodynamic tweaks to the bodywork bring substantial improvements in downforce.
The Paris Motor Show 2024 has brought an exciting showcase of innovations reflecting the industry’s shift towards electric and alternative fuel vehicles.
From long-awaited models to futuristic concepts, here are the standout cars from this year’s event.
A key release for Renault, the 4 E-Tech brings back a beloved classic with a modern electric twist. Offering a range of 185 to 250 miles, it promises affordability at under £30,000 and targets urban drivers looking for space and practicality. Expected on roads in 2025, this family-oriented EV is sure to make waves in the affordable electric market.
Alpine continues its transformation with the A390 B, a striking concept designed for everyday use with a tri-motor setup for performance lovers. While the design may be futuristic, Alpine assures that much of its exterior will make it to the production model, bringing its racing heritage into a more practical format.
The latest iteration of the Mini Electric gets a powerful upgrade with the John Cooper Works edition. This model delivers 255bhp of power and a 0-62mph sprint in 5.9 seconds, with an added boost for overtaking. Its sporty design and enhanced performance will appeal to Mini enthusiasts looking for an electric option with extra punch.
Audi’s electric journey continues with the high-performance S6 e-tron, offering a staggering 542bhp and a range of 405 miles. Set to arrive in 2025 at £97,500, this luxury EV combines speed and endurance, ensuring it remains a leader in the premium electric segment.
BYD’s European debut of the Sealion 7 showcases the Chinese brand’s ambition to conquer the SUV market. This all-electric SUV features all-wheel drive, a rapid 0-62mph time of 4.5 seconds, and fast-charging capabilities. With deliveries set for late 2024, it’s clear BYD is ready to challenge established brands in Europe.
The BMW Vision Neue Klasse X hints at the future of the brand’s electric SUVs, expected to replace the X3. Building on the design language introduced in 2023, this concept combines elements of the BMW iX and XM, and outlines the company’s future direction for all X models.
The C5 Aircross Concept by Citroën introduces a new design direction while showcasing a platform capable of supporting electric, combustion, or hybrid powertrains. Its sleek design and spacious interior make it a strong contender for 2025 when production models are expected to launch.
Dacia continues its upward trajectory with the Bigster, a larger SUV that sticks to the brand’s philosophy of affordability. Offering hybrid power and four-wheel drive, the Bigster is poised to become a popular choice for budget-conscious buyers looking for a spacious, capable SUV.
VW’s new Tayron SUV, positioned between the Tiguan and Touareg, offers seven seats, up to 62 miles of electric range in its plug-in hybrid variant, and a tech-forward approach with ChatGPT integration. With a range of powertrain options, this versatile family SUV is now available for pre-order.
Renault’s Embleme concept is a showcase of hydrogen hybrid technology, offering a combined range of over 600 miles. With a sleek saloon design and a focus on decarbonisation, this concept points towards a future where hydrogen plays a major role in long-distance, sustainable driving.
Vauxhall boss James Taylor on the brand’s all-electric future, and why buyers just need ‘a little nudge’ to make the switch to electric
EVP: Vauxhall has committed to being an EV-only brand by 2028 but we’ve heard quite a few other manufacturers softening their stance on that. Is that still the target for Vauxhall?
JAMES TAYLOR: Yes. Today we’re at the launch of Grandland and we launched Frontera the other week as well. So every single vehicle in the range is electrified. Clearly we’ve got the government ZEV mandate as well, and the Labour government has said it will bring the ICE ban back to 2030,
which will then dictate compliance by that point anyway.
But I think the really important part for us now, which we can talk a lot to with our retailer partners, is choice. And what we have got now in the entire range is that choice for the customer to say, ‘I can have a traditional ICE car or mild hybrid, or I can have an electric vehicle’. And over time, then we’ve got to see how our demand grows. For electric vehicles, we want a decarbonised future, so we fully hope that we can stick to that timeframe.
EVP: So in terms of that growth, how is Vauxhall looking in terms of BEV mix now and projecting into the next couple of years?
JAMES TAYLOR: We are pretty much there at this point. We’ve set our stall out to be compliant with the ZEV mandate this year at 22%. And that’s partly business reasons and partly because as a brand we want to be part of making sure that we decarbonise the UK automotive arena. So it’s very important to us that, where the government sets that target, we achieve it.
We’ve had a very good quarter three. Dealer network sales are approaching 30% BEV mix in September, and we’re just under 20% at this point now with a quarter of the year to go, so we’re very much set to make sure that we do meet that target this year.
And then with the launch of Grandland and new Frontera at the start of next year, obviously we’ll be able to attack next year with two new products in addition to the ones we’ve had this year. So that’s a step up to 28 percent that we feel well placed to deliver.
I think beyond that, when you get to 33% and then a couple of years after that you’re at 50%, what is clear – and we’ve called on this a number of times – is we’d also like to see the government come in to support.
We’re doing our bit in terms of providing a great range of products, but I think what we do need is some additional incentives for the private retail motorist to consider buying an electric car. So we’d call on a redistribution of some of the benefits of company car taxation, and to use some of that money for the private motorist.
Also for those without off-street parking, again, we’ve called on the government to introduce 5% VAT on public charging, the same as on your domestic tariff. Because we do need, if we’re going to achieve those targets in the out years, government to put some stimulus in for demand as well.
EVP: The most recent SMMT figures show a slight growth in BEV sales, but not massive, and the SMMT and several manufacturers wrote to the Chancellor requesting action to help boost sales. So do you think that the ZEV mandate is the right thing at the right time? Do you think it needs to be softened or do we need those incentives to get to that 80% by 2030?
think that would make a big difference in terms of attracting buyers to EVs?
JAMES TAYLOR: The government sets the parameters by which we all have to work, and what we want is consistency. Under the previous government, the ICE ban got put back from 2030 to 2035. The Labour government have said they will bring that ban back to 2030. So that will then give us some clarity and we’re back to the rules that we were working to a year or so ago. I think to get to those levels, particularly in the medium term, I think we do need government action on some stimulus for the private retail motorists.
The other part is infrastructure, and we’d call on government to speed up the access to the grid. But also look at mandated targets for the on-street charging in residential areas. Similar to where councils and the Labour government have talked about housing targets. What we are calling for is some infrastructure targets that have to be met to make sure that those people without off-street parking are still able to choose an electric car.
EVP: That connects to the Electric Streets campaign that Vauxhall is involved in, so do you
JAMES TAYLOR: I think so. It comes back to that word ‘choice’. What we want is everyone to be able to make that choice and not to be effectively put off buying an electric vehicle because they don’t feel it’s convenient to charge. We’ve tried to address affordability, we’ve done payment parity, we’ve got list price parity with the new family SUV Frontera.
Obviously we’ve got the new Grandland with a range of 325 miles just now and over 400 miles coming next year. So affordability and range are very much being fixed but the final part is the infrastructure and that’s where we need to make sure that infrastructure is in place.
We’d like everybody to have a public charger within five minutes of their home. Today, only about 20% of households without off-street parking have a charger within five minutes. So clearly that needs to grow if more of those households are going to consider buying an electric vehicle.
EVP: Is that a council and a government issue or one for private operators?
JAMES TAYLOR: We did some research with Cenex and that showed that for journey charging – your
main motorways, A roads, etc – about two thirds of those routes by miles travelled have adequate charging today for the current level of vehicles. And I think we can see in most places there’s lots of infrastructure going in in terms of fast chargers on those main routes.
So I think the free market will effectively resolve that and make sure there’s enough capacity there to keep up with demand. Where you’ve got the chicken and egg is that convenience. Eighty percent of charging happens at home today. If you haven’t got offstreet parking, you want to charge somewhere convenient to where you live.
Today we’ve only got 20% within five minutes. That’s where we do need local councils to access the money. The government has put hundreds of millions of pounds there in the LEVI Fund to be used. It’s now just trying to speed up the access and the drawdown of those
funds to actually put the infrastructure in place on the ground.
Because clearly you need that confidence before, in many cases, you feel willing to choose an electric vehicle. It can’t come after, it needs to come before.
For many, for today, I think if you’ve got off-street parking and you can have overnight tariffs, choosing an electric car is probably an obvious choice, particularly now that journey infrastructure’s in place, and ranges are up above 300 miles. It’s much harder if you haven’t got offstreet parking and that’s where we need the government to come in.
EVP: Going back to SMMT’s letter to the government, there was a call for a reduction in VAT for the next three years on EVs. Do you think that’s necessary as well?
JAMES TAYLOR: It comes back to a redistribution of some of the benefits that exist for company car drivers today, which have been very successful. We see in ‘true fleet’ that one in three cars is electric, so we could use some of the incentives there and transfer that to the private motorists.
I don’t think it would necessarily take that much just to give an extra nudge for people just to consider a more of a glass half full angle, as in ‘I want an electric car’, rather than a glass half empty. If people feel they’re getting something extra, they’ll start from the point of view that electric is a positive choice.
EVP: Recently, you said that when we saw the ICE ban pushed back to 2035, there was a decline in interest in EVs. So do you expect that if we get confirmation that we’re going back to 2030 we will see a similar shift the other way?
JAMES TAYLOR: When it went back to 2035, you saw about a 5% reduction in the mix of people interested in buying an electric car, which is quite a significant reduction. It’s probably about more like a 25% reduction of the total number of people who are looking at electric cars first. So I think if
it does get put back the other way, suddenly 2030 doesn’t seem that far away.
That, coupled with the fact you are seeing more electric vehicles on the road, I think it just helps just cement it in people’s mind that this is a) something that is happening, clearly it is workable, because lots of people are choosing electric vehicles today, and b) it just gives people the confidence they’re making a choice that isn’t going to come back to bite them at some point later down the line.
EVP: Here in the UK we are still seeing growth in the EV market, including private retail but in Europe the picture is quite different. From Vauxhall’s point of view, does that make things easier or harder because you’re a UK-specific brand but part of a much broader European group?
JAMES TAYLOR: I think in the short-term what we’re trying to do is just use some of our experience from this year to support our colleagues in some of the other markets, particularly in terms of working with your retailer network. They’re the interface between you as the manufacturer and the customer making the decision.
We’ve evidenced that you can move the mix of electric sales quite remarkably. If you went back 12 months, we were probably at less than 5% electric mix, now we’re near 30%. So it can be done.
You’ve got some European markets, much further down the electric journey than the UK. You’ve got other markets that are significantly behind, particularly on infrastructure in the UK. So different countries are at different points on that journey.
But I think our group’s multi-powertrain strategy is a big advantage. From a customer point of view, it’s far easier to talk about the benefits of electric to someone who wasn’t necessarily considering an electric car, where it’s the same car, it’s just the powertrain that’s different, than if you’re suddenly talking about a whole different car than the one they’ve actually come into look at.
Specifically for Vauxhall, price parity helps there too. With a retail customer, talking total cost of ownership isn’t necessarily something people think of automatically and not something necessarily that the retailer network’s experience is talking about.
When the monthly price or list price is the same, and then you start talking about the difference between the cost of fuel and the cost of electricity, then that’s all saving that goes to the customer. And that’s easier for the customer to get their head around.
