Company Car & Van December 2021

COMPANY

CAR AND VAN The motoring magazine for SME fleets

IONIQ 5

Electric motoring at its best

KIA EV6

JAGUAR I-PACE

LEXUS NX 450h+

eSPRINTER

Electric KIA drives as good as it looks

Brand’s first plug-in offers BIK boost

December 2021 • Issue 70

Updates make a great car even better

Mercedes-Benz electrifies local deliveries

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Contents 21

8

14

Electric is mainstream – and it shows in our test-drive list Our December issue says farewell to 2021 and hello to 2022, where the rise of electric motoring seems certain to continue.

With Benefit in Kind currently set at 1% for electric cars and rates as low as 6% for Plug-in-Hybrids, CC&V has spent almost the entire year driving these vehicles, with rarely a petrol or diesel car in site. Only pick-ups and vans have bucked this trend.

Now that electric motoring is mainstream, in this issue we have a Q & A with KIA Fleet and Remarketing General Manager, John Hargreaves as the brand launches its new EV6. We also drive the EV6 and its sister brand Hyundai’s IONIQ 5, and discover why the Koreans are taking major steps in the right direction with their latest electric cars.

Talking of electric, we’ve also got road tests on the BMW iX3, facelifted Jaguar I-PACE and Volkswagen ID.3, all of which move fleet customers further than before. And for those who aren’t quite ready for a full-electric car yet, we’ve features on the all-new Lexus NX450h+ plug-in hybrid, the brand’s first step into the PHEV world, with the latest Nissan Qashqai and Mazda CX-30 also featured.

On the commercial front, business is booming. Pick-ups are a dying breed, but not so for Isuzu with its D-Max. We drive the DL40, a D-Max which is still as tough as old boots but now comes with more safety and

refinement than ever before. Van road tests in this issue include the Ford Transit Custom PHEV, Ford’s stepping stone to electric, the Mercedes-Benz eSprinter and Volkswagen Transporter. And we also take a look at the Fiat Professional eDucato and Toyota Proace City Electric.

Fnally, we’ve features on two MercedesBenz Van dealerships, Rygor and Northside, who’ve recently taken on the Maxus franchise and which is now offering customers an even larger portfolio of diesel and electric vehicles.

Bon voyage !

Andrew Walker, Editor and Publisher

NEWS, CARS AND FEATURES Europcar

4

Rolec

6

KIA EV6

8

Q&A with John Hargreaves, KIA UK

10

Lexus NX450h+

12

Volkswagen ID.3

14

Mazda CX-30

17

BMW iX3

18

Jaguar I-PACE

21

Hyundai IONIQ 5

24

Nissan Qashqai/Western Nissan 27 COMMERCIALS Toyota Proace City Electric

28

Maxus eDeliver 3

34

Northside Maxus

36

Mercedes eSprinter

37

Rygor Commercials

40

Volkswagen Transporter

44

Ford Transit PHEV

45

Isuzu D-Max DL40

48

FIAT Professional eDucato

50

14

18 28

Company Car & Van is wholly owned and published by: Walker Advertising & Marketing Ltd 12 Oakwood Lane, Bowdon, Cheshire WA14 3DL t: 07734 264735 e: andrewmaxwalker@icloud.com w: www.companycarandvan.co.uk Follow us at twitter.com/andrewmaxwalker and www.linkedin.com/in/companycarandvan Although every effort is made to ensure the accuracy of material contained within this magazine, the publisher can accept no responsibility for omissions or inaccuracies in its editorial or advertising content. The views expressed in this publication are not necessarily those of the publisher. The carriage of adverts in this publication should not necessarily be viewed as an endorsement of the products or services advertised. All articles within this publication are copyright of Walker Advertising & Marketing Ltd. Editorial consent must be obtained before any are reproduced, either in printed form or electronically. www.companycarandvan.co.uk

Company Car & Van | December 2021 | 03

COMPANY NEWS

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Corporate car sharing: making the car pool work harder COP26 has highlighted the strength of feeling around the need to reduce emissions. Businesses, if they are to thrive, must play their part in reducing the impact of transport on the environment.

However, many organisations are facing conflicting challenges. They want to ‘do the right thing’ to meet sustainability goals, but they also need to ensure employees have access to flexible mobility solutions.

Add to that another dilemma created by the changing working patterns now being seen as a consequence of COVID-19. The hybrid working model has resulted in company car parks full of pool cars sitting idle, while at the same time new vehicle supply delays mean some employees are waiting months for new company cars.

‘Ubeeqo provides a 100% digital experience that can put a pool car fleet to use’

What’s the answer?

Wheels when you need them Corporate car sharing solutions – based from the office car park – could be part of the answer, not only delivering on the sustainability agenda but also helping to manage company travel costs more effectively.

Recent research has shown that non-shared vehicles tend to be parked for 90 per cent of the time – that is potentially a lot of cash tied up in idle vehicles which could be put to better use. And on the environmental front, research also showed that each shared vehicle can replace 18.5 vehicles on the road, thereby helping towards meeting lower emissions and reduction in CO2 targets.

With current fleet supply issues likely to continue until well into 2022, corporate car sharing could lead the way in helping companies to optimise the use of their existing on-site pool fleet.

Europcar Mobility Group’s car sharing brand, Ubeeqo, provides a 100% digital experience that can put a pool car fleet to work.

Businesses can choose to better manage the utilisation of their own existing fleet by installing the Ubeeqo technology and booking platform, or they can opt for Ubeeqo to supply both the technology and the fleet. This offers more flexibility for fleet and business travel managers, as well as company drivers.

The Ubeeqo digital solution uses an all-devices App enabling fleet managers to book, share and track their business fleet, in a safe and efficient way. Fleet monitoring and reporting can be accessed via the platform, including real-time updates on bookings, vehicle utilisation and CO2 consumption.

Company drivers can also be given the ability to book their own cars when they need them and will be provided with keyless access.

From grey to green There’s another advantage to putting corporate car sharing to work for organisations that want to reduce their reliance on grey fleet.

On average, employees’ own vehicles tend to

‘Nonshared vehicles tend to be parked for 90 per cent of the time – that is potentially a lot of cash tied up in idle vehicles’ 04 | December 2021 | Company Car & Van

be older than company cars with the result that they are likely to be more polluting and have fewer safety features. Replacing the dependency on these vehicles with a flexible corporate car share scheme means employees have access to efficient and managed mobility when they need it – and only when they need it – fit for purpose, that’s safer for the driver and cleaner for the environment.

Organising the servicing and regular maintenance for a regular fleet vehicle, not to mention the paperwork involved should there be the need for an insurance claim, can be a full-time job for fleet managers. With corporate car share vehicles that is all taken care of.

A true mobility partner Ubeeqo offers value right across a business.

For the business travel and fleet department, it provides a tool that handles both a company’s current fleet, as well as supplementing that with additional vehicles when needed.

For the HR manager it allows them to offer company drivers flexible travel options that give them duty of care peace of mind.

For the finance team, corporate car sharing with Ubeeqo helps optimise fleet costs, with only the number of vehicles being made available for essential business travel, rather than a vehicle being allocated to each employee, only to sit idle 90 per cent of the time.

And for the marketing department it offers a great opportunity to refresh the company brand with genuine sustainability values.

For more information about how Ubeeqo’s corporate car sharing services can help your business thrive, contact Carl Pittam, Development Director on Carl.pittam@ europcar.com or 0161 250 3878, or see ubeeqo.com/en-gb/business/fleet www.companycarandvan.co.uk

COMPANY NEWS

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Charging commercial electric vehicles, covered with Rolec So, you’re switching your company vehicles to electric, great! But before you do so, have you considered your EV charging requirements?

After recent news of Rolec deploying charging infrastructure across 1,000 of Saint-Gobain UK and Ireland’s premises, it has become apparent that more and more businesses will be following suit. With decarbonisation plans well underway for businesses, the time is now when it comes to electrification.

For many businesses across the UK, electrification and sustainable transport plans are set to begin either towards the end of this year or during the early months of 2022.

Electrifying a fleet can be a daunting experience for some, with various electric vehicle models and types to choose from; it is without a doubt a minefield for those choosing to make a switch. Battery sizes; electric miles; overall driving experience are all factors to take into consideration when transitioning to an electric vehicle, but one significant element is, of course, electric vehicle charging. AC or DC? Smart or non-smart? Pay-to-charge or

06 | December 2021 | Company Car & Van

free-to-charge? All points to bear in mind when choosing charging infrastructures for your location (or multiple locations).

A future-proof, scalable charging solution will provide a hassle-free experience when your business decides to add to its existing charging infrastructure. VendElectric, Rolec’s smart back-office management system, allows for the management and operation of an unlimited number of charging points, so whether you decide to install one or 500 across your premises, you are able to control all of your charging points via one back office management portal. A future-proof charging solution also includes incorporating the ability to ensure systems are up-to-date, without costly labour to install new and upcoming software. With VendElectric, businesses can benefit from remote over the air firmware updates, ensuring that their business is always operating its charging points

using the latest software and technology.

Alongside features such as customisable chargepoint user tariffs; mobile phone/RFID operation; live and historical data; remote over the air firmware updates and the automatic fault notifications, VendElectric also offers electrical load management.

With many businesses seeking to deploy a sizable charging infrastructure, electrical load management is a solution where the collective load may be greater than the electricity supply; VendElectric’s electrical load management feature enables businesses to maximise their chargepoints’ potential on restricted supplies.

By automatically optimising the distribution of the available electricity feed(s) across a business’ network of charging points, electric vehicles can be recharged without the concern of electricity supplies experiencing a cut-out.

When making the transition to an electric fleet, there a various factors to take into consideration, but a future-proof, scalable and fit-for-purpose charging provision must be a priority for a seamless charging experience for all.

Find out more

For more on what Rolec has to offer, please visit: www.rolecserv.com

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ON TEST: KIA EV6

Kia reaches a new level with the stunning EV6 Andrew Walker 2021 has seen the number of electric cars coming to market gather speed. The latest to arrive is the KIA EV6, the brand’s first dedicated electric vehicle. It’s underpinned by the new E-GMP platform and is the first of 11 all-new BEVs to be launched by Kia by 2026, which just goes to show how quickly electric cars are taking over. After spending two days driving it, we can say with certainty that it’s one of the best electric cars yet.

Models and powertrains There’s a choice of two powertrains: 226bhp RWD single motor or 321bhp AWD dual motor, both coming with 77.4kWh battery packs as standard. From launch you can choose from three models; ‘Air’, ‘GT-Line’ or ‘GT-Line S’, with a high-performance ‘GT’ flagship to join the range later. Entry level ‘Air’ is only offered in rear-wheel drive, with ‘GT-Line’ and ‘GT-Line S’ models available with both rear or all-wheel drive.

Battery range and performance The RWD EV6 can travel up to 328 miles on a single charge. With a power output of 226bhp and maximum torque of 350Nm, it can sprint to 62mph in 7.3 seconds and will go on to reach a maximum speed of 114mph. The AWD EV6 with dual motor, offers 321bhp and 605Nm of torque.

It accelerates to 62mph in just 5.2 seconds, with a top speed of 114mph. Battery range is 314 miles on the combined WLTP cycle for GT-Line models fitted with 19” wheels and up to 300 miles for GT-Line S models with larger 20” wheels.

Charging The EV6 comes with a multi high-speed charging system which is compatible with both 800V ultra-fast charging and more mainstream 400V fast charging, without the need for a special adapter or additional on-board charger.

All models are equipped with a Type 2-to-Type 2 charger, as well as a Type 2-to-Domestic three-pin plug charger. For home use, a 7kW home charger will recharge the EV6 from 10 – 100% in 7 hours 20 minutes. Out on the road, a 50kW rapid charger will take the car from 08 | December 2021 | Company Car & Van

10-80% in just 1 hour 13 minutes. Plug in to a 350kW ultra-fast charger and it only take 18 minutes to recharge from 10-to-80%. Our advice as always is to invest in a home charger and plug in whenever you can. We recommend Rolec; see http://www.rolecserv.com/home-charging .

Exterior Kia has resisted the temptation to over ‘SUV’ the EV6, so what you get is a five-door Sportback with plenty of internal space. The front comes with a new ‘Digital Tiger Face’ which includes a sequential dynamic light pattern.

Below this sits a low air intake for optimum aerodynamics. A character line runs along the bottom of the doors and at the back, there’s a sloping C-pillar with an integrated black glossy insert, a roof spoiler and rear lights that wrap around the edges of the boot hatch.

Interior The uncluttered dashboard is dominated by the infotainment and instrument cluster screens, which stretch across two-thirds of the dash.

Below them sits the new multi-mode display, something which will feature in future Kia cabin designs. It replaces physical buttons with a dedicated ‘haptic’ touchscreen, providing shortcuts to climate control, infotainment and SatNav. You don’t need to delve into too many sub-menus to choose what you want, a problem associated with many existing car infotainment systems. It’s easy to work, too.

Thinking outside the box, Kia has cleverly incorporated premium relaxation seats on GT-Line and GT-Line S models. At the touch of a button, the seats can lift and recline, enabling the driver and front passenger to relax while the EV6 is parked or charging, something electric car drivers spend plenty of time doing.

Practicality Up front you get a storage tray and on GT-Line and GT-Line S models, an integrated wireless charging pad. The glovebox comes with 10.5 litres of space and there’s front and rear drinks holders. Connect your device with two USB inputs, a normal and a C version and in the rear,

the twin C USB inputs are located on the inside edges of the front seats. There’s also a plug socket in the centre rear, allowing you to plug-in a domestic appliance, useful for festivals or e-bike charging while on the go. Another design feature is the floating front centre binnacle, with additional storage space underneath.

The boot comes with 490 litres of storage.

Fold down the 60:40 second-row of seats and this increases to almost 1,300 litres. The EV6 also offers bonus storage. At the front, in the ‘frunk’, there’s an additional 52 litres of space in RWD models and 20 litres for AWD models.

There’s also space underneath the rear boot floor, perfect for that charging cable.

