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Recent weeks have brought a flurry of news around used electric cars, showing that they are more widely available and cheaper than ever (see p7).
An awful lot of attention is focused on the new car market and how EVs are performing, but not so much is said about the role of the secondhand segment in making EVs accessible to a wider audience, so I’d like to quickly mention it here.
While the new car market is vital – firstly in manufacturers hitting the ZEV mandate targets and, secondly, in creating supply for the secondhand market – the used segment is where most people will get their EVs.
Last year 1.9 million new cars were registered. In the same period, there were 7.2m used car transactions. The simple fact is most people don’t buy a brand new car, they buy secondhand, so better availability and affordability are vital.
And that’s why these latest figures are encouraging.
The SMMT has revealed that sales of used EVs jumped 52% in the second quarter of 2024, far outstripping every other type of fuel. Other sources, including auctioneers BCA, also report record levels of interest in secondhand electric models from consumers and retailers.
This rising number of sales is to be expected as more and more EVs come off the end of three-year PCP or business lease deals and become available on the secondhand market. But that in itself is great news. It shows that there’s a growing number and variety of suitable cars and that there are plenty of willing buyers out there opting to go electric.
Not only does growing supply give buyers a broader base of EVs to choose from but, as figures from valuation specialists HPI show, it makes them more affordable. In fact, HPI’s figures show that used EVs are not just cheaper than they used to be, they are now, on average, cheaper than an equivalent petrol or diesel model.
That’s huge in removing one of the biggest obstacles to drivers making the switch – the price.
Of course, it’s important not to get carried away. As a whole, EVs are still a small part of the new car parc and even smaller part of the used sector. But they are heading in the right direction.
Away from facts and figures, this month, I’ve been driving two different takes on the family SUV – the massive Kia EV9 and slightly more moderate Ford Explorer, both of which impress in their own ways — and we’ve been taking a closer look at the striking new Fiat Grande Panda.
Another name from the past also makes an appearance in the shape of the reimagined all-electric Moke which we drove, inevitably, on the wettest day for weeks.
Elsewhere in the magazine, we take a look at how charging costs in the UK compare with other parts of Europe, learn how Toyota is electrifying the Paralympic Games and bring to heel the 10 best EVs for dog owners.
So, until next month, enjoy the read.
Editor - EV Powered
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Editor - Electric Home
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Videographer
Jacob Pinchbeck
Content Sales Manager
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Richard Alvin
Business Development Director
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Chief Creative Director
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Vauxhall has revealed that its new Frontera will be the first electric car in the UK to cost the same as its petrol equivalent, with both versions priced from £23,495 when they go on sale this autumn.
Vauxhall estimates that the current average price difference between a petrol and electric car is 31%, and says it wants to redress this with the Frontera.
Vauxhall already offers PCP price parity on several models but these rely on longer finance contracts to align monthly prices. The Frontera is the first model where the cash list price is the same for EV and ICE versions. In fact, the electric version is cheaper than the more powerful of the two hybrid options.
Vauxhall managing director James Taylor, said: “Vauxhall is leading the way in democratising access to electric vehicles, whether through our Electric Streets campaign, our latest PCP offers, or our affordable new special editions.
“With the launch of the New Frontera, Vauxhall has eliminated the list price premium that often applies to electric vehicles, with both electric and petrol hybrid versions offered for an identical list price. At
just £23,495, New Frontera Electric is a significant milestone in our mission to make electric mobility accessible for everyone across the UK.”
The Frontera is based on Stellantis’s Smart Car platform that’s shared with the Citroen e-C3 Aircross, and is intended as Vauxhall’s entry-level crossover, although it is actually larger than the Mokka.
Electric versions use a 111bhp motor powering the front wheels, for a leisurely 0-62mph time of 12 seconds. Under the floor, a 44kWh battery offers a range of up to 186 miles and can be recharged from 20-80% in just 26 minutes thanks to 100kW charging. A long range model is coming next year with 248 miles of range from what we’d guess is a 52kWh battery.
At launch buyers will have a choice of Design or GS trim, which will cost from £25,985. All versions get twin 10-inch digital displays, sat nav, wireless
smartphone mirroring and charging, rear parking sensors, a reversing camera, cruise control, lane keep assist, traffic sign recognition and driver attention alert.
GS models add more advanced comfort-focused seats, automatic climate control, front parking sensors and an electro-chromatic rear view mirror. Externally, the GS gets 17-inch alloy wheels in place of the Design’s 16-inch steel ones, tinted rear glass, a black roof, LED tail lights and power folding door mirrors.
One key difference between EV and ICE models is that the electric version is not available in the optional seven-seat configuration.
However, EV buyers do get the option of a free Ohme home charger, a year’s free charging credit at Tesco or a £675 roaming charging credit though the Octopus Electroverse network.
Mazda has revealed that its EZ-6 all-electric saloon will be released in Europe later this year.
The rival to the Tesla Model 3 and Polestar 2 was initially thought to be exclusively for the Chinese market as the first product from Mazda’s tieup with China’s Changan. However, Mazda has confirmed an agreement for Changan to be its ‘new energy R&D and production base facing the global market’.
Europe will be one of the first territories to get the EZ-6, launching this autumn, although there’s no word on whether it will definitely come to the UK.
Competing with Tesla, Polestar and models such as the BMW i4 and Hyundai Ioniq 6, the EZ-6 is built on a platform supplied by Changan that
can accommodate pure EV or plug-in hybrid technology, and will replace the ageing Mazda6.
In all-electric form, Mazda says it will use a 218bhp rear-mounted motor and should cover around 375 miles, although there’s no work on the specifics of the battery.
The all-electric version of Vauxhall’s new Grandland SUV will cost from £40,995, the British company has confirmed.
The all-new Grandland is the first Vauxhall based on Stellantis’s STLA medium platform, and is 17cm longer than the outgoing ICE model, offering more interior space and a major upgrade in technology. It also promises to deliver more than 400 miles of range.
That long range version will arrive next year and use a 98kWh battery to offer 435 miles of driving. At launch, however, the Grandland electric will come with a 73kWh battery that Vauxhall says should offer up to 325 miles of range. That is paired to a 210bhp motor powering the front wheels.
The Grandland is being offered in three trim levels –Design, GS and Ultimate. Prices start at £40,995 for the 73kWh Design, with GS priced from £43,145 and the Ultimate topping the range at £45,195.
Like other key models, Vauxhall is offering price parity between electric and hybrid models on PCP deals, with electric and hybrid versions available for £469 per month.
The average price of a used electric car is now cheaper than an equivalent petrol or diesel, according to the UK’s leading valuation experts.
Data from HPI shows that a secondhand EV is 8.5% cheaper than an ICE alternative at three years old. The gap rises to 14% at four years old.
The figures also show that the average value of a used EV at the same age and mileage has halved since September 2022 as the market has grown and prices have settled. According to HPI’s experts, buyers can now secure a Jaguar I-Pace, Mercedes EQC or Tesla Model X, for well over £20,000 less than in the summer of 2022, and save up to £40,000 on a Porsche Taycan.
Recent years have seen huge volatility in used EV prices, caused by uneven supply and demand. However, as more and more electric vehicles enter the secondhand market and dealers develop a better understanding of EVs, prices appear to be calming.
Figures from the Society of Motor Manufacturers and Traders show the used EV market grew 52% in the second quarter of the year, helping bring more options to customers and increase competition between retailers, driving down prices.
The data shows secondhand EV sales outstripping every other fuel type, with almost 47,000 used EVs changing hands between April and June – a new record. Hybrid vehicles were also up, with plugin hybrid transactions up 25% and full hybrids up 43.6%. Petrol sales also rose, by a lesser 9.2%, and diesel transactions were down 1.2%.
Chris Plumb, EV specialist at HPI, said: “The growing availability of second-hand electric
models is driving demand as motorists want to reduce their environmental footprint and make significant motoring cost savings due to high diesel and petrol prices.
“An EV provides a reliable and enjoyable motoring experience that provides cost-effective ownership.”
Mike Hawes, chief executive of the SMMT said that while the maturing used EV market should be celebrated, the new market and charging infrastructure needed to develop to support it.
He commented: “The increased supply of electric vehicles to second and third owners is helping more motorists make the switch – underlining the importance of energising the new EV market to support a fair transition for all.
“Maintaining momentum requires reliable, affordable and green EV charging up and down the country and incentives to get all of Britain on board the net zero transition.”
The Mini Moke, first designed by Sir Alec Issigonis in 1959, was originally intended as a military vehicle but failed to impress the British Army due to its low ground clearance.
Despite this, the vehicle was adapted for civilian use, becoming the Austin Mini Moke in 1964. It quickly gained popularity, especially in coastal and resort areas, becoming a symbol of the 1960s counterculture.
The Moke continued to evolve with production in various countries until 1993. In 2022, it was reborn as an all-electric vehicle, staying true to its iconic design while embracing modern technology.
Now, after years in the shadows, this iconic vehicle is making a comeback, albeit with a modern twist. The new Moke is not just a revival; it’s a reinvention. Under the careful stewardship of Moke International, the Moke has been re-engineered as an allelectric vehicle, a symbol of retro charm meeting cutting-edge technology.
The journey to resurrect the Moke has been a meticulous one, with Moke International dedicating years to perfecting the electric version. The decision to go electric wasn’t merely a nod to the future but a necessity for the Alec Issigonis-designed, Minibased creation and Moke International ensure that the car is as environmentally friendly as possible.
Known for being not much more than a steel platform topped by a canvas canopy, the Moke’s simplicity is its essence, and maintaining that simplicity while incorporating modern electric drivetrains was no small feat.
Now being manufactured in Sywell, Northamptonshire, the electric Moke stays faithful to the original’s utilitarian design. It might now be powered by a battery, but its soul remains intact. Capable of reaching 50 mph and boasting a range of 80 miles, the new Moke is a reminder that good things can, indeed, come in small packages.
Yet, there’s more to the Moke’s story than its new electric heart. The Moke has a rich history, filled with quirks and cultural moments that have cemented its status as a motoring legend. As the Moke takes its first steps into the electric era, it’s worth reflecting on some of the lesserknown facts that have made this vehicle a beloved icon.
The Moke’s status as a 1960s icon was boosted by some of the era’s most influential personalities. The Beatles, Brigitte Bardot, and even James Bond all drove Mokes, helping to establish its image as a symbol of the Swinging Sixties. Whether cruising the French Riviera or exploring the Caribbean, the Moke became synonymous with carefree glamour.
The Moke’s most famous on-screen role was as the brightly painted “taxi” in the 1960s surreal psychological TV thriller The Prisoner. The show’s cult status only added to the Moke’s mystique, turning it into a television icon as well as a motoring one.
Mokes from the 1960s have become highly collectible and can fetch considerable sums at auction. In fact, a Moke used in The Prisoner sold last year for a staggering £70,000. It’s a testament to the vehicle’s enduring appeal and the nostalgia it evokes.
Sir Alec Issigonis originally designed what would become the Moke in the 1950s, before he came up with the Mini. The project, known as Buckboard, was a response to a request from the Army for a lightweight, air-transportable utility vehicle. Though the first prototype was ultimately rejected for having too little ground clearance, the Moke’s journey was far from over.
While the Army passed on the Moke, the vehicle found a role with the Navy on aircraft carriers. Its compact size and lightweight design made it ideal for maneuvering around tight spaces on deck, proving that the Moke’s versatility was unmatched.
Over the years, the Moke has been sold under various names. From the Austin Mini Moke to the Morris Moke, Leyland Moke, and Moke Californian, each variant added to the vehicle’s cult status. By the time UK production ceased in 1981, the Moke had firmly established itself as a motoring icon.
The name “Moke” is derived from an old word for a donkey, a fitting moniker for a vehicle known for its rugged simplicity and dependability. Just like a donkey, the Moke is a workhorse at heart, even if it comes with a dash of fun.
ord recently confirmed that it was delaying its plans to go allelectric, announcing that it would keep selling hybrid and plug-in hybrid passenger cars until 2035 instead of 2030. But it says it remains committed to electrification, with all-electric the
And the first step towards that future is the new Explorer, designed in Europe for Europe and built at Ford’s recently revamped Cologne factory. Later this year it’ll be joined by the Capri fastback and an EV version of the Puma crossover but for now it joins the Mustang Mach-E and electric Transit family in the Blue Oval’s green line-up.
