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Allstar One Electric. Got yours yet?
Allstar One Electric
It feels like just a couple of days ago I was penning my September note, so I’m not sure where the last month has gone.
Much of it has been spent testing some of the latest electric cars. Over the last few weeks, I’ve had the opportunity to experience almost the entire breadth of road-going electric vehicles. From small urban delivery vans to 600bhp hyper-SUVs and a lot of stuff in between, my time at the wheel has showcased the ever-expanding EV landscape.
Among the most significant cars were two new Polestars. Reviews of both will be on the website soon but I’m pleased to see Polestar finally shift to being a multi-car brand after years stuck with just one model. The Polestar 2 has performed pretty well in the UK and won a lot of fans, so I think British
drivers could be receptive to the Swedish brand’s unique spin on the large SUV and sporty SUV-coupe segments. However, they are both quite different prospects from the company car-friendly 2, so it will be interesting to see how customers respond.
As well as driving lots of cars, I had a fascinating conversation with Peugeot UK’s managing director, Eurig Druce. You can read the full interview on page 8, but what I found refreshing was his view on the challenges faced by car makers. While others are demanding a relaxation of EV targets or the introduction of new subsidies, he’s happy for Peugeot to go it alone. His bullish stance is clearly down to the fact that his brand already has a BEV sales mix in excess of next year’s target, but it provides a positive counterpoint to some of the doom and gloom around the ZEV mandate.
There isn’t space here to debate the rights and wrongs of the mandate but Druce’s comments highlight how some manufacturers were better prepared or have reacted more quickly and positively to the legislative demands than others. While he’s confident Peugeot will hit the requirements purely through selling more EVs, other brands – Ford, for example – are threatening to limit ICE sales, while others, like Toyota, are relying on CO2 credits to meet their ZEV mandate obligations. Neither of which seem like long-term answers. It will be interesting to see how other brands behave over the next few months and if they can rise to the challenge laid down by Peugeot.
Away from passenger vehicles, it’s been a busy month for commercial EVs, with the IAA Transportation summit in Hanover. While vans aren’t as exciting as a 1000bhp Lotus sports car (see page 5), they are massively important to all our lives and it’s encouraging to see manufacturers using the opportunity of electrification to radically rethink their products with vehicles like the Elm Mobility EVOLV and Renault Estafette. We’ve got a round-up of the biggest news from the event from page 30.
A glance at the diary suggests a quieter month ahead but there’s still the launch of the vitally important all-electric Vauxhall Grandland and updated Kia EV6 to look forward to, plus the small matter of getting to grips with our new long-term Genesis Electrified GV70.
I’ll have updates on all of those next month but, until then, enjoy the magazine.
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
Although not destined for production, Lotus says the Theory 1 indicates the brand’s future direction, embracing three core principles – digital, natural and analogue.
Predictably, that entails lots of marketing waffle but at its heart, Lotus says it wants to build hightech, innovative vehicles that still engage with users on an emotional level and use the latest tech to deliver engaging performance on the road.
Core to all of that is a 986bhp two-motor allwheel-drive powertrain capable of getting from 0-62mph in less than 2.5 seconds and hitting a top speed of 199mph. Using a 70kWh battery, Lotus predicts a driving range of around 250 miles from the sub-1,600kg Theory 1.
Inspired by the Lotus 49 Formula 1 car, the Theory 1’s motor and battery assembly act as a stressed member taking directly from the double
wishbone suspension, meaning there’s no need for a complex and heavy subframe.
In addition, the rear spoiler is connected directly to the suspension for maximum effect and the car features a front diffuser and air curtain as well as low-drag ducts in the underfloor to aid airflow and cooling. Steering is via an electronic by-wire system and the Theory 1 runs on 20-inch front and 21-inch rear wheels shod in bespoke Pirelli P Zero Elect tyres.
While Lotus’s current EV line-up is a large saloon and SUV, the Theory 1 at least hints at something more in the spirit of the Esprit, with a radical wedge-shaped body that’s just 1,140mm tall, and a three-seat configuration accessed by reverse scissor doors.
The concept is built from just 10 key materials rather than the 100 or more usually involved and huge portions are made from recycled materials,
ranging from reformed ‘chop’ carbon fibre to recycled glass, and a cellulose composite and polycarbonate body.
As with every concept there’s a lot of wild technology that may or may not ever appear on a production car. This ranges from a steering-wheel mounted display to red and green LEDs on the suspension mounts visible from inside the cab and used to indicate when to brake or acceleration.
There is also the Lotuswear driver information system which ‘talks’ to the driver through the upholstery. Using inflatable bladders in the seat and steering wheel covers, the car can react and communicate in real time, for example pulsing on the relevant side of the steering wheel when the driver should make a turn.
Ben Payne, vice president of design at Lotus Group said: “With Theory 1, we’ve built on everything Lotus has achieved so far in its 76-year history, to push the boundaries for what it means to drive a performance vehicle.
“We want to demonstrate that you don’t need to compromise – with both digital and analogue capabilities working harmoniously in the future car.
In doing this, we are able to bring drivers the best possible immersive driving experience with raw emotion, functionality and connectivity, at the core.”
Nissan has revealed more details about its Ariya Nismo performance model, including its power, 0-62mph time and a host of body and chassis upgrades.
It will use a retuned version of the Ariya’s existing two-motor setup to offer 423bhp and 443lb ft – a 121bhp jump over the current Evolve
model. That will get the Ariya Nismo from 0-62mph in five seconds – 0.7 quicker than other models.
EV drivers could soon pay more or less, depending on when and where they charge, according to the head of one of Europe’s biggest charging solution firms.
Joe Gorman, head of Europe at Chargepoint, told Auto Express that he expected variable pricing to appear “within the next 12 months”. His firm develops much of the hardware and software used by many chargepoint operators (CPOs) and he said the technology was already present to allow such a setup.
Dynamic charging pricing would likely see drivers pay most for using public chargers in areas with the highest demand and at the busiest times, potentially bringing a price increase over current costs. Conversely, drivers using chargers at quieter periods or in more remote locations could find they pay less than the current fixed rates.
Most CPOs, except Tesla, currently charge a flat rate for energy across their networks, although Instavolt, Connected Kerb and Ubitricity have begun to offer reduced off-peak tariffs.
To manage the four-wheel-drive powertrain Nissan has retuned the e-4orce system with a 60:40 rear bias, and reworked the regenerative braking for additional stopping power. The suspension gets revised stabilisers, spring rates and shock absorber settings, and the steering has been recalibrated for improved feel.
A number of bodywork tweaks also improve the car’s aerodynamics. These include new spoilers and air curtains that help reduce drag, a new front splitter, extended lower bumpers, twin diffuser and ducktail rear spoiler.
Petrol and diesel cars are written off at twice the rate of electric cars, according to a new study.
Valuation specialist Cap HPI revealed that 0.9% of EVs under five years old have been written off, compared to 1.89% of petrol and diesel vehicles.
Its study, which examined data from 2015 to August 2024, found a similar gap for newer cars. At one year old, the percentage falls to 0.2% for EVs and 0.4% for ICE vehicles.
Jon Clay, identification director at Cap HPI, said: “The study challenges one of the many misconceptions about electric vehicles. The data clearly shows that EVs are written off at half the rate of petrol and diesel vehicles.
“The motor industry has to collectively address the wave of misinformation around EVs to enable consumers and fleet customers to make informed and well-balanced decisions.”
Leapmotor International has launched its first cars in the UK, including the country’s second-cheapest electric car.
The joint partnership between Stellantis and China’s Leapmotor will begin selling the T03 city car and C10 SUV before the end of the year.
The T03 is a compact model priced from £15,995, putting it in competition with the £14,995 Dacia Spring.
The T03’s 37.3kWh battery offers 165 miles of range – 25 more than the Dacia, and its 94bhp motor is 30bhp more powerful than the Spring. It also offers more equipment, with a 10.1-inch touchscreen, panoramic sunroof, adaptive cruise control and air conditioning.
The C10 is a cheaper alternative to the Tesla Model Y and Ford Explorer. Priced from £36,500, it uses a 69.9kWh battery and a single 215bhp motor for a range of 261 miles and 0-62mph time of 7.5 seconds.
EVP: We’re speaking at the launch of the new E-5008, so can you fill us in on where Peugeot is sitting in terms of the EV landscape, its EV lineup, and how it is positioned in the face of pending legislation like the ZEV mandate?
EURIG DRUCE: I think Peugeot is positioned really strongly in the current market. We have the widest range of electric vehicles of any mainstream brand in Europe. As we launch the final piece of the jigsaw in the final quarter this year, which will be electric 408, we will then have nine electric cars in our range on offer, ranging from the smallest car in electric 208, all the way up to electric Traveller, which has up to nine seats and everything in between, from small SUVs to medium-sized SUVs.
Of course, today we’re talking specifically about the E-5008 which is our latest offering with seven seats and over 400 miles of range. So from that proposition, we have a really strong range, not only in terms of the breadth of products that we offer, but also in terms of the distance that we can travel because at 415 miles for the E-5008 and 435 miles for the E-3008, we are industry leading in terms of of distances that can be travelled in the vehicle. And of course, we’re almost now where we would be in a traditional petrol car as well. So range anxiety is a thing of the past.
Continue onto next page
Peugeot UK’s managing director, Eurig Druce on why he’s relishing the race to an all-electric future, why he’s against any new plugin car grant, and whether we’ll ever see an electric 108
EVP: So from a product point of view, you think Peugeot is in a very strong position. You mentioned that the brand is currently at 28% EV sales mix for 2024, so are you confident Peugeot will hit the ZEV mandate requirements?
EURIG DRUCE: “Yes, we will be fully compliant. We are at 28% BEV mix in July and August and will maintain that to the end of the year. And that is just passenger cars. With vans, it’s even higher. And we’re doing it the right way, without limiting ICE vehicles. We’re doing it with rising sales of BEV while also growing our market share, whereas, we’re generally seeing brands heading towards compliance with declining market share. So I’m confident.
I’m pro- the transition. There’s a commitment in from the government, from European governments to reduce the level of CO2 globally to try to stop the worst impacts of global warming.
I think it’s our responsibility as a business then to buy into that process and to make that transition. And so as Peugeot, we’ve invested into the right products. I told you already about the nine that we have now active in the marketplace. And so yes, we will be compliant and we don’t want to see any rollback of any legislation.
We want the race to begin now and for us to succeed within that race, hopefully because we have the right product offering, not only the product, because I think the important secondary factor is that you have to deliver the right customer experience. So you have the right product choice. You have the right range. And then you have the right customer experience as well.
EVP: So you don’t want to see any softening on the ZEV mandate? Do you think it’s now just up to manufacturers to effectively get their acts together and work to achieve that?
EURIG DRUCE: “The position’s been there for a number of years now, we’ve understood that. I think I would ask, if I had a request, for alignment between the ban on ICE vehicles to match the ZEV mandate. And I would be in favour of pulling that forward to 2030, which I think is in the offing and possibly going to happen here in the UK at least.
“I fiercely don’t believe that as a car manufacturer, it’s my responsibility to ask the government to increase the taxation burden on the UK public.”
At least then two parts of legislation are in a matching sync in terms of timing. But we want to see no rollback of the transition. The electric vehicle is the future. Peugeot has a really bright future in that market, we take more share in that future market than we do in the legacy market, and I want Peugeot to be seen as a future brand.
EVP: So, from a manufacturer clarity point of view, having the mandate and the ICE ban aligned is the way forward?
EURIG DRUCE: Absolutely. What we need as manufacturers is stability. And we have to understand from a political world, we can change policies within six months, depending on what we believe might be popular. But industrial wise, you cannot change product cycles, and you cannot change designs and plans for the future, and make the right investments that are required for these products if we flip flop in terms of policy.