Regenerative braking The EV6 features a new ‘i-PEDAL’ mode. It’s been designed to enable easy one-pedal driving in most driving conditions. It works really well, perhaps too well. Luckily, there are three other regenerative levels, of which Level 3, one below i-PEDAL is a great compromise. This allows you to recharge the batteries but not to the detriment of the driving experience. You can go backwards from here, through regen 2, then 1 and can also turn the regen off altogether, which really makes the EV6 a fun car to drive.

Driving We had the opportunity to drive the AWD GT Line S and a RWD GT Line at the UK press launch in Suffolk. Once sat comfortably behind the wheel we headed out from Stansted Airport towards deepest Suffolk on a route designed to showcase the EV6’s driving manners.

On the motorway you can utilise the ADAS functions, sit back and enjoy the ride. We seamlessly connected our iPhone to Apple CarPlay and were able to make and receive a number of hands-free calls, the quietness inside the EV6 being a real bonus.

There’s a slot-car feel to the all-wheel-drive model on winding B roads, particularly round the corners. Yes, you can still feel the battery weight, but it doesn’t spoil the fun on the AWD version, which was particularly accomplished on corners.

The comforting ‘Scalextric’ hum of the engine www.companycarandvan.co.uk

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cars are able to do the same. For the company car driver, it’s 1% BIK and 300-mile range make the EV6 a very attractive choice indeed.

Furthermore, it’s an exciting looking car, features on-trend tech, comes equipped with high levels of safety and there’s space inside for five.

Cons The i-PEDAL will aid battery range but makes your right foot work hard for it. While we love how the EV6 looks, some may prefer a less interesting looking car to own.

only increases the enjoyment and I found myself smiling as the journey progressed.

The rear-wheel-drive version is not quite as much fun, making slightly harder work of the same driving route in the opposite direction.

Don’t get me wrong, compared to other electric cars, it’s still pretty damn good and sportier overall than the Hyundai IONIQ 5 which is built on the same platform.

As we drove along we switched between the three driving modes – Eco, Normal and Sport.

Each does what is says on the tin. The longer you spend in the EV6, the better you’ll get at selecting which driving mode and regeneration level works best for you, or the driving situation you’re in. We found that Eco or Normal mode at regen level 3 worked well and was the most

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satisfying for urban driving or slow traffic. On the motorway, level 1 or 2 of regen was better.

The one-pedal mode, which offers the highest level of regen and reduces your need for the brake, is quite heavy and your right foot will begin to ache after a few miles. Plainly, when battery range isn’t your paramount concern, turning off the regen and driving in Sport mode opens up the performance and the EV6 definitely doesn’t disappoint. The car’s ability to iron out the shakes associated with large battery EVs also shines through.

Pros Like the IONIQ 5, the EV6 uses 800 volt technology, so the the battery can charge much faster. Currently, only a couple of other electric

Conclusion We were blown away by the Hyundai IONIQ 5, both by how good it looks and how well it drives. Arguably, the EV6 is even more attractive and thanks to its sleeker profile, is actually more fun on the road, too. However, it’s not all about fun. The EV6 is also realistically priced and looks and feels like a car you could live with every day.

Add in a 300-mile real world battery range and it’s a car that offers a compelling argument to make that switch from your existing petrol or self-charging hybrid to a full-electric car.

CC&V VERDICT Simply, one of the best electric cars yet

CC&V RATING: NNNNN

Company Car & Van | December 2021 | 09

Q&A WITH... JOHN HARGREAVES, KIA UK LTD

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Kia’s geared up to help fleets make the switch to electric John Hargreaves, General Manager Fleet and Remarketing at Kia UK Limited, explains how the company is set up to welcome more fleet customers in the future CC&V: Moving into 2022, there are still supply issues for most car and van manufacturers, relating to the worldwide semi-conductor shortage. Will this affect Kia’s fleet offering next year?

John Hargreaves: While the whole industry has been affected by the issues with availability of some parts and components, including Kia, we have actively managed the situation and as evidenced by our strong market share in 2021, managed to maintain supply with all our major customers.

We expect some constraints in 2022, but expect to remain active in all fleet channels next year.

CC&V: With generous BIK tax incentives currently being offered on both plug-inhybrid and fully electric cars, is Kia seeing existing corporate customers switching to these vehicles, or are you still supplying plenty of petrol models into fleet?

John Hargreaves: We have benefited from the growth in hybrid, plug-in hybrid and fully electric sectors. However, petrol and diesel still make up a substantial proportion of our sales – overall, the split for us between ICE and Eco cars in 2021 is about 60/40, with the Eco balance shifting towards EV, HEV then PHEV in fleet.

There are still numerous operators taking

both petrol and diesel cars, so the switch will take place over time and we are fortunate to have a product range that enables us to move with the market.

CC&V: Talking of electric, you’ve just launched the EV6. Will Kia be targeting the fleet sector with this and if so, what percentage of EV6 sales are expected to come from the corporate market?

John Hargreaves: Demand is very strong in all sectors and we do not expect to offer more than a little financial support on this car in fleet.

However, in line with the market trend we expect just over 50 per cent of these cars to go into one or other of the fleet channels.

CC&V: With many businesses letting employees work from home, with less time spent in the office, do you think that your average Kia fleet customer will be reducing their annual mileage and if so, do you think your fleet offering has this covered?

John Hargreaves: There is still some doubt in the medium term of the extent of a full-scale return to pre-Covid office working.

However, it would seem inevitable that there will be less business travel in the short term; this could mean lower mileages and longer holding periods that will see our seven year

warranty become an increasingly attractive proposition.

CC&V: There’s an all-new Sportage arriving in 2022, with a number of powertrains including PHEV. Are you expecting to see Sportage sales grow within the company car sector with a plug-in offering?

John Hargreaves: Next year, into all the fleet channels, we would expect the main Sportage powertrain to be HEV (around 55 per cent of mix), ICE at 35 per cent and PHEV around 10 per cent.

Consequently the PHEV will open a market into which we have not sold Sportage before and provide some incremental sales.

CC&V: In our annual survey about electric cars, our readers’ biggest concerns remained EV range anxiety and access to charging points, not the actual cost of electric vehicles. Based on our findings, do you think that electric is the way forward or do self-charging and PHEV cars have an important role to play in the transition to a fully electric fleet?

John Hargreaves: In the short term, self-charging and plug-in hybrid cars offer a bridge towards fully electric cars.

We have recently launched Kia Charge to provide a convenient means of charging cars, offering access to numerous charge point operators across the UK and Europe with a single account.

I believe range anxiety is disappearing – with affordable cars like e-Niro offering 282 WLTP-rated miles on a single charge.

Providing complete fleet management solutions Silvey Fleet has launched a new card which gives users the ability to pay for electric vehicle (EV) charging as well as refuelling with hydrogen, petrol and diesel, allowing managers to easily incorporate fully electric and/or hybrid vehicles into their fleets and control the use of all types of fuel on a single payment card.

The new card, which offers all the benefits of an existing fuel card, will enable fleet managers to pay for EV charging across a multi-branded charging network such as ESB EV Solutions, Engenie, and Source London, amongst others.

Additionally, the new combined payment card solution provides access to the largest fuel network in the UK, helping users to save across the Discount Diesel network. It also provides one HMRC-compliant invoice for all transactions.

Fleet owners and managers have been 10 | December 2021 | Company Car & Van

asking how they can incorporate fully zero emission and electric vehicle alternatives into their fleets. To help fleet managers make the right decision about making the transition, Silvey Fleet now not only offers an EV payment solution but also provides a consultancy service to ensure its customers have all the information they need to make well informed decisions on EVs or recharging infrastructure or cost.

Managing Director Miriam James said: “We are committed to providing the right products for our customers along with a service specifically designed to help fleet operators understand which diesel and/or petrol vehicles could be easily replaced with an electric model.

“We can create a fleet electrification plan that meets the needs of your company.”

Silvey Fleet has partnered with AllStar to

become a reseller of its One Electric fuel card.

This versatile fuel card incorporates all fuels, thus allowing fleets the option of paying for all the fuels they use with just one card, be that diesel, petrol, hydrogen or electric charging.

“We are really excited to be able to offer fleets the opportunity to pay for electric charge points using a fuel card,” confirms Miriam. “Not only will EV drivers has access to a growing nationwide, multi-brand, electric charging network, but the same single fuel card can be used irrespective of how they are fuelled.

“By having just one fuel card, fleet managers not only have a complete overview of their fleet, but also all transactions will appear on one invoice – resulting in less time spent compiling data or paying multiple suppliers.”

See https://www.silveyfleet.co.uk/ www.companycarandvan.co.uk

NEW CAR REVIEW: LEXUS NX 450h+

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New era for Lexus as it takes wraps off first plug-in NX 450h+ Lexus has opened the next chapter in its illustrious history with the launch of its plug-in hybrid electric model, the NX 450h+. It heralds a new direction in terms of design and powertrains as well as a leap forward in dynamic performance. Its introduction comes as part of a comprehensive overhaul of the NX brand, with new models across the board.

Keynote features include the debut of a new multimedia platform that takes connectivity, information and convenience to a higher level, and benefits from expansion of the scope and functionality of the next generation Lexus Safety System+ active safety and driver assistance systems to help guard against an even wider range of accident risks and reduce the burden on the driver.

Lexus sees the NX as playing a major role in shaping the future of the brand in Europe and driving the company’s growth ambitions.

Design enters a new period of evolution with the launch of the new NX, while remaining true to its core L-finesse philosophy – the application of leading-edge design and technology, with finesse.

The intention has been to preserve the avant-garde character that proved so attractive to customers with the first-generation model while using a more sophisticated, mature and dynamic design language. The result is “functional beauty,” a blending of design with performance to produce styling that delivers improved aerodynamics, noise reduction and fuel efficiency.

The bodywork presents contrasting curved surfaces and sharp angles, with dynamic proportions that express agility and a roadgripping look.

Introducing... the PHEV Lexus has drawn on more than 15 years of hybrid technology expertise to produce its first plug-in hybrid electric vehicle (PHEV), the new NX 450h+. The halo model in the new NX range, it features a four-cylinder, 2.5-litre hybrid Atkinson cycle engine, a 134kW front electric motor, a 40kW rear electric motor and a lithium-ion battery with 18.1kWh capacity – one of the highest capacities in its class.

The full plug-in system, including electric motors and battery, produces a maximum 305bhp/227 kW, enabling acceleration from 0-62mph in 6.3 seconds. At the same time, CO2 emissions between 20 and 26g/km and fuel economy between 256.8 and 313.9mpg are among the best in the new NX’s class.

Thanks to its powerful battery and superior efficiency, NX 450h+ also provides a substantially higher EV range. At 43 to 47 miles in the combined WLTP cycle, rising to 55 to 61 12 | December 2021 | Company Car & Van

miles in the urban cycle, this is as much as twice the range offered by competitors in the NX’s segment. The new battery’s performance also enables all-electric driving at speeds up to 83mph. Using Lexus’s new compact and lightweight hybrid transaxle, the plug-in hybrid electric system delivers best-in-class fuel efficiency and power.

The NX 450h+ is equipped as standard with Lexus’s intelligent E-Four electric all-wheel drive system and has a 1.5-tonne (braked) towing capacity.

Lexus’s plug-in hybrid electric technology has the crucial benefit of maintaining high efficiency when the battery is depleted. In many competitor systems, operation at this point defaults to an internal combustion engine, but in the NX 450h+ the default is to an efficient, self-charging hybrid system.

Lexus’s testing shows that its competitors’ fuel consumption is on average 30 per cent higher than the NX 450h+ when the battery is depleted.

Battery recharging can be accomplished in around 2.5 hours using a 230V/32A connection and the 6.6kW on-board charger.

The addition of a boost converter to the hybrid system’s power control unit increases the voltage, allowing more power to be sourced from the battery, which has 96 cells and a voltage rating of 355V. Being more energy-dense, the battery unit is compact and can be accommodated in the vehicle’s platform without intruding into the cabin or load space. Its location also contributes to the car’s low centre of gravity.

Hybrid system drive modes The driver can select from four drive modes for the plug-in hybrid electric system.

EV (electric vehicle) mode is the default: the NX 450h+ will run purely on electric power until the limit of its range is reached, no matter how hard the accelerator is pressed. When the battery is depleted, operation switches automatically to efficient HV (hybrid vehicle) mode.

The Auto EV/HV mode automatically brings the hybrid engine into play when extra power is needed, then returning to EV operation immediately afterwards.

Battery charging mode starts the engine to restore the battery charge level, helping ensure more battery power is available when EV driving is required, for example prior to entering a zero or low emissions zone.

In addition, the driver can use Drive Mode Select to adjust the performance of vehicle systems to suit the journey, using a new-design control on the centre console. Normal mode gives a balance between driving performance and economy, while Eco mode adapts throttle response and air conditioning performance to support fuel economy. Sport mode adjusts steering feel and accelerator response for a sportier drive.

The entry point to the NX 450h+ line-up is the NX Premium Pack version. The specification includes Tahara man-made leather upholstery, eight-way power adjustable front seats, rear privacy glass, smart keyless entry, a wireless phone charger, LED cornering and front fog lights, Blind Spot Monitor and Rear Cross Traffic Alert and Safe Exit Assist.

The NX 450h+ is also available in NX Premium Plus Pack, F Sport, F Sport Takumi Pack and Takumi versions Pre-ordering is open now for UK customers ahead of vehicle deliveries from January 2022.

On-the-road prices from £38,300 www.companycarandvan.co.uk

ON TEST: VOLKSWAGEN ID.3

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Volkswagen gets it right first time with the ID.3 Volkswagen took a while to embrace all-electric – but boy, has it got it right first time with the ID.3, as Andrew Walker discovered

A

s one of the car manufacturers involved in ‘Dieselgate’, it’s no surprise that Volkswagen has come out fighting with the launch of its first full-electric car, the ID.3.

