Company Car & Van June 2021

COMPANY

CAR AND VAN The motoring magazine for SME fleets

Lexus UX300e:

Premium all-electric motoring from Japan

VOLKSWAGEN ID.3

ISUZU D-MAX

MERCEDES-BENZ A CLASS

MAXUS DELIVER 9

Volkswagen comes out fighting with electric ID.3

Plug-in 250 e strikes the right note for fleet

June 2021 • Issue 67

V-Cross headlines a much improved range

Quality shines through in best Maxus yet

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Contents 08

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Time to look ahead as new cars and vans unveiled The motor industry has been making up for lost time, with record CV sales already in the bank so far in 2021.

However, as we re-enter the real-world post-Covid, there are some supply chain issues which are affecting the manufacturers, especially a lack of semi-conductors, so expect to see a more limited vehicle choice for your fleet over the next few months.

Fleet managers reading this issue will be thinking already about their company’s car and van requirements for Quarter 4, and hopefully problems in the supply chain won’t affect you too badly.

In the meantime, we have driven a number of new cars and vans that will fit your needs, with a mix of drive trains to choose from.

First up is our cover star, the Lexus UX300e.

Renowned as a self-charging hybrid devotee, this is Lexus’s first pure electric car and as we discovered, it’s got a lot going for it. In a similar vein, we spent an interesting week in Volkswagen’s ID.3, an electric car that comes with a decent electric range.

MINI and Mazda offer their electric MINI and MX-30 with smaller batteries coupled to less range – but on the flip side, they both deliver

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driving fun. We test both in this issue.

For company car drivers who aren’t yet ready for full-electric, plug-in-hybrids offer great BIK savings and we feature two new premium PHEVs, the Jaguar E-Pace and Mercedes-Benz A250 e. Plus there’s a selfcharging petrol hybrid review of the latest Toyota Corolla.

Our first press launch of 2021 saw us spend a day in a quarry near Buxton with Isuzu, which was keen to showcase its new D-Max pick-up. In this issue, we break down the new model range, with the range-topping V-Cross driven.

Volkswagen has a new Caddy van, offered as petrol and diesel, while the Deliver 9 showcases just how far Maxus has come, with its much improved build quality, excellent cabin and on-trend infotainment system.

There’s now a good selection of electric vans coming to market and in this issue we review three of them. We spent a week in the Mercedes-Benz e-Vito and Vauxhall’s medium electric van, the Vivaro-e, and discovered that there’s plenty to like and to learn when adopting electric CVs. And as it arrives in UK showrooms, the Fiat Professional e-Ducato gets the once over.

Finally, we find out why things are looking bright for Suzuki, with a Q & A with fleet boss Lee Giddings.

There’s also a feature on David Taylor Garages Isuzu, who tell us why their personal approach helps makes them the number one Isuzu dealer in the UK. Enjoy.

22 CARS & NEWS Lexus UX300e

4

Rolec 7 Volkswagen ID.3

8

Q&A with Lee Giddings, Suzuki

12

MINI Electric

14

Jaguar E-PACE PHEV

16

Toyota Corolla

18

Mercedes-Benz A 250 e

22

Isuzu D-Max V-Cross

24

David Taylor Garages

26

Mazda CX-30

27

COMMERCIALS Vauxhall Vivaro-e

28

Volkswagen Caddy Cargo

32

Maxus Deliver 9

34

Rygor Mercedes-Benz

37

Mercedes e-Vito

38

Fiat Professional e-Ducato

42

Andrew Walker, Editor and Publisher

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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 | June 2021 | 03

ON TEST: LEXUS UX300e

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Impressive UX300e brings Lexus’ traditional quality to the EV sector Lexus has finally taken the wraps off its first fully EV model – and the wait for a premium small SUV has been worth it, says Andrew Walker

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exus launched its small SUV, the UX, in 2019, bringing a real touch of class to the sector. At the time, an all-electric version was confirmed as on its way to complement the range, and Lexus’s first EV finally arrived this year. Company Car & Van got its hands on one courtesy of Lexus Stockport.

At first glance, it’s impressive. As with the petrol-hybrid UX, the UX300e is an extremely attractive car and makes a fine fist of standing out from the crowd.

Up front, the familiar Lexus spindle grille features a mesh pattern and there’s narrow LED headlights on the front corners, which are standard across the range. It also features large wheel arches and rear lights that span the

04 | June 2021 | Company Car & Van

full width of the hatchback, ending with a bulbous finish at either side. Unique aerodynamic alloys and some electric badging are all that mark the UX300e out from the rest of the range.

Battery and charging The UX300e, of course, is heavier than its siblings, as there’s a 54.3kWh battery located under the floor and rear seats, with a 201bhp electric motor in the engine bay. Lexus claims a range of 196 miles with models fitted with 17” wheels and if you can charge at home on a standard 7.4kWh charger like the Rolec system we use, a full charge will take approximately 7.5 hours. Utilise a 50kWh charger and you can charge the battery to 80 per cent in just 55 minutes.

Model range To keep things simple, the UX300e is offered as a single model which retails at £41,745. This comes very well equipped with 17” alloys, Lexus Safety System +, premium fabric upholstery, 7” media screen with remote touch interface, Apple CarPlay and Android Auto, reversing camera, front and rear parking sensors, bi-LED Headlights with Auto High

Beam and eight-way electrically adjustable front seats. If you want to upgrade your model to the next level it’s then up to you. You can add equipment via two packs. A Premium Plus Pack gives you smooth leather upholstery, a wireless smartphone charger, smart keyless entry, a card key, heated and ventilated front seats, heated rear seats, a heated steering wheel and privacy glass. This takes the price tag up to £45,245.

To this you can add the Takumi Pack, which adds 18” alloys, 10.3” Lexus Navigation, a 13-speaker Mark Levinson premium surround sound system, a sunroof, 360” panoramic view monitor, Head-Up Display, a hands-free power back door with kick sensor and a Blind Spot Monitor. This model costs £51,345.

Interior and tech The interior oozes class. The steering wheel and clock have been lifted straight out of the £50,000 LS saloon and it’s not the part of the interior that’s finished to the very highest standard. Every surface you can see or can’t see is top notch, as is the switchgear, and it’s clear that no corners have been cut.

Continued on page 6

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ON TEST: LEXUS UX 300e

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Continued from page 4 The Lexus infotainment screen sits in the centre-top of the dashboard and allows access to all of the car’s main functions. It features a touchpad control system, which is a little fiddly, especially when you’re moving. Design details include two cylindrical buttons above the steering wheel which jut out like horns from the dash, one of which controls the driving functions, Normal, Eco and Sport.

The automatic gear lever features Neutral, Reverse, Park and Drive with a brake regeneration function alongside. Simply push the gear stick to the left and back to engage.

As far as this goes, it’s very unobtrusive compared to many regen systems we’ve encountered and works as it should, slowing you down as you approach junctions or roundabouts and re-charging the battery.