So consistency of policy is the most important thing. I’m happy with the transition. We want to take full advantage of the fact we’ve invested heavily already.
EVP: On the subject of government legislation and involvement, we’ve been hearing a lot of calls recently for incentives or for the government to step in and do something to help drive the EV transition. Do we need that?
EURIG DRUCE: I fiercely don’t believe that as a car manufacturer, it’s my responsibility to ask the government to increase the taxation burden on the UK public.
My role is to bring the right products, the right range, the right customer experience. I feel the government has a real strong responsibility to deliver the right level of legislation, to drive that transition, but to support in terms of infrastructure, to give people the confidence. For example, I would be in favour of having the same VAT on charging your car on the street as you can at home.
That kind of thing I’m in favour of, but I would not ask the government for any financial incentives to make the transition. I think that’s something that goes beyond what I could be asking for and puts more responsibility on and more burden on the taxpayers, which I’m not in a position to want to do.
EVP: From that point of view then, what must manufacturers do in order to help? Fleet sales and EV sales are going up still, but private sales are fairly stagnant. So what can manufacturers do to bring more private customers to EVs?
EURIG DRUCE: I think we are not following that trend, and so if I look at Peugeot private sales, 20 percent of our private sales in the UK are battery electric vehicles already. We’re running at 28 percent electric mix in terms of July and August, and I know confidently, based on the order bank that we’ve taken from our customers, that we’ll be exceeding that in the final quarter of the year.
And I think there’s been an element of a slowdown in electric, and quite a lot of that has been fear in the marketplace, also uncertainty in terms of what legislation’s going to be. Is it 2030? Is it 2035? So clarity – 2030 is where it needs to be – and then have the right products to offer the customers, have the right customer experience to offer the customers, and then the right infrastructure and people will make the transition because an electric car is far superior to an ICE vehicle.
EVP: On the subject of product. You already have nine passenger vehicles and three LCVs, but 208 is the smallest car that you currently produce. With several of your Stellantis sister brands using the Smart Car platform to bring out smaller, more affordable cars, is something similar in the pipeline for Peugeot? Are we ever going to see an electric 108?
EURIG DRUCE: Not in the foreseeable future. We’d never say never, of course, but for now, a 208 is a strong entry for us and covers more of the marketplace. The level of customer demand for a smaller vehicle than a 208 is pretty low.
If that changes, of course, then we as a manufacturer have to respond. I think what we’ve demonstrated by having a product in every segment that is electric, that we’re pretty good at reacting to what customers already want. And so if that demand changes, then we will apply ourselves to it.
5 0 0 8
Seven-seat electric cars haven’t exactly flooded the market in recent years.
We’ve had a few van-based options and the disappointing Mercedes EQB but the mainstream SUV offering has been noticeably slim.
The first real effort was last year’s Kia EV9 and even that stretches the idea of mainstream to breaking point, which means that the Peugeot E-5008 might just be able to carve itself out a nice little niche.
It’s smaller and cheaper than the Kia but, like the previous 5008, claims to offer family friendly motoring for up to seven people plus a classleading electric range.
The 5008 isn’t the most handsome of Peugeot’s current stable but it does a decent job of bringing the brand’s angular design to a fairly large and boxy body.
The slab sides and tall upright rear are very similar to the previous generation 5008 but at the front there’s a very similar look to the smaller E-3008, with triple-stripe lighting and a massive body-colour textured grille.
Electric versions of the 5008 are identifiable from their hybrid siblings thanks to some funky alloys and gloss black body trim around the wheel arches and door sills.
At 4.79m long and 1.89m wide, it’s smaller than the gargantuan EV9, but bigger than the EQB. That means it’s a bit easier to manoeuvre around while still offering a usable seven-seat interior.
Inside, everything follows the current Peugeot design trend. That means you get a fresh, modern look with some interesting materials and a brave driver-focused dashboard and centre console.
Twin screens float above the dash and are lit from underneath by a textured LED panel that runs the width of the dash and continues into the front and rear doors. The floating screens create a feeling of airiness that’s enhanced by the pale grey fabric on the dashboard and door tops. For the first time, this also features across the shoulders of the front seats to carry the look into the rear part of the cabin.
Behind the front seats, the new 5008 model ditches the three individual seats in row two in favour of a more familiar 60/40 split bench. This feels like a step back and the middle seat is distinctly less spacious than before. It does mean the more-frequently-used outer ones get more space but slightly dents the image as a proper seven-seater. You can, nonetheless, fold the middle seatback down individually to create an armrest or load-through space from the boot.
In that boot, you’ll find the rearmost two seats, which fold up and down with the pull of a fabric tab and collapse into the boot floor when not in use to create a totally flat surface. Cleverly, there’s a small board that forms the very rear of the boot floor and which conceals an extra 80-litre storage space beneath those seats.
The Peugeot’s rearmost row is definitely tighter than the EV9’s, reflecting its smaller stature. While the Kia can accommodate an average adult, the Peugeot’s seats are really only for children, and even with the middle bench slid forward, there’s not a huge amount of knee or foot room. There also aren’t air vents or charging ports – both of which are standard on the more expensive Kia.
In seven-seat configuration, the boot is a reasonable 348 litres (including that underfloor space), which rises to 916 litres in five-seat mode – plenty for all sorts of lifestyle accoutrements. For reference, an EV9 manages 333 litres and 828 litres, and the van-based Peugeot E-Rifter 209/1,050 litres.
Back up front, the E-5008 features the same infotainment system as the E-3008 and the iToggles – a configurable shortcut panel in the centre console. That proves useful as the main operating system sometimes feels cluttered and badly laid out, so quick keys for features such as climate and ADAS settings are a real help.
For the moment, the E-5008 comes with a single powertrain, although more are on the way.
The 207bhp motor and 73kWh battery are shared with the smaller E-3008 and the E-5008’s extra size shows on the road, where performance is a little dull.
There’s an initial willingness and it’s sufficiently punchy for motoring around town but accelerate from urban to national speed limits and you feel the limitations of the single-motor setup. It’s perfectly adequate (and more than the plug-in hybrid model
gets) but if you want your 5008 with more punch, a two-motor 316bhp version will be along in 2025. Regardless of outright pace, the E-5008 drives perfectly well for what it is. No-one buys a sevenseat SUV for the thrills. Buyers want secure, solid and composed and the 5008 nails two of those, even if the latter is a little patchy. The small steering wheel lends a speediness to the steering that alternatives can’t match but normal mode is a touch on the light side while sport feels artificially heavy. Body control is actually pretty impressive for such a tall vehicle but the ride wavers between controlled and harsh. Refinement elsewhere is far better, with excellent noise suppression that is on par with far more expensive premium models.
Peugeot is claiming a bit of a coup with the E-5008 which, from October, will offer the longest range in its class. A 96.9kWh battery will allow the two-wheel-drive car to cover up to 415 miles on the WLTP cycle. That’s 66 miles more than the RWD Kia EV9 or 14 miles more than the current leader – the £130,000 Mercedes EQS.
Until then, the E-5008 comes with the same 73kWh battery as the E-3008 and offers a range of 311 miles – that’s 38 miles down on the rearwheel-drive EV9 but on a par with the twin-motor version. Test drive routes aren’t always the best for judging a car’s efficiency and our route featured some slow sections but on a varied collection of roads my test car managed a creditable 3.7m/ kWh, impressive for such a large car.
Like other electric Peugeots, the E-5008 charges at up to 160kW, meaning a 20-80% charge takes half an hour.
The Peugeot E-5008 is priced from £48,550. That is not a million miles away from the smaller 3008, creating an interesting choice for buyers. You can get a lot more space and practicality with very little sacrifice in range or performance for
PRICE: £52,350
TRANSMISSION: Singlemotor, front-wheel-drive
BATTERY: 73kWh
POWER: 207bhp
TORQUE: 254lb ft
TOP SPEED: 105mph
0-62MPH: 9.7 seconds
RANGE: 311 miles
CONSUMPTION: 3.6m/kWh
CHARGING: up to 160kW
a couple of thousand pounds more, making it a more appealing prospect.
Even in the most expensive GT trim, the twowheel-drive is £52,350. That’s not cheap but considering that the EV9 starts at £65,000 and a Volvo EX90 is £100,000, it makes the Peugeot a more accessible option.
All models come with 19-inch alloys, LED lights and the 21-inch dual screen array. Wireless phone mirroring and charging, keyless entry, part-vegan leather upholstery and three-zone climate control are also standard. GT trim adds heated seats and steering wheel, a powered tailgate, adaptive LED lights and adaptive cruise control as well as 20inch wheels and widened wheel arches for a more aggressive look. However, a panoramic roof is £950 extra and a heat pump is a £700 option.
In absolute terms, the Peugeot E-5008 isn’t the best seven-seat SUV on the market. That accolade has to go to the Kia EV9, which offers a larger, more comfortable and practical interior as well as some advantages in equipment and charging speed.
But the Peugeot is £17,000 cheaper. That buys you a lot of leeway, especially in a segment that’s largely torn between compromised van-based vehicles with short ranges and £100,000 superSUVs from premium brands.
It brings plenty of practicality and capability, all the modern touches a family needs and (soon) the promise of a range similar to that of a petrolpowered equivalent.
car insurance is now cheaper than petrol. And these are the cheapest EVs to insure:
expensive than for other fuel types, and adding to the lower running costs EV owners enjoy.
While insurance costs have risen across the board in recent years, using four years’ worth of quotes for fully comprehensive cover, we can reveal that average EV premiums have risen 50.7% while petrol premiums have shot up 67%.
The average quote for a petrol car on Go.Compare overtook that for an EV in October 2023, when petrol premiums hit £979, compared with £937 for electric. Since then EV quotes have remained lower as prices have begun to fall for both fuel types since early 2024.
Tom Banks, car insurance expert at Go.Compare, said: “It’s interesting to see that, despite the perception of EVs being more expensive to insure, the latest figures show that they’re actually cheaper to cover than conventional petrol vehicles.
“Around September last year, the average comprehensive policy price for petrol cars overtook the price for EVs, to the point where cover for EVs is now around £45 cheaper.
“Clearly, the widespread opinion on this issue isn’t quite in touch with what’s happening in the
market, so if you’re considering an EV for your next car, try not to be put off by insurance prices. In fact, car insurance prices on the whole have dropped by 2% between April and June from the start of the year.
“Prices are still higher than last year though, so to help keep your costs as low as possible, remember to compare policies and look out for the providers that give you the best deal.”
While our exclusive figures are good news for EV owners, they also reveal major differences in costs for different models, ranging from around £300 to almost £3,000.
The single cheapest EV to insure, according to Go.Compare’s data, is the Mitsubishi i-Miev. The pioneering but peculiar model, which was sold from 2009 to 2014 and had a range of less than 100 miles, had an average cheapest quote of £359 per year to insure.
Just behind it is another oddball in the shape of the Renault Twizy, costing £371 to cover. Various versions of the Smart EQ ForTwo feature on the list of 10 cheapest EVs to insure, along with multiple iterations of the electric Fiat 500 and the Skoda Citigo, all of which attracted premiums of under £500.
At the other end of the scale, the BMW i7 XDrive 60 proved to be the most expensive EV to insure. The average lowest quote for the £100,000+ luxury limo was £2,732 for the range-topping model in M SPort trim.
Behind that, the 939bhp Porsche Taycan Turbo S Cross Turismo was the second most expensive to insure at £2,392. Anyone brave enough to import a left-hand drive Tesla Model S Plaid also faces a bill in excess of £2,300.