It’s no secret that the Explorer is part of a technical partnership with the Volkswagen Group and it’s based on the same MEB platform as everything from the ID.4 and Skoda Enyaq to the Audi Q4 e-tron and Cupra Born. That makes it an obvious rival to such models as well as mainstream alternatives such as the Renault Scenic E-Tech and the Tesla Model Y. But how does it stack up?
Given that we all know it shares batteries and motors with the VW Group cars, Ford has gone all-out to make sure the Explorer has an
That starts with an exterior design that leans heavily into Ford’s American roots. The Explorer has a more old-school SUV shape than alternatives, with its big, bluff front end and square tail. Superfluous design lines are kept to a minimum but the rear window line kinks up into an interesting louvre-effect panel that stops it looking too slab-sided. The Enyaq or Scenic are more sophisticated looking but the Explorer’s chunky styling is at least distinctive.
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Inside, Ford has also done a good job of ensuring the Explorer looks and feels like a Ford. From the ‘spaceship’ soundbar that sits atop most of the dashboard to the unique 14.6-inch portrait touchscreen. Even the steering wheel buttons light up with a blue hue that’s pure Ford. And it feels better screwed together than some other recent Fords I’ve driven.
There are unavoidably VW bits — from the headlight switches to the appallingly flimsy door mirror controls and the stupid window system that only gives the driver two buttons to control all four windows.
Where Ford has done its own thing, matters are better. There are no physical heating controls but there are at least big clear buttons locked to the bottom of the touchscreen. That screen, too, is bright, easy to navigate and widely customisable. It also has a party piece in sliding from an angled position flush with the centre console to an almost vertical orientation. There’s also a neat hidden storage space behind it that locks securely when you leave the car.
On the subject of storage, Ford has blessed the Explorer with a ‘MegaConsole’. This is a configurable 17-litre space in the centre console with enough room for a laptop or handbag, and swappable cupholders and oddments tray. For luggage, the boot offers a slightly disappointing 490 litres.
Ahead of that, the Explorer is impressively spacious. It’s 10cm shorter than the ID.4 but with the same wheelbase, so the difference is all in the shorter exterior overhangs. That means plenty of space for four adults, although headroom is better in the Scenic.
All versions of the Explorer get the big portrait screen with connected services, sat nav and smartphone mirroring. They also get plenty of ADAS systems, from adaptive cruise control and lane change assist to a clear exit alert to stop you
hitting cyclists with your door. As with virtually every modern car, these range from the quite clever to the downright hopeless.
The Explorer’s arrival was delayed by nine months, which Ford says was largely because it wanted to wait for improved battery tech that offers better range and safety improvements.
Ford claims that ‘better range’ is class-leading, forgetting about the Scenic. That can do 379 miles on the WLTP test compared with 374 for the
The Explorer feels like a decent second EV effort for Ford and one that is distinctly more aimed at a European audience.
Explorer. Regardless, that’s a useful distance on a single charge and should translate into well over 300 real-world miles.
That range comes courtesy of the ‘extended range’ rear-wheel-drive variant, which uses a 77kWh battery and a 282bhp motor. There’s also an extended range all-wheel-drive with a 79kWh battery and 335bhp from its two motors.
Later this year there’ll be a ‘standard range’ RWD model with a 168bhp motor and 52kWh battery.
Like other elements of the car, Ford has reworked most of the chassis for the Explorer.
The front dampers are shared with the ID.4 etc but pretty much everything else is unique, from springs and anti-roll bars to the steering ratios and stability control calibration.
The aim, says Ford, is to bring Ford’s sharp onroad DNA to its new EV. The results are mixed.
The AWD version feels like so many similar vehicles, heavy and largely lifeless. It rides impeccably — better than any other recent Ford —but throw it into a corner expecting Focus or Puma-like sharpness and you’ll be disappointed.
What’s surprising is how much more lively the RWD car feels. Shorn of the front motor it feels significantly lighter and a lot more nimble. There’s a quicker response to the steering and more feel to proceedings. There’s still an element of detachment due to the electronic power steering, and sport mode only improves this marginally. But there’s more of the old-school Ford feel to this two-wheel-drive version.
It’s slower to 62mph — by around a second — but it still feels more than adequate when accelerating from urban speeds to the national speed limit or joining a motorway. The RWD car’s only failing compared with the AWD is a stiffer, less composed ride.
The AWD car also gets faster charging for its battery — 185kW for the 79kWh versus 135kW for the 77kWh battery. How vital that is comes down to how much public charging you do. Both will still get from 10-80% in less than 30 minutes.
I think I could probably live with the slower charging, marginal loss of pace and firmer ride in exchange for a more enjoyable drive and £4,000 saving.
Which brings us onto price. Ford says the Explorer starts at less than £40,000. But that’s for the shorter range 168bhp car that you can’t order until the autumn.
For now, the range starts at £45,875 for the RWD car in Select trim, rising to £53,895 for the AWD in Premium spec. Between them is the £49,895 RWD Premium.
A quick glance at VW or Skoda’s websites show that these are within a few hundred pounds of the obvious alternatives. The Scenic is fractionally smaller, quite a bit less powerful but between
£2,000 and £8,000 cheaper and offers better range and a heat pump as standard.
All versions of the Explorer get LED lights, a heated steering wheel and front seats, massaging driver’s seat and wireless phone charging. Premium spec adds a 10-speaker B&O sound system, ambient lighting and a panoramic sunroof, plus Matrix LED lights.
There are just seven options ranging from the cosmetic — 21-inch alloys — to the practical — a heat pump — and the specialist — a retractable dog guard. There’s also the driver assistance pack with a head-up display, 360-degree parking camera and lane change assist; and fancy paint — from Rapid Red to Blue Me Away (yes, really).
The Explorer feels like a decent second EV effort for Ford and one that is distinctly more aimed at a European audience. It offers impressive range, good interior space and plenty of the latest technology. But so do most of its direct rivals. The RWD version is perhaps a little more engaging to drive, but that’s about all that separates it from a host of similarly priced and sized alternatives.
Price: £53,895 (£56,075 as tested)
Transmission: Two-motor, all-wheel-drive
Battery: 79kWh
Power: 335bhp
Torque: 500lb ft
Top speed: 112mph
0-62mph: 5.3 seconds
Range: 374 miles
Consumption: 3.7-3.9m/kWh
Charging: up to 185kW
At first glance, the Grande Panda’s upright face resembles a Jeep Avenger but with a slightly softer and less mature feel to it. There’s also a hint of Jeep in the Panda’s crosshead tail lights, but this is far more than the ‘borrowing’ of ideas from other brands. The crosshead shape features in various ways around the car – from the headlights to the wheel shape – and there’s a clear emphasis on geometric shapes, reflected in both the interior and exterior of this boxy, rugged, yet bubbly EV.
The square shape, roof rails and black body cladding all give off the impression that this car is a crossover vehicle. However, everything inside the car—and the specs—suggest the Grande Panda is far from that. Personally, I think more (or even less) could have been done to acknowledge the city-style roots of Fiat. The boxy style and SUV cues are nods to famous Pandas of the past, but this car is going nowhere that warrants plastic protection from mud and rocks or silver scrub guards on the front and rear bumpers. If you’re still in any doubt that this boxy newcomer is a Panda, the name is stamped in the side panels and sticks proudly out from the tailgate. Fiat’s distinctive retro logo is also prominently displayed on the front and rear. Speaking of which, the new all-caps logo is here to stay and behind the one on the front of the car is a cool new feature that I’m sure other car makers might steal in the future.
Press the Fiat badge and it pops open to reveal a bright yellow spiral AC charging cable nestled in the front panel. There is still a standard CCS charging port at the rear for DC demands, but this clever solution helps simplify home AC charging and keep things tidy inside and outside the car.
While the car looks quite big in photos, most of the interior space is gifted to the driver and front-seat passenger. Anyone sitting in the rear will have to hope the driver isn’t too tall, as legroom back there feels pretty limited. On the plus side, rear passengers do get adjustable headrests while the front seats don’t – something that could be a mark down for comfort and adjustability.
Besides the space, the inside of the new Panda is certainly quirky. You can begin to see some elements carried across from the Fiat range and the current-generation Panda, such as the exposed cubby at the front and the overall curvature of the dashboard. Both the driver and passenger have plenty of ‘chucking’ space for bits and bobs that they might need to get their hands on later.
The ‘panda food’ Bambox – made from sustainable bamboo fibres – accents the deep blue-ness of the interior (most likely unique to the colourway I sat in) and creates further contrast against the blocky features like the steering wheel, display, and air vents. Not to mention, the natural style of bamboo makes a clean break from the two-tone interior colours and fluorescent accents.
Speaking of fluorescent accents, the Panda brings big car tech to the small car segment with two large digital screens which are framed by bright yellow trim in a neat oblong panel. This sits out from the dash and helps create a feeling of openness at odds with its compact size.
Besides these features, and the mini Panda car on the dashboard trim, there are few further interior elements to admire as the buttons and stereo setup are minimal with no real nuance.
Minimal being a keyword, it feels as though Fiat has done a lot with less and accented the car well in order for it to stand out. I do like the single toggle switch for driving modes. Without driving the car, though, it is difficult to say whether the ‘C’ for ‘City Mode’ is worth the inclusion. Just from a short perch in the driver’s seat, it already gives off the ‘city car’ vibe.
And beneath the crisp looks is a technical setup that lends itself to urban living. A 111bhp motor powers the new Panda, fed by a 44kWh battery that should offer up to 195 miles of driving range.
What the Grande Panda lacks in power it makes up for with charm. After all, it is inspired by Italians and made for Italians. We’ll report back on whether it works for everyone else as soon as we get it out on the road.
Tom Swallow
THE KIA EV9 CERTAINLY ARRIVED WITH BANG.
Within months of its launch in mid-2023 it had been named the World Car of the Year and since then it’s gone on to scoop more awards than Beyonce.
Kia already has experience building great EVs – the EV6 – and great seven-seaters – the Sorento – so everyone has been expecting its first marriage of the two to impress. But while the seven-seat EV market is still relatively slim there are a growing number of serious options, from the Peugeot E-5008 to the VW ID Buzz LWB, that mean Kia can’t just rely on its track record to entice buyers into the EV9.
Rather than the usual one-week test on familiar roads, I really put the EV9 to the test, first taking the mid-level version from rural Scotland to sunny Buckinghamshire before using the entry-level model for a two-week break in France, ferrying three generations of Clan Allan around.
The EV9 is a big car – 5m by 1.98m wide and 1.78m tall – but rather than hide that behind soft shapes, it leans into it, presenting an unapologetic blockiness that’s defined by an upright shape, sharp lines and smaller details such as the upright, slimline lights with their ‘star map’ motif.
Some people aren’t fans, I absolutely am. Kia’s engineers have done a remarkable job of keeping the production car as close to the 2021 concept as possible. The rear-hinged doors might be missing in action but the assertive angular shape is still in full evidence, especially in GT Line and GT Line S trims, which get more pronounced body trim and 21-inch alloy wheels in place of the Air’s 19-inchers.
But there’s not only space for passengers. Even with all seven seats up, there’s 333 litres of space – almost as much as a Fiat 600e has. With the rear two seats folded (done electronically via a button in the boot) there’s 828 litres – more than enough for two weeks’ luggage. And in two-seat setup there’s a ridiculous 2,318 litres. Plus, the frunk, which offers 52 litres of space in the AWD car and 90 litres in the RWD one.
As Kia’s flagship, the EV9 is loaded with tech, including a responsive 12.3-inch touchscreen, wireless Android Auto and CarPlay and a host of internet-connected services. Pretty much
compared with the GT Line’s 5.3) even fully laden it never felt underpowered.
Both variants come with a 99.8kWh battery. In the twin-motor model, Kia says that will provide up to 313 miles of driving. In the RWD car the official range is 349 miles.
If you want a seven-seater that’ll go further, then you’ll have to fork out literally twice the price for a Mercedes EQS SUV. There’s just a couple of miles between the Kia and the Peugeot E-5008 but the Kia pips the Pug on interior space.