There’s also some function buttons located at the front of the opening armrest, though they’re a little awkward to reach. Luckily, the climate controls are separate and are located underneath the screen for easy access.

The Lexus SatNav is pretty good, but as the UX range now offers Apple CarPlay or Android Auto connectivity, utilising Google Maps and easier hands-free phone use is available, too.

Bluetooth connectivity means that accessing music or podcasts from your phone is easy as well.

Practicality Interior space up front is great, with the wraparound dashboard still leaving plenty of knee and legroom. You don’t sit as high up in the UX as with many competitors and it doesn’t feel like you’re in an SUV. Rear passenger space is a little compromised, especially if you’re sat behind a tall front passenger. The centre rear seat suffers the most as it’s higher than the outer seats and is only large enough

“Its small stature means it’s fun to drive. It hugs corners tightly and springs out of them quickly, putting a smile on your face...” for a child up to a small teen.

Cabin storage is also average. There’s a smallish glovebox, twin front door bins, a decent cubby under the central armrest which cleverly opens both ways and hides the USB connection, plus a couple of cup holders. Rear seat passengers don’t fare as well, as they have only two rear seat pockets. The rear seats spit 60:40 and the flat boot floor means loading or unloading is easy. The UX300e offers 367 litres of space which is 47 litres more than in the hybrid version.

You also get a bag in which fits two charging cables, and this eats into some of that extra space.

06 | June 2021 | Company Car & Van

Lexus UX300e, supplied courtesy of Lexus Stockport.

The new model features a state-of-the art dash.

The touchscreen is a little fiddly to use but does offer an excellent SatNav system

On the road The best thing about the UX300e is its handling. The UX, although a crossover/SUV, sits quite low to the ground and even with the heavy battery, its small stature means it’s actually fun to drive. It hugs corners tightly and springs out of them quickly, putting a smile on your face. In the confines of metropolitan driving it’s also a hit. The cabin is well insulated from outside noise and in the city, especially at lower speeds or stuck in traffic, the car is amazingly quiet. At anything under 20mph progress is serene and the UX’s size makes it easy to park as well.

As a motorway cruiser, longer distances are eaten up with adaptive cruise control a real bonus when traffic gets heavier. You’d struggle to find a better quality cabin in the class. As with other EVs, though, driving steadily at anything in excess of 70 mph means that battery range runs down quicker than you’d like. When fully charged, Lexus claim a range of around 190 miles for the UX300e. We’d say that driving conservatively , 160-170 miles is more realistic.

If you are looking for negatives, the rear passenger space is tight and the boot is a little small. The other issue is price: mid and range toppers are expensive. We’d suggest that

leasing the entry level model as your company car makes the most sense.

BIK and fuel savings For company car drivers looking at premium electric cars, the UX330e comes with zero CO2 emissions and a BIK in year one of 0%.

Factor in the reduced cost of EV charging compared to buying petrol and a substantial saving per annum can be made. Set up a discounted night time electricity charging rate, such as Octopus Go and you can charge your UX300e from 12.30 am to 04.30 am at just 5p a kWh. Finally, thanks again to Lexus Stockport for the UX300e loan.

CC&V VERDICT The first electric Lexus may have been a long time coming but have no fear, it’s great to drive, brilliantly put together and looks the part. Furthermore, the lack of a direct electric competitor means that in its category, it’s actually a first.

CC&V RATING: NNNN

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ROLEC ELECTRIC CHARGING

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Peace of mind for EV driving employees So, your employees have opted for electric, now what?

The SMMT recorded an encouraging 556.1% increase in pure-electric vehicle registrations in April, compared to the previous year, as a result of car showrooms finally opening their doors.

After months of lockdown restrictions, dealerships across the UK were able to welcome motorists through their doors, enabling drivers to purchase the vehicles they’ve had their eyes on for the past few months.

It doesn’t come as a surprise that drivers are opting to go electric – after all, there are over 100 EV models to choose from. From increased driving range to government grant funding, drivers are choosing to electrify as a result of numerous fiscal, practical and environmental benefits.

Although the majority of charging takes place at home, using a domestic electric vehicle charger, the nation’s workforce have expressed a desire for EV charging points on-site, at their place of work. The convenience and comfort of charging while completing a day at work provides both current EV drivers and

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prospective EV drivers with confidence in their commutes back home, because there is nothing worse than driving without sufficient charge.

Workplaces across the UK are evidently listening to their employees and their concerns about charging facilities, as more and more businesses are taking advantage of the government’s Workplace Charging Scheme grant funding.

But there still exists a need for more workplaces to join the ‘EV revolution.’

For businesses, the deployment of charging infrastructure not only provides electric vehicle driving employees with peace of mind, but it also provides the business with financial

benefits, too. One significant benefit is the ability to generate additional revenue by applying flexible user tariffs per various driver groups. For example, businesses may choose to offer employees charging at a reduced rate, while offering charging to customers and visitors at a rate that allows them to generate return on chargepoint investment, and in turn profit, too.

There is a common misconception that workplace charging can increase energy bills due to the number of EVs recharging on-site, however, there are ways to overcome this.

Generating revenue via flexible pricing tariffs is one of them, as is ‘smart charging’ – the ability to charge greener and therefore cheaper, costing the business less than perceived.

Providing your employees with peace of mind by offering EV charging comes with an array of advantages; no matter how straightforward or complex your needs, we’re here to ensure that you are prepared for the future of transport.

Want to know more?

For more on Rolec’s workplace charging solutions, please visit: https://www.rolecserv.com/ workplace-charging

Company Car & Van | June 2021 | 07

ON TEST: VOLKSWAGEN ID.3

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Volkswagen gets it right first time with the ID.3 The ID.3 is VW’s first family car built as an electric from the ground up, and Andrew Walker reckons it’s a pretty impressive effort

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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.

08 | June 2021 | Company Car & Van

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 8 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 at 10 | June 2021 | Company Car and Van

1,794kg, but the 201bhp electric motor which 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. It’s also expensive, with a First Edition costing from £39,190 including VAT. Leasing one monthly makes the most sense.

CC&V VERDICT For a first effort, Volkswagen has got just about everything right on the ID.3. 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 alls puts it at the the top end of family EVs currently on the market.

CC&V RATING: NNNNN

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IN CONVERSATION: SUZUKI’S LEE GIDDINGS

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EVs in the pipeline but self-charging hybrids remain best solution for now Lee Giddings, Suzuki’s National Fleet Sales Manager, talks to Andrew Walker about his company’s plans post-Covid as it looks to adjust to the rapidly changing landscape for new car sales CC&V. How has the global pandemic affected Suzuki here in the UK and how well do you think the brand has coped with it?

Lee Giddings: Covid-19 has quite obviously had a massive affect on the industry, with our brand having seen a significant drop in sales volume in 2020.

However, what it has enabled Suzuki to do is plan and structure accordingly. Our dealership network have really embraced the change to a more digital world and have developed great initiatives to support this customer journey.