Other specifications of the i7 and the Taycan also appear in our 10 most expensive list, along with the high-performance Audi e-tron GT and Lotus
Eletre, and the Mercedes-Benz EQE, with prices between £1,933 and £2,230.
Given that many of those extreme prices are for hyper-exclusive models or cars that are no longer on sale, we thought it was worth getting a more mainstream picture as well. So we asked Go.Compare for data on its 20 most popular models by volume of quotes.
Of the 20 most-searched-for models, the firstgeneration Nissan Leaf proved to be the most affordable to insure, with a price as low as £557 for the pioneering EV in Tekna trim.
Close behind that was the Volkswagen ID.3, with a premium of £583, and the new Leaf Tekna at £592. The late-model BMW i3 sits fourth, at £610, while the MG4 is, ironically, fifth on our list (£617),
ahead of the Peugeot e-208, three more versions of the Leaf and the Peugeot e-2008
At the opposite end of the scale, Tesla dominated the list of most expensive popular models, with various versions of the best-selling Model Y and Model 3 occupying six of the spaces in the top 10.
The most expensive ‘mainstream’ model is the Model Y Long Range AWD, which comes in at a minimum of £1,527 per year. The standard rear-wheel drive Y is next on the list at £1,480, ahead of the Audi e-tron Quattro 50 at £1,275. Beneath that are four variants of the Model 3, costing between £1,126 and £1,274 minimum, with Jaguar’s I-Pace
occupying the two more spots in our top 10 ahead of the VW E-Golf.
Teslas have developed a reputation for being expensive to insure for a number of reasons. The use of large single-piece panels means minor bumps can require complex and expensive repairs, and parts availability has been patchy, leaving insurers facing long-term courtesy car bills. On top of that, their relatively high performance and fears over their security push them up the insurance groups.
With so much of the list dominated by Tesla, we thought it would be interesting to see what were the most expensive alternatives, by stripping the American brand out of the data. That revealed that the Audi e-tron and Jaguar I-Pace are joined by various iterations of the Mercedes-Benz EQC, which cost between £1,111 and £1,199, as well as the Volkswagen E-Golf (£1,034) and top-specification MG ZS Exclusive (£676).
So, while some EVs are still pricey to insure in the same way that high-performance or complicated petrol cars are, it seems that insurance is another area where EV owners can enjoy savings over their petrol-driving counterparts.
It’s sometimes said that all electric cars are a bit boring and a bit samey. Those of us who drive them regularly already know that’s not true but sometimes it helps to have a car come along and emphatically prove that isn’t the case.
A
car like the Abarth 500e, for example.
This is the first EV from Fiat’s in-house tuning specialist and it takes the regular Fiat 500e and makes it a whole lot sillier and a lot more fun as it looks to challenge the Mini Cooper SE in the world of small electric hot hatches.
Straight from the off, the Abarth 500e makes its intentions clear. It takes the basic 500e – already a sharply designed thing – and gives it just enough extra muscle without overdoing it. It has a 6cm wider track, deep front and rear bumpers with white highlights and thick side skirts with Abarth pressed into them. The luminous yellow
185
too.
Speaking of the roof, it’s Fiat’s now-famous ragtop approach with a large fabric panel set into the metal of the roof. A touch of a button sends it sliding back towards the bootlid, creating a sort of three-quarter drop-top that lets in the sunshine but protects you from the worst of the wind.
Away from the Abarth styling, the rest of the interior is the same as the regular 500e. That means a neatly designed modern/retro blend with a simple rounded dashboard, which features a panel of drive select buttons and a wireless phone charging slot. Above these, sits a 10.25-inch touchscreen.
The screen uses Fiat’s interpretation of the Uconnect system that’s also in the Jeep Avenger and in contrast to the frustratingly basic Jeep setup, the Abarth’s is frustratingly cluttered with sub-menu after sub-menu. Thankfully there are physical heating controls and wireless Android and Apple mirroring, so you can mostly avoid the system’s idiosyncrasies.
While the regular Fiat 500e makes do with either a 94bhp or 116bhp motor, Abarth has retuned that to produced 152bhp and 173lb ft.
In a world where even regular family cars now produce in the region of 300bhp that’s not a lot but the Abarth is small, (relatively) light, and puts fun ahead of flat-out pace.
Its 0-62mph time of 7 seconds is similar to many big powerful SUVs but Abarth has cleverly adjusted the
single-speed transmission to give the throttle more immediate bite. This brings a far more lively and instant response than the on-paper figures suggest. The little ‘in-between’ places, such as coming on throttle after a corner, are where it feels quickest – it’ll go from 25-37mph, or from 37mph-62mph a second quicker than the 178bhp petrol Abarth 695.
There are three driving modes and while Turismo caps the motor’s output at 134bhp/162lb ft the two Scorpion modes – street and track – unlock all of it. They also bring changes to the traction control and steering weight. Street retains the Turismo’s one-pedal driving function, while track disables this for a more old-school two-pedal approach. It works well in this setting. The brakes bite firmly without being snatchy and there’s a clean
progression between regen and friction braking that gives a positive linear feel.
As well as making the car wider, Abarth has actually stretched the wheelbase by 24mm in search of handling improvements and, on the whole, it’s been successful. The longer, wider platform gives a planted base, which allows you to make the most of the quick, responsive handling. Despite some obviously fake electric ‘weight’, the steering does a decent job of providing direct, accurate responses and feedback. You can fling the Abarth into a corner with vigour, confident that you know how it’s going to react.
That sharp handling and lively throttle combine to create a car that fizzes along the road just like its petrol forebears.
If you want to take that petrol-like quality a step further you can activate the Abarth Sound Generator which replicates the sound of an ICE Abarth. You can activate it but that doesn’t mean you should. The bassy rumble it makes at idle is funny for about five seconds and the tone rises in line with increased speed as you’d expect, but at a cruise it becomes a persistent dull drone that quickly gets irritating (a bit like a petrol Abarth). Thankfully, you can turn it off.
Unlike most petrol Abarths, the 500e rides acceptably. The combination of firm suspension and short wheelbase means it still fidgets like a hyperactive toddler but it is slightly more forgiving than its brutal predecessors. In the context of a nippy little hot hatch it’s perfectly acceptable.
Abarth claims 3.4m/kWh and a range of between 150 and 164 miles from the 42kWh battery, depending on the trim level. I can’t tell you what I actually achieved because the car displays its efficiency in miles-per-gallon-equivalent, which is as helpful as a chocolate fireguard. What I do know is that on a 100% charge, the trip computer claimed I’d get 140 miles of range. Drive it enthusiastically, as you’ll want to, and you’ll probably see even less than that.
That’s really not a lot, especially when the equally fun Mini Cooper will return closer to 200.
What is a lot is the Abarth 500e’s list price. The car I drove – a convertible model in Turismo spec costs £41,195 before you add £600 for the eyecatching paint.
You can bring that down to the entry level £34,195 by ditching the fabric roof and avoiding the Turismo spec. The hardtop is £3,000 cheaper and going for the entry grade saves £4,000 but downgrades the wheels from 18 to 17 inches, and loses the heated seats, keyless entry, 360-degree parking camera and wireless phone charging, along with the Alcantara upholstery and blind spot detection.
Realistically, it’s hard to justify the Abarth’s price when you can pick up a second-hand Porsche Taycan for less.
But Abarths have never been about value. They have always been expensive for what they are and compromised in one way or another. They’re an indulgence or a toy but for some people such indulgence is worth the price and thanks to its punchy looks and lively drive, the 500e is a worthy addition to the Abarth lineage.
PRICE: £41,195 (£41,795, as tested)
POWERTRAIN: Single-motor, front-wheel-drive
BATTERY:
POWER: TORQUE: TOP SPEED: 0-62MPH: RANGE:
CONSUMPTION:
CHARGING:
42kWh 152bhp 173lb ft 96mph 7 seconds 150 miles 3.4m/kWh up to 85kW
Say hello to our new long-term test car – a premium SUV looking to challenge some of the biggest names in the business.
As a car reviewer, it’s useful and informative to spend a day or a week with a car, getting an overview of its strengths and weaknesses. But to really understand a car and learn how it will fit into an owner’s life requires more time.
That’s why for the next six months, I will be living with a Genesis Electrified GV70, assessing how it handles family life – from the school run and daily commute to mountain biking trips and long-distance work treks – and finding out its foibles and hidden highlights.
Genesis’s model lineup is pretty simple, especially if you go for the battery-powered versions. The Electrified GV70 comes exclusively in Sport grade – the top of the tree with touches such as full leather upholstery and interior ‘mood lighting’.
The Electrified GV70 is a premium D-segment SUV which means it’s up against the likes of the Audi Q6 e-tron, the BMW iX3 and Jaguar I-Pace. Unlike the Audi or Jag, it’s not built on a dedicated EV platform. Instead, like the BMW it shares an awful lot with a petrol/ diesel sibling.
Shared platforms can sometimes lead to technical compromises for EVs but apparently not in the GV70’s case. This is a big-battery, fast-charging beast with buckets of power and torque from a four-wheel-drive powertrain.
At the heart of everything is a 77.4kWh battery which WLTP testing suggests should offer up to 283 miles of range and which Genesis says will charge at up to 230kW. I suspect the maximum range was calculated on the smaller 19-inch wheels rather than the test car’s 20-inchers. Delivered with 86% charge, the trip computer suggested a maximum of 210, but we’ll find out the real-world truth over the coming months.
The battery sends its juice to twin 180kW motors – one at each axle. In old money, that’s a total of 483bhp and 516lb ft and it’s enough to get this big five-seater from 0-62mph in just 4.2 seconds. We’ll see how exploiting that affects the claimed range.
Genesis’s model line-up is pretty simple, especially if you go for the battery-powered versions. While the ICE GV70 is offered in three trim levels,
the Electrified GV70 comes exclusively in Sport grade – the top of the tree with touches such as full leather upholstery and interior ‘mood lighting’.
But, this being a press car, the standard spec has been enhanced with what appears to be every option on the Genesis list. We’ll explore the tech and toys fully at a later date but, on top of the £64,300 starting price, our car adds features such as the vivid Mauna Red metallic paint, the Innovation, Comfort Seat, Convenience and Outdoor packs, plus Nappa leather and an upgraded Lexicon sound system. That takes its on-the-road price to £77,825.
That’s in the same realm as most of its biggest competitors but they come with status built up over decades of sales while Genesis has only been operating in the UK since 2021. One of the key tests of our time with it will be to see if this still relatively unknown brand can justify itself among such well-respected badges.
The initial signs are good. The smooth lines and bold crest grille have already attracted complimentary comments from the neighbours and the GV70 manages to have road presence without veering into the realms of obnoxiousness.
First impressions of the interior are also good. Pretty much anything that can be clad in leather has been and elsewhere there are high-quality chromed-colour elements that highlight the car’s soft interior shape.
My time at the wheel has been limited to a couple of short local runs but on those the GV70 has felt composed, solid and suitably refined. We’ll see if that impression lasts but the main challenge for the next few days will be getting to grips with the wealth of technology that should, in theory, make life with the car easier.
The Ride1Up Roadster V3 is the latest offering from a brand known for its sleek, minimalist, and budget-friendly electric bikes. Priced at just £1,295, the Roadster V3 maintains the clean lines of its predecessors but packs in upgraded features, making it an enticing choice for city riders looking for a reliable, stylish commuter.
True to Ride1Up’s ethos, the Roadster V3 boasts a clean and simple design with internally routed cables and a minimalist cockpit. It’s available in two configurations: a 10-speed Shimano Deore drivetrain or a single-speed carbon belt drive. Both options cater to different riding preferences, with the Shimano Deore setup providing a wider range of gearing for varied terrain, and the belt drive offering a maintenance-free, quiet ride perfect for flat urban landscapes.