The ID was preceded by Volkswagen’s e-Golf, which was to all intents and purposes an ordinary Golf featuring an electric powertrain fitted to the same chassis as a petrol or diesel Golf. The ID.3 is Golf-sized, with an interior the size of a Passat, but crucially it’s the first VW built from the ground up as an electric car.

Indeed, you can trace its origins back to the 1970s and the Elektro Golf, so you could say Volkswagen has had plenty of time to consider its electric car approach.

Volkswagen had planned, pre-pandemic, to sell all of the UK’s 2021 ID.3 allocation into the retail market, but Covid-19 has meant that it has stock available for the corporate sector too, which has led to some attractive contract hire offers. This means that the ID.3 will be targeting not only existing petrol, diesel and hybrid competition, including VW’s own Golf, the Focus and Astra, but also electric competition in the shape of the Nissan Leaf, KIA e-Niro and Hyundai Kona Electric.

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Battery and trim Three battery sizes are available: the entry level 45kWh battery, a mid-range 58kWh battery, which was fitted to our First Edition test car, and the larger 77kWh version on top-ofthe-range Tour models. Volkswagen claims a range of 260 miles for the 58kWh battery.

Volkswagen has named the 58kWh battery and 201bhp motor set-up ‘Pro Performance’ and it comes with seven individual trim levels: Life, Style, Business, Family, 1st Edition, Tech and Max. The 77kWh version is called Pro S and is only available on the Tour specification.

Each trim level comes pre-fitted with a range of equipment packs, and you choose additional ‘Plus’ packs to upgrade your ID.3.

Exterior If you look at the ID.3 from side on, it’s most definitely a Volkswagen from the centre back, with similar lines and shaping to the Golf 8.

However, from the centre forward, it morphs into a less conventional Volkswagen, taking its cue from the Nissan Leaf in looking more space-age than traditional. In effect, it’s more in keeping with an MPV than a family hatch, as you get an elongated windscreen, more glass and a higher bonnet.

At the back it is also higher than a Golf, with the rear light clusters resembling a pointing finger. The bumper is much larger than on the latest Golf and colour wise, all cars feature a contrasting black roof and boot lid.

Interior While some of the external lines makes the ID.3 look like a traditional VW, the interior is

all-new. It has a centrally mounted 10” infotainment touchscreen, a 5.3” dash panel display, flat bottomed steering wheel and a gear lever on the right end of the centre console that you twist to select from Drive, Reverse or Neutral. The colour was a little bland, basically grey on grey, and the finish, hard plastics and especially the seat fabric does not feel as good as those you’d find on the Golf 8. What is a success, however, is the spacious interior, which offers more room inside than our own Volkswagen T-Roc. Equipment All cars come with keyless start, LED headlights, front and rear parking sensors, climate control and heated front seats.

Standard safety kit includes automatic emergency braking with cyclist and pedestrian monitoring, a driver fatigue alert system, a dynamic traffic sign display, Lane Assist and adaptive cruise control.

First Edition cars add a heated leathertrimmed multi-function steering wheel with rake adjustment, 2-Zone ‘Air Care Climatronic’ climate control, keyless entry and starting system. There is also remote tailgate unlocking and a proactive passenger protection system which detects an emergency manoeuvre being made and prepares the occupant seat belts in advance of any collision.

A combination of equipment packs adds more kit, such as a panoramic sunroof, a rear-view camera and an upgraded audio system.

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ON TEST: VOLKSWAGEN ID.3

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Continued from page 14 Practicality Considering the ID.3 is only marginally larger than the Golf, the interior space is excellent.

There’s loads of room up front, a flat rear floor and space on the rear seat is large enough or three adults. ID.3 comes with a 385-litre boot capacity, just four litres up on the Mk8 Golf. If you fold the rear seats down, the useful space increases to 1,267-litres. However, there are two charging cables supplied with a bag for each, which do take up some of the boot space.

Cabin storage is above average, with four deep door pockets, lots of useful space between the front seats under a sliding cover, two front and two rear USB-C connectors, a convenient mobile phone holder and a rear fold down armrest with two cup holders inside.

Charging and range Using a standard 7.2kW home wall box, the ID.3 can be charged from 0-100 per cent in nine hours 30 minutes. A 50kW public charger will take about an hour from 10-80 per cent, while the 1st Edition cars are able to cut this time to just 30 minutes as they come equipped with 100kW charging capability as standard.

Models fitted with the mid-spec 58kWh version can cover up to 260 miles on a single charge, while Volkswagen claims the top-of-therange Tour fitted with the 77kWh variant will go 336 miles before needing to plug-in.

Real world driving We like to drive all electric vehicles on the motorway, on faster A and B roads up to 60mph and, of course, in town. A 70-mile motorway journey at 70mph saw us use up 90 miles of range, which is impressive. Slow down to under 60mph and you get a 1:1 ratio of miles travelled to range used and on urban roads, travelling between 20 and 40 mph, where you can get the most out of the brake regeneration, you’ll actually get better than this.

While range anxiety accompanies any electric vehicle purchase, we feel confident that the ID.3 fitted with the 58kWh battery will, if you do use the motorway regularly, offer you a comfortable 200 mile range. Driving locally this is more likely to be 230 miles.

Driving The ID.3 may be heavy, weighing in at 1,794kg, but the 201bhp electric motor which 16 | December 2021 | Company Car & Van

offers 150kW or 204PS and 310Nm of torque, means that swift progress is not an issue. It will hit 62mph from standstill in 7.3 seconds, before moving on to a top speed of 99mph.

The single-speed automatic transmission and rear wheel drive set-up make for serene progress. A real bonus is that compared to some electric cars, it rides really well and also quietly over poorly maintained roads. The battery weight does mean that it’s built more for driving in town and on the motorway, rather then navigating winding, undulating roads. All in all, it offers a very composed ride.

To enhance battery range, you can select from two regenerative brake modes. In Drive mode you simply twist and push the gear lever to select the B function, which gives you access to this. Unlike some EVs, the strength of the regen on ID.3 is not that high, so you’ll do need to use the footbrake more. This caveat though, also makes the ID.3 surprisingly enjoyable to drive.

Day to day The infotainment system is touch-sensitive and controlled by a 10” touchscreen. It’s quite intuitive and doesn’t take too long to get used to. Menus are straightforward, the graphics super-sharp and the set-up is responsive.

Having to go into the touchscreen to access the heating controls, like on so many new cars, is our only bug-bear.

Apple CarPlay and Android Auto, SatNav and wireless smartphone charging are all standard so you get a lot for your money.

Running costs We estimate that if only charging from your home wall box – we use a Rolec home charger – would cost customers £500 to travel 12,000 miles. This can be achieved by utilising a combination of home electricity tariffs of around 13p per kWh and plugging in at night, when there are cheaper 5p a kWh tariffs offered by the likes of Octopus Energy’s Go. Does £500 seem expensive? It isn’t.

Covering 12,000 miles in a petrol hatch back will cost you between £1,500 and £2,000.

Lease an ID.3 for three years rather than a Golf

and that’s £3,500 in fuel costs saved. And of course, there’s zero emissions so you’ll pay 0% BIK, whereas a petrol Golf 1.5 TSI Life 130PS, will cost you 28 per cent, or £1,326 as a 20% tax payer, or £2,651 as a 40% tax payer. Over three years that’s another £4,000 in your pocket.

Pros and cons For company car drivers, the pros of running an ID.3 far outweigh the cons. Charging regularly at home and at night on a cheaper tariff will save on your fuel bill and the tax savings are massive. Compared to other electric cars, a 200-mile driving range is infinitely doable, which is not the case in the Nissan Leaf or Peugeot e-2008. It’s closest competitors both in size and in actual electric range are the KIA e Niro and Hyundai Kona electric, but both are older and not as modern as the Volkswagen, with replacements on their way. It’s also very roomy inside, offers a comfortable ride and the on board tech and safety is spot on.

Against it, the issues are few. The ‘Gerry Anderson’ looks may put some off and the fiddly infotainment system takes a little getting used to. Biggest let down was the quality of the cabin as the plastic used on the fixtures and fittings was disappointing and not up to the level you’ll find inside a Golf 8.

CC&V VERDICT Volkswagen has got just about everything right on the ID.3 at the first time of asking.

A driving range of 200 miles-plus, a spacious well-designed cabin with room for five, on-trend tech and safety and for an electric car, decent handling and ride.

It’s at the top end of family EVs currently on the market.

CC&V RATING: NNNNN

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ON TEST: MAZDA CX-30

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Hey, good looking: CX-30 is a clear winner in the charm stakes Andrew Walker There’s no doubting that Mazda’s designers are on a roll, with the all-electric MX-30 joining the super-attractive Mazda CX-30 mid-range crossover, which we drove recently.

We were testing the likely best selling 2.0 litre 180ps GT Sport petrol version, which benefits from Mazda’s Skyactiv-X petrol engine.

The 2.0-litre unit uses spark-controlled compression ignition and a mild-hybrid set-up to reduce emissions, resulting in a pleasingly low 105g/km CO2. Skyactiv-X also has the benefit of appealing to both corporate customers and retail folk alike.

All CX-30 models come decently equipment.

Entry level SE-L is fitted with 16” alloys, LED headlights, a head-up display, rear parking sensors and an 8.8” infotainment system with SatNav and smartphone integration. The SE-L Lux adds a reversing camera, front parking sensors and keyless entry, while the mid-range Sport Lux adds 18” alloys and manual sunroof.

Our GT Sport was further enhanced by leather seat trim, a powered driver’s seat, a heated steering wheel, door mirror tilt down function when reversing and the 12-speaker Bose surround sound.

If you stare long and hard at the CX-30 it looks well, just like the CX-3, just slightly larger.

Its narrow front LED headlights give it a sporty look and at the back, the slim tail lights do the same. They’re shallow and wide, sitting across the rear wings and hatchback.

Inside, the minimalist dashboard has been designed to enable the driver to reach all of the switches and buttons easily. It is pretty much identical to the Mazda3, with a dash top mounted infotainment system controlled by a rotary dial located between the two front seats.

For load lugging, the boot offers 421 litres of storage, increasing to 1,398 litres with the back seats folded down. Access is decent and the boot will comfortably fit three large suitcases in.

A trip to the North East afforded me the opportunity to spend a good three hours behind the wheel and there’s no doubt the CX-30 is a comfortable, quiet motorway cruiser. Adaptive Cruise Control makes driving more relaxing.

The SkyActiv-X technology is great for fuel economy; we averaged 42mpg in our week on board, (the claimed is 47.9mpg,) but the lack of low rev oomph is really noticeable. For example, if motorway traffic slows and then speeds up, the Mazda, which requires 3,000rpm to reach its maximum torque of 224Nm, is slow to react. You have to disengage cruise control, change down from sixth gear to fourth, just to get the car back up to cruising speed. Annoying to say the least.

Mazda claims a 0-62mph time of 8.5 seconds but with four adults and luggage on www.companycarandvan.co.uk

board, getting to 62mph takes a bit longer.

On a more positive note, the six-speed manual gearbox is slick and around town the CX-30 is small enough to feel nimble. There’s little or no body roll by SUV standards and it’s an enjoyable car to be in. Our test cars 18” alloys were, we felt, a little large for the car’s size, and it tends to fidget over poorly maintained surfaces. We reckon the smaller 16” wheels would be better.

Overall it is a beautifully crafted, attractive car that’s let down a little by rear passenger space and a lack of pulling power when you need to accelerate.

However, there’s good news for business customers who choose a petrol CX-30; there are plenty of attractive contract hire rates out there, and the 122PS version means fleet drivers will be looking at a BIK rate of as little as £101 per month + VAT.

CC&V VERDICT If you value looks over practicality and, let’s be honest, the CX-30 is not that small, then the new Mazda will be right up your street.

It’s stunning to look at, very well built, features all of the latest tech and safety and it’s available to fleet customers at a decent cost.

CC&V RATING: NNNN

Company Car & Van | December 2021 | 17

ON TEST: BMW iX3

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iX3 proves BMW fans have nothing to fear from the electric switch The iX3 offers everything great that you’d expect from a BMW... with electric power. No wonder Andrew Walker was so keen to give it a test drive

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he premium brands seem to be adding an electric SUV to their range on a weekly basis at the moment. Some are going down the all-new platform route – Jaguar I-PACE, for example, while others, notably Mercedes with the EQC, are tagging a battery on to an existing petrol/diesel design.

That’s what BMW has done with the electric iX3. While the iX3 is new, it’s based on the petrol, diesel and plug-in hybrid X3 which has been around for a while.

However, as we found out on our test drive, this isn’t actually a hinderance.

We drove the Premier Edition Pro. This has only a limited release, so perhaps it’s better to look at models in and around that bracket as decent options. Customers can choose from the M Sport or M Sport Pro. M Sport costs from £59,730 and spec includes 19” alloys, automatic air con, an electric sunroof and parking sensors. M Sport Pro, adds 20” alloys, a head-up display, a Harman-Kardon stereo, parking assistance and auto high beam.

Rather than give their EV a ‘Gerry Anderson’ makeover, BMW has sensibly made the iX3 SUV look very much like a normal X3. Electric iX3 M Sport features slightly slimmer headlights, the wheels are black alloy and the kidney grille is also black, and that’s about that.

Slip inside and it’s a cracking set-up. We’ve driven almost all of the competition and although the BMW’s interior may not offer quite the X Factor of a Model 3, or even the Ford Mustang Mach E, it’s brilliantly put together and finished in top quality plastics and leather.

BMW’s infotainment system is excellent, coming as it does with a super-clear screen and intuitive menus, all operated by the iDrive controller located on the centre console.

Separate heating controls sit underneath and overall, it’s definitely a more conventional set up than found elsewhere.

Front seat passengers sit quite high and are cosseted in comfortable leather seats. Rear seat passengers have plenty of head and legroom, their own climate controls, an armrest with two cup holders and twin C USB inputs.

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The boot is 40 litres smaller than in the standard X3, but still offers a useful 510 litres, while folding the rear seats flat increases this to 1,560 litres. The boot floor is flat and can be lifted to reveal storage for the cars two electric charging cables.