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Despite being among the biggest in its class, the Grandland’s designers have managed to avoid it looking too bulky. It has all the usual SUV hallmarks but it’s been designed using a few simple lines that mean it doesn’t loom in the same way as some alternatives. It’s fresher and neater than the old car but beside cars like the E-3008 or Scenic it’s a little bland. You’ll still definitely know it’s a Vauxhall, though, thanks to the light-up Griffin badge in the 3D Vizor ‘grille’ and the illuminated Vauxhall script
The interior is a definite improvement over both the old car and other Vauxhall models. It still feels like Vauxhall isn’t allowed to be as adventurous as its Stellantis partners, and there’s a fair bit of dull, cheap black plastic lower down but the new Grandland does score a couple of hits. The fabric finish on the doors, dash and centre console looks smart and feels good, and the switchgear – from the welcome physical heater controls to the steering wheel buttons – has a higher quality feel
All but the most basic versions also get seats approved by the AGR – Germany’s campaign for back health. These sporty-styled affairs look good and, most importantly, are properly supportive
Being bigger means the Grandland offers more rear space than before – 20mm over the old car – and more than the E-3008, but it doesn’t feel any more spacious than most rivals. The boot, too, is nothing spectacular. At 550 litres, it’s better than the Ford or Renault but lagging behind the Peugeot or Skoda.
On the tech front, basic versions of the Grandland get a 10-inch central screen but GS trim upwards get a 16-inch unit to go with the 10-inch digital instrument cluster. Like elsewhere, this is a noticeable improvement on the old car’s system and, for the most part, is quick and clear, although there are still too many sub-menus. Cleverly, there’s a ‘pure’ mode that strips back the content on the main screen and instruments to provide less
distraction for the driver. And – like Renault – you can personalise your ADAS functions and access (ie turn them off) with the press of one button.
Next year, Vauxhall will start selling a four-wheeldrive Grandland and a longer-range one using the same 97kWh battery as the Peugeot E-3008 and E-5008. That will boost the Grandland’s maximum range to 435 miles, while the AWD will bring 316bhp.
For now, there’s just one powertrain – a 207bhp motor driving the front wheels, with a 73kWh battery providing the energy.
It’s a familiar set of numbers in this segment, within a few bhp and a handful of kWh of most rivals. The 0-62mph run takes nine seconds, and range is 325 miles, neither the best or worst in the class. Cars like the Renault Scenic and Ford Explorer offer longer ranges, while others such as the entry-level Enyaq 50 lag behind it.
The driving experience is a pretty familiar story, too. The family SUV market – electric or otherwise – isn’t the place for hugely dynamic and engaging cars, so the Grandland fits in well with some perfectly solid and predictable behaviour. Two of the three drive modes limit the power – to 158bhp or 178bhp – with a predictable impact on performance. Eco, particularly, leads to quite sluggish progress. Sport is the only way to unlock all 207bhp and it also adds some more artificial weight to the fairly lifeless steering.
More positively, even on 20-inch wheels, the Grandland rides pretty well, especially when considered against the Explorer or 3008, thanks to the standard-fit frequency selective damping. And it’s incredibly well insulated against noise. Even at German autobahn speeds you have no difficulty holding a conversation.
Those speeds made gauging a realistic efficiency number tricky but Vauxhall says the Grandland should do 3.7/kWh. And when it needs to be charged, 160kW DC charging will do the 10-80% run in 26 minutes, while 11kW AC charging is also standard.
The Grandland starts at £40,995 for the entry level Design model. That gives it a competitive edge over alternatives such as the Peugeot and Ford Explorer, both of which start at more than £45,000. Entry-level versions of the Scenic and Enyaq cost less, but the Grandland offers a much better range. And all buyers get the option of a free home wallbox, or £500 public charging credit.
Vauxhall is also very proud of its finance deals which offer the same monthly payments for the electric model as the hybrid. The catch is that you’re tied into a five-year deal rather than four years on the hybrid.
There are just three trim levels – Design GS and Ultimate, with GS expected to be the most popular option. Design cars come with 19-inch alloys, LED lights, and a 10-inch screen with wireless phone mirroring and dual-zone climate control.
GS specification costs from £43,145 and brings diamond cut alloys and a gloss black finish to the roof, bumpers and spoiler, as well as introducing the 3D Vizor with light-up badge and adaptive LED lights. It also gets the heated AGR-certified seats, heated steering wheel, ambient lighting and a 16-inch central screen with built-in navigation.
Another £2,050 for the Ultimate adds the same sort of kit you’ll find on any top-spec model from rivals, including a panoramic roof, powered tailgate, head-up display, 360-degree parking camera and 20-inch alloy wheels, plus more ADAS, including semi-autonomous lane changing.
The fact that the top-level Grandland is priced closer to mid-spec rivals is probably its biggest draw and could be enough to sway buyers towards the Vauxhall.
Elsewhere, it’s a solid but unremarkable contender. It does everything that’s required of it, but from space and tech to range and performance it does little to stand out in a crowded segment.
PRICE: £45,195
TRANSMISSION: Single-motor, front-wheel-drive
BATTERY: 73kWh POWER: 207bhp
TORQUE: 253lb ft
TOP SPEED: 112mph
0-62MPH: 9 seconds
RANGE: 325 miles
CONSUMPTION: 3.7m/kWh
CHARGING: up to 160kW
The season, due to kick off on 7 December 2024 and run till 27 July 2025, will bring 17 races across 11 locations starting in São Paulo, Brazil and ending in London.
Unveiled at Nissan’s Formula E HQ near Paris, the new GEN3 EVO car features an updated version of the Sakura cherry blossom livery, something that’s been a fan favourite since its Season 9 debut. Likewise, the new car has undergone light cosmetic changes such as a revised front wing, but the biggest alteration is its all-wheel drive e-4ORCE 05 traction system which gives the new Nissan a large advantage off the line, in attack mode and during duels.
Nissan’s Formula E team has taken things up a notch for Season 11 by introducing a new car which will be piloted by Norman Nato and Oliver Rowland
The system took 18 months to develop and allows the GEN3 EVO to sprint from 0-62mph in 1.82 seconds, making it a second quicker than the previous GEN3 car while its top speed remains unchanged at 200mph. While the old car produced 300kW during races and 350kW for qualifying, the new car churns out 400kW when qualifying and 350kW when racing. Nissan will stick with Hankook tyres for the new season, although these have been updated to provide between 5% and 10% more grip for the new powertrain. Testing for the new car begins on 4 November in Valencia.
Tomasso Volpe, Nissan’s Formula E managing director and team principal, said: “We’re excited for the new season and have been working hard in getting to grips with the GEN3 EVO car. Everything has been running smoothly so far and we’re looking forward to getting out on track in Valencia.
“Our new workshop is fully operational now, which is making a huge difference – we’ve been able to take full advantage of the facilities, allowing us to maximise the potential of the team. In terms of drivers, Norman has settled in very quickly, he knew most of the crew already so that made things easier than normal. Together with Oli, we’re confident we have a strong line-up ready to fight for wins and podiums throughout the upcoming campaign.”
The new car was developed at Nissan’s new high-tech base near Paris (Photo: Nissan)
The Nissan Formula E team also celebrates the completion of its new 2,600 square-metre facility, which resides just south of Paris. The facility features management offices, a simulator to help prep the drivers for upcoming races, and a workshop that allows the engineering team to work on the cars and prep them for the season.
Nissan ended Season 10 strongly with Oliver Rowland at the wheel after he secured a race victory in Round 16 at the London E-Prix. Things weren’t quite as easy for the team in the lead-up to the final race as both Rowland and Sacha Fenestraz missed out on points after race incidents which meant Nissan qualified ninth. The points were regained during a chaotic race putting the team fourth and with the use of attack mode late on, Rowland secured the lead and the team’s second victory of the year. This resulted in Nissan having 182 points and claiming fourth place in the Teams’ Championship.
Season 9 was driven by Norman Nato and Sacha Fenestraz with the duo bringing home 95 points, putting Nissan’s Formula E team seventh in the teams’ standings. For Season 11, both Rowland and Nato will be fighting Nissan’s corner.
Nato told EV Powered: “We had a really good second part to season 9. Of course, we didn’t achieve the results we wanted, but also, we have to remember that it was the first year for Nissan as a team. Before that, it was Nissan e.dams, so there was a big difference.
“We introduced a lot of new people; two new drivers and a new car was developed. And at the beginning of the season, we were lacking experience when it came to being a team. Towards the second part of the season, we began fighting for the top five podium as things became slightly easier. Nissan has now managed to make the package better, and the new car, I’m sure, is one of the most efficient ones yet, but it’s not all about the car. There’s a lot of strategy and management behind it all.
“I feel very comfortable with Nissan and because we fought hard for the top five podium previously, I’m really glad to be back.”
When asked how he feels the season might go for Nissan, Nato added: “Of course, we all want to win, but it’s something that’s very unpredictable in Formula E. A good example: I was with Andretti for Season 10 and my teammate was a world champion. From one year to another, he used the same car and team, but he went from being the world champion to finishing seventh. This just shows that the level for each year is increasing for every team. It’s something that we’re pushing hard just now, but it’s too early to say how things will go.”
Nismo, Nissan’s motorsport division, turns 40 this year and to add to the GEN3 EVO Formula E car reveal in Paris, the marque also pulled the cover off its new Ariya Nismo. If buyers wanted a top-spec Ariya previously, they would choose the Evolve which comes with a 63kWh or 87kWh battery, while power ranges from 214bhp to 301bhp. There’s also the choice of either front-wheel drive or four-wheel drive. Now, you can opt for the Nismo, a trim placed above the Evolve.
The Nismo’s been fitted with additional aero bodywork, increasing downforce by 40 percent over a stock Ariya with no change to its 0.30 drag coefficient. Red accents which set aside the Nismo brand can be spotted throughout the cabin and on the bodywork, and there’s Nismo badging on the front splitter. At the rear, is a double lip spoiler and a centralised tail light built into the bumper, just like you get on a Formula E car.
Like Nismo cars of the past, most of the Ariya’s larger changes are underneath the bodywork. The suspension has been tuned to be 3% stiffer at the front and 10 at the rear. It also gets the e4ORCE four-wheel drive system and the torque split now means that it’s rear-biased, although it will vary accordingly depending on the road surface. The twin motors operate independently and the front takes a maximum of 60 percent of the torque while the rear takes 75, and according to Nissan, it produces more lateral turning force than a GT-R Nismo.
11, both Rowland and Nato will be fighting Nissan’s corner.
Likewise, the ABS has been tuned to shorten the brake distance by 8% over a stock Ariya. Power comes in at 429bhp, with 442lb ft of torque, which means the 2.2-tonne EV will manage 0-62mph in sub five seconds, a figure not far off the Evolve’s. Nismo engineers do claim, however, that it’ll cover the 50-70mph sprint in just 2.4 seconds, making it sprightlier than a Z Nismo in gear.
It’ll charge at 130kW DC but it also features a 22AC charger and the battery is the same 87kWh unit found in other variants. All Nismo cars will wear unique 20-inch Enkei wheels and there are four colours to choose from, with prices start at £56,620 OTR. Nissan says that the first 250 customers will receive their car in January.