The bike is fitted with Schwalbe G-One 700x45c gumwall tyres, which are not only tubeless-ready but also provide a comfortable ride over uneven roads, thanks to their superior grip and cushioning. The tyres, combined with Tektro hydraulic disc brakes, ensure reliable stopping power and a confident ride in all weather conditions.
With a 500W rear hub motor and a 360Wh battery, the Roadster V3 delivers a practical balance of power and range. The motor’s assist caps
at 20 mph with the throttle and up to 28 mph with pedal assist, making it versatile enough for both leisurely rides and quick commutes. The standout feature is Ride1Up’s ‘Intui-Drive’ torque sensor, which seamlessly integrates your pedalling effort with the motor’s assistance, providing a natural, responsive ride that feels in tune with your inputs.
The Roadster V3’s riding position is comfortably forward-leaning, perfect for city commutes without putting too much strain on your back. The ergonomic grips and flat handlebar keep the setup functional and easy to manoeuvre, whether you’re weaving through traffic or cruising down a bike path.
Despite Ride1Up’s estimated range of 20-40 miles, real-world tests showed
impressive results, with the Roadster V3 clocking in nearly 50 miles on a single charge in Eco mode. This makes it one of the more efficient e-bikes in its class, especially considering its lightweight design at just 44 lbs. The battery, though not the largest on the market, pairs well with the bike’s efficient motor, making it a reliable option for daily commuting or longer weekend rides.
The Roadster V3’s sleek aesthetic, affordable price, and well-rounded performance make it a top contender for those seeking a minimalist commuter e-bike. Its lightweight frame and responsive torque sensor offer a riding experience that is both smooth and engaging, while the two drive-
train options allow riders to choose the setup that best suits their needs. However, there are a couple of areas for potential improvement. The battery removal process is less intuitive and could risk chipping the paint if not handled carefully. Additionally, more mounting points for accessories would enhance its utility for those who need extra carrying capacity.
For those in the market for a reliable, stylish, and affordable electric bike, the Ride1Up Roadster V3 is a solid choice. Its combination of sleek design, efficient performance, and thoughtful componentry make it an excellent option for daily commuting and casual riding alike. While it’s not without its minor drawbacks, the overall package is impressive, offering great value for money and a fun, responsive ride. Whether you’re navigating busy city streets or enjoying a leisurely weekend cycle, the Roadster V3 proves itself as a worthy addition to Ride1Up’s popular lineup.
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
Toyota enters the large van market for the first time, but does it bring anything new?
It’s not often a manufacturer launches an entirely new van, and that’s not happened here. The Proace Max might mark Toyota’s entry into the large van market, but it’s anything but new. Built as part of an agreement with manufacturing behemoth Stellantis, the Proace Max borrows the ageing Vauxhall Movano Electric and slaps a Toyota badge on it.
Apart from a unique nose and grille, you’d be hard-pushed to tell the difference between this and the Movano and, for that matter, the Citroen Relay, Fiat Ducato or Peugeot Boxer. They all offer a blend of technology and practicality while focusing on payload capacity and efficiency. Toyota separates itself by virtue of its impressive Toyota
Professional dealers and service centres, which will better meet the demands of operators, and its unique 10-year warranty package — that’s something that will appeal to owner-operators and small businesses.
There’s a 110kWh battery pack under the floor of the Proace Max, which is enough to cover up to 261 miles, according to official WLTP test figures, although with half a ton of cargo in the back of the van, we fell a little short of that. Still, it’s competitive against the likes of the Ford E-Transit (249 miles) and Mercedes eSprinter (273 miles).
There’s a 268bhp electric motor under the bonnet, delivering 302lb ft of torque, making it quick off the mark even when fully loaded. You only get that oomph when in Power mode, one of three driving modes available to balance performance with efficiency. Normal mode limits output to 215bhp, while Eco mode maximises range by reducing power to 161bhp.
As you would expect, regenerative braking aids energy recuperation. Four levels allow drivers to flick between maximum retardation and energy recovery to a virtual resistance-free coast. Despite the impressive performance, the Proace Max is hampered by its dated chassis. The ride
feels bouncy and unsettled on rough roads, with vague steering that detracts from the overall driving experience, especially compared to more refined rivals like the E-Transit and eSprinter.
Inside, the Proace Max Electric has been bestowed with modern touches, chief amongst them being a 10-inch touchscreen for navigation, controls, and smartphone integration. It’s a fine, if unremarkable, system that’s easy enough to use, but most will likely be plugging their phone in and using Android Auto or Apple CarPlay to access their own maps, apps and music.
The van includes conveniences like wireless smartphone charging, climate control, and keyless entry, making life a little more comfortable for the driver. The interior also offers plenty of storage options, including a large glovebox and multiple compartments. A three-seater bench accommodates passengers, but the middle seat’s comfort is compromised by the awkwardly placed gear selector and cup holders that are, inexplicably, mounted down at ankle height.
While the cab is functional, spacious, and includes a smattering of modern technology, the design feels dated compared to contemporary rivals such as the E-Transit and the new Renault Master.
Two body lengths and two body heights are on offer for the Proace Max Electric, including a super-sized ultra-long model: At more than 6.3 metres long and over 2.7m tall, the electric exclusive L4H3 model is a big beast, capable of carrying as much as 17m3 of cargo, which outclasses the E-Transit’s maximum of 15.3m3.
Most will opt for the L3H2 model, like our test van. At a couple of millimetres under 6m long and
standing over 2.5m tall, it’s no shrinking violet. The 13m3 cargo volume is still impressive, with loads of up to 3,705mm squeezing into the back.
With cargo, you often have to take on one hand but give away on another. While it’s got a cavernous ply-lined cargo area, the maximum payload of 1,460kg falls short of the E-Transit by 300kg. Gross vehicle weight is 4.25 tonnes — beyond the 3.5 tonnes anyone can drive on a regular car driving licence, but businesses can put their drivers through a short five-hour training course to ex-
tend their licence to cover the increased weight.
The Proace Max Electric is priced very competitively, undercutting rivals like the Mercedes eSprinter while delivering a better range. It’s marginally more expensive than an equivalent Movano, but at £51,328 before VAT and any plugin van grants from the government, it’s only by a couple of hundred pounds.
You get one huge extra for that marginal increase: the prospect of a 10-year warranty. There are catches, of course, but it’s not too demanding, with Toyota extending the warranty cover by a year every time the van is serviced at a Toyota service centre. It might not worry a fleet swapping leased vans every three years, but for an owner-operator running a van until it dies, that’s a huge plus point.
There are other concerns for businesses, though, as thanks to its 4.25 tonnes GVW, there are more demanding MOT requirements and tachograph rules to consider.
Despite its ageing underpinnings, the Toyota Proace Max Electric offers a strong package with excellent range, a well-equipped interior, a competitive price and a large load volume. That’s enough to make it an attractive option for operators looking to switch to electric vans. You’ll need to compromise a little on comfort and driving refinement, where it’s not a match for its more modern rivals.
PRICE: £51,328 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 110kWh
POWER: 268bhp
TORQUE: 302lb ft
TOP SPEED: N/A — it might be limited to 56mph as an N2 van
0-62MPH: N/A
RANGE: 261 miles
CONSUMPTION: 2.4m/kWh
CHARGING: up to 150kW
Prodrive Advanced Technology and Astheimer Design have unveiled a new last-mile delivery EV which they plan to put into production by 2028, priced from around £25,000.
The EVOLV concept is an electric quadricycle designed as a compact zero-emissions delivery vehicle for urban environments.
The firms say the EVOLV is a response to current options which “fall short in terms of reliability, safety, driver comfort and payload volume, or are simply too large and costly for the task”.
Developed in just 12 months, the EVOLV can accommodate two Euro pallets with payload of up to 500kg and has been built to meet small van passive safety standards.
Designed to L7e quadricycle requirements, allowing it to be driven with a standard car licence, the EVOLV is 3,240mm long, 1,450mm wide, 2,150mm high and weighs 850kg with batteries. Cargo space has been given priority, allowing for two configurable load areas providing 4m3 of load space, around twice that of most L7e alternatives.
The main cargo space is accessed by sliding doors on either side of the vehicle and can accommodate a Euro pallet with up to 300kg of cargo stacked to 1.6m. At the rear, barn-style doors open onto a second space capable of holding a 1.2m tall Euro pallet with a load of up to 200kg. An optional stowable pallet truck is also available to ease loading and unloading.
Based on analysis of the duty cycles of last-mile vehicles, the EVOLV’s designers have fitted it with a 20kWh battery that should give around 100 miles of range and charge from 20-80% in around two hours via a type 2 connector. Maximum speed is expected to be around 50mph.
“EVOLV demonstrates how our collective innovative design and engineering can push the boundaries of what a last mile EV can achieve,” says Dr Iain Roche, CEO of Prodrive Advanced Technology. “With EVOLV, a compact footprint can go hand-inhand with serious capability and efficiency. EVOLV offers the best of both worlds, injecting versatility without compromise into a logistics fleet.”
The concept vehicle was unveiled at the Cenex Expo 2024 technology show but the two companies have set up a new venture to bring it to market. Known as ELM Mobility, it aims to put the EVOLV into production for a 2028 release, with prices starting at around £25,000.
Carsten Astheimer, founder and creative director of Astheimer Design, added: “Everything about the design of EVOLV is fit-for-purpose.
“It’s lightweight, robust and simple, which fits harmoniously with the Astheimer Design philosophy of removing everything superfluous. The result is iconic in its simplicity, with the platform adaptable to the individual needs of each customer.”
BYD has revealed a new electric van set to challenge the Ford E-Transit in the large LCV segment.
The BYD E-VALI has been designed for Europe and will go head-to-head with the E-Transit, Vauxhall Movano and Renault Master in the 3.5 to 4.25-tonne market.
Using two- or four-wheel-drive powertrains, the E-VALI offers either 134bhp or 201bhp, and comes with an 80.64kWh blade battery. This should provide up to 155 miles of range and 188kW DC charging will allow a 10-80% recharge in just 30 minutes.
The E-VALI will be offered in two lengths – 5.99m and 6.99m but with just a single roof height. The larger van will have a cargo volume of 17.9m3, compared with a 15.1m3 for the largest E-Transit and 17m3 for the Movano. The shorter van offers up to 13.9m3.
BYD says that, size-dependent, the E-VALI will feature a payload of between 700kg and 1,450kg, and will offer vehicle-to-load charging as standard.
Kia says its range of LCVs will offer classleading space and load capacities as it looks to challenge major players such as Ford, Peuoget, Renault and Mercedes.
The vans are built on an LCV-specific EV platform, which can be adapted to different wheelbase lengths and body designs, including panel, chassis cab and people carrier layouts. In Hanover, Kia showcased the PV5 panel van and people mover concepts, as well as a high roof PV5 and PV7 panel van.
The PV5, which is slightly smaller than the Ford E-Transit Custom, is due to go on sale next year.
“In order to disrupt the LCV market, an allin approach is needed,” said Marc Hedrich, president of Kia in Europe. “While this approach is not a first for electric passenger cars, it’s certainly the first time we see it for LCV. This is a benchmark moment, and our PBVs are set to deliver better accessibility, higher volumes, and lower running costs.”
Renault has revealed a new all-electric delivery van intended for city centre use.
Scheduled to go into production by 2026, the Renault Estafette is the first product from a joint partnership between the French brand, Volvo and CMA CGM Group.
Designed to serve the need for last-mile delivery vehicles that meet tough urban emissions laws but also meet the needs of logistics firms, the Estafette has a similar footprint to the current Kangoo van but the load capacity of the far larger Trafic.