The downside to its impressive stature is that car parks feel very tight indeed, as do some public charging bays.
The upside, of course, is the interior space. The EV9 is a proper seven-seater, with usable space across all three rows. Even with a 6’ 5” driver, the second row has space for a similar sized passenger and you’ll still fit a child on a booster seat in row three. With a more average sized complement of passengers, seven adults will find plenty of space thanks to the wide bench and the way the middle row slides and reclines.
While my trip to the south of England was solo, the two weeks in France involved plenty of ferrying of family. Most of our long trips were with five on board but we did venture out several times with seven passengers ranging in age from 2 to 72 and even then there were no complaints. The high ride height made access a doddle for the doddery and easy for getting toddlers into car seats, and the width of the car left room for everyone to get comfortable.
It’s the first car I can remember where holiday drives haven’t been punctuated by complaints about who is taking over whose side of the car.
Helping that harmony are a wealth of comforts for everyone. Every seat has its own cupholder, there are USB-C ports for all three rows, threezone climate control and vents for all three rows, plus heated and ventilated seats in the front five pews. There’s also nearly endless storage in the deep door pockets and massive centre console, with its various compartments.
Of course, they’re official figures. Over 2,000 miles in the RWD model, I saw an average consumption of 2.8m/kWh, which translates to around 280 miles of range. That’s not brilliant but most of those miles were at French autoroute speeds and fully laden with people and luggage. Some shorter-range local driving suggests that more than 3m/kWh should be obtainable.
anything that can be electrically controlled or automated is, and touches such as remote parking and fingerprint recognition are standard. There’s virtually every active safety and driver assistance function you can name. That includes highway drive assist 2.0, which does everything from manage the active cruise control to changing lane at a flick of the indicator, and which annoyed me more than it assisted.
There are two powertrain options in the EV9. Entry level ‘Air’ spec cars get a single rear-mounted motor with 200bhp. The higher-grade GT Line and GT Line S gets a two-motor setup bringing all-wheel drive and 378bhp.
There’s no question that the two-motor feels significantly punchier. It accelerates with noticeably more urgency and carries on accelerating after the single-motor car has run out of puff. However, while the Air feels pretty pedestrian (0-62mph takes 9.4 seconds
The different driving conditions also revealed that while the EV9 is stable and composed on smaller roads, with impeccable ride comfort, you are always aware of its bulk. It feels more at home munching up the miles on larger routes, where it’s whisper quiet even at high speeds.
And long-distance treks only require short charging stops courtesy of the Kia’s 210kW charging. While some cars struggle to ever hit their claimed peak, I saw 200kW or more at virtually every suitable charger we stopped at.
The EV9 is a bit of a gamble for Kia as it takes it into an entirely new sphere price-wise.
The entry-level Air starts at £65,035, while the GT Line is £73,275 and the GT Line S is £76,025. But when even the ‘basic’ model comes with three-zone climate control and cooled rear seats, you know you’re getting a lot of kit for your money.
All versions feature a laundry list of comfort and tech equipment, from heated steering wheel and electrically folding seats to a powered tailgate and an electronic rear view mirror.
The big difference between the three is the extra motor, but the GT Line does also add gloss black exterior trim, ergo motion seats, adaptive ‘small cube’ headlights, and an electrically adjustable steering column. On top of that, GT Line S adds front and rear sunroofs, a head-up display and 14-speaker Meridian sound system.
Options are limited to paint and whether you want to spend an extra £1,000 to replace the GT Line S’s middle bench seat with two individual, swivelling captain’s chairs.
So the EV9’s massive size and space is matched by a substantial equipment list and equally substantial price. But also huge capabilities.
Is it flawless? No, the driver ‘assistance’ is annoying and its sheer size means efficiency isn’t its strongest suit.
But it offsets that with a massive battery that returns useful real-world range and rapid charging. And everywhere else – from looks, space and comfort to family friendly tech – it consistently impresses.
Perfect? No. But the best family EV? Quite probably.
Price: £65,025
Transmission: Single-motor, rear-wheel-drive
Battery: 99.8kWh
Power: 200bhp
Torque: 258lb ft
Top speed: 114mph
0-62mph: 9.4 seconds
Range: 349 miles
Consumption: 3.1m/kWh
Charging: up to 210kW
The cost of charging in public remains one of the biggest talking points for EV owners, especially when planning longer journeys.
Charging away from home can be far more expensive and in the midst of the summer holidays many EV drivers travelling abroad will have no choice but to rely on public networks.
I recently spent a couple of weeks motoring around France in a Kia EV9 and was repeatedly surprised by how cheap public charging was at a host of different providers. And that got me wondering, how do public charging costs around Europe compare with the UK?
So I did some digging and found out that, in simple terms, it’s bad news for us Brits.
In fact, the UK is the sixth most expensive country in Europe for public charging, at around 10p per kWh more than the European average. In an regular family EV like the 77kWh Volkswagen ID.3 Pro that means a 10-80% charge will cost an extra £5.30 compared with the continent-wide average, and £16 more than the same charge in the cheapest country – Croatia.
Using data from the European Commission’s Alternative Fuels Observatory, we’ve looked at the average public charging costs across the UK, EU member states, plus
the EFTA states of Iceland, Liechtenstein and Norway. To keep things simple, we’ve used the ad hoc charging price at DC public chargers, supplied to the observatory by chargepoint operators and e-mobility service providers. That’s the price you pay if you don’t have any subscription or special deal with the chargepoint operator.
On average, across the 32 states, the price per kWh is 56 cents, meaning our example ID.3 will cost €30.18 for the typical 10-80% charge. In the UK, the average price is 68 cents, equating to a charge cost of €36.65.
While that puts the UK in the top 20% in terms of cost, British drivers are still better off than their counterparts in Austria,
where the average price is 94 cents per kWh, making it the most expensive country in Europe for public charging. A driver there will pay a whopping €50.66 to charge our example VW.
That makes it substantially higher than in the next most expensive country, Germany, where the average price is 81c/kWh. Irish EV owners also get a tough time of it, paying an average 74c/kWh, just ahead of their Italian and Swiss brethren, who pay 70c and 69c respectively.
France, where I was pleasantly surprised by the low cost, sits mid-table along with Poland and Latvia, with drivers paying 54c/kWh.
Norway, where EVs now account for 90% of all new car sales thanks to generous incentives, is among the cheapest countries to charge, too, with an average rate of just 40c/kWh.
However, EV drivers in Croatia face the lowest public charging costs, at just 33c/kWh, perhaps reflecting the Balkan state’s relatively meagre public infrastructure.
The relatively high price of charging is seen as a barrier to EV adoption. Campaigners including the SMMT, the AA and FairCharge have repeatedly called for a reduction in VAT on public charging to bring it in line with domestic energy tax. They argue that this will help drivers who rely on public charging, as well as make it more attractive for other motorists.
The SMMT has previously warned: “Britain’s net zero goals are dependent on everyone going electric but the current system actively discourages drivers without access to a home charger – such as those in housing with no offstreet parking – from moving to an EV, by charging them four times more tax than homeowners with driveways.”
Despite these repeated calls, the previous government resisted, arguing it would harm public finances, and it’s unlikely that the new Labour government will take a different stance, leaving British drivers to face some of the highest charging costs in Europe.
Car maker’s e-mobility solutions are being put into action supporting athletes, staff and spectators at Paris 2024
The Paralympic Games recently got underway in Paris, bringing the elite in the world of para sports together for two weeks of thrilling competition.
While everyone’s focus is on the action in the various arenas and stadiums around the French capital, there is an enormous amount of work going on behind the scenes to make sure everything runs smoothly.
Along with all the organisation and management of 549 events, there’s the small matter of transporting 4,400 athletes around Paris, plus many times that many event staff, volunteers and spectators. And doing so in a less environmentally impactful way. The Olympic committee wants Paris 2024 to produce half the CO2 emissions of the London or Rio Games.
Central to that effort is Toyota, which has provided more than 1,000 zero-emissions vehicles to support athletes, staff, volunteers and spectators during the Olympics and Paralympics.
While the Japanese manufacturer only has one all-electric passenger car on sale, it has developed a fleet of other e-mobility vehicles and tools to help athletes and event staff get around the Games.
Nakata, president and CEO Toyota Motor Europe commented: “When everyone is free to move, we are one step closer to the inclusive and sustainable society that Toyota is committed to building.
“That is what ‘Mobility for All’ means to us at Toyota. We share this vision with the IOC and the IPC. We want to support the athletes who devote their lives to sports and remove barriers to exercise their freedom to move.”
On an individual level, the firm has provided around 250 personal battery electric vehicles for Paralympic athletes, organisers and volunteers – seated C+walkS and standing C+walkT. Both have a maximum speed of 3.7mph and are equipped with front obstacle detection systems. The seated version is available to Paralympic athletes, organisers and volunteers, while the standing version is for staff and volunteers to move around the venues.
For wheelchair users, Toyota is providing a total of 200 wheelchair pullers, which were used by athletes during the Paralympic opening ceremony and will be available to athletes and staff in the Paralympic Village throughout the games. These have been developed in partnership with Austrian mobility firm Klaxon and can be connected to a regular wheelchair to provide electric propulsion up to 5mph, with an average range of around 15.5 miles.
On a larger scale, Toyota has redesigned and redeveloped the Accessible People Movers (APMs) which debuted at the 2020 Tokyo Games. Built in Portugal, around 250 of the APMs have been deployed to act as electric last-mile transport for athletes, organisers, volunteers and spectators around the Paralympic Village and event venues. The innovative buggies feature seating for up to six and include wheelchair accessibility via a built-in ramp and open passenger space.
Some of the APMs are also being used to transport light goods around Games sites and act as emergency relief vehicles.
Outside the Village and immediate event areas, Toyota is also using 150 wheelchair-accessible Toyota Proace Verso people carriers. These all-electric models are being employed to help Olympic and Paralympic family members in wheelchairs get around the city. After Paris 2024, all the vehicles will remain in the Paris region where they will be used to provide specialised personal transport services to people in wheelchairs.
Alongside the range of battery electric vehicles serving staff and athletes in and around the Olympic village and event venues, Toyota is providing wider zero-emissions transport around
Paris. For the Olympics and Paralympics, the manufacturer sent 500 new Mirai hydrogen fuel cell cars to serve as transport for officials, staff and guests. These fuel cell saloons are fuelled with hydrogen from renewable sources and, after the Paralympic Games, will join Paris’s existing fleet of 1,000 Mirai taxis.
can be stored easily and unfolded in less than a minute is undeniably appealing. Moreover, the XP 3.0 is designed to integrate seamlessly into your daily life, offering a rideready solution for all conditions with integrated lights, fenders, a rear rack, and of course, a foldable frame.
Since its launch, Lectric Bikes has consistently delivered successful designs that cater to a wide range of riders. Their expanding lineup now includes cargo e-bikes, all-terrain models, and even a maintenance-free model featuring a premium Pinion gearbox. However, it’s the Lectric XP 3.0 that has captured the most attention, emerging as the brand’s most popular model and one of the best value e-bikes on the market.
E-bikes under £1000 are rare, and many manufacturers cut corners to hit that price point. However, Lectric has managed to earn widespread respect with the XP 3.0, offering impressive features without compromising on quality or performance.
The XP 3.0 has helped elevate the folding e-bike category, transforming it from a niche curiosity into a mainstream favourite. The practicality of a folding design that
What truly sets the Lectric XP 3.0 apart is its versatility. Whether you need to take your child to school, make a quick trip to the shops, or commute to work, this e-bike is equipped to handle it all. The range of upgrades from the previous XP 2.0 model is impressive, including a larger 499Wh battery, though the range remains similar due to increased motor power and torque demands.
In performance tests, the XP 3.0 covered 33 miles on a low power assist setting and 23.3 miles on the
highest assist level. While these figures aren’t groundbreaking, they are more than adequate for most daily commutes and errands. The key question here is not whether it can go further, but whether it can meet the demands of a typical day’s riding—and for most, the answer is a resounding yes.