We have also seen our ‘click to reserve’ function go live, along with click to buy as the next step.

CC&V. The UK government has been pushing future mobility as hybrid, plugin-hybrid, or fully electric cars and CVs. With generous BIK tax incentives offered on these types of vehicles, will Suzuki be adding any PHEV or electric model’s to its offering, to entice SMEs in the near future?

Lee Giddings: Suzuki is in a great position in terms of product, with our entire line-up now 100 per cent hybrid. We also have the fantastic Across, our first PHEV model, available to order now.

Of course, with the changing landscape of future mobility, we are investing heavily in technology and will announce further models to add to our range in the medium to long term.

CC&V: Your ‘Fit for Fleet’ programme has seen success with Swift and Vitara.

Moving forward, sharing Toyota’s hybrid technology has increased your model range, with the addition of Swace and Across. Do you think that these models have a part to play for Suzuki in the SME fleet sector?

Lee Giddings: We see both Swace and Across as key models within our fleet strategy, given their BIK advantage. In particular, we see the Swace as the perfect car for both the SME market and the public sector. Much like Swace, Across is perfectly placed for these channels and there will be added focus within the Salary Sacrifice channel.

12 | June 2021 | Company Car and Van

CC&V: What percentage of overall UK Suzuki sales will be expected to come from the corporate sector, and has your dealer network bought into the fleet market?

Lee Giddings: Post-Covid and when market conditions allow, we are looking to get back to 40,000 units per annum, of which fleet will be responsible for 25 per cent. This is all driven by our 3, 2, 1 strategy – 3 per cent return on sales, 2 per cent market share and No. 1 trusted car brand.

I am really pleased with how our network has embraced fleet; we have further developed our fleet strategy in this area, with newly appointed direct sales partners.

This is an evolution of our previous Suzuki Business Partner Programme and has been designed to give greater coverage and improved service levels to our fleet customer base, predominantly within the leasing and public sector channels.

CC&V: In a recent survey, we asked some of our readers about electric cars and whether they would consider using one.

Their biggest concerns remained range anxiety and access to charging points, not the actual cost of electric vehicles.

Based on our findings, do you think that all- electric is the way forward or that self-charging and PHEV cars have an important role to play in the transition to a fully electric fleet?

Lee Giddings: My opinion, which is supported

by SMMT data, suggests that self-charging hybrids are the right products at this time.

There is, of course, greater awareness of EV products now but these still represent a relatively small percentage of the overall market and that volume is mainly driven by premium brands.

That said, at Suzuki we are, of course, moving towards an EV strategy; however, we feel we have the right product at the right time currently.

CC&V: Last but by no means least, do you see many changes coming to the UK fleet sector post pandemic and if so, how will Suzuki address these?

Lee Giddings: I believe that organisations, along with individuals looking at Personal Contract Hire, will be much more cost conscious moving forward.

In addition, I can see a lot of people downsizing due to potential decreased mileage and I’m confident that given our great value range of products, we’re certainly best placed and ready to service those needs.

“In particular, we see the Swace as the perfect car for both the SME market and the public sector...”

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ON TEST: MINI ELECTRIC

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Bright spark MINI keeps all the fun MINI fan Andrew Walker is delighted to find that the all-new electric version is as much fun to drive as it’s always been

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s a past owner of both a 1980s MINI and the newer version circa 2004, I was really looking forward to driving the MINI Electric. I’m unashamedly a MINI fan and as I found out, the electric version does an awful of MINI things well.

For starters, it looks and feels like a normal MINI. So factor in a plush, well thought-out and funky cabin. With the 32.5 kWh battery beneath the back seats and underneath the centre of the car, forming a T-shape, you also get excellent handling and the bonus of a 0-62mph time of just 7.3 seconds from the 181bhp electric motor. It’s as close to a very fast dodgem car that I’ve encountered yet and is great fun in town and on the motorway.

So that customers and the public alike can tell that this is an electric MINI, the range is offered with yellow trim panels and alloy wheels that replicate a three-pin plug socket. If you don’t want to shout your greenness to the world, don’t worry, because you can swap any of the electric detailing for other designs, save the yellow electric badge and filled in grille.

There are three specs of electric MINI, called simply Level 1, Level 2 or Level 3. Entry model Level 1 is yours for £27,900. Each level adds slightly more kit, so for example, all models get SatNav, Apple CarPlay, Android Auto, climate and cruise control but Level 2s, for an additional £2,000, add a parking camera, an interior lights package, rear view camera, heated front seats and rear park distance control. Add another £2,000 for Level 3 and this brings a touch more luxury, with a Harman Kardon stereo, a panoramic glass sunroof, a larger central infotainment screen, full leather upholstery and parking assist.

Let’s tackle the ‘elephant in the room’ first and that’s the electric range. MINI claims it is 229km, which equates to 145 miles. When the MINI was delivered to Company Car & Van, the instrumentation said it was fully charged, with a range of 105 miles. So how then can it claim to be 145 miles? Well, it comes with four drive modes: Sport, Mid, Green and Green+, which turns off the air-con. Then there is a clever regeneration switch on the dashboard, which is located alongside the starter button. The regen alters the amount of regenertion on the go and what’s really good about it is that you can set it to high even when you’re driving on the motorway and it doesn’t spoil the ride.

We drove to Liverpool for a weekend break, 14 | June 2021 | Company Car & Van

a distance of 33 miles door to door, of which 27 miles was on the motorway. I left the MINI in Green+ as I expected the battery range would drop quickly. But it didn’t – quite the opposite, in fact.

We set off with a battery range of 105 miles and having driven 33 miles, expected the range to now show around 60-65 miles. But it showed 85 miles. It wasn’t a fluke; over the course of our week we found that by driving in Green or Green+ with the regeneration set at it’s highest we were able to save around a third of every journey in range. This is where MINI gets its claimed 145 mile range from. Clever, very clever.

TECH DATA MINI Electric 2 Price: £29,900 Power: 32.5kWh battery 0-62mph: 7.3 seconds Top speed:93 mph Economy. 145 miles CO2: 0g/km

Not having driven a three-door MINI for sometime, I had forgotten that it’s not very big inside. We’ve also owned a MINI Countryman and that’s a proper family car, so the lack of space in the three-door version is noticeable.

To be fair, there’s decent enough room up front, but rear head and – especially – legroom, is poor. The boot will take four large holdalls though, which is a bonus, and there’s a shelf underneath which you can hide the two power cables, a home 3-pin and a 7kWh, which both fit neatly inside clever black bags.

Although I have a Rolec home charger, (more at www.rolecserv.com/home-charging) I took the opportunity to charge the MINI up at my local Tesco, where you can get two hours free when

shopping plugged-in to their Podpoint chargers, and at Cheshire Oaks Shopping Village, which is home to a set of Chargemaster machines. A word of advice. Always download the charging company’s App so that you can take advantage of free charging where it’s offered.