For four years, the Polestar 2 has existed as the brand’s only car, with the promise of more models to come. Well now, finally, those other models have begun to arrive.
We’ve got the Polestar 3, which is the brand’s large, luxurious rival to the Porsche Cayenne and BMW iX.
And we’ve got the Polestar 4 – a large but more performance-focused SUV-coupe which is a closer rival to the new Macan and Audi Q6 e-tron. Polestar calls the 4 an SUV-coupe but that’s to almost do it a disservice. At 4.8 metres long, it has a similar footprint to a Volvo XC60 and our test car was fitted with outrageous 22-inch wheels, yet it hides its size well and you’d never guess it was rolling on bigger wheels than a Range Rover. It has more of a large saloon or fastback look to it than any sort of SUV.
The front has a more sloping, pinched look than the smaller Polestar 2 but there’s a degree of familiarity in the Thor’s hammer headlights, although these are now split rather than being a single unit. From the sloping bonnet, the shallow-angled windscreen flows into the elongated roofline, which ends, famously, not in another pane of glass but a solid panel.
This lack of rear window doesn’t look as odd as it sounds thanks to the standard panoramic sunroof that stretches right back to the edge of the tailgate and some clever use of different coloured panels. It’s also not as strange as you’d expect inside. That massive roof means that the cabin never feels dark, even in the reclining rear seats. Polestar’s argument is that the sleek design would have resulted in a largely useless letterbox-style rear
window anyway, so it might as well save weight and create more space by getting rid of it entirely.
The solution to the lack of rear visibility is a highdefinition rear camera and screen in place of a rearview mirror. On the move in daytime this works pretty well and gives a wider rearward view than most mirrors in modern cars. Personally, I coped fine with the digital image but I have spoken to others who find the lack of depth in the image nausea-inducing.
The camera is just one example of the 4’s high-tech interior approach. At the heart of the cabin is a 14.7inch touchscreen from which virtually everything is controlled. This is a sharp, responsive setup that features big shortcut buttons and a ‘no-scroll’ approach to menus. Most functions are pretty quickly accessible but there’s still too much messing about in menus. Everything from the air conditioning to the wing mirrors are adjusted via the screen and unmarked steering wheel buttons, which just feels unnecessary. And changing any single drive element, such as suspension or steering, needs at least two screen presses. If you want to adjust all of them, it needs at least five button presses. Not ideal if you want a quick swap between drive modes.
If the screen is overly complicated, the rest of the interior is brilliantly simple. The 4 continues Polestar’s winning recipe of fuss-free design and top-grade materials. A few simple lines define the shape of the cabin and there’s a wealth of light-coloured sustainable materials, from the textured dashboard to the seat fabric, which is
made from recycled plastic but looks and feels wonderful.
If the pale woven fabric isn’t for you, there’s the option of Nappa leather from Bridge of Weir. Whichever trim you opt for, the Polestar looks and feels incredibly special, blending sophistication and space with impressive refinement.
Polestar proudly proclaims that the 4 is its fastest model yet. That is if you opt for the range-topping all-wheel-drive version with the Performance Pack, and that’s the one I’ve spent most time in. It’s certainly fast. 536bhp and all-wheel drive mean it can go from rest to 62mph in 3.7 seconds. What’s interesting is that rather than the brutal gut-punch you often get with such pace, the Polestar delivers it like an unstoppable tidal surge pushing you forward. Of course, you can stop it – courtesy of four-piston Brembo brakes – but there’s a feeling this big beast could run on seamlessly to its 124mph top speed and beyond.
The fluid feel carries through to how it handles. Performance pack cars get a bespoke Polestar Engineered chassis setup and unique tuning for the active ZF dampers. There are three firmness settings for the ride and three steering weights, each firmer and heavier than the last but with a measured progression that feels natural.
The result is a composed and consistent drive that still engages. It’s completely flat through corners, turning with just the right speed and aggression
POLESTAR CALLS THE 4 AN SUV-COUPE BUT THAT’S TO ALMOST DO IT A DISSERVICE
without being jerky, and rides astonishingly well for something on 22-inch wheels. There’s none of the lurching, leaning or harshness you associate with quick SUVs, and although you never feel like you’re working hard, you do feel suitably involved.
You can have the AWD model without the performance pack, which means you lose the chassis and suspension tweaks and the Brembos but keep the same power output. I haven’t driven that variant, so can’t say how those changes affect the drive, but I have spent some time with the single-motor version.
The 268bhp rear-drive one is the long-range champ of the line-up – managing 385 miles per charge –but feels less convincing. It’s still perfectly pleasant to drive but without the grunt of the two motors or the clever adaptive chassis features, it lacks the performance chops and feels a little too similar to any number of other 250(ish)bhp EVs.
Regardless of spec, all Polestar 4s come with a 94kWh battery and are capable of 200kW charging. As mentioned, that’s good for 385 miles in the single-motor version, while twin motor cars offer up to 367 miles.
There are only two ‘specifications’ in the Polestar 4 line-up and they are simply to do with the number of motors. The rear-driven version starts at £59,990 while the AWD model comes in at £65,990. Adding the Performance Pack will cost you another £4,000.
Doing so is the only way to get the tuned chassis, 22-inch alloys and cosmetic touches like gold brake callipers, valve caps and seatbelts. However, every current version of the 4 automatically gets the Plus Pack, which includes a 12-speaker Harman Kadron sound system, pixel LED lights, powered tailgate, three-zone climate control, heated reclining rear seats and a 14.3-inch head-up display. That’s on top of the electrically adjustable heated front seats, LED lights, connected infotainment and surround-view cameras that come as standard along with a heat pump and swathe of advanced driver assistance systems.
Beyond that you can spend thousands on individual options such as fancier paint, bigger wheels or different interior finishes.
Polestar positioned itself as a premium performance brand, and the Polestar 4 feels like it nails that brief.
The slick exterior styling and effortlessly cool interior exude a subtle high-end feel that’s allied to a muscular, engaging feel on the road – as long as you opt for the twin-motor model.
The single motor version is less successful and every car is blighted by a user interface that’s trying too hard to be clever and ends up simply frustrating, but overall the Polestar 4 proves the brand is now much more than a one-trick pony.
PRICE:
£66,990 (£75,040 as tested)
POWERTRAIN: Two-motor, all-wheel-drive
BATTERY: 94kWh
POWER: 536bhp
TORQUE: 506lb ft
TOP SPEED: 124mph
0-62MPH: 3.7 seconds
RANGE: 367 miles CONSUMPTION: 2.2-3.3 m/kWh
CHARGING: up to 200kW
A month in and our long-termer is show high-tech smarts but a worrying appetite for energy
As suspected, after a few days of just jumping into my long-term GV70 and driving, I began to feel the need to personalise things. Normally in a short-term test car, I won’t mess too much with the driver profiles, display settings and so on. But since this Genesis is mine until next year, it feels only right to have things the way I like them – from memory seat settings to the colour of the ambient lighting.
The good news is that the controls and menus on the massive letterbox screen are pretty straightforward. Thanks to an obvious menu structure and the tactile rotary controller I quickly managed to get rid of the odd 3D effect on the instrument dials, programme 6 Music to the radio favourites, and set the driver assistance systems so they’re not constantly nagging. The only function that requires a reset every time I start the car is the lane keep assist and, thankfully, a long press on a steering wheel button turns off that most irritating of ‘assistance’ systems.
Outside the car, I’ve also hooked it up to the Genesis Connected Services app, which allows me to remotely monitor and control many aspects of the
car. This ranges from seeing if the car is locked (and locking it if it isn’t) to checking the range and programming a charging schedule to take advantage of my off-peak electricity tariff.
It’s just as well I have an off-peak tariff as it turns out the GV70 is a bit of a thirsty beast (if an EV can be thirsty).
So far, the car has spent most of its time bimbling gently in Eco mode as I desperately try to get more than 3 miles per kWh out of it. Whatever the GV70’s other qualities, efficiency doesn’t appear to be one of them and I’ve averaged 2.86m/kWh.
Against a WLTP range of 283 miles, our car has never promised more than 240 miles. That should make for interesting times later this month when I join a coast-to-coast range challenge with a fleet of other Genesises (Genesi?). That’s likely to really test the car’s range and my ability to drive efficiently.
In Eco mode, the GV70’s throttle response is dulled down, and it behaves like any other largish electric SUV. The pick-up and acceleration are perfectly sufficient to keep up with traffic but don’t suggest that this is a 400bhp+ machine. Of course, in a car with a massive boost button on the steering wheel, it would be rude not to press it and the impact is immediate. This temporarily delivers the full 483bhp and turns this stately SUV into a veritable rocketship. It’s not mature or good for efficiency but there is something satisfying about launching this unassuming big beast towards the horizon with Porsche-like pace.
There hasn’t been much opportunity to use that silly pace though. Since its arrival, the GV70 has largely been pressed into the essential but humdrum everyday use. That means low-speed school runs, sports club runs and, inevitably, a trip or two to the tip. I can confidently say that, with the rear seats down, the 1,610 litres of load space is enough for two giant bags of garden waste. I can also confidently say that the interior now needs a really good clean.
Thanks to a busy launch schedule, the GV70 has also already become very familiar with the delights of Edinburgh Airport’s multi-storey car park. On my driveway, it looks like a pretty big machine but in the car park among the endless Range Rovers and pick-up trucks it feels relatively compact.
There are more airport trips in the offing but coming weeks should also offer some opportunities for longer journeys where I’ll be able to test the car’s abilities as a long-distance family hauler and, hopefully, improve on that efficiency.
Arrived: October 2024
Price as tested: £77,825
Mileage since arrival: 861
Average consumption: 2.86m/kWh
Charging costs: £21.44
Costs: None
Faults: None
Clever connected app to manage the car remotely.
Struggling to get close to 3m/kWh efficiency.
Orbea’s 2025 Wild M-LTD is the pinnacle of their new full-power eMTB range, featuring a refined design that enhances both performance and comfort.
Retailing at £11,299, this model comes equipped with premium components, including Fox Factory suspension, SRAM XX Transmission, and robust Maxxis tyres, making it a top contender for mountain biking enthusiasts seeking the best in ride quality and durability.
Building on the strengths of its predecessor, the new Wild offers 170mm of travel both front and rear, an increase of 10mm from the previous model. This change, combined with a slacker, longer geometry, results in a bike that’s more stable, comfortable, and agile on challenging terrains. Orbea’s design team, OOLab, has meticulously refined the frame, achieving a 10% increase in stiffness to better handle the added forces of the motor and battery weight.
One of the standout features is the improved suspension setup. The new leverage ratio provides a more supple initial feel, while a progressive end stroke ensures that the bike remains responsive
on rough terrain. The concentric rear pivot design keeps braking and suspension forces separate, offering smoother rides even on technical trails. The Wild’s plushness absorbs smaller bumps with ease, while larger hits are cushioned effectively, reducing fatigue and enhancing rider comfort.