The XP 3.0 retains a 500W hub motor, but with significant improvements. Peak power has increased by nearly 20%, and torque has jumped by over 50%, making it easier to tackle hills and accelerate from stops. The switch from mechanical to hydraulic disc brakes, along with larger 180mm rotors, enhances both braking power and control, making rides safer and smoother.
Lectric also improved the bike’s gearing, upgrading from a 14-28t to an
11-28t freewheel, allowing riders to reach speeds above 20 mph more comfortably. The inclusion of a half-twist throttle adds convenience, enabling riders to cruise without constant pedalling.
A significant structural upgrade is the integration of the rear rack into the frame, doubling its load capacity to 150 lbs, which is robust enough for a child seat. This, along with the increased suspension travel in the fork from 40mm to 50mm, contributes to a smoother and more versatile riding experience.
While there are minor drawbacks, such as the need to keep the battery key inserted during rides and the less-than-ideal Shimano Tourney thumb shifter, these issues are relatively minor in the context of the overall value.
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
Vauxhall’s updated Combo Electric arrives at a timely moment. Demand for electric vans seems to be levelling off, with the market share declining slightly this year, so a refreshed and revamped model will be a welcome addition.
Not that there needs to be another van in the sector. The Combo shares much with its Stellantis siblings — the Citroen e-Berlingo, Fiat e-Doblo, and Peugeot e-Partner — and there’s also competition from the Mercedes eCitan and Nissan Townstar, both closely related to the Renault Kangoo. Toyota has its Proace City Electric, built on the same production line as the Combo but sold with a massive 10-year warranty, and wildcard options like the Maxus eDeliver 3 and Nextem Orca spice things up a little.
With that level of competition, is a facelift enough to boost the popularity of the Combo Electric and revive the eLCV market?
Vauxhall’s gloss-back ‘razor’ grille now adorns the front of the Combo, which, alongside a revised
bumper and some new lights, is all that’s been done to keep the van looking fresh. In fairness, the designers haven’t done a bad job with limited resources. There’s also not been much money spent inside, where the cab remains essentially unchanged. There’s been some shuffling around to squeeze in a 10-inch infotainment screen (on some models), and the steering wheel seems to have been squared off for some reason, but it’s much the same as it’s ever been.
Pick from two trim levels: Prime and Pro. The entry-level Prime trim includes essential features
such as air conditioning, cruise control, and safety tech but lacks an infotainment screen. Instead, Vauxhall has installed a smartphone station that works with a Vauxhall app for navigation, streaming, and monitoring driving efficiency. Or, like most, just mount your phone and then rely on Google Maps and Spotify.
The Pro trim adds more advanced features, including the 10-inch touchscreen with satellite navigation, a 10-inch digital instrument cluster, and Vauxhall’s Intellilux Matrix LED headlights. It also includes the Dynamic Surround View system, which
provides camera views around the van for better lane changing and parking, all broadcast to a digital rearview mirror, though it can be challenging to judge distances using the camera alone.
Pro vans benefit from a two-person passenger bench seat, which hides secure storage underneath the base. The Prime model makes do with a single passenger seat but leaves the van feeling roomier, especially as the transmission housing juts into the cabin despite the Electric models’ lack of a gearbox.
The revised Combo Electric boasts quite a significant improvement in battery and motor technology. Thanks to a more efficient 50kWh battery pack, the Combo can manage up to 205 miles on a single charge, according to WLTP testing — almost a 20% improvement over its predecessor and a little ahead of the Kangoo’s 176-mile range.
Charging has also been upgraded, with the Combo now supporting 100kW rapid charging, doubling the rate of the previous model. This allows for a 0-80% charge in just 30 minutes. The van features a 7kW onboard charger for home charging, ensuring a full charge in under eight hours.
Three driving modes — cunningly called Eco, Normal, and Power — help balance efficiency with performance. Eco mode reduces power by 40%, cutting output to just 80bhp to maximise range. Even in this mode, the Combo delivers robust performance, especially in urban environments. The full 134bhp is available in Power, with the default Normal mode predictably sitting between the two.
There’s enough oomph for the open road, and that’s where you’ll notice how refined the ride in the Combo is. Its chassis, shared with road cars like the Peugeot 308 and Citroen C4, provides a smooth ride on uneven surfaces, and while it may not match the driving dynamics of the eCitan, it offers a more comfortable ride.
The van has two body lengths: the standard 4.4-metre version and the longer 4.75-metre XL
model. The latter increases load volume by 20%, from 3.3m3 to 3.9m3, more or less matching its rivals. The Combo also boasts a best-in-class payload capacity of 781kg, outshining most of its competitors except for the larger Maxus eDeliver 3.
Load lengths vary by insignificant amounts, with the differences between the Combo and its rivals no more than a couple of centimetres. Whatever model you pick, there’s plenty of room for a couple of Euro pallets, with 10 lashing points in the back.
The standard body has a single sliding side-loading door and double rear doors, while the XL model adds a second sliding door. A Crew Van option for the XL Prime model accommodates
up to six people but sacrifices a large chunk of cargo space.
Pricing for the Vauxhall Combo Electric is slightly higher than its Stellantis siblings, with a starting price of £28,550 before fees and VAT, although it is eligible for the government’s plug-in van grant, which currently offers a £2,500 discount. The Citroen, Fiat and Peugeot versions start at £27,995, so there’s not much in it. It’s also worth splashing out a extra for the Pro trim, which will appeal to owner-operators looking for extra comfort and equipment.
All Combo Electric models come with a threeyear, 100,000-mile warranty and an additional eight-year battery warranty. That’s the same as its Stellantis counterparts, bar one — the Toyota Proace City Electric offers coverage for up to 10 years, with few caveats to catch you out. You pay for that, though, as the Toyota starts at £30,578.
The compact eLCV market keeps expanding, although you may wonder if five all-but-identical vans are taking badge engineering a little too far. Happily, the Combo is a delightful van, offering a solid combination of high equipment levels, good driving comfort, impressive range, and class-leading payload and cargo volumes.
But it still finds itself stuck in the middle, even within its own Stellantis family. The Berlingo, Doblo and Partner are all (marginally) cheaper, and the Proace City offers a tempting warranty package, which means there’s little reason to speak to your Vauxhall dealer.
PHIL HUFF
PRICE:
£31,800 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 50kWh
POWER: 134bhp
TORQUE: 199lb ft
TOP SPEED: 82mph
0-62MPH: 11.7s
RANGE: 205 miles
CONSUMPTION: 4.1m/kWh
CHARGING: up to 100kW
Volkswagen has given the first details of the fully electric Transporter T7 ahead of the van’s global debut in September.
The seventh generation of VW’s famous van is the first to come with a purely electric powertrain alongside diesel and petrol plug-in hybrid models. It will be offered in two main variants – regular panel van and the Caravelle passenger transport – with multiple configurations for each.
The new Transporter is based on the same platform as the Ford E-Transit Custom, as part of a joint-development deal between the two
version plus the 282bhp motor found in the Transit Custom MS-RT. All three versions are rear-wheeldrive but VW says an all-wheel-drive 4Motion variant is planned for future release.
All versions of the electric Transporter use a 64kWh battery. Volkswagen hasn’t announced expected ranges yet, but the Transit Custom offers between 147 miles for the most powerful model and 209 miles for the entry-level motor.
brands. To differentiate it from its Ford cousin, the Transporter has been tweaked to give it a more VW ‘face’ with a smaller grille, reshaped front bumper and different headlights.
But under the skin, the T7 offers the same three electric powertrains as the Ford. Entry level versions get a 135bhp motor, and there’s a 215bhp
VW will eventually release a cheaper version with a smaller battery and less powerful motor, intended for urban delivery.
At launch, the T7 will be offered as a three-seat panel van; panel van ‘plus’ with a second row of seats; Kombi for passenger transport and as a double cab variant with a long-wheelbase
platform body. The Kombi and panel van will both also be available with an extended wheelbase and high roof.
The new Transporter is 5,050mm long, with a wheelbase that’s been stretched nearly 10cm compared with the previous generation. The maximum width between the wheel housings has been increased by 148mm to 1,392mm and the load compartment on standard vans has been stretched 61mm to is 2,602mm. In the extended wheelbase, the load compartment length grows to 3,002mm. The extra length and width mean more capacity and the normal wheelbase van now has a capacity of 5.8m3. The long wheelbase van, high roof variant will accommodate up to 9.0m3.
We don’t yet have the specific payloads for the electric versions but we’d expect them to be very close to the Transit Custom, which manages between 1,062kg and 1,088kg, with an impressive towing capacity of 2.3 tonnes.
There will also be a new generation of the Carvelle – favoured by airport taxi firms around the world. This nine-seater passenger van will also be offered in standard and extended wheelbase and in rugged PanAmericana spec. This lifestyle-focused finish features ‘robust all-terrain design’ and unique equipment levels and will also be offered on the panel van.
Inside, VW has had to follow Ford’s plans, so there’s the same basic setup as the Transit, with 12-inch digital instruments, a 13-inch touchscreen with smartphone mirroring, and a host of practical storage areas.
As you would expect, standard equipment has been upgraded and now includes LED lights, keyless start, lane assist, autonomous emergency braking and dynamic road sign display.
There’s no word on UK pricing for the T7 yet but we’d expect it to stick pretty close to the Ford, which starts at £43,380 before VAT and runs to £62,009 for the hot MS-RT version.
Royal Mail is boosting its zero-emission fleet with more than 2,000 new electric delivery vans.
The roll-out of the new vehicles – which will be the first of Royal Mail’s famous red vans to include the new King’s livery – began in August. Royal Mail hopes to have at least 1,000 on the road before Christmas in order to boost its green delivery abilities during its busiest period of the year.
Royal Mail already has the largest electric delivery fleet in the UK with around 5,000 vans.
Most of the vans will be charged on-site at Royal Mail’s delivery offices using 100% renewable electricity, meaning they will be zero-emission. When all 2,100 new electric vans are in use, they are expected to reduce Royal Mail’s total emissions by around 6,000 tonnes of carbon dioxide equivalent per year.
Milence, a joint venture between electric HGV makers Volvo, Daimler and Traton has begun work on its first UK truck charging hub.
Construction on the facility at Immingham is underway, with the first phase of the site expected to be operational by November this year.
The hub will initially be equipped with four high-performance CCS chargers powering eight bays. A variety of amenities, such as sanitary facilities and vending machines for drinks and snacks will also be included.
A second phase will then see additional CCS and Megawatt Charging System (MCS) installed alongside expanded facilities including a lounge area. Established in 2022 by Volvo Daimler and Tratonwhich builds Scania, MAN, Navistar, and Volkswagen heavy-duty vehicles – Milence aims to develop a Europe-wide network of charging facilities for electric HGVs. By 2027, it aims to have at least 1,700 high-performance charging points across key routes through Europe.
Vauxhall’s new Movano Electric boasts wireless smartphone charging as standard. That’s not typically high on the list of musthave features announced when a new vehicle is revealed, but it highlights how far the Movano has come since its introduction.
The new model was launched in 2021, replacing a Renault Master-based model that was getting on a bit. What wasn’t immediately clear was that the ‘new’ model was even older, sharing its architecture
with the Citroen Relay and Peugeot Boxer of 2006 — a year before the iPhone was launched and eight years before wireless charging of phones arrived.
Now, 18 years from its launch and three from when it started wearing a Vauxhall badge, the Movano is getting a facelift, with the Electric version being fettled quite significantly.
The first Movano Electric (the Movano-e, based on the Renault Master ZE) was powered by a tiny 33kWh battery and 76bhp motor. Happily, that’s
gone forever, with the new Movano Electric bestowed with some sensibly sized components.
Power has risen to 268bhp, backed by 302lb ft of torque, which makes mincemeat out of the 1,385kg payload. A 110kWh battery pack adds range, allowing the Movano to cruise for 261 miles, according to official WLTP figures.
It’s quick off the mark, even when loaded — we didn’t squeeze as much as possible into the van, but the 400kg we had in the back is probably representative of many day-to-day loads. You can tame the van using three driving modes: Normal restricts it to 214bhp, while Eco cuts it further to 161bhp. Only
Sport unleashes all 268bhp. Regenerative braking, which captures wasted energy when braking to boost the battery, also has three levels, allowing drivers to balance energy gains with driving style. The van is also the first Vauxhall capable of 150kW DC rapid charging, allowing a 0-80% charge in just 55 minutes.