Based on the FlexEVan platform developed by the Flexis partnership, Renault describes the Estafette’s design as ‘Smeg fridge meets plush toy’, with cutesy round headlights inspired by the original 1960s van and unusual dimensions defined by clean, smooth body lines.
Its ‘standing position’ shape is designed to offer maximum carrying capacity in a small footprint. The Estafette is 4.87m by 1.92m, roughly the same as the current Kangoo L2, with the turning circle of the Clio supermini. However, at 2.59m tall, it’s almost the height of the Traffic L1H2, and offers a comparable 71.m3 of cargo space.
Rear access is via a roller door, making access in tight spaces easier than traditional hinged doors, and the cab has twin sliding doors that open with a single pull. Renault intends the rear door to be used for loading and the side doors used for unloading. The driver can access the cargo area via a door in the rear of the cab, meaning they don’t need to move around to the rear of the van every time they stop.
The concept also features four fold-up shelves that sit flush with the sides of the vehicle for improved load-carrying flexibility, and multiple high-power outlets that allow users to install demanding hardware such as refrigeration units without complex conversions.
The front cabin features a single swivelling seat on a raised platform with a series of easy-access drawers underneath. The concept also has a series of modular under-dash storage areas
and a three-piece windscreen to offer maximum visibility around the van. Two 10-inch vertical screens at the end of the dashboard display the rear views from the outside cameras.
Ahead of the driver is a 7-inch screen digital instrument display, supplemented by a 12-inch infotainment screen angled towards the driver
and a series of ‘widgets’ offering one-touch shortcuts to the driver’s favourite features.
Renault hasn’t given any powertrain details for the new Estafette but said that the van will go into production within the next two years, so we’d expect more technical details in the near future.
Europe’s market-leading two-tonne van – the Ford E-Transit – is getting a new larger battery and other hardware upgrades to allow up to 249 miles of driving.
The enhanced-range model will feature an 89kWh battery for an extra 55 miles of driving, and come with a heat pump as standard. It will also feature improved DC charging over the standard 115kW.
The Blue Oval also announced that E-Transit Courier is now available to order. The E-Transit Courier is the smallest member of the Transit family and comes with a 43kWh battery capable of up to 186 miles of driving. DC charging of 100kW will allow for a 10-80% charge in around 23 minutes. With 25% more load space than the previous generation, the new van also features a payload of up to 700kg. Production is due to begin later this year, with deliveries beginning in 2025.
Blue Oval reveals longer-range flagship and confirms E-Transit Courier specs at IAA Transportation
The eTerron 9 was unveiled at the IAA Transportation event and will use a 289bhp motor at the rear and a 184bhp motor at the front wheels to provide up to 473bhp – a significant step up from the 174bhp T90EV.
Also much improved is the 102kWh battery, which Maxus says should give a driving range of around 270 miles, compared with its previous truck’s 220 miles.
The eTerron 9 will be able to tow up to 3,500kg but suffers from a limited payload of just 620kg compared with one-tonne diesel-powered rivals.
Despite its payload shortcomings, Maxus says it has worked to give the eTerron 9 similar off-road ability as proven pick-ups such as the Toyota Hilux.
Maxus has yet to confirm which markets will get the eTerron 9 or give any indication of price, but with the T90EV starting at around £50,000 before VAT in the UK, we don’t expect it to be cheap.
That’s going to change soon as Isuzu readies its electric D-Max, and Maxus itself is bringing in a bigger, more powerful electric pickup — the eTerron 9 — to the UK.
Maxus has experience with electric LCVs, with the eDeliver 3 and eDeliver 9 vans carving a niche for good value eLCVs and winning fans against main-
stream rivals like the Ford E-Transit and Vauxhall Vivaro Electric.
It’s taken at least some of what it knows and transferred that to the pickup market, with mixed results.
The Maxus T90EV currently holds the distinction of being the only fully electric pickup truck available in the UK market.
At the heart of the Maxus T90EV lies an 88.5kWh battery pack that provides an estimated 205-mile range. However, real-world testing has shown that this figure can drop alarmingly, especially during motorway driving or in colder weather.
A drive across the middle of the country on a cold but dry day, with the pickup bed entirely empty, saw the truck return just 1.3 miles per kWh, or a range of 115 miles. Add some cargo to the back, and that will reduce the range further.
Performance is peppy enough, with a 201bhp motor mounted directly to the rear differential. With 229lb ft of torque, the T90EV lags behind diesel rivals like the Ford Ranger, but the electric pickup’s acceleration feels potent enough to keep most happy. The expected trio of driving modes — Eco, Normal, and
Power — do their bit to add a little poke or frugality, but there’s not much to choose between them.
The ride quality is quite jarring, never settling down, and lags behind that of its rivals, especially those from Ford and Volkswagen. It doesn’t get any better off-road, not that it’ll go very far — to keep the weight (and cost) down, Maxus is making the T90EV only as a rear-wheel drive model. That limits traction when tackling anything beyond damp tarmac and, combined with the low-slung motor on the rear axle that robs the pickup of ground clearance and leaves just 187mm between the truck and the earth, means you won’t be venturing far beyond a slightly damp field.
The T90EV looks rugged and ready for work, with a bold front grille flanked by slim headlights. There’s nothing groundbreaking about it, relying on imposing bulk rather than delicate design work, but it’s effective.
Hardwearing plastics and lack of soft-touch materials emphasise that Maxus is focussing on utility over comfort. There’s (artificial) leather upholstery and an impressive looking infotainment screen, but it falls short of offering the refinement expected from a vehicle priced from £50,000.
The 10.25-inch infotainment touchscreen supports Apple CarPlay and Android Auto, but it’s hindered by slow response times and an unintuitive layout when you’re using the built-in systems rather than relying on your phone.
Physical buttons for heating and ventilation are a welcome inclusion, but, frustratingly, they’re touch-sensitive making adjustments with gloves difficult — an issue for anyone working outdoors in cold conditions. Optional heated front seats add comfort, though they don’t come as standard, which feels like a missed opportunity for an electric vehicle where energy conservation is key.
Despite the compromises in other areas, the Maxus T90EV holds its ground in terms of practicality. The load box measures 1,485mm in length, making it competitive with other mainstream pickups like the Isuzu D-Max. It can also carry up to 1,000kg of
PRICE: £49,950 plus VAT and OTR
POWERTRAIN:
Rear-motor, rear-wheel-drive
BATTERY: 88,55kWh
POWER: 201bhp
TORQUE: 229lb ft
TOP SPEED: 80mph (ish)
0-62MPH: N/A
RANGE: 205 miles
CONSUMPTION: 2.3m/kWh
CHARGING: up to 80kW
payload, which makes it easy for businesses to reclaim VAT on the truck.
We’d like to see a damper on the tailgate, as it clunks down loudly when opening. It’s also very heavy, so having some assistance when closing it again would be welcomed.
The load box features a painted bed liner and external rope hooks for a bit of extra practicality, though, and a stainless steel sports bar adds a little extra aesthetic appeal.
There’s only one T90EV model, so you won’t suffer from having to decide between countless specifications. Aside from some unexpected missing equipment — those heated seats, for example — the Maxus is pretty comprehensively equipped.
However, it’s priced at around £50,000 before taxes, making the Maxus T90EV look like a rather premium buy. On the upside, Maxus has been known to offer aggressive discounts and leasing deals, with some past offers dropping monthly payments to less than £100. That could tempt a few people...
The Maxus T90EV might be the first fully electric pickup truck on the market, but there’s been more than a little compromise to get there.
While it impresses with its payload capacity, its limitations in range, off-road ability, and overall refinement make it difficult to recommend. There are some niche markets where it could do well, but they’re few and far between.
With Isuzu, KGM and even Maxus themselves bringing electric pickups to the UK soon, and Ford launching a plug-in hybrid Ranger, the T90EV starts to look like a tough sell. If it was significantly cheaper, then there might be a case for it — and there are plenty of deals to be had — but for now, it’s probably best to wait for more capable rivals.
PHIL HUFF
It can sometimes feel like the world of electric cars is dominated by fairly large, fairly expensive family SUVs.
Certainly, that’s where the easy money is for car makers, stamping out C-segment SUVs like the Ford Explorer, Renault Scenic and Peugeot E-3008.
But what if you don’t want or need something that big or expensive. What about drivers looking for the electric equivalent of the trusty Ford Fiesta? Well, thankfully, they haven’t been totally forgotten about, and these are our favourite compact EVs on sale right now.
range and performance. Power is up to 215bhp in SE models and range has gone from around 135 to 250 miles. There’s also a brilliantly unusual new interior and the same grin-inducing go-kart handling as before.
Possibly the last word in affordable, honest electric transport. Dacia isn’t claiming the Spring is the right car for everyone but what it is doing is offering a truly accessible model for drivers with undemanding needs. Entry level cars cost just £14,995 and offer a modest 44bhp and
137-mile range, although there’s an option of a 64bhp motor for an extra £1,000. Basic cars get a smartphone dock instead of an infotainment screen but cruise control, digital instruments and parking sensors are standard.
If the Ami is a bit too small for you then Citroen still has you covered. The e-C3 is its new take on the supermini, with a decent 199-mile range and a budget-friendly price. Starting at less than £22,000, the e-C3 is a compact five-door hatch with very
mildly SUV-inspired styling and space for four onboard. Despite its low starting price, features such as alloy wheels, a 10.25-inch touchscreen with wireless phone mirroring, auto LED lights, and 100kW charging are standard.
The very smallest of small EVs, the Ami is something you’ll either love or hate. Designed specifically to be a cheap urban runaround it is limited to just 28mph and has a range of just 46 miles from a 5.5kWh battery. That means it only makes sense for urban-dwellers
or businesses looking for a funky last-mile delivery vehicle. But in that context, this simple EV with its eye-catching plastic bodywork, surprisingly roomy cabin and single-seat cargo option, is a winner.
Ford might have abandoned the supermini segment but perennial rival Vauxhall is sticking with it and bringing it right up to date with an electric version of its best-selling Corsa. The Corsa is a lot bigger than it once was but that means there’s decent space for use as a family car, and there’s
plenty of modern tech, from lane keep and high beam assist to wireless Apple and Android mirroring, plus a 246-mile range in higher-spec models. And for buyers concerned about budgets, the new Corsa is available for the same monthly PCP rates as a petrol version.
BYD really seems to have its strategy worked out, offering a sensible family SUV (the Atto 3), a sleek executive saloon (the Seal) and a compact hatchback. The Dolphin is the biggest car on this list but deserves a mention for its balance of space, quality and value, making it a good choice for
families. Until recently it’s only been available from around £32,000 with a 201bhp and a 60.4kWh battery, with an official range of 265 miles. However, buyers now have the option of a smaller 44.9kWh battery in £26,195 Active and £27,165 Boost models, with less power and shorter ranges.
It might seem odd to include a Jeep on a list of small cars but the Avenger is a very different thing from the brand’s usual hulking big 4x4s. In fact, at 4.08m long, it’s barely any bigger than the e-C3 or Mini. That puts it firmly in our small EV book, even if the £40k price tag doesn’t. If you can
look past the steep asking price, the Avenger is a sharp-looking compact EV that brings some Jeep-style ruggedness to the segment and offers punchy performance and 248 miles of range. It also has the funkiest indicator noise in history.
The e-208 is closely related to the Vauxhall Corsa. It’s based on the same platform and uses the same choice of 50kWh battery and 134bhp motor in basic models or 52kWh battery and 154bhp motor in more expensive versions. So it’s no surprise that its performance and range are similar, or
that it features much of the same technology. Where it differs is in far sharper exterior looks and a more innovative and higher-quality interior. And right now, the Peugeot is cheaper than the equivalent Vauxhall, meaning you’re not paying more for the added flair.