The Wild’s climbing capabilities have been honed to perfection. A 77.5-degree effective seat tube angle positions the rider over the bottom bracket for efficient pedalling, while the 448mm chainstays improve weight distribution, making technical climbs more manageable. The Bosch Performance Line CX motor, paired with a 600Wh battery (or an optional 750Wh unit), delivers up to 340% assistance, providing plenty of power to conquer steep inclines. While there’s no significant change in motor performance compared to the previous generation, its quieter operation and lighter weight contribute to a more refined riding experience.
XX Transmission delivers smooth, reliable shifting, while Shimano XTR brakes provide powerful and precise stopping. Orbea has also integrated the rear rack directly into the frame, doubling its load capacity, which is a testament to the bike’s versatility.
For added durability, the Wild comes fitted with Maxxis Minion DHR II and Assegai tyres, offering excellent grip across varied terrains. Internal cable routing via the headset and comprehensive chain-slap protection help maintain a clean, uncluttered appearance.
On descents, the new Wild shines. The bike’s stability, thanks to its slacker 63.5-degree head tube angle and refined geometry, provides a sense of control and precision. Whether navigating slick, steep trails or flowing through technical sections, the Wild remains composed, allowing riders to lean into corners confidently and make quick direction changes with ease. The Fox Factory suspension components ensure smooth rides across varying conditions, while the bike’s increased mid-stroke support helps maintain speed and traction when needed.
The Wild M-LTD doesn’t just perform well; it’s packed with top-tier components that justify its premium price. The bike features Fox Factory 38 GRIP X2 forks and Float X2 rear shocks, ensuring maximum control and damping. The SRAM
Available in four sizes (small to extra-large), the Wild’s geometry is designed to accommodate a wide range of riders. The standover height of 730mm and a steep seat tube angle allow for easy handling and comfort, even during long rides. Orbea offers the Wild with either 600Wh or 750Wh batteries, and a Bosch PowerMore 250Wh range extender can further enhance its range, mounted via the bike’s bottlemounting point.
The Wild M-LTD is optimised for 29-inch wheels, but riders have the option to swap out the rear wheel for a 27.5-inch setup, adding even more flexibility depending on riding preferences.
The 2025 Orbea Wild M-LTD is an impressive evolution of its predecessor, delivering a ride that’s faster, smoother, and more controlled. Its combination of premium components and thoughtful design makes it one of the best highperformance eMTBs available, and a top choice for riders looking to push their limits on the trails.
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
While the Toyota Proace Max is a new van built around an 18-year-old base, the new Renault Master E-Tech really is an all-new entry in the large electric van market, which makes it quite exciting.
The outgoing Master struggled to compete in the EV market. It wasn’t a bad van, but a small battery pack and a woefully underpowered motor meant it wasn’t suitable for, well, anything. Fortunately, that’s all changed with the latest Master E-Tech.
Renault has given the Master E-Tech a complete makeover, incorporating an aerodynamic design
it calls ‘aerovan’. Don’t be distracted by the big bluff front end — an unnecessarily aggressive design that will loom large over many a rearview mirror — as the van pushes air to the side and smoothes its way to a tapered rear. It’s subtle, but Renault promises it does the job of cutting aerodynamic resistance well.
Inside, the cabin balances functionality with technology, featuring a 10-inch touchscreen mounted
centrally in the gently curving dashboard for infotainment, navigation, and other software. It can also support specialised third-party conversions, so, for example, external lighting can be operated from the touchscreen rather than needing an extra switch bolted to the dashboard. This makes things cheaper to install and, crucially, helps retain value when it’s time to move the van on to the next owner.
There are physical controls, too, which are always welcome. Cabin temperature is sorted with a simple dial, and audio volume can be tackled with discrete buttons atop the screen. There’s also the frustratingly placed audio control stick mounted low behind the steering wheel which is something to get used to.
The cabin itself is spacious and well-thought-out. There’s ample storage for daily detritus, including multiple dashboard boxes, an overhead shelf, slightly small door pockets, and a sizeable under-seat compartment (although that’s ideal for storing a charging cable rather than your lunch-
box). Users of modern smartphones will be happy, with USB-C charging ports and a wireless phone charging pad on the dash, although anybody with an older USB-A cable will be left needing a converter.
It’s a thoroughly driver-centric space, offering plenty of space and comfort.
The Master E-Tech comes with an 87kWh battery paired with a 105kW (141bhp) motor, delivering a range of up to 285 miles in ideal conditions and depending on spec, according to WLTP testing. This range places it among the best in its class, particularly given its price point, which we’ll come to later.
The single battery-motor combination means there’s no need to choose between power and payload; it’s a balanced setup that supports daily driving without complications, although a smaller 40kWh battery pack will be available in the Master’s Nissan-badged Interstar twin.
While the 141bhp output is modest compared to some other vans — you can get a Ford E-Transit with as much as 265bhp — the Master performs well and didn’t have any trouble keeping up with traffic on the M25 on a rare day when it was moving freely. There’s enough grunt in urban areas to pull cleanly out of junctions without concern.
Handling is stable, with sturdy steering for motorways and light control for tighter urban manoeuvres. The turning circle is impressive for a van this size, making city driving surprisingly manageable.
Charging is versatile, with fast charging available at a 22kW public AC point (0-100% in around 4 hours and 35 minutes) and high-speed charging at a 130kW station, taking just over an hour for a full charge. For home charging, expect around 14 hours on a 7.4kW wall box.
There are just two load boxes available on the Master E-Tech, which allow for payloads of up to 1,625kg. Payload volumes range from 10.8m3 in the back of the L2H2 model (called MM in Renault speak), rising to 13m3 in the largest L3H2 (or LM) van.
Taking our laser measurer to the L2H2 model, we found you can squeeze in a load of up to 3,031mm long, 1,790mm wide and up to 1,896mm tall, give or take a bit. Access to that load bay is easy, as the sliding side door is huge, measuring 1,312mm. The
PRICE: £42,500 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 87kWh
POWER: 141bhp
TORQUE: 221lb ft
TOP SPEED: 75mph
0-62MPH: N/A
RANGE: 255 miles
CONSUMPTION: 2.9m/kWh
CHARGING: up to 130kW
rear doors fold back through 180 degrees, making loading with a fork lift a piece of cake.
Weight limits go from 1,074kg to 1,625kg. Why the wide range? The Master E-Tech is available in 3.5-tonne or 4.0-tonne GVWs, with the latter carrying an extra half tonne. It does mean that anybody with a simple car driving licence will need to take some extra tuition to drive the 4.0-tonne model, which also comes with additional complications for any business running them. It might be better to stick to the lower weight limit and avoid the pain of extra regulations while allowing access to more drivers.
The Renault Master E-Tech’s starting price of £42,500 for the MM35 model is made even more appealing by the £5,000 Plug-in Van Grant that’s currently available. That significantly undercuts the likes of the Ford E-Transit and Vauxhall Movano, and matches the likes of the smaller Ford E-Transit Custom and Vauxhall Vivaro Electric.
Available only in Advance trim, the Master E-Tech includes the essentials and a few premium additions. You’ll find air conditioning, the 10.0-inch infotainment screen with Android Auto and Apple CarPlay, heated door mirrors, cruise control, power sockets in the back, and a vast array of safety technology.
The Renault Master E-Tech may not be the flashiest or most powerful electric van on the market, but it excels where it matters most: practicality, range, and affordability. With a starting price well below many competitors, a solid driving experience, and an attractive range of up to 285 miles, it’s an ideal choice for businesses ready to switch to electric without stretching their budget.
Renault has crafted a straightforward, no-fuss EV that promises to meet the needs of fleet operators and independent drivers alike in an increasingly crowded electric van space.
PHIL HUFF
TUAL, a leader in electric commercial vehicle charging solutions, has secured a share of £14 million funding to spearhead innovation in the freight sector.
In collaboration with the Department for Transport and Wincanton, a leading UK supply chain solutions provider, TUAL will trial cutting-edge high-performance powerbanks for electric heavy goods vehicles (eHGVs).
This funding forms part of the third round of the Department for Transport’s Freight Innovation Fund Accelerator Programme, a £7 million initiative spanning three years.
Delivered by Connected Places Catapult, the programme is designed to enhance the freight sector’s efficiency through the deployment of advanced technologies such as
swappable powerbanks, AI, and automation, with the goal of improving the transportation of goods across road, rail, and sea.
Philip Clarke, Founder and CEO of TUAL, said: “We are delighted to be working with the Department for Transport, Connected Places Catapult, and Wincanton on this forward-thinking project to trial our high-performance powerbanks for electric trucks. The funding we’ve received expedites the development of our solution, enabling us to extend the range and operational capabilities of eHGVs, while introducing new efficiencies to fleet management.”
Norfolk-based EV firm Equipmake has secured a share of government funding to develop a new electric fire engine.
The specialist in electrically-powered commercial and heavy vehicles will now work with partners including the London Fire Brigade to develop the vehicle over the next 12 months.
The £350,000 funding was awarded as part of £88 million of grants and investment from the government-backed Advanced Propulsion Centre (APC) to support the development of zero-emissions vehicles.
The joint venture, known as ZEPA (Zero Emission Pumping Appliance), is a collaboration between Equipmake, emergency vehicle manufacturer Emergency One, the London Fire Brigade and CENEX.
The group said that a key innovation for the new state-of-the-art vehicle will be a novel ‘daisy chain’ energy management system. This will enable firefighting with fully battery-electric fire engines –another step forward in supporting the London Fire Brigade in its transition to zero emissions. It is expected that this technology will have other applications in addition to fire trucks.
Transport giant FirstGroup has announced a £1 million investment to support the development of EV conversion technology for heavy commercial vehicles.
FirstGroup Energy Limited – the investment arm of the transport operator – is injecting the money into KleanDrive, a UK-based leader in the conversion of heavy vehicles such as buses and HGVs.
Converting ICE heavy vehicles to electric power is seen as a cheaper and more sustainable way to cut fleet emissions. The firms behind the technology argue that heavy fleet operators can drastically reduce emissions, cut their operational costs, and extend the lifecycle of their current vehicles all for less money than replacing their vehicles with brand-new EVs.
Faizan Muhammad, investment director of FirstGroup Energy Limited, said: “This transaction represents our first venture investment and is consistent with our focus on accessing new and innovative solutions through targeted investments. KleanDrive’s cutting edge technology offers a complementary option, and greater coverage, to support fleet operators in their decarbonisation efforts.”
KleanDrive’s retrofit systems are modular and brand-agnostic, meaning they can be configured for and fitted to a huge range of buses, coaches and trucks regardless of the make or model.
Chinese car and van maker Skywell has confirmed it will launch its first all-electric commercial vehicle in Europe next year.
The brand unveiled the van – codenamed 233 – at the Paris Motor Show and it is expected to make its UK debut at the CV Show in April 2025.
Slotting into the same heavy van segment as the Ford E-Transit and Renault Master E-Tech, the 233 will initially be available in two body lengths – 5,490mm and 5,990mm – and two roof heights – 2,200mm and 2,700mm – corresponding to a load volume range of 9.5 to 13 cubic metres.
There will be an option of either a 3.5t or 4.25t gross vehicle mass (GVM); the latter offering a payload of up to 1,755kg.