As a driver’s car, the electric MINI is more fun to drive than most rivals. It’s easy to point into and out of a corner and comes with decent straight line power. It’s also very quiet and is comfortable in town, happy on the motorway and you can easily overtake slow-moving traffic if required. All-in-all, as an electric version of a MINI, it’s hard to fault.

For business customers there’s no CO2 emissions so BIK is set at zero, so if you can live with the limited range – the Peugeot e-208 and Vauxhall Corsa-e will get you closer to a 200 miles – then the only real competition comes from the decidedly retro Honda-e and Mazda MX-30, with their 100-mile ranges.

Plainly, if you have a home charger and are lucky enough to have one at work too, range won’t be an issue. And if the range is still a problem, then it’s well to remember that the average daily commute by car in the UK is somewhere around 30 miles, although we’d stress that this is not a car for a 400-mile round trip.

CC&V VERDICT Despite rather than because of its range, you can enjoy the electric MINI with your heart as well as your head. Great to drive and 0% BIK. As an electric version of a MINI, it’s hard to fault.

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

NEWS: JAGUAR E-PACE PHEV

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Jaguar’s new E-Pace now includes PHEV option An advanced 1.5-litre three-cylinder petrol engine is the latest member of Jaguar’s modular, flexible Ingenium engine family, and it is available on the E-PACE with PHEV technology.

The lightweight new aluminium engine – 33kg lighter than the four-cylinder – delivers strong performance and refinement with low levels of friction which contribute to excellent efficiency and fuel consumption.

The new P300e PHEV powertrain combines the 200PS 1.5-litre three-cylinder Ingenium petrol engine and a 109PS (80kW) Electric Rear Axle Drive (ERAD) motor. This ensures impressive performance and efficiency, with 0-60mph in 6.1seconds (0-100km/h in 6.5 seconds), CO2 emissions of 44g/km and fuel economy up to 141mpg (2.0 l/100km) (WLTP TEH combined).

The compact ERAD motor is powered by a 15kWh lithium-ion battery located under the boot floor. When fully charged it provides up to 34 miles of all-electric range, enabling the new E-PACE PHEV to complete the average UK daily commute, to and from work, of 18.8 miles in EV mode without requiring a recharge.

Inside, customers benefit from the latest Pivi Pro infotainment, which provides intuitive

16 | June 2021 | Company Car & Van

control of the vehicle systems with simplified menus and enhanced connectivity, including Software-Over-The-Air (SOTA) updates.

At the front the changes include a revised lower aperture incorporating a distinctive blade element. A new grille mesh design with diamond detailing is influenced by the Jaguar heritage logo and features a contemporary Noble Chrome finish, while new side fender vents feature the iconic Leaper emblem.

New all-LED headlights feature ‘Double J’ Daytime Running Light (DRL) signatures, which are available with optional Pixel LED technology, delivering increased resolution and brightness.

At the rear, the lower bumper features a new mesh insert which sits between the integrated tail pipes that are standard with four-cylinder petrol engines. All other engine derivatives gain new slim horizontal blade finishers. The all-LED rear lights are inspired by the all-electric I-PACE and feature Jaguar’s chicane graphic, showcasing the advanced technology and modernity of the overall design.

In purposeful R-Dynamic specification, the new E-PACE features a series of distinct design elements for a more performancefocused look, while all models are available

with the additional Black Exterior Pack, which delivers an even more dynamic appearance with bespoke elements finished in Gloss Black.

At the heart of the new interior is the integrated 11.4-inch curved-glass HD touchscreen at the centre of the dashboard, which controls the new Pivi Pro infotainment system. Chemically strengthened, the glass screen features two coatings; one which is anti-glare and a second which resists fingerprints.

The driver focused interior also provides easier access to the larger stowage area in front of the new Drive Selector with space for an optional 15W wireless device charger.

Driver touchpoints around the cluster are now wrapped in soft touch materials while the knee side contact area has been sculpted to provide improved luxury and comfort.

Focus on materials extends to the metallic speaker accents and metallic vent finishes which, along with elements such as the metallic rotary dials, exemplify the premium interior.

A new steering wheel, which is influenced by the design in the all-electric I-PACE performance SUV, features hidden-until-lit switches and metal gearshift paddles.

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ON TEST: TOYOTA COROLLA

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Corolla’s back – and it still packs plenty of punch The return of the grandest old name in the Toyota stable is something to cheer, says Andrew Walker

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hen the Toyota Auris replaced the Corolla in the UK 12 years ago, many thought that that signalled the end of the line for the world’s best-selling car by name.

However, when Toyota recently launched its latest family hatchback, it sensibly went back to the Corolla name, binning the Auris to history.

It’s a worthy flagcarrier for that name, too: a big improvement over the departing Auris and a car that should appeal to fleet customers who want a petrol car that actually does offer true 50mpg motoring. Thanks to the hybrid technology, the latest Corolla’s biggest plus is that it will save you money and in this day and age, you can’t say fairer than that.

The Corolla is offered with a choice of three powertrains, including a non-hybrid, 1.2-litre turbocharged petrol version, as well as a range of trim levels. There are three body styles, with the five-door hatch we tested joined by an estate and a hybrid-only saloon. The likely best seller as far as power units are concerned is likely to be the 1.8-litre 120bhp hybrid that we tested on our Excel hatch. Above this sits the

18 | June 2021 | Company Car and Van

more powerful 2.0 litre 177bhp and at the bottom, the aforementioned 1.2 petrol non-hybrid.

UK options for trim levels starts with the Icon and comes with 16” alloy wheels, LED headlights, heated front seats, Adaptive Cruise Control, Toyota Touch 2 multimedia integration infotainment screen, reversing camera and on the hybrid only, dual-zone air conditioning.

Next up is the Icon Tech, which adds SatNav and front and rear parking sensors. Design comes next and offers 17” alloys, auto folding power-adjustable side mirrors, rear privacy glass and LED front fog lights. Our Excel takes things up a notch with front sports seats, a Heads Up Display, coloured TFT information display and 18” alloys.

The 1.8-litre hybrid Icon costs from £24,485 with our Excel setting buyers back £28,300.

Recent changes have increased the BIK on Corolla to 28%, so if you select an Icon model, you’ll pay from £139 a month in company car tax.

The new Corolla has been built on the same platform as the Prius and CH-R, which is a good thing, because it handles particularly well.

It’s been designed in a similar vein too, with lots of angles both at the back and front. The front features slim wrap-around headlights which merge into the Toyota logo at the centre of the bonnet. The rear hatch is a bulbous affair, with two axe-shaped rear light clusters making the Corolla really stand out.

The cabin is a big improvement in quality over the old Auris. All the knobs and buttons feel well made and of better quality than you’d find in Toyotas of old. The plastic surfaces, even on the door pockets, front of glove box and centre binnacle by your feet, have been finished to a very high standard and are a real match for the Ford Focus. The red stitched leather upholstered finish to the dash is a nice touch as well.