The MX-30 won’t be for everyone. It’s got a deliberately small battery and short range (a mere 124 miles) which hamper it, even among similarly compact competition. But it does bring something a little different to the table. The neat rear-hinged back doors hide enough space for a couple of
younger passengers in the back and there’s Mazda’s usual premium finish plus interesting material choices including cork details. There’s also the option of a range-extender EV which uses a tiny rotary motor to charge the battery if you’re not 100% sold on going pure electric.
Half of ICE drivers could only tell EV fact from fiction 20% of the time, according to new research.
New research suggests there are still high levels of ignorance around electric cars among the UK’s motorists.
A study presented 1,000 petrol car drivers with true-or-false statements about EVs and found that a staggering 57% could only correctly identify 2 out of 10. A mere 10% of drivers managed to get more than half correct.
The pro-EV think tank, the Energy and Climate Intelligence Unit (ECIU), which commissioned the YouGov poll, believes that such a lack of knowledge is holding some drivers back from switching to an EV.
The study showed that drivers who scored two or less out of 10 were 11 times less likely to want their next car to be an EV than those who scored eight or more out of 10.
Earlier this year, a House of Lords committee published a report, in which it raised concerns around a “concerted campaign of misinformation” about EVs. The ECIU’s head of transport, Colin Walker, said the polling results showed such misinformation was affecting the public’s views of EVs and their choice of vehicles.
He said: “Poll after poll has found EV drivers love their cars and simply wouldn’t go back to petrol.
But all the myths being pedalled about EVs are misleading some petrol car drivers who now have a really poor knowledge of electric cars. The constant stream of EV misinformation is clearly causing confusion, and holding many of the UK’s drivers back from making the switch to cleaner and cheaper electric driving.
“The Zero Emission Vehicle Mandate is increasing competition between manufacturers, bringing down upfront costs and will start to feed the second-hand market where most of us buy our cars. Second-hand EVs are already at price parity with petrol cars, but are so much cheaper to run, so the policy is set to bring down the costs of motoring for ordinary families.”
The poll found that nearly two-thirds (62%) of petrol drivers wrongly believe it is more expensive to own and run an EV, despite charging costs, insurance and servicing all being cheaper than for a petrol vehicle.
It also revealed that 41% of petrol drivers incorrectly think that EVs are more likely to
catch fire than petrol cars, despite data suggesting that EV fires are 80 times less likely than ICE vehicle fires.
Quentin Willson, founder of FairCharge, commented: “The high level of ignorance about EVs has been created by a circular loop of repeated misinformation across social media and newspapers, posted and written for largely ideological reasons.
“Too many consumers have been duped into believing re-heated, ill-informed myths and misinformation that’s often years old.”
James Court, CEO of EVA England, said the high levels of misinformation were frustrating and were holding people back from switching to EVs.
He added: “We want to see industry and government think seriously about what they can do to tackle this misinformation. Because we know that, once people have access to accurate information, many will choose to make the move to electric driving and won’t look back.”
Dr Sara Ridley, engineering and quality director at Autocraft EV Solutions, explains how EV battery remanufacturing can unlock significant environmental benefits for OEMs
The automotive industry is on a fast track to radically reduce its environmental footprint. Electric vehicles (EVs) will play an important role within this transition, providing a sustainable alternative to ICE vehicles by eliminating tailpipe emissions.
While this is undoubtedly a positive, focusing only on operational emissions ignores the lifecycle impact of EVs. For electrification to be truly sustainable, we will need to see a significant reduction in emissions throughout the lifecycleand beyond – through recycling but also through battery repair and remanufacturing.
Given the environmental cost of producing EV batteries, we have a duty to ensure they remain in use for as long as possible. Each individual cell is valuable, making it essential to extract maximum value from them. Unfortunately, countless EV batteries are going to waste due to premature recycling.
When EV battery faults occur, the fault is typically within only a small group of cells. A battery will only perform to the level of its weakest performing cell, so a small number of failed cells can have a catastrophic impact on overall performance, leading to apparent failure.
Through our battery testing and repair capability, we can now diagnose faulty cells and replace them with healthy ones to restore optimal performance and range – a process known as battery remanufacturing. Tackling the risk of premature battery degradation provides enormous environmental advantages while also building consumer confidence.
Autocraft is absolutely in favour of EV battery recycling once every possible effort has been made to maximise the lifespan of battery packs. Whether through remanufacturing, or re-use in second-life applications, this ensures that maximum value is derived to justify the environmental cost of producing them. The challenge is when batteries are recycled before this point.
Proactively preventing waste is far better for the environment. While few would disagree with this idea, recycling receives a great deal more attention within the automotive industry. Many automakers, still unaware of how to safely and effectively repair battery packs, continually default to recycling as the easiest way to fulfil their legal responsibilities. This causes them to
prematurely dispose of batteries before their full environmental value can be achieved.
The hidden environmental impact of recycling processes should not be overlooked, neither should the fact that most recycled battery packs go into black mass used for building roads. These factors make it all the more critical that recycling becomes a last resort, only once all options to repair and re-use have been exhausted.
The tendency to prioritise recycling can be explained by the historic limitations of testing and remanufacturing. While the technology has come a very long way, awareness levels about what can be achieved are stubbornly low. For the EV industry to thrive, this needs to change.
Through electrification, the automotive industry has a huge opportunity to deliver clean and sustainable transport. Simply producing EV batteries is not enough, we need to ensure that cells remain in use for as long as possible and that recycling is a last resort. When the automotive industry grasps the importance of this shift, it will be able to truly unlock the ecological benefits of electric.
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Powering the UK’s Clean Energy Future
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South Yorkshire is set to host Britain’s first factory dedicated to building small modular reactors (SMRs), marking a significant boost for the region’s economy and the UK’s nuclear industry.
Holtec, a privately owned nuclear company headquartered in Florida, has chosen South Yorkshire as its preferred location for the £1.5 billion facility after considering sites across the country, including in the West Midlands, Cumbria, and Teesside.
The factory could create up to 3,000 high-tech jobs, manufacturing components for SMRs—a technology that could become central to the UK’s planned nuclear revival. Holtec is exploring several sites in the county, including areas around the city of Doncaster.
Gareth Thomas, Director of Holtec Britain, said: “Holtec Britain was impressed by the resounding interest in our new SMR factory across the UK and the strong support received by the local authorities during our engagements. South Yorkshire overcame stiff competition from other areas of the UK to be our preferred location for our advanced SMR factory.”
The region offers practical benefits for Holtec, including proximity to Sheffield Forgemasters, a specialist in complex castings required for reactor housings, and a skilled workforce rooted in heavy engineering traditions.
Oliver Coppard, South Yorkshire Mayor, commented: “In South Yorkshire, we’re building on hundreds of years of innovation and engineering heritage to create world-leading facilities, skills, and expertise today; assets that will power the clean energy transition in the UK and beyond. We are right at the cutting edge of the new nuclear, hydrogen, and sustainable aviation sectors, and proud to be home to the largest cleantech sector in the UK.”
SMRs are seen as a potential breakthrough in nuclear technology, aiming to reduce the cost and construction time of nuclear power plants. Unlike large reactors built on-site from scratch, SMRs are constructed from modules
manufactured in factories and assembled on-site, which proponents say will make them cheaper and quicker to produce at scale.
Holtec is one of five companies vying for government funding to build the country’s first SMRs, alongside Rolls-Royce, Westinghouse, GE Hitachi, and NuScale. Great British Nuclear, the government agency overseeing the competition, is expected to narrow the shortlist from five to four companies later this month. Two winners are anticipated to be selected either late this year or in early 2025 and will be granted sites to develop. While the technology is promising, it remains untested on a commercial scale, and challenges such as radioactive waste disposal persist. Despite these hurdles, the selection of South Yorkshire for this landmark project signifies a major step forward in the UK’s nuclear ambitions and offers significant economic opportunities for the region.
Scottish Power has announced plans to invest £8 million to establish its long-term offshore wind operations base in Lowestoft, Suffolk. The new site on Trinity Road will support the company’s offshore wind farms, particularly the East Anglia Three project, which is set to become the company’s largest wind farm and the second largest globally, powering 1.3 million homes by 2026.
The decision builds on the success of the company’s existing operations and maintenance hub for the East Anglia One offshore wind farm at Lowestoft Port. Ross Ovens, managing director of offshore development and operations, praised Lowestoft’s strategic importance due to its rich history in supporting the offshore industry, from fishing to oil, gas, and renewables.
“We’ve already proven it’s a fantastic location,” Ovens said. “We want to build upon that and expand our footprint with this new site, which will accommodate around 100 staff.”
Scottish Power’s expansion will not only support the East Anglia Three wind farm but also additional projects like East Anglia Two and East Anglia One North. These fully consented projects, along with new infrastructure such as a substation in Friston and a converter station near Saxmundham, will help deliver renewable energy to the UK grid.
Ovens acknowledged concerns from local campaigners about the environmental impact but stressed the company’s efforts to minimise disruption by consolidating infrastructure
installations. “This is vital infrastructure for the UK,” he said, “ensuring green energy reaches where it’s needed.”
Kevin Keable, chair of the East of England Energy Group, emphasised that the new site will create additional jobs and inject billions into the local economy. As electricity demand continues to surge with the growth of data centres, electric vehicles, and heat pumps, the need for renewable energy sources like wind power becomes increasingly crucial.
Households across the UK may enjoy free electricity on certain days of the week, thanks to Ed Miliband’s green energy revolution, according to EDF Renewables.
Matthieu Hue, chief executive of EDF Renewables, revealed that increasing renewable energy capacity, particularly from wind and solar power, could lead to surplus energy supply, driving prices down and making free electricity possible.
Speaking at the Labour Party Conference, Hue suggested that Sundays, when electricity demand is typically lower, are the most likely days for free energy, particularly as more businesses are closed. He explained that smart meters will play a key role, allowing households to monitor and manage their energy usage in real-time.
Miliband, as Energy Secretary, has prioritised expanding renewable energy to help the UK achieve net-zero carbon emissions by 2030. EDF plans to significantly expand its renewable energy sites, with aims to quadruple its current capacity of 2.5 GW by 2035.
Hue also highlighted how the shift to renewables could change household energy habits, especially with fluctuating electricity prices dependent on weather conditions. Households with electric vehicles, for instance, may use their cars to power their homes when energy prices peak.
EDF, which currently supplies 5.2 million domestic and business customers, has been impacted by rising debt levels among customers, with around 470,000 customers owing a collective £518 million.
Junior energy minister Michael Shanks, also speaking at the conference, noted that the rise in smart meter usage will enable consumers to adjust their energy use, reducing costs without drastically altering their lifestyles.
Shanks also addressed concerns about human rights abuses in the solar panel supply chain, following criticism from antislavery campaigners over alleged use of Uighur slave labour in Chinese solar farms. He confirmed plans to meet with industry leaders to discuss the issue next week.
Residents in Norfolk have been invited to share their views on a new solar farm project, which could generate enough energy to power 363,000 homes each year.
The proposed High Grove Solar Farm, led by energy firm RWE, is set to be located near Dereham and Swaffham in Breckland, Norfolk.
RWE has launched an early consultation period, running until 18 October, to gather feedback from local communities. The project is still in its preliminary design phase, and public input could influence the final layout and development of the site.
The solar farm, combined with battery storage, aims to deliver 720MW of clean energy, spread across five development areas approximately 1.5km southwest of Dereham, 2km east of Necton, and 2km north of Watton. Public events are being held in September and October, with a further round of consultation planned for early 2025.
The Scottish government has temporarily halted plans to ban wood burning stoves in newbuild homes, following backlash from rural communities and political opponents.