In cabin storage includes a good-sized glove box, front door pockets, a cubby in the centre consoles and under armrest storage.

Battery, range and charging The iX3 features an 80kWh battery and 282 bhp electric motor. Range is claimed to be 280 miles.

Charging at home via a 7kW wall box, such as our own Rolec, takes 12 hours from empty to full. Those with three-phase electrics can take advantage of the BMW’s faster 11kW

TECH DATA BMW ix3 Premier Edition Pro Price: £61,770 CO2: 0 g/km Range: 280 miles Engine: 80kWh battery coupled to an electric motor 0-62: 6.8 seconds Top speed: 112mph Power/ torque: 282bhp/400Nm

on-board charger and if you plug in to a 150kW ultra rapid charger, the iX3 will charge from 10-80% full, in only 30 minutes.

To retain your iX3’s battery range the car defaults to Eco Pro mode from take off. This setting works well, including on the motorway.

The Comfort option is a happy compromise and is probably best for most situations. Sport mode sharpens the senses of the iX3 as well as the fun factor, but be warned, the ride gets much, much harsher – and the range falls away, as you’d expect.

The iX3’s regenerative braking system, features three regen settings: low, medium and high. They’re not as easy to find as you’d think and require a bit of fiddling. They are located within the infotainment system menu. By far the easiest way to select regen is to simply push the gear lever across to B mode, which acts as a rapid shortcut to the highest regeneration mode.

BMW has also added a fourth ‘Adaptive’ setting, whereby the SatNav and radar automatically decides which level of braking to use depending on the road and traffic conditions.

By selecting this option, BMW claims, almost all reducing speed scenarios can be handled without using the brake pedal.

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ON TEST: BMW iX3

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“It’s definitely more enjoyable than other large battery electric vehicles... and handles winding roads and sharp turns with aplomb”

Continued from page 19 Driving The iX3 is rear wheel drive, which helps it feel lighter than many competitors as the battery is mounted along the floor. Indeed, it doesn’t feel like other large battery electric cars; it’s definitely more enjoyable and handles winding roads and sharp turns with aplomb.

The ride is a little firm but the damping is good, so pot holes and rough surfaces don’t intrude too much into the car’s ride. The steering is well judged and reacts splendidly to the drivers wishes.

With a full 282bhp on tap, the iX3 will go from 0-62mph in 6.8 seconds and does feel quick, as well as nimble.

There’s little road or wind noise entering the cabin and with easy Bluetooth or Apple CarPlay connectivity, you can wile away a long motorway drive to your hearts content.

In town, the iX3 is aided by a one pedal regeneration braking system, allowing you to drive using just one pedal. Even in maximum regeneration, it’s not too strong and definitely helps increase the battery range. We were averaging 3.3 miles a kWh and reckon that 250

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miles is achievable in the iX3, if you avoid Sport mode and keep to motorway speed limits.

Pros and cons It’s good to drive, brilliantly built, conventional looks, 1% BIK... and hey, it’s a BMW. The main negative is, in common with all large battery EVs, it takes a while to charge the iX3. As a retail offering it’s not cheap either and in our opinion works best currently as a company car.

Knowing that BMW is always looking to make its cars drivable, it came as no surprise to us that the iX3 is, alongside the Jaguar I-PACE, the most enjoyable electric SUV we’ve driven yet.

Where other premium EVs’ ride quality suffers from the extra battery weight, the iX3 makes an excellent fist of making you forget the battery is even there. The power on offer and

the torque only add to the fun factor.

Furthermore, you’d be hard pressed to find a better built electric car, with no noticeable short cuts to keep costs down taken on the materials used, from the door pockets, glove box through to the lower down plastics.

We’d also expect existing X3 corporate customers to be tempted by the full electric version’s 250 mile + range, which makes the iX3 very desirable indeed.

CC&V VERDICT Typically BMW: premium quality motoring which oozes driver appeal and all backed by a 250-mile range if you are careful on your speed

CC&V RATING: NNNNN

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ON TEST: JAGUAR I-PACE

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Revamped I-PACE still packs loads of driver appeal Upgraded tech and improvements help keep exciting SUV a real contender, says Andrew Walker

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ince we first drove the Jaguar I-PACE three years ago, an awful lot can happen. Brexit, Covid and a raft of new electric cars have come to market, threatening the electric Jaguar which, back in 2018, was well ahead of the pack.

It was no surprise when Jaguar decided to make some improvements and the updated I-Pace arrives with us last month So what’s new?

Outside, there’s some subtle trim updates and a new bright pack, which makes the 2021 model visually distinctive from its predecessor.

Inside, tech updates, with an improved Pivi Pro infotainment system, featuring Pivi Pro Connected inside, stand out, along with a 10.25” touchscreen display; a 12.3” Interactive Driver Display is carried over from before.

Elsewhere, JLR’s Clearsight rear camera system has been added. The system works by feeding a high-definition wide-angle view from a roof-mounted camera on to the rear-view mirror, giving the driver an unobstructed view of the rear. We first experienced this in the Mk2 Evoque and it’s brilliant, if at first a little disconcerting. The image on the mirror is so clear it doesn’t look real and is even better in the dark.

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The other main change is with charging. The I-PACE now comes with a new three-phase 11kW inbuilt charger. This means that you can fully charge the battery in just 8.5 hours and is a real bonus as it means you can plug-in overnight, to take advantage of discounted night-time charging rates.

Exterior When it came out the I-PACE really stood out from the crowd. Somehow, Jaguar has managed to keep the Jaguar ID, for example, with the front grille, while simultaneously adding a massive air vent to the bonnet to make the I-PACE more aerodynamic and totally unique.

Plainly, they considered the competition and back in 2018, it was Tesla’s Model X. Since then, however, the competition, namely the Germans, have been catching up, but to be fair to Jaguar, the squat and muscular I-PACE still turns heads wherever you go.

Specification We were testing the entry level I-PACE 400PS Electric S, which comes very well equipped. It features Luxtec synthetic leather sports seats, 19” five-split spoke gloss dark grey alloys, electric cabin pre conditioning, LED head and tail lights, follow me home lighting, flush exterior door handles, Jaguar Drive Control, Pivi Pro connected, a smartphone pack for Apple CarPlay and Android Auto, a Meridian sound system, cruise control, lane keep assist and a rear camera.

Charging equipment includes a 7kW charger cable, which went straight into my Rolec home set up and a multi-function 32A charging cable,

which will plug in to a domestic socket.

Inside, the quality of all of the visible surfaces is excellent. Some nice touches include a light Oyster Morzine headlining, as the cabin can be quite dark, metal tread plates with Jaguar script and an ebony interior.

Passengers will be pleased with the generous head and leg room in both the front and rear, and the cabin cocoons you in a happy way. Three adults will fit into the rear with decent legroom but shoulder space will be a little tight.

The centre console has been hollowed out, with a hidden space underneath, just big enough for a small bag. This section also contains two USB charging ports. In the rear, there’s trays beneath the rear seats, which are the perfect size for storing an iPad or laptop plus, rear passengers also get twin USB ports and a 12v socket. The central armrest has a 10-litre cubby underneath with a further two USB ports inside plus another 12v socket. In front of this there’s two drinks spaces and a clever rectangular fitting for your mobile phone.

Both front door pockets are a decent size and will each take a small bottle.

The way that the I-PACE has been designed, means there’s an excellent amount of boot space, with 656 litres on offer. Drop the rear seats down and this goes up to a more than useful 1,453 litres. The two charging cables are stored under the boot’s flat floor and, of course, as there’s no engine, you get a few litres of storage space at the front under the bonnet.

Continued on page 22 Company Car & Van | December 2021 | 21

ON TEST: JAGUAR I-PACE

Continued from page 21 Battery and range The 90kWh battery is installed into the floor and it’s this that makes it so much fun to drive, with the car’s 2.2 tonnes of weight spread more evenly across the chassis.

Jaguar claims a range of up to 298 miles, but with the way it handles and a 0-60mph of just 4.5 seconds, we would seriously question this.

The I-PACE begs to be driven and as we found out, a range of 190-200 miles on a single charge is more realistic. Stick to Eco mode for the best range rather than in Comfort or in Dynamic. The 90kWh battery which drives the two electric motors to give 4WD, develops 400PS and 696Nm of torque, more than enough to tempt even the most pessimistic petrolhead.

We started off with a 90-mile drive on motorway from full charge, which was 268 miles on delivery. The range dropped from 268 to 142 miles, however (126 miles), which wasn’t a great start. It proves that travelling at over 70mph really does drain the battery.

The good news, though, is that once you slow down and drive in urban areas, or on A and B roads, at 30-40mph, the economy improves. The 142-mile range we had left actually gave us 128 miles of driving before we were warned to recharge. That’s close to one mile range = one mile actual driving, as it should be.

Charging from almost near zero to full using our Rolec 7kWh home charger took us 10.5 hours and this would work out at around £12 of electricity, depending on your supplier. As we have an Octopus Go tariff, we were able to utilise the 5p a kWh charged between 00.30am and 04.30am, which would reduce the cost to only £4.50. If you don’t have a home charger, you’ll need to plug in the 32A charging cable into a domestic socket. This is not to be encouraged as it will take twice as long to charge the battery and will cost more as well.

We reckoned our £12 bought us about 200 miles of range, about two-thirds cheaper than it would cost to buy 200 miles of fuel in an average family petrol hatchback. Compare the cost to go 200 miles in the kind of petrol powered car that offers the I-Pace’s performance and the Jag is at the very least three-quarters cheaper running on electricity than petrol. That’s a sobering thought and one that many customers will be swayed by.

On the road Driving in town in a silent car can be dangerous to pedestrians and so Jaguar has fitted a synthetic soundtrack which you can adjust from ‘calm’ to ‘dynamic’ to warn unsuspecting passes by that you’re near. It may be quiet but the I-Pace is hardly invisible.

Moving off, you push the D for Drive button, with an R button for Reverse and a P button for Park. There’s an electric hand brake, which is located on the right side of the steering wheel on the lower part of the dashboard.

The cabin layout and equipment mirrors 22 | December 2021 | Company Car & Van

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those found in other Jags and Range Rovers, including the touchscreen infotainment system.

This system works well, but it isn’t as large or as much fun as the massive tablet screen or system fitted in the Teslas, or even the Ford Mustang MACH E. The heating controls are clever. Twist the dial to increase the temperature, push it to engage the electric heated seats or pull it up to increase the fan speed. The 12.3” driver’s digital display in front of you is also a nice touch.

For the first few days I drove the I-PACE only on the motorway and although it’s an excellent motorway companion, driving in relatively straight lines and on a lot of speed-restricted sections, it wasn’t giving me the pazzaz I was hoping for. Then, as if by magic, I took the I-PACE out on some local country roads and despite its weight of almost 2.2 tonnes, the

I-PACE managed to put a massive smile on my face.

As a proper five door SUV, the I-PACE defies convention. It’s not only quick but offers the driver a sports car-like experience, with exceptional balance and handling. Speed into a corner and the I-PACE offers little or no body roll, hugging the road and allowing you to enter and exit at speed. A series of S bends presents no problem for this Jaguar and what had at first seemed to me anyway, a Tesla wannabe, proved that it’s so much more. As Jaguar-man, Arthur Daley would have said, “This is a seriously good motor.” Composed, comfortable, hell, it’s even exciting, with the rapid acceleration allowing you to drive with a permanent smile on your face.

Factor in the oh-so-comfortable seats and well equipped interior and the I-PACE delivers on many levels.

Pros and cons Still the best car in its class to drive, with looks that are still relevant and an excellent interior, both quality and space-wise. Thhe addition of new, faster charging and software updates make it better. With zero CO2 emissions, the Benefit in Kind from April 2021 for tax year 2021/22 is 1% across the I-Pace range. Brilliant!

On the downside, there are other electric cars arriving which will push the I-PACE hard and it’s not as unique or as on-trend as it once was. Even the entry level model, at just under £65,000, is expensive.

CC&V VERDICT In a world where technology changes faster every day, not least when it comes to electric cars, Jaguar has updated and improved the I-PACE where it needed it most, its tech. Thankfully, they haven’t messed around with the way it drives and it still retains the Jaguar heritage and DNA of old. When it come to price, most I-PACE customers will not buy their car, but will lease it through work or personally, so the monthly cost is more relevant for company car drivers.

CC&V RATING: NNNN www.companycarandvan.co.uk

ON TEST: HYUNDAI IONIQ 5

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We’ve come a long way since the Pony Gold Medal Hyundai’s transformation from bit-part player to global sales powerhouse continues with the IONIQ 5.

Andrew Walker considers just how far the company has come since its first foray into the UK market

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ay back in the summer of 1988, while working for a driving schools publication, I had the opportunity to drive a Hyundai, the Pony Gold Medal. This was a special edition Pony, launched to coincide with that year’s Seoul Olympics.

Powered by a 1.5-litre petrol engine, the Pony cost under £7,000 and was the Korean giant’s first real foray into the UK car market.

Over time, each Hyundai that arrived in Europe took the brand closer to its European competitors. In recent years I’ve driven the Accent, the Getz and, finally, the i20, which brings us right up to date.

It wasn’t these model’s per se that have evolved into the brand’s latest offering, the

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electric IONIQ 5, but I like to think that every Hyundai car has contributed in some way to its current position.

The IONIQ 5 is the first model in Hyundai’s new electric range and will be followed shortly by the IONIQ 6. The odd numbers will represent new Hyundai electric SUVs, while the even numbers, hatchbacks or saloons.

On the IONIQ 5 there are three range options. The entry is a 58kW battery driving a single 168bhp motor and offering a 240-mile range. The 73kW version comes with 214bhp and a 280-mile range. And finally, you can opt for the most powerful 301bhp version, with a dual motor set-up and 4WD, which comes with a 267-mile range.

Whichever model you choose, the IONIQ also supports 800v charging, so you can top up where offered from 10-80% in just 18 minutes.

powered boot. As with our Premium test car, you can also add the ‘Vehicle 2 Load’ (V2L) pack, which makes it possible to power or charge external devices using the car as an electricity source.