Customers will also have the choice of either an 88kWh or 105kWh battery mated to a 201bhp/273lb ft motor. Skywell says the van will offer operators a generous level of equipment including a six-way adjustable driver’s seat, 15.6-inch touchscreen display, wireless phone mirroring and charging and keyless entry and start.
Fiat’s little E-Doblo is the forgotten sibling in Stellantis’ swathe of brands and models that count for around a third of the UK van market, but it definitely exists and has just received a significant facelift.
Its first problem is that it’s faces some serious competition, including the Citroen e-Berlingo, Peugeot e-Partner and Vauxhall Combo Electric. They’re all good vans and, crucially, identical to the Fiat. Then there’s the newish Mercedes eCitan and Nissan Townstar, both related to the Renault Kangoo. The Toyota Proace City Electric, with its generous 10-year warranty, adds further rivalry, as do options like the Maxus eDeliver 3 and eDeliver 5.
With such a crowded field, should the E-Doblo capture more attention?
Externally, the E-Doblo combines a retro look, harking back to Fiats of old, while also looking fresh and modern. That’s a good trick to pull off, especially as the basis of the van dates back to 2018. It doesn’t look as contemporary as the Vauxhall Combo Electric, though, with its black razor grille and can’t quite pull off modern-retro as well as its Citroen sibling.
Inside, updates are rather sparse. A new 10-inch infotainment screen is available in some models,
though the rest of the cab layout remains essentially unchanged, save for a slightly altered steering wheel. That means it’s fine, with little to complain about but even less to get excited about.
Two trim levels are on offer: Doblo and Primo. The Doblo trim (is it even a trim if there’s no trim name?) includes essentials like air conditioning, cruise control, and basic safety features but omits a built-in infotainment screen. Instead, it features a smartphone station to hold your phone firmly in place, allowing you to use that as your audio system and navigation tool and, with a Fiat app, control some elements of the van.
The Primo trim adds a 10-inch touchscreen with satellite navigation, a digital instrument cluster, LED headlights and Dynamic Surround View — this offers camera views around the van for added safety during parking and lane changes, displayed on a digital rearview mirror.
In Primo models, a two-person passenger bench with secure storage underneath is fitted, while plain Doblo users make do with a single passenger seat. However, that makes for a slightly roomier cabin, especially since there’s no gearbox housing to contend with in the electric model.
The E-Doblo has a 50kWh battery, giving it a solid 205-mile range (WLTP), which outpaces the Kangoo’s 176-mile capability. Charging has been enhanced with 100kW rapid charge support, halving previous times and enabling a 0-80% charge in 30 minutes. A 7kW onboard charger also allows overnight home charging in under eight hours.
Drivers can select from Eco, Normal, and Power modes to balance performance and efficiency. In Eco, power is capped at 80bhp to maximise range, though it still performs well for urban use. The full 134bhp is available in Power mode, ideal for highway driving, with Normal mode striking a middle ground.
The E-Doblo’s chassis, shared with models like the Peugeot 308, delivers a smooth, comfortable ride, although it doesn’t quite match the handling sharpness of the eCitan.
The Fiat E-Doblo comes in two sizes: a standard 4.4-meter L1 model and the 4.75-meter L2 version, which increases load volume by 20%, from 3.3m³ to 3.9m³, which is right there with the best in class.
There’s also a class-leading payload capacity of 781kg, which outperforms every competitor except for the larger Maxus eDeliver 3. Towing limits are low, at just 750kg.
Standard models include a single sliding side-loading door and double rear doors, while the XL version adds a second side-loading door. Starting at £27,955 (excluding fees and VAT), the E-Doblo matches its Stellantis siblings pound for pound, and all qualify for the government’s £2,500 plug-in van grant. The uplift to take the more comfortable Primo trim is £2,100, which sounds a lot for an infotainment screen, a flash camera-based rearview mirror and some LED headlights (amongst other bits of kit), but it’s probably a worthwhile investment if you’ll be spending a lot of time in the van. You’re likely to get most of it back at resale, too.
All models come with a three-year, 100,000-mile warranty, with an eight-year warranty on the battery, which aligns with Stellantis standards. However, the all-but-identical Toyota Proace City Electric offers an attractive 10-year warranty, although it costs a little more at £30,578.
The compact electric van market is undoubtedly crowded, especially with five nearly identical models across the Stellantis range, if you include Toyota. That makes it difficult for the Fiat E-Doblo to stand out, as there’s nothing in its armoury to rise above its related rivals.
It’s a well-rounded option, with solid equipment levels, good comfort, and impressive payload capacity, but nothing to make you put your money down — as Fiat is finding out.
PRICE: £31,005 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 50kWh
POWER: 134bhp
TORQUE: 119lb ft
TOP SPEED: 82mph
0-62MPH: 11.7s
RANGE: 205 miles
CONSUMPTION: 4.1m/kWh
CHARGING: up to 100kW
We’ve already had the Citroen Ami, which wasn’t miles away from its concept design, but the Oli is Citroen’s next step in all-electric mobility. It almost looks like a tiny but rough off-roader with its upright windscreen, straight-edged front bonnet and fastback-like rear, but everything
listed serves a purpose. The windscreen keeps manufacturing costs low, while the rest aid aerodynamics. The Oli concept weighs just shy of 1,000kg and features a 40kWh battery, which is claimed to give a 248mile range.
Gone are the times of cute Pandas of old – meet the “Mega-Panda”, as Fiat describes it. There are five Fiat Panda concept designs, but the Camper and its nifty roof rack, raised suspension, and Mars rover-like appearance stick out. These new cars show signs that
the Panda has grown up a bit, and Fiat plans to reveal one production version every year until 2027. The Panda Concept features bamboo and recycled plastics to add to its already massive persona.
It sounds more like a rocket prototype than a car, but the Mission X is a nod to the Porsche 959, Carrera GT and 918 Spyder. It measures 4.5m in length; it’s 2.0m wide and has 20” wheels at the front and 21” at the rear. A lightweight glass dome sits up top, and two Le Mans-style doors
open forward and upwards. Porsche claims that each wheel is driven by separate motors. It will deliver more downforce than a 911 GT3 RS, and it can charge at twice the speed of a 2023 Taycan Turbo S, thanks to 900volt architecture.
Designed to be a ‘mobile creative studio’, Hyper Punk’s job is to enhance content creators’ and artists’ creativity. Nissan claims it does this through AI and biosensors, which detect the driver’s mood and select the correct music and ambient lighting. One of its coolest features is its ability to
capture the scenery around the car using cameras, which transfer them to manga-like patterns across the cockpit’s three screens. There’s no information just yet on batteries or powertrain, but the Hyper Punk is claimed to be roughly the same size as a Nissan Juke.
Most of us fell head over heels when Honda revealed its E. It was cute and zippy and had one of the coolest interiors fitted to a production car at the time. There’s little information about the Sustaina-C, but we do know it
comes with a small electric bike just like the Honda City of the 1980s and its Motocompo bike. If the E is anything to go by, we can’t imagine Honda will change too much of the Sustaina-C’s concept.
Cupra’s designs have been sharp to date but the DarkRebel takes things a little further with its two-door layout and shooting brake rear. It measures 4.5m long, 2.2m wide and is only 1.3m tall. A roof-mounted thermal camera monitors the cabin’s condition and feeds information to a clever climate
control system that automatically adjusts the temperature. The driver is then alerted to the cabin’s temperature change via ambient lighting. To keep things sustainable, the DarkRebel gets 90% biodegradable bamboo throughout its cabin.
It pays homage to the 1974 Hyundai Pony Coupe, which didn’t reach production, and while its design cues are similar, the Korean giant has given the N Vision 74 a unique drivetrain. It’s fitted with a 62.4kWh
battery and two motors at the rear and features a hydrogen fuel cell, giving a total of 670bhp and 664lb ft. It’ll also crack 0-62mph in under 4 seconds, hit 150mph and travel over 327 miles.
Dacia hasn’t confirmed that this moon buggy-like model will be hitting showroom floors, but it’s claimed that it does envisage how the brand sees itself evolving. Dacia calls it a “lab for ideas”, giving the Romanian brand brainstorm scope without having production pressure. It has no
doors, windows or a windscreen, but it does have 850mm airless tyres, a four-wheel drive system, a waterproof interior and seat coverings that double up as sleeping bags. While it will be offered in multifuel form, the all-electric guise will weigh roughly 720kg.
In the ‘60s and ‘70s, a test mule was needed when Daimler-Benz was experimenting with new powertrain tech, and the C111 was soon born. The C111’s low-slung bodywork housed a plethora of ventilation ducts, while gullwing doors topped its dramatic appearance. The Vision One-Eleven
carries all the C111’s design cues, but instead of a modified diesel powerplant, the Vision One-Eleven’s been given Axial Flux Motors, which means that its motors are lighter and smaller than conventional ones. Inside, there’s a fullwidth dashboard, a yoke-like steering wheel and sports seats.
Although its exterior may not be as outlandish as most of the concepts on our list, this EV earned its spot through its race-derived features and ‘midship’ heritage. It’s not quite an MR2, but it is a small, mid-enginedlooking sporty Toyota. It’s claimed that Toyota’s interests lie in making
the FT-Se a car for the driver, and although no official figures have been released, Toyota’s teased 365bhp and a 0-62mph time of roughly 3 seconds. Inside, there’s a squishy material on the doors, which keep your knees bruise free when hammering the FE-Se around a track.
New data has revealed the UK regions with the highest and lowest used prices for electric cars.
Prices of second-hand EVs have dropped across the nation but the average cheapest price varies by up to £5,809 between regions, according to research by Marketcheck.
The automotive data firm analysed sales information from 11,500 dealers and found that while there are large regional differences, used EVs are becoming ever more affordable as more and more reach the second hand market.
Its data showed that England’s South East is the cheapest region for used EVs, with an average price of £22,612 in August 2024. In contrast, in Yorkshire and the Humber the
average price is £28,421, making it the most expensive region in the country and the only region where prices have risen in the last 12 months.
The firm’s Alistair Campbell said the latest findings showed a ‘thriving’ market where used EVs were becoming more available and newer on average, as well as cheaper.
The national average price for a used EV is now £24,577 – an 11.5% drop on last August, when it was £27,762. Valuation experts at Cap HPI reported in August that the average used EV was now cheaper than an equivalent petrol or diesel model.
Prices have been dropping as availability of used EV has increased
in every part of the country. With most PCP or leasing deals contracts ending after three years, the market is seeing an influx of electric cars purchased in recent years. At a national level, the volume of cars available for sale has jumped 66%, from 22,064 in August 2023 to 36,789 in 2024. However, the East Midlands saw a jump of 120% and England’s North West recorded a similar increase of 119%.
Completed sales numbers are up by even more – rising 78% nationwide. The greatest volume of sales was in the South-East, where they doubled to 2,442 in August 2024,
oustripping even Greater London, where just under 2,000 were sold. In contrast, Northern Ireland saw just 205 completed sales this August, although that was still a 43% increase on last year.
Alastair Campbell from Marketcheck UK commented: “These statistics indicate that the used EV market is thriving. Although some regions still lag, used EVs are becoming cheaper, newer, and more widely available overall. There are signs that the rest of the country is starting to catch up with Greater London, as the use of used EVs spreads more evenly beyond the capital.”