The 8” infotainment screen is logically located in the centre of the dash and underneath this, sit the climate controls.The automatic gear lever is in the usual spot between the front seats, in front of which are the driving options buttons where you make your choice from Sport, Normal or Eco. Continued on page 20 www.companycarandvan.co.uk

ON TEST: TOYOTA COROLLA

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“If your car is used for the daily commute, the auto box makes driving very easy and I can’t think of a better family hatch to commute in...”

Continued from page 18 Alongside this is the EV mode button. Excel also features an electronic handbrake with hill hold assist.

Directly in front of the driver sits the 4.2” TFT multi-informaton display, with the rev counter on the left and speedo to the right. In-between these are the fuel and engine temperature gauges and trip info. The steering wheel buttons allow hands-free access to the phone, media, volume and voice control functions, with the adaptive cruise control and lane departure buttons located to the right.

There’s a single USB and 12v sockets inside the centre sliding armrest. Underneath this is a storage box. There’s a small cubby large enough for your mobile in front of the gear lever and in comparison with many competitors, an impressive glove box .The centre binnacle features two drinks holders.

Toyota’s designers have designed the dashboard and doors to float towards the driver, and it looks good. However, this is a little bit of style over substance as it means the front door pockets are hard to reach. Similarly, in the rear there is only a single bottle holder in each door, with no storage space at all. The rear does have a fold down armrest with two drinks holders.

Front seat passengers get decent head and legroom. Those in the rear will suffer slightly from the Corolla’s sloping roof, which does reduce headroom, although legroom is fine.

The centre rear seat is raised slightly, so as with pretty many C Sector cars, there’s even less room when you sit there. The driver will also find that the steering wheel adjustment is not as good as on rivals, and that the Corolla seat adjustment is fiddly.

The 1.8 hybrid engine has been designed to be both frugal and easy to drive and this is what it does well. In town or in traffic, the CVT auto box is great and the cabin is nice and quiet as you drive around. It’s a different story on the open road though, where the CVT gearbox does what it always does, suck any fun out of the drive. However hard you push the throttle, the CVT box takes an age to respond and this is despite the revs shooting up. Driving on B-roads can be frustrating as a result.

Conversely, at motorway speeds it cruises perfectly happily in almost total silence. Top speed is 112mph and 0-62mph takes 10.9 seconds.

Our test driving week took us on a myriad of roads around North Cheshire and South 20 | June 2021 | Company Car & Van

Manchester and we found that in the main, the Corolla really is a relaxing car to drive. Better still, if you’re looking to save money on fuel, the combined WLTP economy is an impressive 55-66 mpg, with CO2 at just 76-90g/km, which are both much better for company car drivers than the 1.0-litre petrol engine in both the VW Golf or Ford Focus. When we tested both of these we struggled to better 38mpg, while our 300+ miles in the Corolla saw us average 50.8mpg, so its figures back the claims up.

An overnight stop in a hotel before a press launch gave me a chance to pack the boot. It comfortably coped with my small suitcase and suit holder but in reality, the boot capacity isn’t that impressive, with 361 litres available in the 1.8. It’s also worth pointing out that if you select the 2.0 Corolla it has even less – just 313 litres – because its 12V battery has to go under the boot floor.

On winding country roads, the Toyota New Global Architecture-based (TNGA) chassis is actually pretty good fun and coupled with the Corolla’s low centre of gravity, makes for happy progress. From a comfort perspective, the ride in the Corolla sits right between the harder Golf set-up and softer Focus. The CVT gear box performs better in the smaller Corolla than in some of the larger, heavier Lexus models that also offer a CVT box. If this sounds like damming by faint praise, you’d be wrong. If your car is used for the daily commute, the auto box makes driving very easy and I can’t think of a better family hatch to commute in.

Toyota has improved the on-board tech and it now comes with AppleCar Play and Android

Auto. Despite this, it still feels a little dated compared to what is offered by some of the competition. The main issue is the interface is slow to respond. You do get DAB radio and connecting your phone via Bluetooth is both quick and easy. We tried out Toyota’s in house SatNav but as with every manufacturer’s own offering, it’s just not as good as Google Maps.

In conclusion, the Corolla hybrid makes an awful lot of sense for company car drivers.

Compared to the 1.0-litre petrol engines offered by Ford and VW, the 1.8 in the Corolla will save you money at the pumps with 50mpg nailed on without breaking a sweat. It’s also very well built, comes packed with safety features and stands out from the crowd. It’s only let down by the dated interface and some questionable storage options and flexibility in the cab.

While the sector-leading Golf and Focus are better to drive, don’t write the Corolla off. If you want a hybrid family car that takes the hassle out of driving, then at the moment, it’s as good as it gets.

CC&V VERDICT The Corolla hybrid makes an awful lot of sense for company car drivers. It’s very well built, reliable as hell and comes packed with safety features. If you want a hybrid family car that takes the hassle out of driving, then it’s really worth your time.

CC&V RATING: NNNN

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NEW CAR REVIEW: MERCEDES-BENZ A250 e

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Mercedes-Benz offers an A Class route to the benefits of hybrid Mercedes-Benz’s new range of plug-in hybrids bring customers the best of both worlds: in town they run in all-electric mode, while on longer journeys the driver benefits from being able to switch to the traditional combustion engine.

It makes the vehicle more efficient overall, allowing energy to be recovered during braking to replenish the battery while giving the peace of mind on longer journeys when you run on the traditional combustion engine.

The A-Class is the latest in the MercedesBenz line-up to benefit from hybrid technology.

As youthful and dynamic but mature and comfortable as ever, the A-Class has always led the field, with premium sector touches helping it stand out among compacts.

But now the A250 e adds class-leading hybrid technology to supplement its already high standard.

There are two choices: the A250 e Hatchback pricing for which starts at £32,980, while a longer wheelbase saloon starts at £33,575. Both come with a 7.4 kW on-board AC charger as standard, allowing charging from 0 to 100 per cent in around one hour and 30 minutes The A250 e features a 1.3-litre petrol engine with an output of 160 hp, with an additional 102 hp available from the electric motor. The on-board battery has a total useable capacity of 10.6 kWh, meaning the A250 e has an all-electric range of up to 44 miles.

The combination of the two power units means the A250 e in either hatchback or saloon 22 | June 2021 | Company Car & Van

guise can deliver up to 256.8 combined mpg.

Even better if looking for a company car package with a low BIK rating, CO2 emissions start from just 25 g/km.

For the compact models, the third-generation plug-in technology was adapted and scaled for the transverse engine. Electrically powered driving pleasure and everyday suitability are the main focus. Such is the clever design of the two models that the presence of the batter and electric motor do not impinge of the load capacity or interior cabin space. Even better, driving pleasure and suitability for everyday use remain to the fore.

Saloon option

The A-Class Saloon has been part of the compact car portfolio since 2018.