Ultimate spec is only available with the 73kW battery and takes the alloys up to 20”, adds leather upholstery, privacy glass, black exterior trim, electrically adjustable and ventilated front seats, heated rear seats, a Bose sound system, a head-up display, alloy pedals, V2L as standard and a sliding centre console.

Safety equipment increases by trim as well.

So SE Connect gets adaptive cruise control and lane keep assist. Premium adds a surround view mirror, Blind Spot and junction collision avoidance, as well as Highway Drive Assist Level 2, which enables the car to change lanes autonomously.

Trims and equipment Three trims are available: SE Connect, Premium and Ultimate. SE Connect comes with 19” alloy wheels, cloth upholstery from ‘naturally derived polyester resin’, a 12.3” infotainment display, SatNav, wireless phone charging, a rear view camera Apple CarPlay and Android Auto.

Premium adds a powered driver’s seat, front seat heating, LED projector headlights and a

External appearance The first thing to say is that this is no shrinking violet and it’s the boldest car design yet to emerge from South Korea. The front features rectangular LED lights, located behind a dark glass strip, with another strip right across the back. It looks smooth and buffed all over. The look is further enhanced by our test car’s matt grey paint finish.

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ON TEST: HYUNDAI IONIQ 5

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TECH DATA Hyundai IONIQ 5 Premium Battery type: 73kWh Max power: 217PS / 160kW Max torque: 350 / 258 Charging: 10.5kWh 3 phase on board charger (OBC) Range:

We’ve come a long way...

Continued from page 24 The interior is a Terence Conran dream.

Subtle greys, blacks and chrome in soft touch plastic and fabric exude a calm. The highlight is the 12.3” driver’s TFT display instrument cluster and the 12.3” touchscreen SatNav and media centre that sits alongside. They stretch right across the minimalist dash top. Separate heating controls sit underneath function buttons for the DAB Radio, Media, SatNav, Map and volume controls. You also get three USB connections and a 12v socket. In the rear, there’s two more USBs, a fold-down armrest and the air vents are neatly located in the door pillars, rather than down below. At 1,890mm wide, the interior feels spacious.

It’s all very practical yet stylish. Even the glove box has been designed with style, sliding out horizontally like a drawer and it’s large, too.

Twin centre cup holders, a movable front armrest with space underneath, a cubby for your keys and medium-sized door pockets, all offer useful storage. The boot comes with 527 litres of space, 1,587 litres with the rear seats folded. You also get a flat folding floor, with space underneath for hiding the charging cables. The rear seats will sit three adults comfortably and each moves separately back and forth to create more or less leg room. At 1,890mm wide it’s wider than the competition which makes the interior feel airy.

Driving and regenerative braking In common with other EVs, the IONIQ 5 offers a choice of regenerative braking. Utilised using the paddles behind the steering wheel, there are in effect five available. Zero kicks thing off and is really no-regen driving, which is good for progress on the motorway. By pulling the left paddle back, you then move up through 1, 2 and 3 and for the maximum level, iPedal, which brings the car to almost a complete stop.

Although iPedal regen does feel quite strong, compared to similar systems on other EVs that we’ve tried, which can actually make your right foot tired, it’s actually quite light.

We were testing the IONIQ 5 Premium 73kWh RWD, which weighs in at just over 2,000kg. The battery weight definitely contributes to the car’s driveability which is, unsurprisingly, a little stodgy, but again, compared to other large battery electric cars, 26 | December 2021 | Company Car & Van

such as the Audi e-tron and Mercedes-Benz EQC, it’s not that noticeable and is more akin to the ride you’ll get from a Volkswagen ID.4 or Skoda Enyaq iV. We liked it.

What it isn’t is slow, with a 0-60 mph time of just 5.2 seconds achieved in Sport mode; you can also choose from Normal or Eco, and a top speed of 115mph. There’s excellent mid-range acceleration as well. Motorway cruising is a doddle, urban progress calm and quiet and the on board tech all works well. The white-backed 12.3” infotainment is crystal clear and AppleCar Play syncs your iPhone superbly.

Economy and charging Hyundai claims an average energy consumption of 3.7miles/kWh for both the 58kW and rear-wheel drive 73kW car, with a slight drop to 3.5miles/kWh for the AWD 73kW version. We had the car for five days in September, drove approximately 200 miles, on a mix of local urban roads and the M56 and M60. We drove almost exclusively in Eco mode, utilised the iPedal when taking short journeys and averaged 3.2miles/kWh. Multiply that by the 73kW battery and you’re looking at a range of 233 miles, which is 37 miles under the claimed, but in our opinion, a more accurate result. We also strongly suggest that you fit a home charger. We recommend Rolec; see (http://www.rolecserv.com/home-charging) Pros and cons Let’s start with the good stuff. The IONIQ 5 looks fantastic, both inside and out. The interior is spacious, it’s very well equipped and the on-board tech is some of the best out there.

Factor in a real world 230-mile range and 1% BIK and company car drivers should be taking

a long hard look.

To bring it down a little, there is some cheap plastic on the door pockets and the matte black door finish, which we liked, does have a tendency to smudge. We’re struggling to find anything else to criticise…

While we really liked both the Volkswagen ID.4 and Skoda Enya iV, they pale in comparison when put alongside the stylish IONIQ 5. It really is a stunner.

From a company car perspective, 1% BIK rising to 2% in 2022 makes it an attractive proposition.

Model-wise, company car drivers will be more than happy with the smaller 53kW version in SE Connect spec, which will still offer a 200-mile range and not least, because it has a P11D value of £36,940.

The highest praise that we can give is that, as of autumn 2021, the IONIQ 5 is the first electric car that we’ve driven that is tempting enough to consider as our very own company car.

CC&V VERDICT Just brilliant. Delivers where it needs to, with a great-looking cabin, great pick-up from standing, practical and good range for the money. An electric car that has us thinking of owning one – and that’s a first. Close, so close, to perfection...

CC&V RATING: NNNNN www.companycarandvan.co.uk

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NEW CAR REVIEW: NISSAN QASHQAI

All-new Qashqai continues to set the pace Back in 2007, the Nissan Qashqai pioneered the crossover, an exciting blend of hatchback compactness and SUV practicality, and our customers quickly fell in love with all it offered. It was definitely a trend-setter, with crossovers fast becoming the new family car favourite.

Fast forward to 2021 and meet the all-new Nissan Qashqai: bolder and better equipped than ever before, this new SUV is also safer thanks to new technology and driving aids.

Experience driving like never before with a new Mild Hybrid powertrain available in both manual and automatic. The Mild Hybrid powertrain features a lithium-ion battery which stores energy recovered during braking, helping to reduce CO2 emissions and ensure smoother start/stop functionality. Driving the Acenta Premium model, you can expect 44.7mpg on a combined cycle and CO2 emissions of 143g/km.

The all-new Qashqai brings a new vision to the crossover design; with muscular proportions, sharp LED lighting, a vibrant colour palette (with a variety of two-tone options!), and optional massive 20-inch alloy wheels. Stand out from the crowd with this sleek and personalised ride.

Everything about the interior feels advanced, modern and uplifted. The roomy interior in an aerodynamic and compact body surrounds you in comfort and style. You’ll find yourself swooning over the quilted premium leather front

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seats with optimised lumbar support, and be swept away by the massaging driver and passenger seats – exclusively on Tekna+.

With up to 1,593L of load space, the Qashqai is ready to carry everything you need. There’s even more boot space than before and it features various adaptable layout configurations for any journey. Access is via a hassle-free hands-free power tailgate on Tekna and above.

Qashqai’s range of technology has been designed to keep you intelligent, intuitive and informed during every journey. The digital high resolution Around View Monitor gives you a 360° view of your car, with selectable focus on the front, rear and kerbside views. In a tight spot? No problem for the Qashqai!

For those longer journeys, the Qashqai includes the latest version of ProPILOT, ensuring a comfortable and relaxed drive. This technology keeps you safe in your lane while

maintaining an ideal distance from the vehicle in front. Navi-Link connects to the Qashqai’s TOMTOM navigation system to anticipate speed limit changes and upcoming bends, giving you time to adjust your speed smoothly and keep in control. For complete peace of mind, Navi-Link can initiate an emergency stop in traffic, allowing you and your passengers to feel comfortable – even in the most demanding of driving conditions.

With a new electrified powertrain, classleading technology and advanced connectivity, the all-new Qashqai has redefined the popular crossover segment once more – and the proof is in the recognition it has received! The Qashqai picked up double honours at The Motor Awards 2021, receiving the prestigious overall ‘The Sun Car of the Year’ award, as well as being named ‘Small SUV/Crossover of the Year.’

Western and Barnetts are Scotland’s leading Nissan dealers and part of the family-owned Eastern Western Motor Group, with fantastic dealerships in Edinburgh, Stirling, Dunfermline and Dundee. We have a dedicated and experienced Business Centre team, catering to small businesses, larger fleets and company car drivers. The full Qashqai range is available to test drive at our dealerships now including various specification levels and both manual and automatic drivetrains. Contact us to arrange your test drive in the ultimate crossover.

Company Car & Van | December 2021 | 27

NEW CV REVIEW: TOYOTA PROACE CITY ELECTRIC

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Toyota reveals its ‘ace in the hole’ for urban deliveries Proace City Electric launched to extend range of zeroemission battery electric LCV and people carrier Highly competitive new models ideal for access to urban low and zero-emission zones Van payloads up to 800 kg and across-the-board 750 kg towing capacity Powered by 136 DIN hp/100 kW electric motor with 50 kWh lithium-ion battery Targeted WLTP electric driving range of between 260 and 280 km

28 | December 2021 | Company Car & Van

T

he new Toyota Proace CITY Electric marks a significant expansion of the Toyota Professional electrified light commercial vehicle (LCV) and people carrier line-up, giving the brand a strong contender in the high-volume compact van segment in Europe.

The new range offers customers an impressive breadth of choice: panel vans and five- to seven-seat Verso people carriers in standard (4.4 m) and long (4.75 m) wheelbase variants, and a long-wheelbase, five-seat Crew Cab. Following on from the recent launch of the Proace Electric and Proace Verso Electric medium-duty van and people carrier, it strengthens Toyota’s position in vehicle electrification.

Practicality is assured, too, with the EV models matching the load capacity of the Proace CITY models, with up to 4.4 m3, plus up to 800 kg payload and 750 kg towing capacity.

The potential for success is clear, with annual compact EV van sales having doubled since 2017 to almost 20,000 units, with the market growing four times faster rate than for medium-duty EV van sales. The new models are ideally suited to fleet and small businesses who need capable, reliable transport they can use to access the increasing number of urban low and zero-emission zones, and from customers keen to improve their environmental profile.

Proace CITY Electric thus has great potential to help Toyota achieve its target of a powertrain mix of more than 10% zero-emissions in Europe by 2025. The new model will have a phased introduction in Europe, with models reaching the UK this quarter. Other markets will follow in the course of the year and in 2022.

Powertrain and Performance All Proace CITY Electric models are powered by a 136 DIN hp/100 kW electric motor, driving the front wheels. The powertrain also features a lithium-ion battery, integrated DC/DC charger/ converter, high-voltage connection box, ondulator and reductor.

The lithium-ion battery is located beneath the load compartment floor, avoiding intrusion in the load space. With 216 cells organised in 18 modules, it has a 50 kWh capacity. This enables a targeted WLTP driving range of between 260 and 280 km when fully charged, and a top speed of 135 km/h. In Power mode, acceleration from 0-100 km/h can be accomplished between 11.2 and 11.7 seconds depending on the version, and from 80 to 120 km/h between 8.9 and 9.4 seconds depending on the version.

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NEW CV REVIEW: TOYOTA PROACE CITY ELECTRIC

Continued from page 28 Efficient charging options All Proace CITY Electric models are equipped as standard with a 7 kW single-phase on-board charger (OBC), or can be optionally specified with an 11 kW tri-phase charger. Type 2 cables for connection to a domestic power supply or a wallbox charging system are also supplied.

With the single-phase 7 kW OBC, a full battery charge can be accomplished in 7.5 hours. With the three-phase 11 kW OBC, charging time can be reduced to just 5 hours.

When the vehicle is connected to a pubic or business 100 kW DC fast charger, an 80 per cent charge can be achieved in just 30 minutes.

Charging status is indicated by a lighting system around the inlet socket, located in the rear left-side wing. When the cover is opened

and the cable is attached, white illumination signals the vehicle is in stand-by mode, ready for charging to start; when charging is in progress, this changes to a green flashing light, then solid green when charging is complete.

A red light indicates there is a defect or problem; a blue light indicates that a charging session has been scheduled.

Battery cooling Effective battery temperature management is key to maintaining performance and driving range, in cold and hot conditions. The Proace CITY Electric’s lithium-ion battery uses a glycol water-cooling system that is refreshed by a cold loop device and warmed by an electric heater.

This helps maintain battery charging time and efficiency and ensures optimal battery performance across a wide temperature spectrum, from -40 to +55˚C.

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E-toggle and drive mode selector In place of a gear shift, the Proace CITY Electric has an e-toggle control on the centre console to engage Park and select Drive, Neutral and Reverse. There is also a “B” switch to gain additional regenerative braking energy to help charge the battery each time the driver takes their foot off the accelerator pedal.

Eco, Normal and Power drive modes can be selected using a switch alongside the e-toggle, to suit the driver’s preference, the load being carried and driving conditions. In each mode, the motor’s power and torque are adjusted; in Power and Eco modes the throttle mapping is also changed.

Peak output in Power mode is 100 kW with 260 Nm of torque; in Normal the output is 80 kW with 210 Nm; and in Eco (appropriate when carrying heavy loads), the levels are reduced to 60 kW and 180 Nm. An electronic parking brake is also fitted as standard.