Marc Russell, CCO at FixMyCar, discusses how the lack of specialist EV technicians could hurt customer opinions of electric cars, and what
Potholes are not the only bumps in the road for drivers. The transition to electric vehicles has stopped and started over the past five years. Data from the European Automobile Manufacturers’ Association (ACEA) said EV registrations fell by a third in August, and pointed to ongoing challenges for drivers looking to go green.
Despite vehicle choice, range and costs improving, there continues to be a lack of specialist technicians to repair and service EVs. The share of battery-electric and other zeroemission vehicles in Europe is projected to rise to over 60% for cars, over 40% for vans, and close to 40% for heavy-duty vehicles by 2040 according to the IEA. To meet increasing demand, a new standard needs to be set for re-skilling local automotive talent in Europe to work on electric cars safely.
The skills gap in specialist EV technicians presents a dual threat to the automotive industry: mechanics miss a lucrative market, and consumers face longer repair times, higher costs, and safety risks from unqualified work. There is a unique opportunity for the education sector, automotive sector, governments and public to collaborate and power the EV industry to ensure long-term and sustainable growth.
With the EU’s ambitious target to be climateneutral by 2050, investment researcher Jeffries predicts the number of EVs on its roads will reach 6.8 million by 2030. This rapid increase in ownership will create a substantial demand for qualified technicians who can safely and efficiently maintain and repair these vehicles.
Unlike traditional cars, EVs come with highvoltage systems. Advanced batteries and software-driven diagnostics require specialist knowledge,skills and tools to maintain and repair them safely. Many garages and mechanics are yet to adapt, held back by limited training options, expensive tools and a lack of capacity to take on EV bookings.
Raising awareness amongst the younger generation about EV-qualified technicians will encourage more individuals to consider careers in this field. Change needs to happen from the jump. When school leavers choose their career paths, EVs should be a part of the engineering syllabus at A-Level or apprenticeship schemes. Manufacturers like Audi and Kia offer education in electrification and some colleges offer specific EV courses, but this needs to be reflected in the core curriculum. Otherwise, unless chosen to specialise in EVs, there is an imbalance in the skills learnt by the mechanics of tomorrow.
The IMI, a leading professional body for the automotive sector, offers accredited EV courses across levels 1 to 4. By providing comprehensive and up-to-date training programs, the IMI helps to maintain high standards of professionalism and expertise within the industry.
Beyond ensuring the workforce has had ample training on how to repair EVs, the pressure for garages to invest in specific EV diagnostic and repair equipment can be a burden. One investment
method garages can try is collaborating with EV manufacturers, and equipment suppliers - who may be able to offer discounted pricing, bulk purchase deals, or leasing options.
Another consideration is working with local public transport providers with EV fleets to access specialised equipment on a rental basis. By using the latest technology on an ad-hoc basis, garages can offer hands-on training to their staff and save costs long-term.
The EV skills shortage presents a challenge and an opportunity for garages to position themselves at the forefront of the electric revolution. The future of the automotive industry depends on its ability to adapt and embrace the new technologies shaping the transportation landscape.
Training, acquiring specialised equipment, and collaborating with industry partners will help maintain EVs in Europe as demand grows. The focus of the government to date has largely been on making EVs more accessible to drivers. For Europe to truly complete the transition to EVs, the same attention must be given to repairs and maintenance or risk-stalling progress towards a cleaner and greener transportation sector.
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The UK and Scottish governments have announced a joint initiative to reform the planning process for new energy infrastructure projects in Scotland.
These changes aim to reduce lengthy approval times, which can currently stretch up to four years, and to encourage investment by providing a more predictable and efficient system.
The reforms come in response to outdated legislation, last revised in 1989, which has made it difficult for large-scale electricity projects like wind farms and power lines to gain timely approval. Scotland’s energy projects have often faced delays that double the average approval times seen in England and Wales, where previous reforms have streamlined processes. These prolonged timelines create uncertainty for investors and contribute to increased costs for end users, often resulting in higher bills.
The reforms also include updates to the appeals process, introducing standardised criteria and a six-week limit for objections. This measure
addresses the current situation where challenges to large projects can be delayed for months due to the judicial review process, which currently allows objections to be raised within three months.
Additionally, the public inquiry process— automatically triggered when planning authorities object to new infrastructure—will be overhauled. Instead of lengthy inquiries, decision-making may be adapted on a caseby-case basis under guidance from a specialist reporter, reducing costs and time for applicants and government alike.
Scotland’s Energy Minister, Michael Shanks, underlined the importance of these reforms for both the environment and the economy. “Scotland has huge potential to propel the UK towards our clean power by 2030 goal,” he noted. “Together with the Scottish government, we are
modernising outdated bureaucratic processes to make sure Scotland is firmly open for business as we build the UK’s clean energy future.”
Acting Cabinet Secretary for Net Zero and Energy, Gillian Martin, echoed this sentiment, emphasising that the reforms provide a robust and transparent system for clean energy approvals. “These long-awaited UK legislative reforms will help support Scotland realise our clean power ambitions, while providing investors with confidence that a more robust and efficient process is being applied,” she stated.
The proposed reforms also include changes to planning consent, allowing Holyrood to revoke, suspend, or vary consents in specific circumstances, enabling necessary adjustments without requiring developers to restart the application process. Moreover, a new fee structure for wayleave applications—used to place overhead lines on private land—aligns Scotland with similar practices in England and Wales, ensuring the system can manage the anticipated surge in applications as clean energy initiatives expand.
Atrato Onsite Energy has launched Yorkshire’s largest operational solar farm, capable of powering over 20,000 UK homes.
This £39.4 million project marks Atrato’s largest investment to date and has an impressive capacity of 55MW. The solar farm will generate 49GWh of clean energy annually, supporting OVO Energy’s commitment to become a zero-carbon business by 2035 under a three-year Power Purchase Agreement (PPA).
The project is strategically aligned with public sentiment, as recent data reveals that 64% of UK residents support further investments in renewable energy. The solar farm, spanning approximately 166 acres, features more than
93,000 bi-facial solar panels, a cutting-edge technology that captures sunlight on both sides, enhancing energy generation by approximately 5% compared to traditional mono-facial panels.
The deployment of bi-facial solar panels is a significant choice for Atrato, as these panels maximise energy capture by generating power from both direct and reflected sunlight. This advanced technology makes the installation more efficient, contributing to OVO’s and the UK’s wider sustainability goals. Atrato’s CEO highlighted the project’s contribution to national energy
independence, emphasising the company’s focus on providing long-term, renewable power solutions.
The solar farm’s design is future-ready, with plans to integrate a battery storage system. This addition would allow the farm to store surplus energy generated during peak sunlight hours and distribute it during periods of high demand or low production. By enhancing grid stability, the storage solution will provide consistent energy supply, further reducing reliance on fossil fuels and improving resilience.
Cornwall Council is set to complete its largest solar canopy project, installed over the visitor and council vehicle carparks at New County Hall in Truro.
Comprising 543 solar panels, this renewable energy initiative will generate around 200,000 kWh of electricity annually—enough to power 74 homes. The canopy will meet a third of the council headquarters’ energy demands, providing a more self-sufficient energy source while significantly reducing annual energy bills.
The 230-kilowatt power system is expected to lower the council offices’ greenhouse gas emissions by 50 tonnes of carbon per year. This solar canopy marks the latest milestone in Cornwall Council’s ambitious renewable energy agenda. With a goal to increase renewable capacity across its buildings from the current 8 MW to an additional 10 MW by 2030, Cornwall aims to achieve one of the highest levels of local authority-generated renewable energy in the UK.
This project follows previous installations at New County Hall, where rooftop solar panels already supply a quarter of the building’s energy. Cornwall Council’s approach to sustainable energy exemplifies a commitment to both reducing operational costs and supporting the UK’s net-zero objectives. By cutting down reliance on traditional energy sources, the council’s efforts are directly contributing to the region’s decarbonisation.
The new solar canopy also supports Cornwall’s goal to expand electric vehicle (EV) infrastructure, with additional EV charging bays set to be added for council vehicles. This aligns with the council’s strategy to reduce emissions from its pool car fleet, furthering Cornwall’s climate goals.
Cllr Martyn Alvey, Cornwall’s cabinet member for environment and climate change, highlighted the solar canopy as a “flagship scheme” in the council’s broader renewable energy programme.
“This is Cornwall’s largest solar canopy and a flagship scheme in our ambitious programme to increase renewable energy and decarbonise our council buildings,” he stated. Alvey hopes this project will serve as a model for other councils considering similar initiatives.
The initiative also feeds into the development of Cornwall’s Local Area Energy Plan, an interactive effort inviting residents to contribute to discussions on energy generation for Cornwall and the Isles of Scilly.
With Cornwall’s largest solar canopy nearing activation, the council continues to pave the way for localised, renewable energy solutions that prioritise sustainability and community engagement. As the council’s renewable capacity grows, projects like this solar canopy are expected to inspire similar efforts throughout the UK, driving local energy independence and climate action.
Chippenham-based renewable energy specialist Good Energy has received an “unsolicited” takeover approach from Dubai-based technology group Esyasoft.
Known for its expertise in smart utility solutions and software, Esyasoft’s proposal is being reviewed by Good Energy’s board, although no specifics of the indicative terms have been disclosed. The Dubai company has until 25 November to confirm its intention to move forward with the acquisition.
Good Energy’s share price reflected the market interest, surging by 30% when trading opened, reaching a year-high valuation before stabilising around £63 million. Although the company’s market cap had fallen to £50 million from £70 million at the start of the year, the recent jump underscores the renewed investor interest following Esyasoft’s approach.
In addition to the takeover news, Good Energy announced its acquisition of solar installation company Empower Energy in a transaction valued up to £8 million. The deal involves an initial cash payment of £6.25 million and £0.75 million in shares, with an additional £1 million in cash potentially payable in early 2026. This acquisition follows closely after Good Energy’s recent purchase of Lincolnshire-based Amelio and reflects the company’s strategic push to expand its solar installation services across the UK.
Nigel Pocklington, Good Energy’s chief executive, commented on the company’s growth trajectory, saying, “Good Energy is already providing highquality, consultative commercial solar installation services to customers in the South, and through Empower joining the group we are stepping this up further.” He emphasised that Empower is Good Energy’s fourth solar-related acquisition in the past 18 months and the second within just weeks, allowing the company to rapidly scale its reach and capabilities in the solar sector.
Good Energy’s recent acquisitions, including Empower and Amelio, represent significant steps in its solar installation strategy. The company is building a comprehensive network to serve both residential and commercial solar needs, particularly across the South of England. This growing portfolio positions Good Energy as a more diversified renewable energy provider, extending beyond its traditional renewable electricity supply into hands-on solar infrastructure development.
As the urgency of climate change and the need for sustainable energy grows, technological advancements are reshaping how we produce, store, and consume energy.
From EV infrastructure and renewable energy storage to smart grids and predictive analytics, here are 10 technologies making a substantial impact on the energy industry and advancing decarbonisation efforts.