While the powertrain might be up with the best in class, the rest of the van isn’t. No amount of updating can mask the vague, lifeless steering or the harsh and unsettled ride. It’s also noisy at speed, with plenty of wind and road noise making its way into the cab. It is, and feels, a generation removed from the Ford E-Transit or Mercedes eSprinter.
The outside of the Movano has been refreshed, but very little has changed. There’s a new grille and some optional LED headlights, but that’s about it. There’s not much innovation in the paint choices, either, with just white, black, or four shades of grey available.
Far more comprehensive is the interior update, which has seen the cabin overhauled with a more modern design and higher-quality materials. Only one trim level — Prime — is available, which is the entry-level specification on the Vauxhall Combo and Vivaro vans. Still, it comes equipped with more than 20 driver assistance systems, including adaptive cruise control, lane-keeping assist, and a digital rearview mirror.
A new seven-inch digital instrument display shows the remaining range and battery charge,
while a 10-inch touchscreen handles major controls, including navigation and smartphone integration, including Android Auto and Apple CarPlay.
The optional dashboard-mounted 230-volt socket is a practical addition, perfect for powering devices such as laptops, as is the folding bench seat which transforms the cockpit into a work surface or lunch table. Keyless entry is also included, contributing to the overall sense of modernity within the cabin, but you won’t find yourself overloaded with equipment.
The Movano Electric panel van is available in two body lengths and two roof heights, with cargo volumes ranging from 13m3 for the L3H2 models to 17m3 for the L4H3 option. The double doors at the
PRICE: £51,195 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 110kWh
POWER: 268bhp
TORQUE: 302lb ft
TOP SPEED: 80mph (N2 with 56mph limiter)
0-62MPH: N/A
RANGE: 261 miles
CONSUMPTION: 2.4m/kWh
CHARGING: up to 150kW
back swing open 180 degrees, and the single sliding door on the passenger side adds some flexibility. A door on the other side is a £410 option.
Payload limits are trickier. The Movano Electric does well on paper, with a maximum payload for the L3H2 panel van reaching 1,385kg and a gross vehicle weight of four tonnes. The eagle-eyed will notice that’s above the 3.5-tonne limit for driving on a car licence, but five hours of training will get you an additional tick on your licence. Still, that’s a cost and complication many small businesses aren’t prepared to stomach. Neither will they be happy with the 56mph speed limiter, potential tachograph requirement, or the need for an MOT every 12 months, starting in year one, thanks to its ‘N2’ categorisation by the government.
An N1 version, open to anybody with a full driving licence, is available, with no speed limiter, tacho, or extra MOT requirements, but the payload suffers — you’ll only get 635kg in the back.
The Movano Electric starts at £50,385 for an N1, L3H2 panel van, before any charges, fees and VAT, rising to £52,815 for the N2 L4H3. All models are currently eligible for the government’s plug-in van grant, which brings the cost down by £5,000, although keep an eye on this as it can change without notice.
That’s competitive, undercutting the Ford E-Transit and Mercedes eSprinter while offering more range and more cargo volume. It’s also backed by a three-year, 100,000-mile warranty.
It’s a surprise to see how far the Movano Electric has come from its very humble beginnings. From being overpriced and uncompetitive, it’s now good value, well-equipped, and offers impressive range, performance and payload. Its dated underpinnings let it down, but for those who prioritise practicality and value, it’s a surprisingly compelling choice.
PHIL HUFF
Tired of working like a dog to find the best EV for your furry friend?
Here’s our top 10, from estate cars and SUVs to vans
When you’re buying a new car it’s important to make sure it meets the needs of your entire family. Usually that means thinking about space for adults, children and any regular luggage such as sports equipment. But for millions of people it also involves a four-legged member of the clan, so Matt Macconnell has rounded up the best electric cars and vans for dog owners.
Sure, the ID. Buzz causes a stir wherever it goes due to its quirky styling, but it also makes an ideal dog carrier as it’s fitted with dual sliding doors and a massive top-hinged tailgate. Opening the bootlid reveals a low loading sill when the optional Multiflex floor isn’t equipped, and there are 1,121 litres of boot space behind the back seats. Likewise, there are lots of aftermarket options available for the ID. Buzz for those needing a dog guard or a cage.
At just a smidge under £40,000, the Enyaq makes a great hound hauler thanks to its comfortable suspension setup, square boot and storage cubbies which can stow bowls and treats. You’ll get 1,710 litres with the rear seats folded but put the seats up, and this reduces to 585 litres. Skoda also includes a handy rubber boot liner, great for catching muddy paws, which can easily be removed, cleaned and put back in place. There’s a range of pet accessories for the Enyaq such as grille boot partitions, back seat pet covers and dog seatbelts, which can be bought directly from Skoda.
The MG 5’s low-load lip makes loading even the smallest of dogs an easy task. Combine this with its 578-litre boot space and you have a perfect recipe which can cater for medium-sized doggos too. It’s worth remembering that boot height, something the MG 5 has around 70cm of, shouldn’t be missed when choosing an EV and this is because your dog may want to sit up while travelling. On the road, the MG 5’s suspension and powertrain are smooth, which should help keep your pet calm on most journeys.
You get lots of tech and a fairly large 527-litre boot with the Ioniq 5. It might not have the largest roof height, but there’s still enough space for a medium-sized dog and if you fold the rear seats flat, your doggo will benefit from five rear cooling vents. There’s an array of boot liners available that can help protect the Ioniq 5’s rear bumper from any scratches or mishaps when loading your beloved pet. By popping the front bonnet, you’ll find a 57-litre frunk which is ideal for stowing wet towels and other dog-tarnished non-cabin-friendly items.
The EV9 won’t just carry seven people but will also cart your four-legged friend thanks to its 828-litre boot (333 litres with all three rows in position). Hop onto the EV9 configurator on Kia’s website, and you’ll see a host of dog-friendly accessories such as boot organisers, mats, and liners. If you spec the six-seater, you’ll also be able to fold down three rear seats and still have a passenger sit in the rear to comfort any anxious pooches.
of pet accessories such as a dog guard, boot inlay and all-weather floor mats. There are a few trim levels to choose from, but the entry-level Match guise will see the ID.4 carry out dog adventures of up to 224 miles before the battery needs replenishing.
Not only does the iX3 have a 285-mile range, but it also has a low-load lip and a 510-litre boot (1,560 litres with the rear seats flat). The iX3 will also swallow a double dog cage, something that can often be found residing in a 3 Series Touring, and thanks to the large roof height, the driver should be able to see over the cage and out of the rear window with ease.
While you could fork out £71,510 for the Q8 e-tron, the Q4 e-tron’s boot isn’t far off the larger Q8’s, and you’ll save nearly £20,000, which means more cash for dog toys, vet bills and dogcations in your EV. The Q4’s boot comes in at 520 litres, or 1,490 litres with the rear seats folded. Opt for the top-spec option and you’ll get a 300-mile (claimed) range so that you can tackle walking adventures further from home.
While the Berlingo is often associated with hauling passengers or transporting work gear, the new e-Berlingo comes with a 205-mile (claimed) range and in a variety of different trims. Five-seat models offer 775 litres, while the seven-seaters only have 209 litres of boot space. Fold everything flat and your pooch will have 4,000 litres of real estate to wander around in. Its low-load boot lip and top-hinged door will also make it easier for larger dogs to jump in and out.
Topping off our list is the Tesla Model Y thanks to its 854-litre boot (2,041 litres with the seats down) and pet-specific tech. Tesla is the only manufacturer to offer Dog Mode, making it the most dog-friendly car on our list. If you plan on leaving your dog alone in the car, activating Dog Mode will not only keep the airconditioning at a set temperature, but it will also display the message “My driver will be back soon” on the car’s central screen to help calm any worried onlookers.
Infrastructure continues to expand in virtually all parts of the country, but new figures from the Department for Transport (DfT) show some regions are still lagging far behind others, leaving drivers facing a postcode lottery of provision.
The latest quarterly data from the DfT and ZapMap shows that the roll-out has slowed slightly since the first quarter of the year, growing 8% between April and July – down from 11% up to April.
A total of 4,962 new chargers were installed between April and July, taking the UK’s total to 64,632 – a 47% increase over July 2023. Only one region – England’s North East didn’t see a rise in the number of chargers.
On average, the UK now has 96 public EV chargers for every 100,000 people – up from 89 in April – but the figures show massive variations. Londoners are far better catered for than in any other region, with 234 devices per 100,000. Drivers in Scotland are next best served, with 103 devices per 100,000 population, and those in the West Midlands enjoy 92 chargers per 100,000.
At the other end of the scale, Northern Ireland lags far behind every other part of the UK, with just 32 devices per 100,000 people. That is despite a 13.4% jump in charger numbers over the last three months.
Also trailing far behind are Yorkshire and the Humber, with just 56 devices per 100,000; England’s North West (60 per 100,000) and the East Midlands (63 per 100,000).
The uneven distribution of chargers is partly down to council attitudes towards infrastructure.
A survey of local authorities in March found that one in three had no fixed strategy for EV
infrastructure and just 18% had staff dedicated to delivering local roll-out.
Council backing is seen as vital to helping deliver the predicted 300,000 chargers needed to meet demand by 2030. But authorities say that money worries and planning confusion are getting in the way of them supporting infrastructure development.
The study by charging operator Believ found that three-quarters said a lack of public funding and delays in releasing cash from schemes such as England’s Local EV Infrastructure (LEVI) Fund were the biggest obstacle. However, some also said that they could not justify spending on EV infrastructure in areas where very few people drove electric cars.
ChargeUK, which represents the country’s main chargepoint operators, also warned that delays to funding for local councils from central government could put the 2030 target in jeopardy.
It recently said it believes the country is on track to meet the 2030 goal but that the government needs to do more to help private operators expand their networks in the face of funding delays and planning difficulties.
The data also breaks down provision by type of charger and reveals that a large proportion of London’s devices are slower-speed kerbside units. Although it leads the way in overall provision, there are just 13.7 high-speed (50kW) chargers per 100,000 in the capital – the second lowest ratio after Northern Ireland, which has just 7.9 per 100,000. In contrast, Scotland has 26.1 per 100,000 and the East Midlands, which lags behind in overall provision, has 21.7 50kW+ devices per 100,000 people.
Overall, the split of chargers between slow and rapid devices has remained steady, with the fastest devices representing the smallest proportion. Slow (3-8kW) devices account for 60% of all chargers at the start of July, with 8-49kW chargers representing another 21%. Rapid (50-149kW) made up 11% while ultra-rapid devices (150kW+) made up just 8%.
Jordan Brompton, co-founder and CMO of myenergi, explains why rapid growth is a positive reflection of evergrowing confidence, and debunks some of the most common barriers facing the transition to electrification.
According to the Society of Motor Manufacturers and Traders, 34,034 battery electric vehicles (BEVs) and 16,604 plug-in hybrids (PHEVs) were registered in June 2024, increasing 7.4% and 30% respectively, year-onyear (YOY). To date in 2024, almost 250,000 plug-in models have been sold, including 167,096 BEVs.
In comparison to diesel sales, which were down 17%, and petrol sales, which plummeted 7.8% YOY in June, it’s clear that EV demand, which was up 9.2%, is quickly overtaking preference for internal combustion engines (ICE).
So, the race is run and it’s game over for ICE, right? Well, not quite. While attitudes are changing, the transition to electrification is still being hindered by myths, misconceptions and inaccurate information.
According to a survey by the National Financed Dealers Association, 62% of drivers still considered EVs too expensive, while 54% had concerns over battery life and 57% had reservations over charging infrastructure.
But are these concerns warranted? Is the transition still hampered by barriers, or do we simply need to debunk the myths that come up time and time again?
Today, plug-in vehicles are streets ahead of their ICE counterparts, in terms of performance and technology. Add to this the environmental benefits, lower maintenance requirements and charging convenience, and it’s hard to see why anyone would cling on to more dated propulsion
technologies. But to further ease concerns, let’s tackle the most common inaccuracies.