Practicality assured The introduction of battery electric power doesn’t compromise Proace CITY Electric’s practicality. The load space extends to 4.4m3 on models where the clever Smart Cargo system is specified, with extra storage capacity gained through a folding passenger seat mechanism and through-loading facility. Maximum payloads are 800 kg for the standard wheelbase version (L1) and 750 kg for the long wheelbase model (L2); both vans can tow braked loads of up to 750 kg.

Continued on page 32

30 | December 2021 | Company Car & Van

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NEW CV REVIEW: TOYOTA PROACE CITY ELECTRIC

Continued from page 30 The compact vans are offered with two individual front seats or driver’s seat plus a two-seat bench. The Verso gives excellent flexibility, with five and seven-seat configurations for both wheelbase lengths.

The Crew Cab model (L2 long wheelbase only) can accommodate five people on board.

Model grades and equipment The Proace CITY Electric range mirrors the grades of the Proace CITY range, across both van and Verso models, offering the same equipment specifications for practicality, safety, comfort and convenience.

The compact van is available in Base and Comfort specifications. The entry-level version is a straightforward, workhorse model, focused on practicality and low cost of ownership. The Comfort version will additionally provide side door-loading, larger 16-inch wheels with covers and the Smart Cargo load-extending system.

Proace CITY Verso Electric will likewise follow the grade structure of the Proace CITY models with Combi, Shuttle, Family and Family+ versions, the latter a high-specification model equipped with a colour head-up display, satellite navigation and 17-inch alloy wheels.

In addition to the e-toggle and drive mode selector, all models will feature additional EV-specific functions in the 10-inch TFT multi-information display, including battery capacity and power consumption data. Owners can also use the MyT app to access connected services via their smartphone. This allows remote operation of the air conditioning system (to pre-heat or cool the cabin prior to a journey), battery status monitoring and management of remote charging and the vehicle’s charging schedule.

Extensive safety and driver assistance systems Both the Proace CITY Electric van and Verso models benefit from the wide-ranging active safety systems of Toyota Safety Sense that are the most comprehensive in their class. Features include active and post -collision braking systems, Lane Keep Assist, Traffic Sign Recognition with intelligent speed assist, driver attention warning, trailer stability control, high beam assist, blind spot detection and Advanced Grip Control with Hill Ascent/Descent Control.

Driver assistance is also impressive, with the availability of parking sensors, a rear-view camera, and, for the van, the Visiopark 180-degree system for an all-round, bird’s eye view of the vehicle’s immediate surroundings.

“The entry-level version is a straightforward, workhorse model, focused on practicality and low cost of ownership....”

32 | December 2021 | Company Car & Van

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It’s lift-off for Proace City Electric as it is immediate What Car? award-winner

‘And by making use of Toyota’s extended 10-year warranty, buyers can potentially save a lot of money in the long run.’

With its order books open, the new zero emission Proace City Electric is already off to a strong start, taking three honours at this year’s What Car? Van Awards. It has been voted overall Van of the Year, Best Electric Van and Best Value for Ownership Costs within this category.

Awards also went to Toyota Hilux for Best Commercial Pick-up and Land Cruiser Commercial for Best Commercial SUV. Steve Huntingford, What Car? editor said: “The high-specification of the Proace City Electric makes it an ideal choice for private buyers looking for a comfortable and practical electric van.

“And by making use of Toyota’s extended 10-year warranty, buyers can potentially save a lot of money in the long run.”

Proace City Electric is the latest addition to the Toyota Professional range of commercial vehicles, adding a fully electric powertrain in the compact van market alongside the medium duty Proace Electric, increasing the eco-focused choice for fleet and business users.

It will allow owners to discover the benefits of zero emission driving without compromising on carrying capacity.

Available from launch with two bodylengths, it features a 50kWh battery that delivers a driving range tailor-made to match the demand of the ‘last mile’ urban distribution sector. In addition to multi-drop courier companies, Toyota sees potential for the Proce City Electric to suit a wide variety of business needs.

Stuart Ferma, General Manager Toyota and Lexus Fleet said: “There has been high interest from customers in our new model, the Proace City Electric, which is a really encouraging start.

“To have our up to 10-year/100,000-mile Relax warranty referenced by What Car? as a stand-out feature reinforces the unique ownership advantage that this – and all our Toyota Professional models – have.

“This warranty, provided as standard and at no extra cost to the customer, is being recognised for the significant difference it can make to owner operators and small businesses intending to keep their vans for longer periods of time, or purchasing their vehicles on the pre-owned market.”

• The all-new PROACE CITY was launced back in 2019 Commercial Vehicle Show in Birmingham. It joins the established PROACE medium duty van and legendary Hilux pick-up in building Toyota’s LCV market presence, competing in a segment that’s enjoying steady growth and on course to achieve around 900,000 annual sales by 2021.

The new model provides a perfect fit with the PROACE range in terms of size and payloads.It is approaching a five per cent share of the medium duty van market and is on course to record around big sales. www.companycarandvan.co.uk

ON TEST: MAXUS eDELIVER 3

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Maxus is the electric option that’s shaking-up the delivery sector Andrew Walker gets behind the wheel of an upstart van that aims to shake up the sector: the Maxus eDeliver 3

34 | December 2021 | Company Car & Van

both range and payload.

While the exterior of eDeliver 3 bears an uncanny resemblance to the Nissan e-NV200, inside it’s more modern than the Nissan, with the dash-located touchscreen the highlight. The cabin build quality is okay, with some decent plastic and finishes and on the steering wheel, but it’s not as good as the quality you’ll find in the larger Maxus diesel Deliver 9. In comparison, it feels more modern inside than the interiors of the Nissan e-NV200 or Renault Kangoo, which are both beginning to show their age.

Up front, there are two front seats, a

‘‘

It feels much more modern inside than the interiors of the Nissan e-NV200 or Renault Kangoo, which are both beginning to show their age

‘‘

Thanks to Covid 19, you may have missed the news that LDV changed its name in April 2020 to Maxus. Maxus is owned by the Chinese SAIC corporation and is distributed in Europe by the Harris Group in Ireland. While Maxus is still making diesel vans it is in the electric van sector that it is ahead of the game, with the larger eDeliver 9 now being offered alongside the eDeliver3.

First announced at the 2019 CV Show, the Maxus eDeliver 3 is the brand’s all-new medium electric van. Where the Chinese came late to the combustion engine party, they were pretty much the first in with electric powertrains, as the larger LDV EV80 highlighted so effectively.

Customers can select either a SWB panel van or LWB version as a chassis cab, paired with the more powerful battery.

Talking of which, there are two battery packs to choose from. A 35kWh battery, offering a city range of 141 miles and a combined range of 99 miles and the larger 52.5kWh battery, which increases the city range to 213 miles and the combined to 151 miles.

A rapid 45-minute DC charge with both batteries will top up your battery to 80 per cent of range, while using the most common Type 2 AC charger with the 35kWh battery will take six hours. For the 52.5kWh battery, this increases to eight hours.

Payload is competitive with the 35kWh SWB van offering 865kg. The SWB van coupled with the 52.5kWh battery 905kg. The LWB chassis cab fitted with the larger 52.5kWh battery offers a 1,202kg payload, which isn’t too shabby either.

The SWB van measures 4.55m long, with a 4.8m cubed capacity. The maximum cargo space height is 1,330mm, maximum width is 1665mm andit measures 1,220mm between the wheel arches. The cargo length is 2,180mm in the SWB van.

The access at the rear comes courtesy of a 60:40 split doors, which are 1.25m high and 1.25m wide. The side door is 710mm wide due to bulkhead intrusion and 1,230mm high.

Standard equipment includes, arm rests, air-con, SatNav, Apple CarPlay, Android Auto, twin USB’s, Bluetooth connectivity, a drivers airbag, a reversing camera, rear parking sensors and cruise control.

The van is light thanks to the inclusion of aluminium and high strength steel, which aids

flat-bottomed steering wheel, a drive mode selector dial, which frees up cabin space, with plenty of useful storage in the doors, between the front seats with two drinks holders and an open glove box.

Courtesy of Chadderton Motor Company our local Maxus dealer, we took to the road in the SWB 35kWh version of the eDeliver 3. It’s incredibly easy to drive and even offered up some decent speed when pushed, hitting 60mph in about 8 seconds. Top speed is 75 mph, which is more than adequate for the motorway.

Utilising the regeneration and the ECO button, we made our way around Manchester, driving approximately 30 miles but only using 20 miles of range, which was good. ECO means you’re top speed is limited to around 65mph, but if you switch it off, swifter progress can be made. The regeneration switch can be set to low, medium or high, dependent on what type of driving you are doing. Generally, motorway would be low, urban medium and city high regeneration.

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ON TEST: MAXUS eDELIVER 3 / NORTHSIDE

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Maxus electric offer shaking-up the sector

Continued from page 34 On the motorway at speed, the van did feel a little front heavy, especially when steering from lane to lane and when you’re in traffic, and there’s some battery noise when you slow down that takes a bit of getting used to.

The van panels are not the stiffest on sale and the rear doors don’t close with as much of a thud as we’d like. These, though, are our only criticisms. Overall, the ride is good, it generally handles well and the cabin is quiet. The on-board tech is easy to use and works well, and it’s very well equipped.

If you’re still not sure about electric vans for your business because of range, it’s worth noting that the eDeliver 3 fitted with the larger battery offers the best range of any similar sized electric van.

It’s also competitively priced, with an entry level cost of £36,000 including vat, before the OLEV grant is taken into account.

With two new electric vans – don’t forget, if payload really is your thing, there’s a larger eDeliver 9 – the future looks bright for Maxus, as the Chinese-owned company aims high in the European van market.

With a decent geographical spread of UK dealerships, there’s also a Maxus van centre located near you.

If you haven’t tried an electric van yet, this one proves there’s no excuse not to pop in and try one.

CC&V VERDICT Good things come in small packages and the electric range-busting eDeliver 3 shows why. MAXUS has a real contender on its hands that will keep its rivals honest

CC&V RATING: NNNN 36 | December 2021 | Company Car & Van

Maxus adds an exciting electric option to Northside The pandemic has seen a lot of changes in how we do business, and this is true for Northside Truck & Van. Northside, best known as a Mercedes-Benz truck and van dealer group, brought the Maxus product range into its arsenal at the beginning of 2021.

The decision came after the dealership sampled the electric Maxus eDeliver 3 and eDeliver 9 models, and seeing the demand from their customers for electric vehicles grow, Northside decided to branch out and increase its commercial vehicle offering, with Maxus now sitting alongside Mercedes-Benz at Sandtoft.

Suzanne Gilbert, Maxus General Manager for Northside, has been impressed by what Maxus has to offer. She said: “You really need to visit us to test-drive the Maxus range – you won’t be disappointed. The battery range on the electric vehicles is market leading, the quality and build are second to none and they are also great value for money.

“Furthermore, Northside has a great relationship with Maxus and we want to offer our customers as many commercial vehicle options for their business as we can. Becoming part of Maxus has allowed us to cater to a wider variety of business requirement, especially in the electric van sector.”

Success with the electric Maxus range has already begun, with parcel delivery giant DPD taking delivery of a fleet of Electric Maxus vans through Northside. The Maxus order is part of DPD’s strategy to become the most responsible and sustainable city centre delivery company and a leader in the move to electric vehicles in the UK. The electric Maxus vans fit perfectly into that ethos, with Northside committed to working with DPD in helping to reduce CO2 and carbon emissions.

DPD’s head of corporate social responsibility, Olly Craughan, said his company was “absolutely delighted with MAXUS. The 3.5t van is the workhorse of any delivery and collection fleet, so to get our hands on an EV with this

kind of capacity and range is a real game changer for us.

“We’ve got EVs in every DPD depot already, but they are largely focused on quite compact routes, usually in city centres, where range isn’t an issue. But the Maxus opens up the possibility of clean, green deliveries on a much larger scale. We know from our shippers that being able to offer their customers green deliveries is a huge plus-point, while the feedback on the doorstep is similarly positive.

“Our aim is to deliver to 25 of the largest towns and cities in the UK entirely with zero and low-emission delivery means by 2025, and this order begins to make that a reality.”

Another benefit of Maxus in the current climate is that they are not as affected by parts supply from elements such as the semiconductor shortages, which means the supply chain for new Maxus vehicles is strong heading into 2022.

John Corbett, Maxus Northside sales manager states: “From a standing start, 2021 has developed into a very promising year.

Taking on the role as Maxus sales manager was a very exciting move for me and I know, due to the great products we offer within the Maxus family of electric vehicles, that the future looks bright.

“Customers have taken the Maxus brand into their fleets without batting an eyelid and all reports back are very encouraging. Those customers who have taken a Maxus van from ourselves have been delighted with the product and we expect others to follow suit.”

Maxus is described as the market leader in electric commercial vehicles and its eDeliver 3 and eDeliver 9 are paving the way for more electric vans to enter the UK marketplace.

Northside Maxus is currently operating from Sandtoft, with plans to expand the operation into Doncaster, Leeds and Bradford.

This expansion will open up new job opportunities in these areas, as the demand for electric vans grows. www.companycarandvan.co.uk

ON TEST: MERCEDES-BENZ eSPRINTER

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eSprinter is the van with extra driver appeal Mercedes-Benz’s load-lugger is the premium urban delivery vehicle but with a price tag north of 50k, does it offer value? Andrew Walker finds out.

We first drove the latest Mercedes-Benz Sprinter back in 2018 and came away mightily impressed. The brand stated then that an electric version would follow and in late 2020 Mercedes-Benz duly delivered, launching the eSprinter.

The eSprinter shares its running gear with the smaller eVito electric van, which we drove in 2020, and like its smaller electric brethren, it’s quite a bit more expensive than the diesel variant. Prices start from £51,950 for the eSprinter Progressive L2 H2 FWD, a price that excludes VAT and the OLEV grant. Customers should note that where the diesel range

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features three specs – Pure, Progressive and Premium – eSprinter is only offered in Progressive trim and with one size of battery, the 55kWh. This equates to a range of up to 96 miles.