The regulations, part of the New Build Heat Standard (NBHS) introduced in April, had aimed to promote cleaner heating systems such as heat pumps, but were put under review in May after concerns were raised about the impact on rural areas where many rely on wood burners during power outages.
The pause allows wood burners and other biofuel systems to be installed while the review concludes, with a final decision expected by December 2024.
Deputy First Minister Kate Forbes had voiced concerns about the potential harm the ban
The RSPCA is giving gamers in Merseyside the chance to imagine what life could be like for animals by 2050 through an immersive online experience called *Animal Futures*.
This innovative project presents five possible futures for animal welfare, influenced by climate change, habitat loss, and advances in technology.
The scenarios include robot pets, exclusive nature retreats, lab-grown meat, and the potential for artificial intelligence to enable communication with animals. While some of the futures seem “chilling,” the RSPCA aims to encourage players to
reflect on their role in shaping a better future for both animals and humans.
RSPCA chief executive Chris Sherwood emphasised the urgency of rethinking our relationship with animals, noting that our choices today will have lasting effects. “The good news is that animals’ futures are in our hands,” Sherwood said, encouraging participants to explore how technology and personal decisions can contribute to a better world for all.
could cause to her rural constituents, especially older residents. Climate Action Minister Alasdair Allan confirmed that the restrictions would be temporarily lifted, allowing installations to continue in the interim.
The Stove Industry Association (SIA) praised the move as a “common sense and progressive step,” arguing that modern wood burners offer a lowcarbon heating alternative. However, the Royal College of Paediatrics and Child Health has reiterated its call for wood burning stoves to be phased out in urban areas due to health concerns over air pollution.
Luxury automotive manufacturer Jaguar Land Rover (JLR) has announced that it will install a mass solar PV system at its Halewood manufacturing plant as part of a £500 million investment to decarbonise the historic facility.
The firm will install 18,000 solar PV panels at Halewood, with a total generation capacity of 8,600GWh, enough to cover 10% of the site’s energy consumption. JLR also recently installed solar car parks at the facility, allowing employees low-carbon electric vehicle (EV) charging. The company has a set a goal to cut its overall carbon emissions by 46% by 2030 and has cut its operational emissions by 24.1% in the last four years.
One of the most impactful steps on Halewood’s decarbonisation journey was upgrading the plant’s paint shop. A hydrogen-powered boiler has enabled the site to save 2.4 tonnes of CO2e a day, equating to an immense 565 tonnes per year.
JLR is also working to upskill its workers for the company’s green future. The company hopes to electrify all of its vehicle brands by 2030. The company will invest £20 million each year in its
investment
Future Skills Programme to upskill employees in green technology, with almost 25,000 taking part so far.
Reuben Chorley, JLR sustainable industrial operations director said: “At JLR Halewood, we’re driving transformation through circular principles: use less, extend the life of what we have, and reuse wherever possible. We’re also ramping up energy efficiency and embracing renewables, with exciting plans to integrate hydrogen into our operations.”
JLR is far from the only industrial or technological firm looking to solar power to decarbonise its operations. Last week, biotech firm Fera Science announced that it had appointed electrical engineering specialist Meson Electrical to install a 150kWp solar installation on the roof of its York campus.
In August, GB NRG announced that it had successfully completed 2MW of solar PV installations on all of Crendon Timber Engineering’s sites across the UK, while Bristan Group successfully installed 1,666 solar panels at its head office in Tamworth, Staffordshire. Bristan Group’s installation will provide around 600kWh of electricity, enough to cover around 56% of the site’s power needs.
Octopus Energy Generation has announced a £2bn investment in UK renewable energy projects by 2030, emphasising solar capacity with 222MW in the pipeline.
prepare these high-quality solar projects for a successful construction phase which will commence soon, ensuring a near-term start of green energy production.
“We are looking forward to building upon our reliable partnership with Octopus Energy Generation, and together, contribu[ting] to the UK’s ambitious plans to accelerate the energy transition.”
Construction on three of the facilities is set to commence towards the end of 2024 with the fourth beginning in 2025.
BayWa r.e. UK and Ireland managing director Christine McGregor stated: “Thanks to the efforts of our strong team in the UK, we were able to
The projects are the 50MW Perrinpit Road solar park in Bristol, developed under a joint venture with Grune Energien Solar, and three readyto-build sites: the 48MW Driffield solar park in the East Riding of Yorkshire, the 52MW South Fambridge Hall in Essex, and the 72MW Corner Copse in Wiltshire.
The amount of electricity generated by gas and coal tumbled by 20% last year, according to new analysis by Carbon Brief.
The drop means the last time the UK used such little gas and coal was 1957, when the Beatles’ John Lennon and Paul McCartney had just met for the first time.
Back then, the population was 51 millioncompared with roughly 67 million now - and fossil fuels still supplied 97% of the UK’s electricity.
The nation’s electricity generation from fossil fuels then peaked at 303TWh in 2008, falling to 104TWh in 2023 - the same level as in 1957.
That’s why fossil fuels delivered a record low share of electricity in 2023 at 33%, the science and policy website said.
Carbon Brief attributed the fall from the peak to a rapid scale of wind power, as well as solar and contentious bioenergy, and a reduction in demand.
The falling electricity demand is down to a combination of more efficient appliances and lighting, high prices driven by expensive gas, and changes to a “service-led rather than manufacturing-heavy economy”, it said.
It added demand is expected to rise again as petrol and diesel cars and gas boilers are increasingly replaced by electric vehicles and heat pumps.
But David Whitehouse, CEO of industry body Offshore Energies UK, said electricity is “just one part of the UK’s overall energy picture - we mustn’t forget the UK still gets 75% of its overall energy mix from oil and gas”.
That includes the 85% of homes with gas boilers and 38 million vehicles that run on petrol or diesel, he said.
Jess Ralston, from energy and climate thinktank ECIU, said the switch from fossil fuels to renewables is “a global, not just UK, phenomenon”.
The UK shift was accelerated by renewables “undercutting coal and gas simply on price” -
supported by “strong government policy”, she said, and by the gas crisis sparked by Russia’s invasion of Ukraine.
But the UK has “missed opportunities”, she added. “Onshore wind is one of the cheapest sources of power, but despite promises from government, the de facto ban still hasn’t properly been lifted.”
She warned issues connecting new clean projects to the grid also needed resolving.
A spokesperson for the department for energy security and net zero (DESNZ) said: “We are committed to meeting our net zero targets and continue to lead the world in cutting emissions.
“This has been supported by our first public investment in nuclear power for more than three decades, alongside a 500 per cent increase in renewable electricity capacity since 2010, and driving the biggest reform to our grid since the 1950s - speeding up grid connections, supporting thousands of jobs and reducing bills in the longterm for families.
“We continue to back the UK’s oil and gas industry as it underpins our energy security, supports up to 200,000 jobs, and will unlock billions in tax revenue over the next five years to support the transition to net zero.”
They said updates to the National Planning Policy Framework could speed up onshore wind projects if there is local support, but would take time to come into effect.
THE UK HAS LONG BEEN RECOGNISED AS A GLOBAL LEADER IN OFFSHORE WIND, THANKS TO ITS GEOGRAPHICAL ADVANTAGES, INCLUDING VAST COASTAL WATERS AND STRONG WINDS. BUT WHAT’S DRIVING THIS RAPID EXPANSION, AND HOW IS IT HELPING THE UK TRANSITION TO A CLEANER, GREENER FUTURE?
Offshore wind farms have seen unprecedented growth over the last decade. The UK now hosts some of the largest and most advanced offshore wind projects in the world, with capacity increasing dramatically. By the end of 2023, the country had installed over 14 gigawatts (GW) of offshore wind capacity, and this figure is expected to rise to at least 40 GW by 2030.
At the forefront of this charge is Dogger Bank, set to become the largest offshore wind farm globally when completed in 2026. Located off the northeast coast of England, the
project is a joint venture between Equinor, SSE Renewables, and Vårgrønn. Dogger Bank will produce enough electricity to power six million UK homes, representing a critical contribution to the government’s renewable energy targets.
Hornsea Project, another key player, holds the current title for the world’s largest operational offshore wind farm. Hornsea 2, which came online in 2022, has a capacity of 1.4 GW—enough to supply over 1.3 million homes with electricity. The upcoming Hornsea 3 promises to be even larger, further solidifying the UK’s leadership in offshore wind.
One of the main reasons for the rapid growth in offshore wind is the technological advancements that have allowed for larger and more efficient turbines. The latest generation of offshore wind turbines has significantly increased in size and output, with individual turbines capable of generating 15 megawatts (MW) of power, a stark contrast to the 2-3 MW turbines commonly seen just a decade ago.
Siemens Gamesa’s SG 14-222 DD turbine, set to be installed at Dogger Bank, exemplifies this leap
in technology. Each turbine boasts a rotor diameter of 222 metres, and just one rotation can power a typical UK home for over two days. These developments have contributed to driving down costs, making offshore wind a more affordable and attractive option for energy companies and investors alike.
The construction and installation of these mammoth structures have also seen improvements. New methods of floating foundations and deeper water moorings are enabling offshore wind farms to be built further out to sea, where wind speeds are stronger and more consistent. These technologies are particularly
beneficial in locations like the North Sea, where the potential for energy generation is vast.
Government support has been crucial in accelerating the development of offshore wind in the UK. The sector benefits from a supportive policy framework that encourages investment and ensures long-term growth. A cornerstone of this is the Contracts for Difference (CfD) scheme, which offers fixed prices for electricity generated by offshore wind projects, providing financial security for developers.
In 2022, the UK government pledged to invest £160 million in upgrading ports and infrastructure to accommodate the next generation of offshore wind farms. This funding is part of a broader commitment to renewable energy, with the government aiming for offshore wind to generate a third of the UK’s electricity by 2030. This push is also motivated by the UK’s legally
binding target of reaching net zero carbon emissions by 2050.
The private sector has responded enthusiastically, with billions of pounds being invested in offshore wind developments. International energy giants like Ørsted, BP, and Shell are all investing heavily in the UK’s offshore wind industry, attracted by the country’s favourable regulatory environment and abundant natural resources.
The rapid expansion of offshore wind is not just about reducing carbon emissions. The sector is also creating thousands of jobs and providing significant economic benefits, particularly in coastal regions where traditional industries such as fishing have been in decline.
In regions like the Humber, Teesside, and Scotland, offshore wind has led to a renaissance in industrial activity, bringing skilled employment opportunities to local communities.
The UK Offshore Wind Industry Council estimates that the sector could support up to 100,000 jobs by 2030, both directly in the industry and in related supply chains.
Environmentally, the benefits are clear. Offshore wind is a zeroemission energy source, meaning every megawatt generated helps reduce the UK’s reliance on fossil fuels. In 2022, offshore wind
accounted for over 13% of the UK’s electricity supply, a figure that is set to rise as more projects come online. Offshore wind farms also have a relatively small physical footprint compared to onshore energy sources, allowing the surrounding marine environment to thrive. The Crown Estate, which manages the seabed around the UK, works closely with developers to minimise environmental impacts, ensuring marine life is protected during the construction and operation of offshore wind farms.
Despite its many advantages, the offshore wind industry still faces challenges. One of the key issues is the intermittency of wind power. While offshore wind is more consistent than its onshore counterpart, it is still weather-dependent. To address this, there is growing interest in energy storage solutions, such as largescale batteries and green hydrogen production, which can store excess energy generated during windy periods for use when demand is higher.
Another challenge is the complexity and cost of building and maintaining offshore wind farms. Harsh marine
conditions mean that installation and maintenance can be expensive and technically demanding. However, as the industry matures, costs are expected to continue falling, particularly as economies of scale come into play and technologies improve.