Car makers are investing heavily in their nextgeneration EVs. While you may expect this to hit your finances, in reality EVs are more affordable than you’d think. Especially considering that more than 90% of all new cars are bought on finance.
Why is this relevant? Well, an MG ZS electric SUV would cost £26,000 to purchase outright, compared to £18,000 for the equivalent petrol. While this may seem high, monthly leasing costs work out as £251.99 and £248.28, respectively. Is the additional £3.71 worth it for lower running costs, significant tax advantages and the added environmental benefits? I think so.
Experts suggest that the average battery can last almost 20 years, or 200,000 miles – as long, perhaps longer, than a typical combustion-engined car and far longer than today’s average length of vehicle ownership. What’s more, while efficiency will drop, the average EV will lose just 2% of accessible range per year – an arguably minor decline.
As of July, ZapMap reported 64,775 operational EV charging points across 33,829 locations. More
than half of these are fast, rapid, or ultra-rapid, with installation volumes of the latter almost doubling annually.
This means there are now four times more charging locations than petrol stations. But it’s also worth noting that 80% of all charging still takes place at home.
Yes, charging infrastructure must continue to expand, but is existing infrastructure ‘insufficient’? The numbers suggest otherwise.
With the average driver only commuting 108 miles per week, and some EVs now boasting ranges in excess of 350 miles, range anxiety is fast becoming a thing of the past.
Do EVs have a limited range compared to their petrol and diesel counterparts? They’re pretty much on par. Should range prevent you from buying an EV? Only if your commute is more than 175 miles each way.
So, while scaremongering is commonplace, switching to electric really is the sensible option for motorists. Whether you need a nippy urban run-around or a large SUV, saloon or estate, there are dozens of options for a highly competitive monthly price. Best of all, with zero tailpipe emissions and torque on demand EVs are the perfect balance of performance, practicality and environmentally-friendly motoring.
This is Jasmin. She’s one of many business owners who already use a smart meter to feel more in control of their budgeting, because smart meters help you track your energy use and costs over time.
So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.
Search ‘get a smart meter’ today.
Power is flowing from the Shetland Isles to mainland Britain for the first time, thanks to the UK’s most productive onshore windfarm, Viking, which has come on stream.
The 103-turbine project, developed by SSE, can generate up to 443 megawatts (MW) of electricity—enough to power nearly 500,000 homes. With Shetland being the windiest part of the UK, it’s expected that the turbines will rarely stand still.
Alistair Phillips-Davies, Chief Executive of SSE, emphasised the critical need for a rapid expansion of renewable energy infrastructure to meet the UK’s climate targets. “We need to do a lot more of these projects, a lot more offshore wind projects as well, to make sure that we can decarbonise the energy system,” he told BBC News, as he outlined SSE’s ambitious plans to invest £20 billion in renewables by the end of the decade.
However, not everyone is convinced. Critics argue that the expansion of windfarms and the necessary pylons to transmit electricity will industrialise vast areas of the British countryside for private profit. Viking’s electricity is transmitted via a £1 billion, 160-mile undersea cable to Noss Head on the Scottish mainland, and plans for further pylons are stirring opposition across Scotland and beyond.
Phillips-Davies described the renewable push as “the biggest construction that we’ve seen since the Second World War,” adding that Shetland’s exceptional wind resource makes it an ideal location for future large-scale wind projects. But while the Viking windfarm is a milestone for the UK’s green energy ambitions, it has sparked discontent among local communities.
Energy Secretary Ed Miliband praised Viking as “a crucial part” of the UK’s strategy to reduce reliance on volatile fossil fuel markets and boost energy independence. The Labour government aims for all UK electricity to come from renewable sources by 2030, backed by a £8.3 billion investment in Great British Energy, a publicly-owned power company. But the Conservatives have criticised the initiative as a “financial black hole” that would subsidise wealthy energy firms.
Despite government pledges, residents of Shetland are frustrated. Moraig Lyall, chair of the environment and transport committee of Shetland
Islands Council, pointed out that households in Shetland often face energy bills more than double the UK average of £1,700 per year. “People look out their windows now, they see all these turbines that are generating lots and lots of energy, but they’re not seeing the benefit here,” Lyall said, highlighting concerns over the impact on the landscape and peat bogs, as well as tourism.
On the mainland, opposition is also growing. Kate Matthews of Save Our Mearns, a campaign group in Aberdeenshire, warned of the long-term impact of new pylons required to connect renewable projects to the grid. “Angus and Aberdeenshire are looking at 10 to 20 years of industrialisation,” Matthews said. “We’ll be paying the price for generations. It will be unrecognisable.”
SSE’s Phillips-Davies argues that streamlined planning processes are crucial for accelerating the transition to renewable energy. Highlighting the lengthy development timeline of Viking, which took 20 years from conception to completion, he called on both UK and Scottish governments to reform planning laws to enable decisions within 12 months. He cited delays like the Berwick Bank offshore windfarm, awaiting approval for nearly two years, as examples of bottlenecks that must be addressed.
But while the renewables sector pushes for faster growth, the oil and gas industry is voicing its concerns. In Aberdeen, the heart of the UK’s oil and gas industry, there are fears that the rapid shift to green energy could put jobs at risk. David Whitehouse, CEO of Offshore Energies UK, warned that the removal of tax breaks and high tax rates on producers, including a 78% windfall tax, could trigger a “shutdown of investment” with severe consequences for the supply chain and employment.
Steve Bowyer, North Sea general manager of EnQuest, echoed these concerns, urging the government to provide a stable fiscal environment to support ongoing investment. “We actually want to grow in the UK but we need the right fiscal conditions to drive that growth,” Bowyer said, stressing the need for collaboration and engagement with industry.
The UK government insists it will protect North Sea jobs while ensuring a smooth transition to renewables, but balancing the competing pressures from the oil industry and the green energy sector remains a significant challenge. As the nation races towards a greener future, the road ahead is marked by both opportunity and opposition.
Mandatory solar panels on 1.5 million new-build homes across the UK could generate enough surplus electricity to power an additional 1.17 million homes, according to new analysis by renewable energy provider Good Energy.
The study suggests that domestic-scale solar generators not only supply power to homeowners but also export more electricity back to the grid than they consume.
Data from over 900 domestic solar customers using smart meters was analysed, offering a detailed view of generation and export patterns across the UK. The findings highlight the significant potential of solar power in contributing to the nation’s clean energy targets, with each household equipped with solar panels potentially saving around £600 annually on their energy bills.
Nigel Pocklington, Chief Executive Officer of Good Energy, called for stronger energy policies centred on home-grown renewables, stating: “Supporting people to generate their own clean power is a clear and economical way to achieving our climate targets as a country. Instigating a strong energy policy that is based on homegrown renewables should be a core priority for the incoming government, and measures such as mandating solar panels on new-build homes would be an important and highly effective component of that – as well as making a meaningful contribution to zero carbon power goals.”
The proposal highlights the growing recognition of solar energy’s role in the UK’s journey towards net zero. With energy prices fluctuating and the push for sustainability gaining momentum, mandatory solar panel installations on new-build properties could provide a significant boost to the UK’s renewable energy capacity while delivering financial benefits to homeowners.
Good Energy’s research demonstrates that domestic solar not only reduces reliance on the grid but also enhances the overall resilience of the UK’s energy system by feeding clean, renewable power back into it. As the nation faces the urgent need to decarbonise its energy supply, such measures could pave the way for a greener, more independent future.
Associated British Ports (ABP) and px Group have unveiled plans for a Clean Growth Hub at the Port of Barry in South Wales, marking a significant shift for the former coal shipping powerhouse.
Once the UK’s leading port for coal, Barry is now set to play a pivotal role in the green energy transition, transforming into a hub for low carbon technologies.
Spanning over 100 acres, the new development will house businesses focused on rare earth processing, battery material production, and green energy manufacturing. As a key trade gateway for Cardiff and the broader South Wales region, the port currently serves the region’s vital chemical sector, handling liquid bulk cargo for major firms. The Clean Growth Hub is part of a larger initiative to boost the South Wales Industrial Cluster, enhancing the region’s industrial and environmental capabilities.
ABP’s existing commitment to sustainability at the Port of Barry includes solar energy facilities and planned hydrogen production, with the new hub set to further expand this low carbon infrastructure. The project aims to create new job opportunities and attract investment, supporting the region’s economic growth while driving forward the UK’s net zero ambitions.
Henrik L. Pedersen, Chief Executive Officer of Associated British Ports, emphasised the critical role ports play in the UK’s green energy strategy: “Ports are at the heart of the UK’s green energy transition. This development ensures that Barry will play a greater role as we look to deliver a lower carbon future. Our vision is for ABP’s ports to be the green hubs which bring together progressive companies that can benefit from collective infrastructure and expertise.”
The initiative builds on ABP’s successful partnership with px Group at the Saltend Chemicals Park in the Humber, demonstrating the potential of collaborative efforts in driving clean growth. By repurposing existing industrial spaces, the Clean Growth Hub in Barry aims to attract pioneering companies and contribute to a more sustainable future for South Wales.
With the Port of Barry’s transformation, the region is poised to become a key player in the UK’s green industrial revolution, leveraging its strategic location and industrial heritage to support the development of cutting-edge green technologies. The project highlights the growing importance of ports as catalysts for clean energy, playing an increasingly central role in the nation’s journey towards a low carbon economy.
Keir Starmer’s Labour government has launched an ambitious plan for a “rooftop revolution” that aims to install solar panels on millions of homes across the UK, driving down domestic energy bills and tackling the climate crisis.
The initiative, unveiled ahead of the King’s Speech, is part of Labour’s broader green energy strategy, which also includes setting up the publicly owned energy company GB Energy.
Energy Secretary Ed Miliband announced the approval of three major solar farms in the east of England—Gate Burton in Lincolnshire, Sunnica on the Suffolk-Cambridgeshire border, and Mallard Pass between Lincolnshire and Rutland—which had previously been blocked by Conservative ministers. These sites alone will deliver around two-thirds of the total solar energy installed across the UK last year, significantly boosting the nation’s renewable capacity.
In a bid to further accelerate the solar rollout, ministers are working with the building industry to make it easier to install solar panels on new and existing homes. New solar-related standards for new-build properties are being considered for implementation as early as next year, and current restrictions on panel placements, especially in conservation areas and on listed buildings, may also be revisited.
Miliband, who has committed to tripling the UK’s solar power capacity by 2030, as well as doubling onshore wind and quadrupling offshore wind, said: “I want to unleash a UK solar rooftop revolution. We will encourage builders and homeowners in whatever way we can to deliver this win-win technology to millions of addresses in the UK so people can provide their own electricity, cut their bills and at the same time help fight climate change.”
The government’s decisive actions on solar power have been welcomed by energy experts, who see this as a vital step towards addressing the imbalance in renewable energy distribution across the UK. Sugandha Srivastav of Oxford University’s Smith School of Enterprise and Environment highlighted that most renewable energy is currently generated in the north but consumed in the south, leading to transmission bottlenecks. “Solar in the south is going to fix a key problem. It will keep power costs low, which is what we desperately need,” she said.
The three newly approved solar farms will contribute approximately 1.35 gigawatts of capacity—almost 10% of the UK’s current solar capacity—helping to alleviate pressure on the grid and support the transition to greener energy sources. However, the decisions have sparked local opposition, with Rutland and Stamford MP Alicia Kearns expressing her dismay at the approval of the Mallard Pass farm. In response, the government defended the move, emphasising the long-term benefits of providing clean energy to around 92,000 homes over the next 60 years.
Miliband’s swift actions also include lifting the de facto ban on new onshore wind farms, marking a significant departure from previous Conservative policies. The government’s push for largescale solar projects is expected to be followed
by essential upgrades to the National Grid to improve electricity transmission and distribution. Srivastav warned of the need to urgently rethink how electricity is transmitted as demand grows: “If we cannot get electricity to where it needs to be, we will be in an untenable situation.”
Starmer stated: “There is no time to waste. We are hitting the ground running by bringing forward the laws we will need to rebuild our country for the long term. From energy, to planning, to unbreakable fiscal rules, my government is serious about delivering the stability that is going to turbocharge growth that will create wealth in every corner of the UK.”
With a strong focus on renewable energy, economic growth, and public services, Labour’s legislative agenda aims to set the UK on a path to a sustainable and prosperous future.