From the outside there’s not a lot to distinguish the eSprinter from any other Sprinter. There’s a lower case blue ‘e’ in front of Sprinter on the rear left door, but that’s about it. Even the recharging port is discrete, hidden underneath the Benz badge located in the centre of the front grille. Look inside and again, it’s almost identical to an auto diesel Sprinter, featuring the same steering wheel stalk gear

lever, an identical dashboard and the same cabin storage. There’s also a top quality finish to the dash and the neat and tidy matt black interior.

The main difference is that underneath the Start button is a Drive Mode selector, which allows you to select from three electric driving modes, C, E and E+. C stands for Comfort and is the default mode, delivering the full power and torque of the van; E is for Economy and limits the power and torque; and E+ lowers the power further and also deactivates the climate control.

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ON TEST: MERCEDES-BENZ eSPRINTER

Continued from page 37 Furthermore, like many current EVs, eSprinter also comes with brake regeneration.

You can adjust the level of this via steering wheel-mounted paddles. Default is D- which provides the most regen though you can also opt for D or D+, which both reduce the braking force. There’s also the option to choose D++, which turns the regen braking off.

All of these settings can be viewed in the instrument cluster located in front of the driver.

Equipment In Progressive spec you get a heated seat for the driver with armrest, dual passenger seat, comfort overhead control panel, a full-width partition, height and rake adjustable steering wheel, TEMPMATIC air-con, a wooden floor, a mode 3 type 2 eight-meter charging cable, linear speed limiter 120km/h, headlight assistant, heat-insulating glass, and 270-degree double-wing rear-end doors. In addition to DAB radio, the Mercedes-Benz audio system comes with a Bluetooth interface with hands-free function and a USB port Safety features include Active Brake ASSIST, Attention ASSIST, Crosswind ASSIST and Emergency eCall. There are also double locks and a Thatcham Category 1 approved alarm as

standard, along with remote locking, theft warning alerts and geo-fencing, thanks to Mercedes PRO connect.

Standard charging speed is 20kW, which takes two hours to go from 10% to 80%. This can be upgraded to 80kW rapid-charging, which lowers that time to 30 minutes for the same increase in battery life. Both options come as standard with an eight-metre Type 2 cable. We would definitely recommend either of these charging methods as fully charging the eSprinter at home is time consuming, as we discovered. Using a 7.4kW Rolec home charger (https://www.rolecserv.com/homecharging) takes upwards of eight hours.

Payload The power comes from four parallel-mounted high-voltage battery blocks installed securely in the eSprinter’s underbody. They can be replaced individually in the event of damage.

The clever location of these means that the load space on eSprinter remains uncompromised.

However, due to the extra battery weight, the payload is reduced to 774kg. While this may seem a major negative, we would argue that due to its short range of 96 miles, the eSprinter is really built for last-mile deliveries. With a load area of 11m3, three metres of loading length

“After a journey of 43 miles, the battery range reduced from 96 miles to 53 – a perfect one mile driven for every mile of range. Trust me, this is impressive; while driving another electric van the previous week, we averaged only half a mile to every claimed mile of range...”

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and over two metres of height, in effect it’s perfect for parcels. To back us up, Amazon has ordered 800 for its UK fleet.

On the road After all of the technical info, what’s the eSprinter like to drive and, most importantly, how accurate is that claimed range?

Offering single speed, FWD transmission, powered only by a 114hp electric motor, the eSprinter gets up to 30 mph quickly and then the acceleration peters out. We took it out on the motorway and just like the diesel model, the eSprinter is a every quiet place to be, with little outside wind and road noise.

At a constant 62mph the eSprinter makes good progress. We had selected E driving mode on departure, as in January with the outside temperature below zero, E+ was a no go. We also utilised the D brake regeneration, which enabled us to recharge when we slowed down. After a journey of 43 miles, the battery range reduced from 96 miles to 53 miles – a perfect one mile driven for every mile of range.

Trust me, this is impressive; while driving another electric van the previous week, we had only averaged half a mile to every claimed mile of range. A couple of local trips, taken over shorter distances, resulted in the same findings.

Drive a mile, use a mile of range. Handling in town is decent, too, with the light Sprinter steering a real bonus.

For van fleet operators our range results are a positive, enabling companies to plan their routes and driving distances accordingly and to factor in regular re-charging as well.

Continued on page 40 www.companycarandvan.co.uk

RYGOR COMMERCIALS / eSPRINTER ON TEST

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Workshops upgrade helps Rygor Commercials continue to lead the way in aftersales support Mercedes-Benz dealer group, Rygor Commercials, continues to lead the way in Mercedes-Benz aftersales support at its site in Newbury.

The facility at Hambridge Business Park has recently been updated to offer a spacious and modern van-specific workshop where Rygor’s highly trained technicians maximise vehicle uptime through expert maintenance and repair.

The improved site boasts ample parking, comfortable waiting areas and a team of Mercedes-Benz specialists providing a professional, expert service.

In addition to Rygor Newbury’s specialist van capability, Rygor will be breaking ground on its new Reading site within the next few weeks, providing even more dedicated support to Mercedes-Benz Truck and Van customers in Berkshire throughout the years to come.

The improvements at Rygor Newbury are the latest in the company’s ongoing commitment to providing excellent service at exceptional sites, and Rygor managing director, Tim Stacey, is excited about providing van specialist aftersales and maintenance at Rygor Newbury: He says: “I am delighted we are able to support our hard-working van customers, and proud of the fantastic team we have in place at Rygor Newbury.

“Our team works together to deliver exemplary customer service, and the new

facilities provide a professional and welcoming environment, dedicated to maximising vehicle uptime, which sets standards time and time again, for each and every van customer.

“For businesses across the UK, the past two years have been challenging, and Rygor has remained committed to supporting its customers throughout it all.

“By providing specialist van support at Rygor Newbury, our team can dedicate itself to the very specific needs of van owners, keeping

them on the road and driving their businesses forward to success.

“It has been a real pleasure to be able to provide such a bespoke service in this way and we look forward to welcoming new and existing customers to Rygor Newbury.”

• Find out more by calling 03303 119870 or emailing info@rygor.co.uk.

Also see www.rygor.co.uk

The Newbury workshop on Hambridge Business Park has seen considerable investment to upgrade its facilities

eSprinter: the delivery van for the discerning driver Continued from page 38 Anything amiss?

So there’s plenty to cheer about with the eSprinter, but are there any drawbacks?

While the cabin is very comfortable, with seating wide enough for three and the cabin easy to get in and out of, the single spec option of Progressive means that drivers will miss out on Mercedes-Benz’s excellent 10.25” colour touchscreen media system, which is fitted on Premium models. All you get is a mono display, non-touch screen, fitted with a DAB radio and single ‘C’ USB input. The absence of radio or Bluetooth short cut buttons on the steering wheel also feels a little old hat.

And while we praised the Benz’s brake regeneration earlier, utilising this on the motorway and trying to keep a constant speed can become a chore. Brake regeneration makes the accelerator pedal feel heavy, so more effort is required to push it. Premium specced Sprinters feature cruise control, a far less tiresome way to drive at a constant speed.

40 | December 2021 | Company Car & Van

Will it work for me?

If your business involves carrying lighter payloads, travelling shorter distances in or around an urban area, then the eSprinter is definitely worth your consideration.

With a starting price north of 50k, you’ll have to look at the eSprinter as a long-term investment before it begins to save your business money.

Charge your eSprinter regularly, especially overnight on cheap electricity, utilise the range daily, take advantage of the OLEV grant and reduced taxation and the eSprinter will start saving you money quicker than you’d imagine.

Servicing costs should reduce too, as electric motors have fewer moving parts than a combustion engine, so in theory, there’s less to go wrong or that will need replacing.

Furthermore, the eSprinter comes with a three-year unlimited mileage warranty and the battery pack is warranted for eight-years, or 100,000 miles, guaranteeing at least 70 per cent capacity after this time.

Conclusion The key with any electric vehicle is its range and in the case of the eSprinter, customers can feel reassured that it does offer an accurate mile-for-mile battery range. It also features a modern, clutter-free interior, with high-quality fixtures and fittings, plus a hard-wearing finish and plenty of standard safety features.

It’s a large electric panel van that does anything and everything you’d want a large panel van to do – with zero emissions!

CC&V VERDICT Perfect for last mile delivery, the e-Sprinter’s quality and accurate electric range shines through.

CC&V RATING: NNNNN

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ON TEST: VOLKSWAGEN TRANSPORTER

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Transporter: the van that thinks – and drives – like a car Sharper looks and an upgrade to tech and safety have brought the VW Transporter back into vogue, says Andrew Walker The Transporter van range received a major facelift in early 2020, with the Transporter ‘6.1’ featuring a sharper exterior, a car-like cabin, improvements to connectivity and better passenger safety.

There are now just three models; Startline, Highline, plus Sportline.

The Startline and Highline models are both available in T28, T30 and T32 versions, in both SWB or LWB. There’s also an entry level SWB only T26 Startline. All models are powered by a 2.0-litre TDI engine, badged 90, 100 or 150 PS. If you choose a Highline version, there’s also the option of a 2.0-litre 199 PS TDI, version with a standard seven-speed DSG gearbox. And, if you live or work in a remote region, 4MOTION 4WD is also offered on certain 150 and 199 PS models.

High on the list of improvments were the safety features. You now find electromechanical power steering system, which has enabled VW to fit a number of new standard safety and assistance features, including driving steering recommendation and crosswind assist, as well as offering the options of park assist, lane assist, side protection, trailer assist, rear traffic alert and traffic sign recognition.

Transporter 6.1 also offers an all-new

44 | December 2021 | Company Car & Van

infotainment system, with SatNav Discover Pro plus. App Connect also now comes as standard to allow screen mirroring of mobile phones and access to certain apps while on the move. Wireless App-Connect, which isn’t offered on many cars currently, is now available as an option for the first time.

To keep track of your vehicle, it’s mileage and your drivers, all T6.1 models also feature an integrated SIM card (eSIM), which opens up a new range of online-based functions and services via We Connect – Volkswagen Commercial Vehicles’ connectivity solution – including eCall, breakdown call, vehicle health report and driving data plus parking position.

What hasn’t changed is the practicality of the van. The maximum cargo length has increased from 2,450mm to 2,800mm in SWB Transporters and from 2,900mm to 3,300mm in LWB Transporters.

On re-launch I was invited along to a range driving day, where we got to try out several of the most likely best-selling versions. As you walk up to the Transporter, there’s no mistaking it’s heritage. There’s a new front end and the grilles, which were previously separated, have been closed slightly to create one very large air intake, which makes the van look wider. There’s also a double chrome bar, which runs across the front of the van and fits neatly into the new LED daytime running lights and narrower headlights.The rear end also features a new design of LED taillights. Regardless of these changes, it still looks reassuringly like a Transporter, though.

The likely best seller is the T28 SWB Highline 2.0 TDI 110PS 5-speed manual, which

costs from £29,350 ex vat, in Copper Bronze Metallic. This version comes with a top speed of 103mph, a 0-62mph time of 9.5 seconds, CO2 emissions of 185-167g/km and a WLTP combined full consumption of 37.7 mpg Climb aboard and you’ll find the nicest van interior in the class, with the most car-like van dashboard yet. Everything is easy to reach from the driver’s seat and we took the opportunity to connect our iPhone to Apple CarPlay, for hands-free motoring, which was seamless.

The seats are nicely supportive and it’s easy to get comfortable behind the wheel. A test on some narrow country lanes revealed more car-like characteristics; it drives like an SUV. It’s supremely comfortable, soaking up the bumps in the road and handling the twisting road with aplomb. The rear load space contained 360kg of gravel on a pallet to give us an idea of how the Transporter works with a decent load in the back. It doesn’t hang around either, making light work of slow-moving traffic and never feeling underpowered. The five-speed manual gear change is smooth, aided by the light clutch and it felt stable and balanced on the road. Payload for this version is 886kg. On our circular test route we averaged 36.7 mpg.

CC&V VERDICT A real step-up from the previous version and in any spec, will offer you, or your drivers, the most comfortable and best quality cabin to spend time in, of any medium panel van.

A real winner.

CC&V RATING: NNNNN

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T

he Ford Transit Custom Plug-In Hybrid, was Ford’s first step into the electric CV market. As we await the arrival of the larger E-Transit, the Custom PHEV currently offers customers a compromise between diesel range and electric power. The good news is that next-generation Transit Custom will come with pure-electric power when it goes on sale in 2023, but until then the Custom PHEV could be well worth a look.

The Transit Custom PHEV combines a 126hp electric motor with a 1.0 litre petrol engine.

What’s clever about it is that the petrol engine doesn’t drive the van. Rather like the LEVC VN5, it’s used to power the 13.6kWh battery and in turn, power the electric motor. This means that you get zero-emissions utilising the battery range, coupled with the reassurance of a 300mile driving range. Maximum power is 120 PS. Driving modes Four electric vehicle modes allow users to choose how and when to use the PHEV’s available battery charge. EV Now is automatically selected when the engine is first switched on and is perfect for urban and city driving. EV Later maintains the current level of charge, so you can save it for urban use. If the van has been fully mains charged, EV Later will also hold the battery range if its dropped to 75%. EV Auto determines how to use the energy sources in tandem, battery or petrol and EV Charge can be utilised to recharge your battery on the go.

Model range The Transit Custom Plug-In Hybrid is available in all the same trim levels as the regular Transit Custom diesel models bar Sport.

So choose from Leader, Trend or Limited, in www.companycarandvan.co.uk

ON TEST: FORD TRANSIT CUSTOM PLUG-IN HYBRID

One giant leap as Ford drops a plug-in Transit Custom Van, Double Cab or Kombi. All are well equipped, with entry level Leader featuring air-con, heated front seats, heated windscreen and heated mirrors, none of which are offered on the diesel Leader version.

Equipment and spec Standard equipment is largely identical to the regular range, with the addition of some hybrid-specific kit such as the geofencing equipment. More of that later. It means all versions get air-conditioning, heated front seats, heated door mirrors and a heated windscreen over the diesel.