Artificial intelligence (AI) is revolutionising the energy industry with predictive analytics that forecast renewable energy output with remarkable accuracy. AI algorithms allow for better grid stability, optimising the entire energy value chain— from production to consumption. By identifying patterns and anticipating demand, AI-driven systems streamline operations and pinpoint efficiency opportunities, helping both providers and consumers make more sustainable energy choices.
9
Harnessing the power of ocean currents and waves offers a reliable renewable energy source. Tidal and wave energy, being more predictable than wind, holds potential for sustained generation, particularly during colder months when demand surges. With innovations like tidal turbines, wave converters, and floating platforms, the energy industry can better capture this renewable source. As these technologies evolve, wave and tidal energy could become integral to a balanced renewable portfolio.
Advanced sensors, IoT devices, and smart insulation are transforming building efficiency. Energy-efficient buildings reduce dependency on traditional energy sources, cut emissions, and play a key role in sustainability. According to the International Energy Agency (IEA), optimising buildings— considering their long lifespans and complex systems—is essential to clean energy transitions, shaping energy use for generations. By integrating these technologies, buildings become both more sustainable and cost-effective.
7
With the rise of electric vehicles (EVs), the development of robust charging infrastructure is essential. Innovations like fast-charging stations, wireless charging, and vehicle-to-grid (V2G) technology are facilitating the shift to electric mobility. Time-of-use (TOU) tariffs allow EV owners to save by charging during off-peak hours, making EVs more affordable and promoting grid efficiency. “Electric mobility not only reduces emissions but also improves urban air quality,” says Robert Lee of the University of Birmingham.
Smart grids introduce a level of interactivity that allows for realtime management of energy flows, enhancing grid reliability. Using advanced sensors, data analytics, and demand response systems, smart grids optimise energy distribution and support renewable integration. This level of control reduces operational costs, enhances grid stability, and enables consumers to manage their own energy use more efficiently, contributing to a resilient and sustainable energy landscape.
Solar energy has reached new heights with developments like perovskite-coated panels, which enhance efficiency beyond the silicon-based limits. This breakthrough allows solar cells to exceed 30% efficiency, making solar energy more viable for off-grid applications and energy self-sufficiency. Research from Karlsruhe Institute of Technology projects that by 2050, up to 75% of Europe’s 41 million freestanding homes could achieve self-sufficiency through solar and battery technology, significantly reducing reliance on centralised grids.
As a clean energy carrier, hydrogen holds vast potential for use in fuel cells, industry, and storage. Produced through electrolysis powered by renewable energy, hydrogen can provide low-emission alternatives to fossil fuels. With momentum building, the IEA emphasises the need for policies that foster demand and investment. Hydrogen’s versatility makes it an important solution for applications where electrification alone is challenging, such as heavy industry and long-haul transport.
CCUS technology captures CO2 emissions from industrial sources and stores it in geological formations, reducing atmospheric carbon levels. Advanced methods, including chemical absorption and looping cycles, allow for effective decarbonisation in hard-to-abate sectors. CCUS not only supports net-zero goals but also allows industries to transition to cleaner processes. By repurposing CO2 in enhanced oil recovery or chemical production, CCUS technology can create a circular carbon economy.
1
Next-generation nuclear reactors, including small modular reactors (SMRs), offer safer, more efficient, and cost-effective nuclear energy. SMRs are compact and designed to be less susceptible to operational risks, making them more secure and reliable. Advanced reactors can provide carbon-free baseload power, essential for a low-carbon future. With their potential for consistent output, these reactors complement renewable sources by providing steady power during intermittent generation periods.
Effective storage solutions are key to incorporating renewable energy into the grid. Technologies like grid-scale batteries, flow batteries, and hydrogen storage address the intermittency of renewables by storing surplus energy for use when production dips. Storage ensures a stable energy supply, particularly during peak demand. This advancement not only enhances grid stability but also reduces reliance on fossil fuels, driving cleaner, more sustainable energy systems.
Spain’s largest energy company, Iberdrola, has announced it will double its investment in the UK through its subsidiary, ScottishPower, committing £12 billion over the next four years to help the UK achieve its green energy goals.
This ambitious investment plan will see ScottishPower expand its renewable energy portfolio, improve grid infrastructure, and bolster the nation’s clean energy transition.
ScottishPower, headquartered in Glasgow, is a major player in the UK’s energy sector, generating and distributing electricity to millions of customers. As one of the UK's "big six" energy suppliers, the company has a strong focus on sustainability, with its investments spanning onshore and offshore wind, solar, and battery storage projects.
ScottishPower CEO Keith Anderson, who has led the company since 2018, underscores the importance of these developments in contributing to the UK’s journey to net-zero.
Boosting the UK’s green infrastructure
Iberdrola’s substantial investment will finance major projects, including the subsea electricity superhighway Eastern Green Link 1. This cable, connecting Torness in Scotland with Hawthorn Pit in England, will enhance the flow of renewable energy between regions, facilitating decarbonisation across the UK.
Additionally, ScottishPower will integrate Electricity North West (ENW), acquired earlier this year for €5 billion, into its operations. ENW’s distribution
network will be instrumental in bolstering grid capacity and reliability, vital for managing increased renewable energy input. The East Anglia 3 offshore wind farm is also set to go live, with East Anglia 2 poised to follow suit, representing a combined investment of £4 billion. These developments are part of Iberdrola’s larger strategy to cement the UK as a leader in offshore wind energy.
Alongside offshore wind, ScottishPower will expand its onshore wind, solar, and battery storage infrastructure. As demand for clean energy grows, this expanded capacity will provide a reliable, low-carbon power supply, benefiting both the environment and the economy.
The decision to double its UK investment underscores Iberdrola’s commitment to the UK’s regulatory stability and clear policy direction on climate and energy. Ignacio Galán, Executive Chairman of Iberdrola, explained, “After having invested more than £30 billion in the last 15 years, the clear policy direction, stable regulatory frameworks, and overall attractiveness of the UK are leading us to double our investments for 2024 to 2028, reaching up to £24 billion. This is a vote of confidence in the UK’s stable policies and a major boost to the economy and the path towards green energy security and net zero.”
UK Prime Minister Sir Keir Starmer expressed his enthusiasm for Iberdrola’s commitment, noting that it represents a “clear vote of confidence” in the government’s green energy policies and a significant step towards economic growth. Starmer believes this investment will deliver benefits across the UK, creating job opportunities and driving regional economic growth, particularly in Scotland and northern England.
This announcement comes ahead of the International Investment Summit in London, where business leaders will convene to discuss economic development and energy investment opportunities. Iberdrola’s expanded investment will support the UK’s net-zero goals and create a lasting economic impact, with ScottishPower’s renewable energy initiatives directly supporting the UK’s broader industrial strategy.
In the face of growing climate concerns, foreign investment from companies like Iberdrola is pivotal for the UK. By providing capital for essential green energy projects, Iberdrola is helping to secure a sustainable, decarbonised future, reinforcing the UK’s position as a global leader in renewable energy.
Google has set an ambitious target to power its global data centres entirely with carbon-free energy by 2030. The tech giant is investing billions in sustainable data centres, responding to rising environmental concerns about the energy-intensive operations driven by AI and cloud computing. With a new facility slated for the outskirts of London, Google is demonstrating a commitment to both AI advancement and a low-carbon future.
However, the journey toward carbon-free data centres has not been without challenges. Google’s plans for a new centre near Dublin faced rejection due to grid constraints, reigniting debates on the balance between technological growth and environmental sustainability. This decision highlights the rising pressures on local and national grids as the data centre sector expands and energy demands increase. Google’s experience in Dublin underscores the growing tension between meeting digital infrastructure needs and ensuring a sustainable energy supply.
Google’s commitment to sustainable operations took centre stage in its 2024 Environmental Report, revealing a 13% rise in greenhouse gas emissions over the past year. This increase, largely driven by the energy demands of AI and data centre activities, has prompted Google to recalibrate its approach. Kate Brandt, Google’s Chief Sustainability Officer, acknowledged the scale of
the challenge, stating, “A sustainable future requires systems-level change, strong government policies and new technologies.”
The company has already paused certain projects, including a US$200 million facility in Chile and another planned site in Dublin, opting to reassess its design and operational strategies. In a recent statement, Google highlighted its approach: “Sustainability is at the heart of everything we do, and the way we design and manage our data centres is no exception.”
Beyond its immediate facilities, Google aims to cut its combined Scope 1, 2, and 3 emissions by 50% by the end of this decade. This involves reducing direct and indirect emissions from all parts of its operations, supply chains, and energy consumption. From 2010 to 2023, Google signed over 115 renewable energy agreements, creating a clean energy generation capacity equivalent to more than 36 million solar panels. Now, with a new goal to operate on 24/7 carbon-free energy, Google is determined to run on clean energy sources every hour of every day, on every grid where it operates.
The expansion of AI technology has heightened the demand for data centres, placing immense pressure on companies to manage these facilities sustainably. As countries like the UK designate data centres as critical infrastructure, the need for sustainable digital infrastructure has only intensified. Google’s strategy includes relying on solar and wind power to operate its centres, incorporating both nature-based and technological carbon removal solutions to address emissions.
The company’s commitment aligns with its vision of a low-carbon economy powered by digital innovation. Kate Brandt and Benedict Gomes, Google’s Senior Vice President for Learning & Sustainability, view this as an opportunity to lead: “We see our growing infrastructure as an opportunity to drive the innovations and investments needed to power a low-carbon economy.”
By positioning itself at the forefront of the green tech revolution, Google aims to drive meaningful change in the data centre industry and beyond. With initiatives across energy storage, AI-powered predictive analytics, and grid stability, Google is setting the stage for a cleaner, more efficient future. As the world’s reliance on digital infrastructure continues to grow, Google’s bold 2030 target may redefine how tech giants approach sustainability, setting new standards for both innovation and environmental responsibility.
NatWest and British Gas have partnered with a consortium to undertake an ambitious project aimed at decarbonising 1,000 social housing homes across the UK.
The initiative is designed to lower energy costs, reduce carbon emissions, and make the retrofitting process more accessible for landlords—a crucial step given the UK’s target to insulate one million homes each year by 2030.
The cost of retrofitting has long been a barrier to energy-efficient housing, with estimates for each home upgrade reaching up to £35,000. Recognising this challenge, NatWest and British Gas are collaborating with organisations
like Places for People, Sero, and Tallarna to establish a pilot project that will test ways to streamline the retrofitting process. The goal is to create a model that can be scaled up, making it easier and more affordable for landlords to upgrade housing stock across the country.
The project is led by Pineapple Sustainable Partnerships, a consortium focused on innovating the retrofitting process for social housing. By combining their expertise, NatWest, British Gas, and their partners aim to develop solutions that reduce energy consumption, lower emissions, and improve the comfort of social housing residents. “It is fantastic to see this project moving forward,” says Marcos Navarro, Director and Sustainability Lead at NatWest Group. “We’re exploring how energy-efficient measures, alongside financing solutions, can reduce the financial burden on landlords while enhancing quality and comfort in homes and communities.”
Dan Rosenfield, Managing Director for Net Zero at British Gas, reinforced the company’s commitment: “We are dedicated to helping households decarbonise in a way that is simple and affordable as part of our ambition to energise a greener, fairer future.”