As the demand for renewable energy solutions grows across the UK, so too does the range of financing options available to homeowners looking to invest in sustainable technology.
As the demand for renewable energy solutions grows across the UK, so too does the range of financing options available to homeowners looking to invest in sustainable technology.
With the government’s ambitious net-zero targets set for 2050, coupled with rising energy costs, there’s a heightened interest in adopting renewable energy systems such as solar panels, heat pumps, and home battery storage. But the upfront costs can be daunting. Fortunately, a variety of new financial models and incentives have emerged to make these investments more accessible and attractive.
Giles Nolan delves into the latest trends in financing renewable energy projects, from
government incentives and green loans to innovative community solar programs.
We’ll break down the options, analyse new policies set to take effect later this year, and share insights from homeowners who have successfully navigated the financing landscape. Whether you’re a homeowner considering an upgrade or a financial advisor helping clients plan for the future, we look at all of the opportunities and challenges ahead.
When it comes to financing renewable energy projects at home, UK homeowners now have
more options than ever before. Here’s a closer look at the most popular choices:
Green Loans: These are specially designed loans that offer favourable terms for energyefficient home improvements. Lenders such as NatWest and Lloyds Bank are now offering Green Mortgages, which provide lower interest rates for homes that meet specific energy efficiency criteria. For those not refinancing, personal loans specifically earmarked for green home improvements are available, often with competitive rates compared to traditional loans.
Government Grants and Incentives: The UK government has introduced several schemes to lower the financial barriers to renewable energy adoption. The Boiler Upgrade Scheme (BUS), available until 2025, provides up to £5,000 towards the installation of heat pumps, while the Smart Export Guarantee (SEG) allows homeowners with solar panels to sell excess electricity back to the grid. In addition, the Energy Company Obligation (ECO4) scheme supports low-income households with funding for energy efficiency measures.
Power Purchase Agreements (PPAs): PPAs are an emerging model where a third-party company installs and owns the renewable energy system on your property. In return, you agree to purchase the electricity generated at a fixed rate, often lower than market prices. This model reduces or eliminates upfront costs and provides long-term savings, making it an attractive option for those hesitant to invest heavily upfront.
Community Solar Programs: These schemes allow homeowners to purchase or lease a share in a larger, community-owned solar farm. The energy generated is then credited to their electricity bill. It’s a model that’s gaining traction, particularly in rural areas, where individual solar installations may be less feasible.
Government
and Incentives:
The landscape of government incentives is ever-evolving, with several key changes set to take effect in late 2024 that could influence your decision-making process:
Extension of the VAT Reduction on EnergySaving Materials: The government has extended the 5% VAT rate on energy-saving materials, such as solar panels, until March 2027. This extension is crucial for reducing the overall cost of installations, making renewable energy investments more accessible.
Introduction of the Green Finance Strategy 2.0: Set to launch in late 2024, this strategy aims to boost the green finance market by offering more government-backed loans and guarantees for renewable energy projects. This could result in more favourable terms for homeowners looking to invest in energy efficiency.
Local Authority Funding Initiatives: Several local councils across the UK are introducing their own schemes to promote renewable energy. For example, the London Solar Together program is a group-buying initiative that allows residents to purchase solar panels at reduced rates through collective buying power. Similar programs are
being rolled out in other regions, providing further opportunities for savings.
To understand the real-world impact of these financing options, we spoke with several homeowners who have successfully financed renewable energy systems:
The Wilson Family, Surrey: After installing solar panels and a battery storage system, the Wilsons reduced their energy bills by 60%. They financed the project through a combination of the SEG and a Green Mortgage from NatWest, which offered them a lower interest rate due to their improved Energy Performance Certificate (EPC) rating.
The Alom Family, Manchester: Faced with rising heating costs, Mr. Patel opted for an air source heat pump funded partially by the Boiler Upgrade Scheme. The remaining cost was covered by a personal loan with an energyefficient improvement incentive, which allowed him to repay the loan at a lower interest rate.
These stories highlight the importance of leveraging available incentives and choosing the right financing model to maximise both financial and environmental returns.
While the financial incentives are attractive, it’s important to understand the potential risks: Interest Rate Fluctuations: Green loans typically offer lower rates, but they are still subject to changes in the wider financial market. With inflation
concerns and potential rate hikes on the horizon, it’s important to secure a fixed-rate loan if possible.
Long-Term Commitments: PPAs and similar agreements can lock homeowners into long-term contracts, sometimes spanning 20 years or more. It’s crucial to fully understand the terms and ensure that the agreement aligns with your longterm plans for the property.
Technological Advances: The renewable energy sector is rapidly evolving. While today’s systems are highly efficient, future advances could make them obsolete. Balancing the need to invest now with the potential benefits of waiting for newer technologies is a key consideration.
For homeowners ready to take the plunge, here are some tips to ensure you get the best deal:
Shop Around: Whether you’re looking at loans, PPAs, or grants, it’s essential to compare offers from multiple providers. Don’t just focus on the interest rates—consider the overall terms and potential long-term savings.
Leverage Government Incentives: Make sure you’re taking full advantage of all available grants and schemes. The Boiler Upgrade Scheme, for example, can significantly reduce the cost of installing a heat pump, while the SEG can provide ongoing income from your solar panels.
Consult a Financial Advisor: With the complexity of some financing models, consulting with a financial advisor can be invaluable. They can help you navigate the options and choose the best strategy based on your financial situation and goals.
However, beyond their eco-friendly credentials as an alternative to fossil-fuel-powered vehicles, EVs offer an even more revolutionary promise: transforming the way we think about home energy.
Vehicle-to-Grid (V2G) technology is at the forefront of this shift, turning EVs into dynamic power sources that can feed energy back into the grid or directly power homes. This article delves into the potential of V2G technology in residential settings, exploring how it works, the infrastructure required, and the myriad benefits it offers to homeowners.
At its core, Vehicle-to-Grid (V2G) technology enables a two-way flow of electricity between an electric vehicle and the power grid. Traditionally, electric vehicles are simply consumers of electricity, drawing power from the grid to charge their batteries. However, with V2G technology, EVs can also supply electricity back to the grid or be used to power a home.
The principle is relatively straightforward: when your EV is plugged in, it can either draw power to
charge its battery or, when fully charged, reverse the flow to supply power back. This bi-directional charging capability turns your EV into a mobile energy storage unit, capable of storing excess power (from renewable sources like solar panels) and supplying it when needed.
Implementing V2G technology in a residential setting requires more than just an electric vehicle with the capability. A few key components are essential:
V2G-Compatible EVs: Not all electric vehicles currently on the market are equipped with V2G capabilities. Homeowners interested in this technology should look for models specifically designed for bi-directional charging.
The cars in the UK that have V2G technology are the Audi Q4 e-tron, Kia EV9, Skoda Enyaq, and the VW ID family. Coming in the next few months are the Cupra Tavascan and the Polestar 3.
Smart Chargers: Standard EV chargers will not suffice for V2G functionality. Smart chargers, which can communicate with both the vehicle and the grid, are necessary. These devices manage the flow of electricity and ensure that the car’s battery is charged optimally while also being available to supply power when required with companies like UK based Myenergi leading the way with this technology.
Grid Connection: The home’s connection to the grid needs to be capable of handling the bi-directional flow of electricity. This might involve upgrades to existing connections or the installation of additional equipment, depending on local grid requirements.
Energy Management Systems: To maximize the benefits of V2G, homeowners should consider integrating a home energy management system (HEMS). These systems can optimize when the vehicle charges, when it supplies power, and how it interacts with other renewable energy sources, such as solar panels.
The potential financial benefits of V2G technology for homeowners are significant. By using an EV as a mobile energy storage unit, households can store energy during off-peak times when electricity is cheaper and then use or sell it back to the grid during peak demand periods when prices are higher. This practice, known as ‘peak shaving,’ can reduce energy costs and, in some cases, even generate income. Moreover, during power outages or grid instability, an EV equipped with V2G can act as a backup power source, ensuring that essential household functions continue uninterrupted. This resilience is becoming increasingly valuable in regions where extreme weather events are causing more frequent power disruptions.
On the environmental front, V2G technology supports a more sustainable and efficient energy system. By balancing the supply and demand of electricity more effectively, V2G can reduce the need for fossil-fuel-powered peaking plants, which are often activated during periods of high demand. Additionally, when combined with renewable energy sources, such as solar or wind power, V2G can help mitigate the intermittency
issues that plague renewables, storing excess energy when production is high and releasing it when production is low.
While the concept of V2G has been around for over a decade, its implementation is still in the early stages. However, several pilot programs and early adopters are demonstrating its potential. For instance, in the UK, the EV-elocity project is testing V2G technology in various locations, including homes, to understand its impacts on energy use and grid stability. Similarly, Nissan has been a pioneer in the space, with its Nissan LEAF being one of the first EVs to offer V2G capabilities in Europe.
Experts in the field, such as Dr. Danny Black, an automotive engineer specializing in EV technology, believe that the next five years will be crucial for V2G development. “We’re at a tipping point,” says Dr. Black. “As more V2G-compatible vehicles enter the market and the supporting infrastructure improves, we’ll see a rapid expansion of this technology into residential settings.”
For homeowners considering V2G technology, there are several steps to take now to prepare for its wider adoption:
Research and Invest in Compatible EVs: When purchasing an EV, it’s crucial to choose one that is V2G-ready. The upfront cost might be slightly higher, but the long-term financial and environmental benefits can outweigh the initial investment.
Upgrade Home Infrastructure: Installing a smart charger and ensuring your home’s grid connection is V2G-compatible is a wise move for those interested in this technology. Consulting with an energy expert can provide a clearer understanding of the necessary upgrades.
Vehicle-to-Grid technology is poised to revolutionise not just the way we drive, but the way we power our homes. By turning electric vehicles into mobile energy assets, V2G offers a promising solution to reduce energy costs, enhance grid stability, and support the broader transition to renewable energy. While still in its infancy, the future of V2G looks bright, and homeowners who prepare now will be wellpositioned to take full advantage of its benefits.
Given the recent summer of abundant sunshine across the UK, it’s no wonder that solar panels have become an increasingly popular choice for homeowners looking to harness the power of renewable energy.
The concept of using renewable energy sources to power homes isn’t new, but the approach has dramatically evolved in recent years. Initially, the focus was predominantly on solar panels, which gained popularity due to their declining costs and increasing efficiency. However, as technology advances and the need for energy independence grows, we’re seeing a significant shift towards
integrated renewable energy systems. These systems don’t rely on a single source of power; instead, they combine various technologies— such as solar panels, wind turbines, and advanced battery storage—into a cohesive unit.
This trend towards integration is driven by several factors:
Technological Advancements: Modern technologies now allow for seamless integration of multiple
energy sources, making it easier for homeowners to manage and optimize their energy usage.
Energy Security: By diversifying their energy sources, homeowners can ensure a more reliable supply, especially during periods of low sunlight or wind.
Environmental Impact: Integrated systems offer a more holistic approach to reducing carbon footprints, as they make use of a broader range of natural resources.
Several pioneering homeowners in the UK have already embraced this integrated approach, turning their properties into mini power stations. Take, for example, the case of a family in Cornwall who combined solar panels, a small wind turbine, and a battery storage system to create a self-sufficient home. During the long summer days, excess energy generated by the solar panels is stored in their battery system, which can then be used during the less sunny winter months or at night. The wind turbine provides additional power, especially in the winter when wind conditions are more favourable.
Another example is a rural estate in Scotland that has taken integration to the next level. In addition to solar panels and battery storage, they’ve installed a ground-source heat pump that provides heating during the colder months. This system has not only reduced their energy bills significantly but has also minimized their environmental impact, showcasing the potential for such systems to be both economically viable and environmentally friendly.
Economic Benefits: One of the most compelling reasons for adopting integrated renewable energy systems is the potential for cost savings. While the initial investment can be significant, the long-term savings on energy bills, coupled with government incentives such as the Smart Export Guarantee, make these systems increasingly attractive. Additionally, as energy prices continue to rise, the return on investment for integrated systems is becoming even more appealing.