We were testing the Limited 1.0 litre PHEV which features 16” alloys, a full sized spare wheel, leather steering wheel and gear knob, an Ice Pack which includes the 8” touchscreen, Apple CarPlay Android Auto, Bluetooth and Ford SYNC. Plus, an eight-way adjustable

“The interior is the same as on the normal Transit Custom so it’s top-quality stuff... the central touchscreen is excellent and the separate heating controls are good news on the move...”

drivers seat, two 12v power points, a 75 mph speed limiter, remote central locking with deadlocks, front and rear parking sensors and an LED compartment light.

Exterior and Interior If you look closely, you’ll notice the Custom PHEV features a few discrete badges and of course, a flap just underneath the headlights where you plug in the charging cable. Otherwise, it’s identical to the standard Custom.

The interior is as per a normal Transit Custom but with a single speed gear lever which includes an L regeneration function. So it’s top quality stuff, with plenty of storage areas and cubby holes for van drivers odds and ends. The cabin also features dual front under seat stowage.The central touchscreen’s excellent and separate heating controls underneath are good news when on the move.

Electric range, charging time and economy Here’s the key stuff. Transit Custom hybrid offers a claimed 30.5 miles of pure-electric range and can maintain its state of charge, switching over to electric power as required.

Charging time is 2.7 hours on a home 7kWh charger.

Continued on page 46 Company Car & Van | December 2021 | 45

ON TEST: FORD TRANSIT CUSTOM PLUG-IN HYBRID

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“The interior is the same as on the normal Transit Custom so it’s top-quality stuff... the central touchscreen is excellent and the separate heating controls are good news on the move...”

Continued from page 45 As with all electric and plug-in vehicles, how and where you drive it will govern your fuel economy. Drive locally or in urban areas, plug in at night and you’ll get upwards of 80mpg.

However, undertake a longer motorway trip and this figure will fall to around 30-35 mpg.

Service intervals and warranty Service intervals are two years with a recommended yearly inspection. Maximum mileage is 18,000 as opposed to 25,000 miles on Custom diesels.

The vehicle is warranted for three years and 100,000 miles. The batteries are warranted against failure or excessive capacity loss for eight years or 100,000 miles.

Now... all about ‘Geofencing’ The Transit Custom PHEV is fitted with geofencing technology, a system that uses GPS to alter the driving modes of the van most effectively.

Basically, Geofences are set up around town and city centres. When operators approach one, the Custom PHEV will get ready to go into EV mode, thereby cutting down on pollution. If the vans EV charge is below 60 per cent, it will automatically switch itself into EV Charge mode to recharge the battery. Once you are in the zone fully, the van goes into EV Now mode, which prevents the driver from selecting other driving modes until the battery is totally depleted, at which point it switches into EV Auto mode for maximum efficiency. Simples!

is that you can feel the battery weight when driving over poor road surfaces.

By utilising the battery range in town, as far as our fuel economy went, we averaged just under 50 mpg. On a 100-mile motorway journey, however, our average droped to 32 mpg.

Pros It’s brilliant to drive, incredibly relaxing to be in, comes with no range anxiety and features the same payload as a regular Transit Custom.

Far more enjoyable to be in than any full-electric van and will take you from city to city without stoping to refuel.

Cons It’s as expensive as most fully electric vans.

Disappointingly, the hybrid no longer qualifies for the UK government’s Plug-in Van Grant and if you live in London, it’s no longer exempt if driven within London’s updated ULEV zone.

CC&V VERDICT The Custom PHEV is brilliant in every way.

Yes, it’s not fully electric. Yes, it’s expensive.

But we really couldn’t fault it and for many, it will act as a conduit to a fully electric van purchase. It’s just a shame that the Mayor of London has crossed it off the ULEV zone list.

CC&V RATING: NNNN

Practicality As we’ve already mentioned, the addition of the battery underneath the Custom PHEV doesn’t take away Transit Custom’s capability.

So you get almost the same payload and easily accessible load area as you’ll find in a normal diesel Custom. Payload ranges from 1,165kg to 1,212kg. Open the rear doors from 90 -180 degrees and access to the load area is brilliant, too. The additional LED load space light and metal bulkhead with load though hatch, aid convenience.

On the road It is safe to say that we really love driving the Custom PHEV. Quiet, refined, relaxing, it’s all of these and more. Add in an excellent driving position, easy to use tech, plenty of cabin storage and room for three up front and it’s a winner.

The only downside of the driving experience 46 | December 2021 | Company Car & Van

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ON TEST: ISUZU D-MAX DL40

D-Max DL40 is a safe bet for your next pick-up Buxton in the Peak District proved the perfect environment in which to test the all-terrain capabilities of the new Isuzu D-Max. Andrew Walker reports Isuzu’s new D-Max landed in the UK in May 2020 and Company Car & Van was lucky enough to spend some time driving the new model near Buxton in the Peak District. As established players leave the sector altogether, pick-up competition has shrunk, so Isuzu has high hopes for the latest D-Max. As a commercial vehicle brand only, Isuzu reckons it knows a thing or two about pick-ups, and certainly the new model got off to a flying start when it received a five-star Euro NCAP rating, the first pick-up to receive this under the latest testing regime.

The previous D-Max range had a reputation for toughness, reliability and durability but lacked a car-like interior, on-trend-tech and safety features. The former are still there – this is a pick-up that will go almost anywhere – but it now features some clever new additions that take it from a mountain bike, to a gravel bike, which is a major improvement.

The latest D-Max comes in three ranges – Business, All-Purpose and Adventure – and four new trim levels: Utility, DL20, DL40 and V-Cross. We had the opportunity to drive a number of new models at the launch and after a spin in the range-topping V-Cross, we took to the streets and green lanes in the DL40, the range topper in the All-Purpose range.

First and foremost, the 1.9-litre 162bhp

engine carries over from the previous model.

The ladder frame chassis, while similar to before, now comes with larger rails, additional bracing plus newer steels, all of which contribute to make it stronger. There’s a longer wheelbase, re-designed rear suspension, a shorter body, with increased load space both inside and out and a newly designed front and rear end.

What’s new?

For a start, there’s electric power assisted steering, which makes a big difference on and off road. The seats have also been redesigned and are now more comfortable, while the dashboard is more upmarket with a new touchscreen infotainment system. All models now come with a height and reachable adjustable steering wheel, steering wheel

mounted audio and cruise controls, DAB radio, Bluetooth, a front USB port and a 4.2” multi-information display. The D-Max load bed is 30mm deeper than it used to be, so Isuzu has put a step into the rear bumper to make reaching in easier. Every Double Cab model now gets a tailgate damper and all models have a Selective Catalytic Reduction (SCR) system to reduce harmful Nitrogen Dioxide levels; this means it has succumbed to AdBlue.

Payload Every version has a payload rating of at least 1,070kg, which is important for commercial vehicle tax purpose.There’s also a 3.5 tonnes towing capacity. Another interesting point is that, every variant of the All-New Isuzu D-Max weighs under 2,040kg. Therefore Extended and Double Cabs are subject to normal passenger car speed limits. Many double cab pick-up trucks – Ranger and Hilux included – exceed this weight limit so must comply with goods vehicle speed limits which are 10mph lower on single and dual carriageways.

Can it handle the tough stuff?

Don’t worry; for all its road manners, it’s still perfect for anyone who needs to use their truck off road. The selectable shift-on-the-fly 4WD drive engages faster, rear axle articulation has increased and all models bar entry-level Utility models come with a mechanical rear diff lock in addition to electronic aids that now include hill descent control and hill start assist. We tested it in a variety of situations. In water, it has a wading depth of 800mm, and on gravel and up and over some very steep hills, it performed admirably. The 4WD does engage faster than before and the locking diff, low-range gearing and electronic aids work perfectly.The good news continues in that the economy is good for

48 | December 2021 | Company Car & Van

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a pick-up: DL40 manual offers 33.6 mpg/ auto 30.7 mpg with emissions of 220g/km and 241g/km respectively.

It’s also very well kitted out. There’s a 7” multifunction colour touchscreen that is compatible with Apple CarPlay and Android Auto and comes with six speakers. Keyless entry, a push button start, dual-zone climate control, bi-LED headlights, leather upholstery, two tone 18” alloys, silver side steps, front and rear USB ports and an 8-way electrically adjustable driver’s seat also feature.

It’s light and day over the outgoing D-Max. It is much better to drive than the old models and it handles the road much more like a large SUV than before. The 1.9 engine works fine in almost every situation, but it’s lack of out and out pull could be an issue for some.

While other pick-up manufacturers have shied away from the sector, Isuzu is to be congratulated on not only launching a new model, but a massively improved one to boot.

CC&V VERDICT

The new D-Max is much, much better than before and unquestionably the safest pick-up money can buy

CC&V RATING: NNNN

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Livingstone Motor Group is now your first place to go for Isuzu Hull Mitsubishi has had a name change to Livingstone Motor Group and is delighted to build on its 30 years’ pick-up experience and partner with Isuzu.

The latest Isuzu dealership is keen to push the message that while there has been a name change, it’s still in the same place, with the same people and providing the same high-quality service as before. The expansion into Isuzu means the dealer will be able to supply pick-ups to its previous customers and is very much looking forward to welcoming new ones!

Mitsubishi decided to pull out of selling new cars in the UK in September 2021, leaving the Hull dealership with a challenge.

But it was challenge accepted, said Andrew Iveson (General Manager/Director). “We have been exceptionally busy and are delighted to have partnered with such a great name as Isuzu. We’ve sold pick-ups for 30 and believe we are somewhat pick-up specialists! We live, breathe and understand pick-ups as well as business needs. No matter how big or small, we will be able to look after you.”

He added: “We offer a full range of options from a straight buy to contract hire, and part exchange valuations. We have always offered nationwide delivery and are very keen to continue our current good relationship with

business customers.

“We have often found that business customers need a no-nonsense, straight-talking and informative level of service and for 30 years with Mitsubishi that is what we have offered. The expansion into Isuzu means we can now offer this service to old and new customers. My message is to just give us a try; I’m sure you will be delighted with what you find!”

The new model Isuzu D-Max has taken the market by storm, with its high level of build quality, ability to get the job done, and now with enhanced refinement, specification and ride quality, this new model looks set to become one of the best-selling pickups in the UK. If you look on the newly designed website www.hullisuzu.co.uk you will find information on the new model, and the pick-up specialists at Hull will do everything they can to look after you.

Andrew added: “I am delighted with the customer response so far to the latest Isuzu; with its stunning looks, five-year warranty and towing capabilities it must be on anyone’s shopping list if they’re looking for a new pick-up. Call us to find out more.”

• You can get in toch with at Livingstone Motor Group (Hull Mitsubishi) on 01482 627527 or see www.livingstonemotorgroup.co.uk

Company Car & Van | December 2021 | 49

CV NEWS: FIAT PROFESSIONAL

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First for e-Ducato as ‘Recovery Mode’ helps keep LCV on move for longer FIAT Professional unveils new Recovery Mode on e-Ducato in both 47kWh or 79kWh battery options Only light commercial vehicle on the market to feature this innovative technology FIAT Professional has revealed details of an innovative new feature on its e-Ducato model – Recovery Mode.

The E-Ducato is the only light commercial vehicle on the market featuring this battery architecture that further boosts the already renowned reliability of the Ducato LCV family.

Developed by Fiat Professional engineers, the fully electric van’s Recovery Mode is an industry-first feature that characterises the unique parallel batteries’ set-up. This technology allows the E-Ducato to continue the journey even if one of its battery modules drop out.

Working in contrast to how battery packs work in alternative electric LCVs, should one of the battery modules drop out in E-Ducato, then the other modules will automatically pick up the slack so drivers can continue their journey. This also ensures that drivers are not missing out on their working day.

The E-Ducato has three to five battery modules depending on the size of battery fitted.

The 47kWh and 79kWh batteries both come with Recovery Mode as standard.

Connecting the batteries in parallel means that the current flow cannot stop because the current is taken from each individual battery.

Kickstarting the Fiat brand’s foray into 100 per cent electric vehicles, the E-Ducato has a range of between 113 and 230 miles (WLTP City), depending on the variant. It is congestion charge and ULEZ-exempt, making it the perfect

tool for businesses in both urban and suburban environments.

Like its internal combustion engine counterparts, E-Ducato receives a best-in-class payload of up to 1,950kg and maintains the same volumes of between 10m3 and 17m3 meaning there is an E-Ducato for every eventuality.

The E-Ducato is priced from £47,675 excluding VAT (after Government Plug-in Van Grant). Find out more at https://www. fiatprofessional.com/e-ducato-electric

Driver boost as Ducato adds Level 2 assistance Fiat Professional’s New Ducato has become the first commercial vehicle to benefit from level 2 autonomous Advanced Driver Assistance Systems (ADAS).

The best-selling LCV offers a range of technologies aimed at improving the driving experience while making the Ducato a safer environment for work or leisure. And with the inclusion of technology like Adaptive Cruise Control with Stop&Go function, Lane Keep Assist and Traffic Jam Assist providing independent assistance while driving and during acceleration and braking, this enables the new Ducato to achieve level 2 autonomous driving.

Additional stand-out safety features include speed limitation, braking control for unexpected obstacles such

as pedestrians and cyclists, road sign recognition and driver attentiveness monitoring.

The broader driver assistance and parking system specs are enhanced on New Ducato. The Digital Central Mirror shows a digitally enhanced rear view for the driver. While drivers also benefit from the Electronic Stability Control (ESC) system with CrossWind Assist, Trailer Stability Control and Active Park Assist; the latter a semi-autonomous assistant for parallel and perpendicular parking manoeuvres.

Additional advanced connectivity features available in the New Ducato include the optional Full Digital Cockpit, combining a 7-inch digital TFT colour touchscreen display and two side digital gauges for RPM and fuel level. A Uconnect 10-inch radio

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navigation with touchscreen colour display and updated wireless connectivity compatible with Apple CarPlay/Android Auto. www.companycarandvan.co.uk