Retrofitting involves upgrading existing buildings to meet current energy efficiency standards, reducing the need for new construction materials and minimising demolition waste. The initiative will focus on adding high-quality insulation,
energy-efficient windows, and modern heating systems, and incorporating renewable energy sources such as solar panels to further reduce emissions.
Greg Reed, CEO of Places for People, highlighted the significance of this approach: “Places for People recognises the need for fresh ideas in the social housing sector to address sustainability issues. Our involvement in this project drives progress towards our sustainability goals and supports the industry in developing scalable solutions to achieve net-zero emissions.”
The consortium’s pilot also explores alternative financial models for funding retrofits. These include repaying capital through government grants, revenue from solar energy generation, and retrofit credits, aiming to lower costs for landlords while encouraging sustainability.
Additionally, this project seeks to better understand the specific energy needs of social housing, creating tailored solutions to support long-term decarbonisation. “To reach our clean power by 2030 target, we are going further and faster in upgrading homes across the UK as part of our Warm Homes Plan,” stated Miatta Fahnbulleh, Parliamentary Under-Secretary of State for the Department of Energy Security and Net Zero, reinforcing the government’s commitment to retrofitting and energy efficiency.
Retrofitting offers a sustainable solution for decarbonising homes by upgrading existing infrastructure rather than relying on new construction. By enhancing insulation, upgrading windows, and adopting efficient heating systems, the project will turn outdated homes into energy-efficient models.
The consortium’s approach goes beyond physical upgrades, exploring innovative funding strategies that leverage government grants, solar energy sales, and retrofit credits to cover costs. The initiative will also provide valuable insights into the specific energy requirements of social housing, shaping comprehensive, scalable solutions for landlords across the UK.
With the rising cost of energy and increasing environmental concerns, many UK homeowners are turning to renewable sources like solar power.
By integrating smart technology, homeowners can optimise energy use, reduce bills, and even earn money by selling surplus power back to the grid. Here’s how you can harness renewable energy at home using solar panels, batteries, smart meters, and smartphone apps.
Renewable energy, sourced from natural elements like sunlight, wind, and water, offers a sustainable alternative to fossil fuels, which contribute to climate change and suffer from market volatility. The recent energy price surges, partly due to geopolitical issues, have driven many households to seek stable, eco-friendly energy sources for their homes.
Solar energy is currently the most popular renewable choice for UK homeowners. Solar panels,
also known as photovoltaic cells, convert sunlight into electricity. These panels are typically installed on roofs but can be placed on any surface with good sun exposure. Importantly, solar panels don’t need direct sunlight; they generate power even on cloudy days, providing flexibility in the UK’s variable climate.
For homes generating more energy than needed, surplus power can be stored in home batteries or sold back to the national grid. Through the UK’s Smart Export Guarantee (SEG) scheme, homeowners receive payment for excess energy, with some tariffs offering competitive rates.
Smart meters are becoming standard in UK homes, with over 32 million installations to date. These devices enable you to monitor energy us-
age in real time, helping you adapt usage patterns and control costs. Smart meters communicate directly with energy suppliers, ensuring you’re billed only for the actual energy consumed, rather than estimates.
Electric vehicle (EV) owners can further optimise renewable energy usage by charging their vehicles with their own solar power. Through integrated apps, such as the E.ON Next Home app, EV drivers can control when their car charges, aligning it with peak solar production or lower-cost periods. This feature allows for tailored, cost-efficient charging schedules, maximising the benefits of renewable energy.
Renewable energy systems combined with smart technology offer UK homeowners a way to make energy use more sustainable, intelligent, and financially beneficial. With government incentives and innovative schemes, integrating renewable energy into everyday life is becoming a more accessible reality.
Here’s a look at some of the key solar panel grants and schemes available in 2024, their eligibility criteria, and how to apply.
What it Covers: Ofgem’s Energy Company
Obligation (ECO) scheme provides eligible households with free solar panels and other energy-saving measures like heating systems and insulation.
Eligibility: Available to households with an income under £31,000 or those receiving specific benefits, including Universal Credit, Income Support, and Pension Credit. Properties must have an EPC rating below D to qualify.
Availability: Open to households in England, Scotland, and Wales (not available in Northern Ireland).
How to Apply: Applications can be made through major energy suppliers like British Gas and E.ON, which will then assess the property for eligibility and improvements.
What it Covers: An extension of the ECO4, LA Flex allows local councils to offer energyefficiency upgrades to low-income households not receiving income-related benefits.
Eligibility: Your combined annual household income must be under £31,000, or someone in the household has a health condition aggravated by living in a cold home.
How to Apply: Contact your local council to determine eligibility and start the application process.
and funding available accessible in the UK, thanks to various grants and renewable energy affordable for more households.
What it Covers: Solar Together is a group-buying scheme that allows homeowners to purchase solar panels at a reduced price by joining forces with others in their area.
Eligibility: Open to homeowners and tenants (with landlord permission) in participating council areas. The scheme typically saves participants between 30% and 40% on installation costs.
Availability: Register through your local authority or the Solar Together website, where vetted installers bid to provide the best price, resulting in a discounted rate for participants.
How to Apply: Visit the Solar Together website to see if the scheme is available in your area.
What it Covers: The scheme offers free solar panels and other energy-efficient upgrades to low-income families and those in deprived areas in Wales.
Eligibility: Homeowners or private tenants on means-tested benefits, or in low-income households with an EPC rating of E or lower, may qualify. Specific health conditions, like respiratory disease or cardiovascular issues, can also influence eligibility.
How to Apply: Apply directly through the Welsh Government’s Warm Homes Nest website for an eligibility assessment.
Use Smart Meters: Monitor energy usage and manage costs in real-time.
Install Battery Storage: Store excess energy to use during peak times or sell it back to the grid via the Smart Export Guarantee (SEG).
Electric Vehicle Charging: Charge EVs with home-generated solar power using smart scheduling through integrated apps like E.ON Next.
To apply for grants like ECO4 or Solar Together, ensure you have:
Proof of Identity and Address: Passport, driver’s licence, or utility bill.
Income Documentation: Recent bank statements or benefit award letters.
Property and Energy Bills: Evidence of ownership or tenancy, energy bills, and any existing EPC for efficiency assessments.
With more grants and funding options available than ever, switching to solar power in the UK has become more financially viable. By taking advantage of these schemes, homeowners can lower energy bills, reduce carbon footprints, and contribute to the UK’s transition to renewable energy.
As householders increasingly look for ways to cut energy bills and live more sustainably, the popularity of self-generating renewable energy is accelerating at breakneck speed. Take solar PV, for example. According to the Microgeneration Certification Scheme (MCS), 220,000 solar systems were fitted last year alone, more than any other year on record. As a result, panels are now said to be installed on the roofs of more than 1.4 million UK homes.
In parallel, the adoption of home energy storage has also seen significant growth. In 2024, data suggests that an average 1,100 home batteries were installed across the UK each month, a far cry from the meagre monthly average of 34 installations in 2022 and 400 in 2023. If we maintain this pace of adoption, it’s likely that domestic battery deployment could double next year.
But while demand for renewable energy generation and storage technologies are both on the rise, so too is the popularity of devices that can harness green energy most effectively within the home. There are hundreds of thousands
With the high upfront costs of purchasing and installing next-generation renewable energy technology seen as a barrier to adoption for some consumers, Jordan Brompton, co-founder and CMO of myenergi, explores the evolving marketplace and explains why ecosmart solutions don’t have to cost the earth.
have seen purchase prices fall. The cost of solar panels, for example, has dropped by nearly 90% over the past decade, with a standard 3.5 kilowatt (kW) array, suitable for a 3-bed home, now able to be purchased for less than £7,000. A modern, high of domestic EV chargers installed across the UK, many of which are not only smart, but solar compatible as standard. What’s more, many properties with domestic solar or wind generation are also specifying microgeneration diversion devices to optimise their consumption of clean, green, renewable energy.
These statistics not only highlight the rising popularity of sustainable tech, but also demonstrate the transition away from a centralised grid to smaller, efficient, personal microgrids. There is, however, a barrier which may make these technologies fall short of truly becoming the norm for more UK households in the longer-term – the price tag.
While renewables were previously an expensive early-stage technology, as adoption rates have increased, economies of scale and investment into R&D
The ability to finance home energy technology is the most obvious, and logical, next step towards true energy independence. At myenergi, we’d like to see this financial model becoming more widely available across a greater range of eco-tech products; alongside further government support and incentives, with a wider access to grants, loans and tax incentives.
quality energy storage system, which provides a simple way for users to capture surplus green electricity, can cost anywhere in the range of £5,000-£10,000.
Savvy consumers will already be well aware of the financial benefits that these devices can provide, especially when used as part of a connected ecosystem. Indeed, solar-compatible EV chargers, like myenergi’s zappi, integrate with any microgeneration technology. By using renewable energy to charge your car, it can cost as little as £5 to charge from empty.
Despite the decline in prices and attractive pay back periods, investing in eco-smart home energy ecosystems can still present a significant financial barrier. With this in mind, what options are available for eco-conscious consumers who are eager to take the next step towards true energy independence?
Making technology more affordable than ever
Over the past few years, the UK government
has introduced a number of grants and tax relief schemes that can help with the cost of installing solar panels and other energy saving materials and devices, such as batteries, heat pumps and insulation. The Department for Transport (DfT), too, offers incentives to help EV owners with the cost of buying and installing EV chargers, with grants even available for renters and those with access to on-street parking only. The exact eligibility criteria and amount available very from scheme to scheme, but more information can be found on the government grants website.
But while valuable, these incentives are often still not enough to warrant a large investment. So, at myenergi, we’ve just launched a game-changing new proposition that could revolutionise the home energy marketplace.
In partnership with Hometree Finance, we’re now offering access to our
home energy ecosystem through the myenergi One finance plan. With zero upfront costs and affordable monthly payments, our customers have the option of choosing the setup that works best for them (from rooftop solar panels and a libbi smart home battery, to a complete and connected ecosystem that includes solar panels, libbi, an eddi power diverter and a zappi EV charger) at an even more affordable price point.
With the ability to spread payments over up to 25 years, our customers now access to the lowest monthly payments available on the market while also being able to save significantly on their month energy bills.
In today’s day and age, many higher-cost goods are already purchased through finance schemes – from the obvious examples of homes and cars, to holidays, mobile phones and other high value electronics. As a result, there’s been a huge uptick in cost-spreading options offered by banks, manufacturers and retailers, with consumers embracing this ‘access over immediate ownership’ approach.
Following suit, the ability to finance home energy technology is the most obvious, and logical, next step towards true energy independence. At myenergi, we’d like to see this financial model becoming more widely available across a greater range of eco-tech products; alongside further government support and incentives, with a wider access to grants, loans and tax incentives.
Only with a concerted effort from policymakers, retailers, manufacturers and financial institutions, can we really move the needle towards true mainstream consumer energy independence.
80% reduction in embodied carbon - delivered
Three local roads in the North-East of England have become what we believe are the UK’s lowest carbon road resurfacing schemes. By combining material and plant technology, carbon emissions were reduced by 80% compared to conventional approaches.