Environmental Benefits: From an environmental perspective, integrated systems offer a way to maximize the use of available natural resources. By combining solar, wind, and storage, homeowners can significantly reduce their reliance on fossil fuels, contributing to the broader goal of reducing greenhouse gas emissions. The ability to store energy also means that less energy is wasted, further enhancing the environmental benefits.
Challenges: However, integrating multiple renewable energy sources is not without its challenges. The initial cost can be a barrier for many homeowners, although this is mitigated over time by savings on energy bills. Additionally, the complexity of managing and maintaining an integrated system can be daunting. Homeowners need to be prepared for the learning curve associated with these systems, or alternatively, they should seek out professional help for installation and ongoing maintenance.
To gain a deeper understanding of this trend, we spoke with several experts in the field. Sarah
Williams, an energy consultant specializing in residential renewable energy, highlights the importance of planning and customization. “Every home is different, so it’s crucial to tailor the system to the specific needs and conditions of the property. What works for a rural home with plenty of space for a wind turbine might not be suitable for an urban property,” she explains.
Homeowner John Martin, who recently integrated solar panels with a home battery system, shares his experience: “The process was more complex than I initially thought, but the benefits have been worth it. We’ve seen a dramatic reduction in our energy bills, and it feels great to know we’re doing our part for the environment.”
Manufacturers are also playing a key role in this trend. Mark Thompson, a representative from a leading renewable energy systems manufacturer, notes, “We’re seeing a surge in demand for integrated systems. As technology improves and costs come down, these systems are becoming more accessible to the average homeowner.”
If you’re considering integrating renewable energy systems into your home, here are some practical steps to get started:
Assess Your Energy Needs: Before investing in any system, conduct an energy audit to understand your current consumption and where improvements can be made.
Consult with Professionals: Work with an energy consultant or installer who specializes in
integrated systems to design a setup that meets your specific needs.
Start Small: If budget is a concern, consider starting with solar panels and a battery storage system, then gradually add other components like wind turbines or heat pumps as your budget allows.
Explore Financing Options: Look into government incentives, grants, and financing options that can help offset the initial costs of installation.
Plan for the Long-Term: While the upfront costs can be significant, think about the longterm savings and environmental benefits. An integrated system is an investment in both your home’s value and the planet’s future.
As the UK continues to push towards its goal of netzero emissions by 2050, the adoption of integrated renewable energy systems in homes is expected to grow. Technological advancements will likely make these systems more efficient, affordable, and easier to manage, further driving their popularity. In the coming years, we can expect to see a wider variety of options available to homeowners, along with continued innovation in energy storage and management technologies.
For now, the trend is clear: solar panels are just the beginning. The future of home energy is integrated, offering homeowners not just a way to save on their bills, but a path to true energy independence and sustainability.
As the UK’s renewable energy landscape continues to evolve, solar panels have become a common sight on rooftops across the country. However, as wind patterns shift with the changing seasons, a new player is entering the scene: Small-scale attention as or as a standalone suburban
Here Giles Nolan explores the feasibility, benefits, and challenges of installing home wind turbines, providing a comprehensive guide for homeowners, architects, urban planners, and environmental advocates.
Wind energy has long been associated with large-scale wind farms dotting the countryside or offshore locations. However, advancements in technology have led to the development of smaller, more efficient wind turbines suitable for residential use. These turbines are designed to harness the power of wind in urban and suburban settings, where space is limited, and aesthetic considerations are more pressing.
Unlike the towering wind turbines seen in rural areas, home wind turbines are typically much smaller and quieter, making them a viable option for city dwellers. There are two main types of home wind turbines: vertical-axis and horizontalaxis, each with its own advantages and ideal applications.
Vertical-axis wind turbines are characterized by their unique design, where the main rotor shaft is positioned vertically. This design allows the turbine to capture wind from any direction, making it well-suited for urban areas where wind direction can be unpredictable due to the presence of buildings and other structures.
Pros:
• Compact and can be installed on rooftops or in small spaces.
• Operates well in turbulent wind conditions. Minimal noise compared to traditional turbines.
Cons:
• Generally less efficient than horizontal-axis turbines.
Lower energy output, making them more suitable for supplemental use rather than as a primary energy source.
Horizontal-axis wind turbines are the more traditional design, with the rotor shaft placed horizontally, and blades that resemble those of a propeller. These turbines require a steady, consistent wind flow, which can be a challenge in urban settings. However, they tend to be more efficient than vertical-axis turbines and can produce more energy under the right conditions.
Pros:
Higher energy output and efficiency.
• Better suited for areas with consistent wind patterns.
Cons:
Requires more space and a higher installation point, which can be challenging in dense urban environments.
Can be noisier and more visually intrusive than vertical-axis turbines.
Installing wind turbines in urban and suburban areas presents a unique set of regulatory and zoning challenges. In the UK, homeowners must navigate a complex web of local regulations, which can vary significantly from one council to another. Key considerations include:
Planning Permission:
Unlike solar panels, which often fall under permitted development rights, wind turbines usually require planning permission. This is particularly true in conservation areas or locations with stringent aesthetic guidelines.
Height Restrictions:
Many urban areas have strict height restrictions that can limit the feasibility of installing horizontal-axis wind turbines, which typically require a higher installation point to function effectively.
To minimize the impact on neighbours, there are often regulations governing how close a wind turbine can be installed to property boundaries.
Navigating these regulations can be challenging, and it is advisable for homeowners to consult with local authorities and a professional installer early in the planning process to ensure compliance and avoid potential legal issues.
Small-scale home wind turbines. These turbines are gaining as either a complementary solution to solar panels standalone alternative, especially in urban and environments.
One of the most significant barriers to the adoption of home wind turbines in urban and suburban areas is the potential impact on noise levels, aesthetics, and the local environment.
Noise:
Modern home wind turbines are designed to be much quieter than their industrial counterparts, but noise can still be a concern, particularly in densely populated areas. Vertical-axis wind turbines tend to be quieter due to their slower rotation speeds, making them a more suitable choice for urban settings. However, it is essential to consider the turbine’s proximity to living spaces and neighbouring properties to minimize disturbance.
Aesthetics:
The visual impact of wind turbines can be a contentious issue, especially in areas where maintaining the character of the neighbourhood is a priority. Vertical-axis turbines generally have a more compact and less intrusive design, which can be more acceptable in urban settings. Homeowners may also consider integrating turbines into the overall architectural design of the property to reduce their visual impact.
While wind turbines are a source of clean energy, they can have unintended environmental impacts, particularly on local wildlife. Birds and bats are particularly vulnerable to collisions with turbine blades, although the risk is lower with small-scale residential turbines compared to large wind farms. Conducting an environmental impact assessment can help identify potential risks and mitigate them through thoughtful placement and design.
Hybrid Systems: Wind and Solar Energy
systems that combine wind and solar energy. These systems offer the best of both worlds, providing a more consistent and reliable energy supply by harnessing the strengths of each technology. For example, solar panels are most effective during sunny, calm days, while wind turbines can generate power during windy, overcast conditions. By combining both, homeowners can ensure a more stable energy supply year-round.
Hybrid systems also offer economic benefits, as they can reduce reliance on the grid and lower energy bills more effectively than a single-source system. Advances in battery storage technology further enhance the viability of these systems, allowing homeowners to store excess energy generated by both solar panels and wind turbines for use during periods of low production.
To gain a deeper understanding of the feasibility and appeal of home wind turbines, we spoke with several early adopters and industry experts.
Emily Harris, a homeowner in a suburban area outside of Manchester, recently installed a vertical-axis wind turbine on her property. “We already had solar panels, but we wanted to take our energy independence to the next level. The wind turbine has been a great addition, especially during the winter months when we get less sunlight. It’s quiet, and the design fits well with our home’s aesthetics,” she shares.
On the manufacturing side, David Clarke, a representative from a leading wind turbine manufacturer, notes, “We’re seeing a growing interest in small-scale wind turbines, particularly in urban and suburban areas. The key is educating homeowners about the benefits and helping them navigate the regulatory landscape. We’re also focusing on developing more efficient, quieter turbines that can operate effectively in diverse environments.”
For those interested in exploring wind energy for their homes, here are some practical steps to get started:
Conduct a Wind Assessment:
Before investing in a wind turbine, conduct a wind assessment to determine if your location has sufficient wind resources to make the installation viable. This can be done through online tools or by consulting with a professional.
Check Local Regulations:
Contact your local council to understand the planning permissions and regulations that apply to wind turbine installations in your area. This will help you avoid potential legal issues and ensure your project complies with local guidelines.
Consider a Hybrid System:
If you already have solar panels, consider integrating a wind turbine into a hybrid system to maximize energy production and efficiency.
Consult with Professionals:
Work with an experienced installer who can help you choose the right type of turbine for your property and guide you through the installation process.
Monitor and Maintain:
Like any renewable energy system, wind turbines require regular monitoring and maintenance to ensure they operate efficiently and safely. Be prepared to invest time in maintaining your system to get the best results.
As we move towards a more sustainable future, the role of home wind turbines in urban and suburban areas is likely to grow. Technological advancements, coupled with increasing awareness of the benefits of renewable energy, will drive further adoption of these systems. While challenges remain, particularly in terms of regulatory hurdles and public perception, the potential for wind energy to complement solar power and other renewable technologies is undeniable.
For homeowners, architects, urban planners, and environmental advocates, the message is clear: beyond solar, wind energy represents a promising avenue for achieving energy independence and contributing to a greener, more sustainable future.
With energy prices remaining volatile and expected to rise by another 9% in October, renewable self-generation is becoming increasingly commonplace in homes across the UK.
We spoke with Jordan Brompton, co-founder and CMO of myenergi, to understand exactly why and discuss whether or not now is the right time to install a heat pump.
With our short and sporadic British summer seemingly coming to a close, many homeowners are already dreading the colder months and what this means for our energy bills. However, with a little up-front investment, there are a number of ways to protect your wallet in the long-term.
Widely available and proven to deliver immediate benefits, both heat pumps provide an energysaving alternative to traditional gas boilers and electric heaters. Earlier this month, the Microgeneration Certification Scheme (MCS) officially reported the UK’s 250,000th certified heat pump installation. More interestingly still, 30,000 units were installed in the first half of 2024 alone, marking a 45% increase from the same period the previous year and demonstrating rocketing demand.
This growth may be, in part, due to the government’s Boiler Upgrade Scheme, which offers grants of up to £7,500 for the purchase and installation of both air- and ground-source heat pumps . The scheme is experiencing 93% year-on-year growth in grant applications, with
this figure only expected to accelerate over the coming months.
However, alongside financial support, the allure of energy independence is almost equally as attractive. When combined, the opportunity is clear.
Heat pumps use electricity to transfer heat between spaces, providing heating and cooling for buildings. Unlike more traditional systems, like gas boilers and air conditioning units, heat pumps enable two-way heat transfer. This means you can pump heat into a room, or channel it out of a room, which enables more consistent temperature control with greater energy efficiency.
Heat pumps work by circulating refrigerant through a cycle of evaporation and condensation. This makes heat pumps extremely effective at regulating indoor temperatures year-round, not only in winter.
Another big advantage of heat pumps is that they are a passive technology – the ideal indoor temperature can be set and the pump can be left to work autonomously. The end result is a noticeably cheaper energy bill – up to £340 per year (at current energy prices) according to the Energy Saving Trust.
According to the MCS, domestic solar panel installations are booming in popularity. In fact. there are now more than 1.5 million certified systems operational across the UK, and rising daily.
As both solar PV and heat pump technology continue to evolve, it’s not hard to see how the two technologies can work well together, with renewable solar electricity used to power renewable heating. One smart device that can be used to bridge these two technologies is myenergi’s eddi power diverter.
Rather than exporting surplus self-generated electricity back to the grid, eddi diverts energy to a designated heating appliance, such as an air- or ground-source heat pump, space heating, or even into your immersion element. The smart device can even be configured to send energy to multiple heating appliances in sequence, automatically switching between devices to provide even greater energy efficiency.
When PV is generating low volumes, such as on a cloudy day, eddi can automatically ‘trickle charge’ energy to a water heater – offsetting the need to draw power from the grid. Once panels reach a higher load, eddi will divert power directly to the heat pump.
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.