It benefits from its long rear end and class-leading interior space; yet beats the world record of Cd 0.22 originally established by the CLA Coupé.

The two A250 e models can be charged with alternating or direct current. A corresponding vehicle socket is located in the right-hand side wall of the vehicles.

This means that the compact plug-in hybrids can be charged at a 7.4 kW Wallbox with alternating current (AC) within 1 h 45 min from 10-100 per cent SoC (Status of Charge); with direct-current charging (DC) the battery can be charged from 10-80 per cent SoC in around 25 minutes.

The A-Class is able to drive semi-autonomously in certain driving situations. It has driving assistance systems with co-operative driver support, and thus provides one of the highest levels of active safety in this segment with functions adopted from the SClass. Multibeam LED headlamps are available on request.

Standalone options for the A250 e include the £1,495 Driving Assistance package (available on AMG Line Premium Plus only).

Driving Assistance includes Active Blind Spot Assist; Active Braking Assist with cross-traffic function; Active Distance Assist Distronic; Active Emergency Stop Assist; Active Lane-change Assist; Active Speed Limit Assist; Active Steering Assist; Evasive Steering Assist; Pre-Safe Plus; and route-based speed adaptation To upgrade your A250 e, the range-leading AMG Line models come as standard with privacy glass; heated front seats; Thermotronic climate control; 18-inch five-twin-spoke alloy wheels; Artico man-made leather and Dinamica microfibre upholstery For an additional £1,500, AMG Line Executive adds smartphone integration; 10.25-inch media display; Parking package; Mirror package; and wireless charging Finally, the AMG Line Premium equipment pack includes 10.25-inch digital cockpit; augmented navigation; Keyless-Go locking and unlocking; ambient lighting, with a choice of 64 colours; a rear armrest; Mercedes-Benz’s outstanding advanced sound system; and aluminium trim. www.companycarandvan.co.uk

ON TEST: ISUZU D-MAX V-CROSS

Isuzu to the rescue of the lifestyle pick-up sector

As rivals have bailed out of the pick-up market, so Isuzu has invested heavily, giving its D-Max range a splash of urbane manners.

Andrew Walker reports

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hat a great time to launch a new pick-up! Isuzu’s new D-Max has landed in the UK at exactly the right time for the Japanese brand. Established players Mitsubishi, Fiat Professional and Mercedes-Benz have left the sector altogether, Nissan has decided not to bring its latest Navara to the UK and VW is on a pick-up sabbatical, so the competition has shrunk.

To be fair to Isuzu, along with Toyota and Ford, the company has been one of the ‘Big Three’ pick-up manufacturers worldwide and as a commercial vehicle brand only, feels that it knows a thing or two about pick-ups.

Since the Isuzu D-Max launched in 2012, Isuzu has consistently grown sales volume, with a peak of over 6,000 units shifted in 2015.

Sales volumes have stabilised at 5,000 a year since but with pre-sales of the all-new Isuzu D-Max so positive that demand is currently outstripping supply, Isuzu fully expects to easily meet its target of 5,000 registrations in 2021.

Indeed, it is so optimistic it will sell well that it believes it can meet its original goal of 10,000 registrations well before the original target date of 2025.

24 | June 2021 | Company Car and Van

The latest D-Max comes in three ranges: Business, All-Purpose and Adventure. These three are complemented by four trim levels: Utility, DL20, DL40 and V-Cross. CC&V had the opportunity to drive a number of new models at the UK launch and first up was the range-topping V-Cross model from the Adventure range. It’s an ideal place to start as it’s the model Isuzu believes will increase sales in the Adventure category by a third over the previous offerings.

The previous D-Max range-topper, the Blade, had a reputation for toughness, reliability and durability. What was slightly lacking, however, were the more car-like interiors, on-trend-tech and safety features you’d find on some of the competition. In the new version 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.

Engine and chassis First and foremost, the 1.9-litre 162bhp engine carries over from the previous model.

However, 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 but increased load space both inside and out and a newly designed front and rear end.

Also new is electric power-assisted steering, which makes a big difference both on and off road. The seats have also been redesigned and are now more comfortable, and 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, thanks to Euro 6D emission standard, each model has a Selective Catalytic Reduction (SCR) system to reduce harmful Nitrogen Dioxide levels, so it has succumbed to AdBlue.

Payload Every version has a payload rating of at least 1070kg, which is important for commercial vehicle tax purpose.There’s also a 3.5 tonnes towing capacity. Another interesting point is that every variant weighs under 2,040kg, meaning 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. It’s a fact that many pick-up customers are unaware of.

Off-road: Will it get me through a forest?

Don’t worry, the latest D-Max is 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; take it www.companycarandvan.co.uk

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body-roll. Rear passengers get more leg room and the rear seats are angled to make the rear more comfortable as well. The improvement is impressive.

through gravel and up and over some very steep hills and it performed admirably. The 4WD engages faster than before and the locking diff, low-range gearing and electronic aids work perfectly.

Safety All double-cabs get a radar system, with Isuzu choosing to use stereo-imaging via a pair of cameras at the top of the windscreen enabling the AEB, lane keeping, traffic sign recognition and intelligent speed limiter to work more accurately than offered elsewhere. Plus, the new system enables cross traffic alert, blindspot monitoring and emergency lane keeping, all new to the pick-up sector. And if that’s not enough, Double Cabs get eight airbags, Single and Extended Cabs seven.

Emissions and fuel economy Pick-up emissions and fuel economy are not a selling point. V-Cross manual offers 33.6 mpg/auto 30.7 mpg with emissions of 220g/km and 241g/km respectively.

V-Cross specifics V-Cross certainly looks the part and features distinguishing ‘Gun Metal’ exterior styling on the radiator grille, side steps, door mirrors, door handles and 18” alloy wheels. It’s also very well equipped with heated front seats, rear parking sensors, Bi-LED headlights, LED front

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fog and an eight-way electrically adjustable driver’s seat. The 9” multifunction colour touchscreen is compatible with Apple CarPlay and Android Auto and comes with eight speakers, plus front and rear USB ports.

There’s also a dual-zone climate control system, an auto-dimming rear-view mirror and automatic headlight levelling. This is a pick-up tailored to the lifestyle sector.

What’s it like to drive?

One thing is for certain, and that is it’s light and day over the outgoing Blade to drive. The V-Cross handles the road much more like a large SUV than before, the electronic steering makes it easier to manoeuvre and the bigger brakes means it stops faster. The seats are way more comfortable and coupled with the improved body structure, there’s far less

Any negatives?

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. The latest Hilux features a 2.8-litre engine with over 200bhp with 369 lb ft for example, while the D-Max only offers 164PS with 266 lb ft. It’s also a little sluggish compared to the Ford Ranger, taking 12.7 seconds to hit 62mph in the manual double cab and 13 seconds in the auto. In common with all pick-ups, there’s still some noticeably cheap plastics adorning the lower part of the dashboard, centre armrest and door pockets, even on the V-Cross.