Looking ahead, the future of offshore wind in the UK is bright. With strong government support, continued technological innovation, and growing investment, offshore wind is set to become the backbone of the UK’s renewable energy strategy. As the country works towards its net-zero targets, offshore wind will play an increasingly crucial role in powering homes, businesses, and industries with clean, sustainable energy.
In the words of Dan McGrail, CEO of RenewableUK, “Offshore wind is a British success story. We’ve shown that by working together, industry and government can transform our energy system, create new industries and help tackle climate change.”
The race to decarbonise the UK’s energy system is well underway, and offshore wind is leading the charge. With continued momentum, the industry will not only meet its ambitious targets but also inspire a new era of green growth and innovation.
As the UK marches towards a more sustainable energy future, Richard Alvin looks at the emerging trend in the rise of community solar power projects.
These schemes, where local communities come together to generate their own renewable energy, are gaining momentum across the country. Community solar power is empowering residents to take control of their energy needs, reduce their carbon footprints, and even profit from the excess energy they produce. But how do these projects work, what benefits do they offer, and could they be the key to unlocking more widespread renewable energy adoption?
Community solar power is a model of energy generation that allows individuals, businesses, and organisations within a community to collectively invest in and benefit from a shared solar installation. This model is particularly attractive for those who may not have the space, financial resources, or ability to install solar panels on their own roofs, such as renters, flat
owners, or people living in shaded or unsuitable properties.
Typically, a community solar project involves the installation of solar panels on a shared property— such as a school, community centre, or even a large area of land owned by the local council. Members of the community can then buy shares in the project, with each shareholder receiving a portion of the energy generated, or profits from the sale
of surplus energy back to the grid. In some cases, community solar projects are fully owned and operated by not-for-profit co-operatives, which reinvest profits back into the local community.
The UK has seen a surge in community solar power initiatives over the past decade, as more and more communities recognise the benefits of local energy generation. One of the earliest and most successful examples is Bath and West Community Energy (BWCE), a not-for-profit enterprise established in 2010. BWCE has developed several solar and wind projects across Somerset and Wiltshire, generating over 15,000 megawatt hours (MWh) of clean electricity annually—enough to power more than 4,500 homes.
Another example is the Brighton Energy Co-operative, which has raised over £2 million through community shares to fund solar projects on schools, churches, and businesses across the city. The co-operative not only supplies low-cost renewable energy to the properties where the solar panels are installed but also returns profits to its shareholders and uses some of the surplus to fund local community initiatives.
These projects demonstrate the power of grassroots action in combating climate change. By taking control of their energy supply, communities are making a direct contribution to reducing the UK’s carbon emissions and helping to meet the country’s ambitious net-zero target.
One of the most significant benefits of community solar power is its potential to reduce energy costs for local residents. By generating their own renewable electricity, communities can protect themselves from fluctuating energy prices and even profit from selling surplus energy back to the grid. This is particularly important in the current climate of rising energy bills, with many households struggling to afford their electricity costs.
In addition to financial savings, community solar projects provide significant environmental benefits. Solar power is a clean, renewable energy source that emits no greenhouse gases during operation.
By investing in solar energy, communities are reducing their reliance on fossil fuels, cutting their carbon footprints, and contributing to the broader effort to mitigate climate change.
Beyond the financial and environmental benefits, community solar power also fosters social cohesion and engagement. These projects often bring together diverse groups of people, united by a shared goal of creating a more sustainable future. As well as providing a platform for collective action, community energy schemes often have a positive ripple effect, inspiring other local sustainability projects, such as energy efficiency initiatives, tree planting, and electric vehicle schemes.
Community solar power can also boost local economies by creating jobs and supporting local businesses. From installation and maintenance to project management and administration, the development of solar energy projects generates employment opportunities, particularly in regions that may have experienced economic decline.
While community solar power offers a range of benefits, it also faces several challenges, particularly when it comes to scaling up.
One of the biggest barriers is access to funding. While some community solar projects have successfully raised money through community shares or crowdfunding, securing initial capital can be difficult, particularly for smaller or less wellconnected groups. Government grants and subsidies
have helped to support some projects, but funding is often limited and can be highly competitive.
Another challenge is the complexity of organising and managing a community solar project. Setting up a community energy co-operative requires significant time and expertise, from navigating planning and regulatory requirements to managing finances and engaging with stakeholders. For many communities, the lack of technical know-how or capacity to manage such a project can be a daunting obstacle.
Policy uncertainty is another issue. The reduction in government support for solar power, including the closure of the Feed-in Tariff (FiT) scheme in 2019, has made it more challenging for community solar projects to remain financially viable. While the Smart Export Guarantee (SEG) now allows smaller generators to sell their electricity back to the grid, the rates are often lower than those previously offered under the FiT, reducing the financial incentive for new projects.
Despite these challenges, there is significant potential for community solar power to play a larger role in the UK’s renewable energy transition. As the costs of solar technology continue to fall, and public awareness of climate change grows, the appetite for local renewable energy projects is likely to increase.
Local councils and governments can play a crucial role in supporting community solar power by providing grants, simplifying planning processes, and facilitating access to public land or rooftops for solar installations. Some councils,
such as Plymouth City Council, have already recognised the potential of community energy and are actively supporting the development of local projects through funding and policy support.
Moreover, the concept of “energy democracy”— where communities take control of their energy supply—could gain traction as part of a broader shift towards decentralised energy systems. As the energy grid becomes increasingly decentralised, with a greater focus on local generation and storage, community solar power could become an integral part of the UK’s energy landscape.
Finally, education and awareness-raising efforts will be essential in encouraging more communities to embark on solar power projects. Organisations such as Community Energy England are already doing important work in this area, offering advice, resources, and networking opportunities to help communities get started.
Community solar power represents a powerful model for local energy generation, offering financial, environmental, and social benefits to those who participate. Although there are challenges to scaling these projects, the potential rewards—both for individual communities and for the broader effort to decarbonise the UK’s energy system—are substantial.
By empowering local communities to take control of their energy supply, community solar power is not just helping to tackle climate change; it is also fostering a sense of collective responsibility and resilience. As the UK continues its journey towards a net-zero future, the role of community solar power is likely to become ever more significant.
By Jordan Brompton, co-founder
The world of home energy is undergoing a quiet revolution, and at the heart of it is eco-smart technology. As consumers grow more eco-conscious and energy prices continue to fluctuate, the demand for solutions that provide both financial and environmental benefits is rapidly increasing.
Eco-smart tech offers homeowners the chance to take control of their energy consumption in ways that were unimaginable just a few years ago.
One of the key drivers behind this shift is the growth in domestic solar photovoltaic (PV) installations. According to the Microgeneration Certification Scheme (MCS), over 1.4 million UK homes now feature solar panels. In 2023, small-scale renewable energy systems saw record adoption, signalling that the desire to reduce dependence on grid electricity is stronger than ever.
This surge in solar adoption is being complemented by the rising popular-
ity of heat pumps. These devices allow homeowners to heat their homes using renewable energy, reducing the need for grid electricity. A significant 45% increase in heat pump installations in the first half of 2024 alone underscores how attractive these solutions are becoming. When paired with solar panels, heat pumps offer a self-sustaining, eco-friendly way to regulate indoor temperatures.
Another important piece of the puzzle is energy storage. Batteries that store self-generated energy provide
households with the flexibility to decide when and how they use their power, whether it’s for heating, powering appliances, or charging electric vehicles (EVs). In 2023, more than 220,000 energy storage systems were installed across the UK, an all-time high. Homeowners are beginning to realise that by generating and storing their own energy, they can reduce their reliance on traditional energy suppliers, cut costs, and make a tangible difference in their carbon footprint.
solutions into one seamless system. For example, they can choose when to charge their EV, heat their water, or draw power from the grid – all while taking advantage of cheaper, off-peak tariffs. This level of control means energy consumption becomes more efficient, further reducing both carbon emissions and utility bills.
This is where eco-smart technology steps in. Ecosmart devices allow homeowners to integrate different energy
At myenergi, we’ve developed a range of eco-smart products designed to maximise the value of self-generated energy. Our zappi EV charger, for instance, allows homeowners to charge their vehicles using their own solar power, while our eddi device diverts surplus energy to heat water or homes. Combined with our libbi battery storage system, these devices form a powerful eco-smart ecosystem that ensures homeowners can use energy when it’s most cost-effective.
The shift towards eco-smart technology marks a significant step forward in how we think about energy consumption. It’s no longer just about reducing costs – it’s about gaining control over how energy is used and making more sustainable choices. As more consumers adopt these technologies, the future of smart tech looks decidedly green.
However, researchers at the National Renewable Energy Laboratory (NREL) and Argonne National Laboratory have explored a sustainable alternative: a combination of solar modules, wind turbines, and battery storage. Their findings suggest that renewable energy could not only cut costs but also significantly enhance research capabilities in one of the world’s most extreme locations.
Power is a limited resource at the South Pole, where diesel fuel is shipped to Antarctica and then flown or trucked to the research stations, including the Amundsen-Scott South Pole Station. While the National Science Foundation (NSF) has managed this supply chain effectively, the high costs and environmental impact remain significant challenges.
A recently published paper coauthored by Amy Bender of Argonne and Ian Baring-Gould of NREL examines the feasibility and economics of using renewable energy at the South Pole. Previous small-scale tests showed that both solar panels and wind turbines could operate successfully in the extreme cold. With advancements in renewable technology, the NSF’s draft master plan for the South Pole Station now recommends further on-site testing of current renewable energy technologies to ensure their suitability.
The South Pole’s severe weather conditions, including temperatures dropping to -70 degrees Celsius, require robust technologies. Wind turbines and solar modules have been tested and proven to work in sub-zero temperatures. The next step involves assessing the economic viability of replacing diesel fuel with renewables.
Using NREL’s Renewable Energy Integration and Optimization (REopt) tool, researchers calculated the levelized cost of energy at the South Pole: $4.09 per kilowatt-hour (kWh) for diesel compared to just 33 cents for wind and 23 cents for solar. The recommended solution includes a hybrid system with six wind turbines, 180 kilowatts of solar power, and 3.4 megawatt-hours of battery storage, reducing diesel consumption by 96%. This approach could save $57 million over 15 years, with the initial $10 million investment in renewable technologies recouped in just two years.
The harsh and remote environment of the South Pole presents unique challenges for powering research stations, traditionally relying on expensive and logistically complex diesel fuel.
Implementing renewables at the South Pole is not without its challenges. The solar panels must be designed to avoid snow accumulation, and their orientation must account for the region’s unique sunlight patterns, with the sun only above the horizon for six months each year and reaching a maximum elevation of 23.5 degrees. Researchers propose installing the solar modules vertically and arranging them into four subarrays to maximize energy capture.
Wind turbines also pose potential issues, such as electromagnetic interference with sensitive scientific equipment at the station. A detailed assessment and mitigation strategy will be necessary to address these concerns.
Switching to renewable energy not only reduces costs but also supports expanding research activities at the South Pole. For example, the South Pole Telescope, which studies the cosmic microwave background to uncover secrets of the early universe, relies on stable power supplies. Renewables can provide this consistency, enabling critical scientific observations in an environment free from atmospheric interference.
The shift to renewables at the South Pole serves as a broader example of the potential for renewable energy in extreme conditions worldwide. “There’s nothing really complicated here from a technology standpoint about why we cannot, or we should not, do this,” said Baring-Gould. While the deployment requires careful planning and adaptation to the unique environmental conditions, the path forward is clear. Renewables offer a cost-effective, environmentally friendly solution that can transform how research stations operate at the Earth’s extremes.
As global interest in sustainable energy grows, the South Pole project underscores the importance of exploring renewable options even in the most challenging environments, demonstrating that with the right technologies and strategies, renewable energy can power even the most remote corners of our planet.
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.