CC&V VERDICT This D-Max not only looks and drives better than before, it now features classleading safety, on-trend tech, a far better passenger experience and does most of what a pick-up is supposed to do.

V-Cross is definitely a contender for those in the lifestyle pick-up sector

CC&V RATING: NNNN

Company Car and Van | June 2021 | 25

DAVID TAYLOR (GARAGES) LTD

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Award-winning dealership has an exciting future ahead David Taylor (Garages) Ltd is a family-run garage based near Crickhowell, South Wales which is justifiably proud of its outstanding reputation for providing the best service to all customers old and new for all makes and models of vehicles.

David Taylor (Garages) Ltd is an Isuzu franchise specialising in everything Isuzu, from new and used sales, aftersales, servicing, parts, and MOTs. Customers travel from all over the country thanks to its excellent customer relations and levels of stock on their forecourt. With 80-90 new and used vehicles available to view there is always something suitable – and that’s why customers come back year after year.

This year, David Taylor (Garages) Ltd has once again done exceptionally well, winning several Isuzu dealer awards including the top award of 2020 Overall Isuzu Dealer of the Year for the 9th-plus time. In addition it was named New Vehicles Dealer of the Year, Finance Dealer of the Year and Regional Dealer of the Year.

Gene Taylor, owner and director of David Taylor (Garages) Ltd, believes that these awards and the garage’s outstanding reputation would not be possible without the support and hard work of his dedicated team of staff and his loyal customers.

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Gene and the team at David Taylor (Garages) Ltd He said: “We have an exciting year ahead of us with the all-new and improved Isuzu D-Max finally arriving. Here at David Taylor (Garages) Ltd we have more stock available, with 40+ new vehicles to choose from; that’s more than any other garage across the country.”

Gene is particularly excdited by the all-new D-Max: “The new models are better than any previous model; they are comfier and smoother to drive, with added bonuses of lane assist and more.”

The garage is open Monday to Saturday (Sunday by appointment) for customers to come along and test drive the new models whether manual or automatic, a utility vehicle, DL20, DL40 or V-Cross.

Want to know more?

You don’t want to miss out on this fantastic new range so give David Taylor (Garages) Ltd a call on 01873 810304 to book a test drive today.

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ON TEST: MAZDA MX-30

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Driver appeal shows Mazda MX-30 is ready to punch above its weight Andrew Walker The MX-30 is Mazda’s first all-electric production vehicle and Company Car and Van had the opportunity to sample it in the wet and windy Yorkshire Dales recently. The good news is that for an electric car, it drives and handles particularly well.

Currently, there are two schools of thought with electric cars. It’s basically, smaller battery, lower range, more fun to drive vs larger battery, higher range, not so much fun to drive. The MX-30 falls into the former. However, though it is powered by a relatively small 35.5kWh battery, it still has a claimed range of 124 miles.

The MX-30 is offered in three specifications.

SE-L Lux costs £28,545 before the Government’s plug-in car grant. It comes with 18”alloys, LED lights, an 8.8” touchscreen, Apple CarPlay and Android Auto. Next up is Sport Lux, costing £30,545. This adds privacy glass, heated seats and keyless entry. The range topper is the GT Sport Tech which costs £32,845. This features a Bose stereo, power/ tilt sunroof and a 360-degree parking camera.

The Mazda family has long been a CC&V favourite, with top-class interior and some clever touches, and the MX-30 doesn’t disappoint in this regard. From the floating central binnacle, to the separate 7” climate control touchscreen, all is cleverly designed and beautifully finished. The use of environmentally- friendly materials, such as cork, vegan leather and recycled plastic bottles, is also tastefully done.

The MX-30 may be an SUV in looks, but it doesn’t offer proper rear doors. Mazda has instead repeated the freestyle ‘suicide doors’, first seen in the 2002 RX-8, which feature a built-in B pillar.

Mazda MX-30 buyers will receive a free wall box home charger, while the car is equipped with both a Type 2 mode 2 charge cable for 3-pin plug charging and a Type 2 mode 3 charge cable for AC charging. Additionally, the DC socket allows for rapid charging up to 50Kw. In this charge mode a charging time of 30 to 40 minutes can deliver up to 80 per cent battery charge. Using a standard 7.4kWh home charger will see the MX-30 fully charged in around five hours.

Thanks to its smaller battery, which only weighs 310kg, the MX-30 is an awful lot more fun to drive than most electric cars. There’s also no discernible one-pedal driving style to save battery range through brake regeneration, the MX-30 feels more rapid and much lighter on its feet than the competition.

On a selection of country lanes the MX-30 feels nothing but well poised and handled the tight turns and corners with aplomb. There’s a www.companycarandvan.co.uk

total of 143bhp and 271Nms on offer, so 62mph is reached in 9.7 seconds, with a top speed of 87mph.

In electric and plug-in cars the addition of a heavy battery underneath the floor really alters handling. Not so with the MX-30. The smaller, lighter battery is barely noticeable and unlike most EVs, it also manages the trick of running well over poor road services.

As a city electric car the MX-30 is hard to

fault. It’s almost as quirky as the Honda-e and drives as well as the MINI electric, its two main competitors. However, the inclusion of the rear suicide doors means that it doesn’t offer the most practical solution for rear passengers.

From a driver’s perspective, it’s brilliant, one of the best electrics we’ve driven. Quality wise, it is more than a match for the premium German and Swedish brands, without their premium asking price. And it offers 0 per cent BIK.

“The smaller, lighter battery is barely noticeable and unlike most EVs, it also manages the trick of running well over poor road services”

CC&V VERDICT If you can live with the range, the MX-30 is one of the best electric cars we’ve driven, with build quality to match.

CC&V RATING: NNNN

Company Car & Van | June 2021 | 27

ON TEST: VAUXHALL VIVARO-e

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Versatile Vivaro-e leaves its electric rivals trailing Andrew Walker Alongside sister brands Citroen and Peugeot, Vauxhall brought the Vivaro-e to market in 2020. Thanks to Covid-19, we didn’t get to drive one until February of this year, when a Vivaro-e Elite 3100 75kWh turned up so CC&V could see what all the fuss is about.

The all-electric Vauxhall Vivaro-e looks pretty much the same as a diesel Vivaro and comes in two trim levels – Dynamic and Elite – and two lengths, L1H1 and L2H1. There’s also two bodies, Van and Double Cab and with two battery sizes, 50kWh or 75kWh. Vauxhall claims the larger battery will cover 205 miles – and it’s likely to be the preferred choice.

The good news is the battery’s presence doesn’t stop it lugging some serious loads.

Payload ranges from 1,000kg on the L1H1 Elite Panel Van 3100 with the 75kWh battery, rising to 1,226kg on the L1H1 Dynamic Panel Van 3100 with the 50kWh battery. Uniquely in the market for all-electric LCVs, Vivaro-e is capable of towing up to one tonne.

The electric motor produces 136hp (100kW) and 260Nm of torque. The 50kW battery powered Vivaro-e offers 144 miles of all-electric range in WLTP conditions, including a half payload, while the larger 75kW battery offers 205 miles of range. With an average annual fleet mileage of 20,000 miles, both battery sizes

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are built to cope with the daily weekday mileage of 76 miles.

As far as charging time goes, 100kW charging capability is available as standard, so if you are lucky enough to charge your Vivaro-e this way, rapid charging of the 50kW battery from zero to 80 per cent takes just 32 minutes, while rapid charging on the 75kW battery takes 48. The onboard charger is 7.4kW, so charging at home on the most common 7.4kW wall box will take 11 hours and 20-minutes. Three-phase 11kW charging is available as an option, so if you have the more powerful wall box then this would speed things up.

Either option comes well specced, with the Dynamic featuring auto transmission with e-toggle shift; electric parking brake; electronic stability programme with traction control; ABS with electronic brake force distribution; hill start assist; driver and front passengers’ airbag and remote control central deadlocking.

Elite adds a driver drowsiness alert system, a panoramic rear-view camera, SatNav, a Head-up display, Lane Departure Warning, front parking sensors, autonomous emergency braking, 17” alloys and metallic paint.

Access to the load area comes via a nearside and offside sliding doors and twin solid rear doors. Elite versions add the Vauxhall FlexCargo load-through bulkhead, so longer items can slide under the front passenger seat.

The cabin has some decent storage space as well, with large door pockets, a dash top lidded compartment, two corner-dash mounted cup holders, an open glove box, with extra storage space located under the passenger seat.

On the road put it in Eco mode and sit back and relax. On the motorway select cruise control and settle in at 60mph or below to best conserve battery range. If you can resist the temptation to go above 60mph whilst on the motorway, you’ll see a return of one mile of distance travelled for one mile of range used.

Even though the Vivaro-e is nippy, especially from a standing start, around town or on A and B-roads, the battery range improves. As you slow down more often, the brake regeneration kicks in more regularly and you can idle up to junctions and roundabouts while the battery recharges. We found that if you travelled 40 miles like this, you’d only use 27 miles of the van’s range.

CC&V VERDICT Doesn’t carry or tow as much as its diesel counterpart, but as far as electric vans go, the Vivaro-e IS the leader of the pack.

CC&V RATING:

N N N N

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CV NEWS: VOLKSWAGEN CADDY

Better connected Caddy just perfect for urban deliveries Pricing for new, award-winning Volkswagen Caddy Cargo start from £17,800, with Standard and Maxi wheelbases and three trim levels New technology includes Digital Cockpit and touchscreen infotainment, plus five new assistance systems Range of passenger car varients

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olkswagen’s fifth generation Caddy has been redesigned from the ground up, offering increased space, efficient engine options, additional driver assistance systems to improve safety and a new connected Digital Cockpit and infotainment system to turn the vehicle into a smartphone on wheels.

Despite being revealed only as recently as February, the fifth-generation Caddy has already picked up its first award, after being crowned Van of the Year at The Sun Motor Awards 2020. Judges praised its unbeatable combination of clever technology, a new, cleaner engine lineup, fresh styling, and versatility, making it “the hottest in the business”.

Caddy will initially launch in the UK with two wheelbase options – standard and Maxi – with three trim levels. The panel van variant will now be known as the Caddy Cargo, and the passenger carrying versions, simply the Caddy.

The standard Caddy measures 4,500 mm in length, an increase of 93 mm over the previous model. The wheelbase has also grown by 73 mm to 2,755 mm.

The load space width is up 57 mm to 1,613 mm with the distance between the wheelarches increasing by 60 mm to 1,230 mm and the rear opening by 51 mm to 1,234 mm. The additional size means a Euro pallet can now be carried sideways in the back of the cargo space. The storage capacity of the standard wheelbase Caddy is 3.1 m3 (as per the SAE V6 standard).

The new Caddy Maxi offers even more space (3.7 m3) and has a 215 mm longer wheelbase, offering enough room for up to two Euro pallets.

New options include power-latching side doors and tailgate, LED headlights and LED rear lights plus new metallic paint finishes.

Five driver assistance systems are new to the fifth-generation Caddy Cargo, taking the total to 19. New systems include Travel Assist, which delivers assisted driving across the full speed range, while Trailer Assist is available on Caddy for the first time. In addition to the new 32 | June 2021 | Company Car & Van

windows, height adjustable-driving seat and a new multi-function steering wheel are also standard across the range.

technology, the Caddy’s existing assistance systems have been significantly expanded and updated with new functions. New Caddy also features eSIM technology as standard, which means the vehicle can automatically make eCalls to emergency services in the event of an accident.

Engines and powertrain Three diesel and one petrol engine option are available from UK launch.

The 2.0 TDI offers outputs of 75, 102 and 122 PS, with a new twin dosing system providing a double dose of AdBlue to help significantly reduce nitrogen oxide (NOx) emission levels compared to the previous model.

The 1.5 TSI petrol option produces 114 PS and is equipped with Active Cylinder Technology as standard. This temporarily deactivates two of the four cylinders at light engine loads to save fuel.

All engines fulfil the 2021 Euro 6 emissions standards and are fitted with particulate filters.

Fuel consumption has been reduced by up to 10 per cent on previous generation.

The 75PS and 102 PS models will be equipped with a 6-speed manual gearbox and front-wheel drive as standard, while the 2.0 TDI 122 PS and 1.5 TSI 114 PS are offered with the option of a seven-speed DSG. 4MOTION four-wheel drive is available on 2.0 TDI 122 PS variants.

Pricing Caddy Cargo prices range from £17,800 for the entry-level 1.5 TSI 114 PS model to £26,850 for the 2.0 TDI 122 PS 4MOTION Maxi version. Mid-level models, which start at £19,275 RRP, introduce electronically controlled air con, body coloured bumpers and rear parking sensors, along with power adjustable lumbar support for the driver’s seat and leather multi-function steering wheel.

Range-topping Caddy Cargo models, from £22,075, add Discover Media satellite navigation, front and rear parking sensors, anti-theft alarm system, power folding exterior mirrors, LED rear tail lights and alloy wheels.

Customers financing the Caddy Cargo on Personal Contract Plan, Hire Purchase and Lease Purchase can benefit from a deposit contribution of £2,400 (including VAT) and a low finance rate of 2.9% APR Representative.

All Caddy models financed through Volkswagen Financial Services are also eligible for two services for just £99.

Business customers can finance the Caddy Cargo on Contract Hire for just £209 per month in 102 PS Commerce specification.

Connectivity The fifth-generation Caddy features a completely overhauled cabin. The dashboard and controls have been redesigned while a new Digital Cockpit is now available as an option.

All models get a touchscreen infotainment system, between 6.5 and 10 inches, with range-topping models offering a larger 10-inch Discover Media satellite navigation system. For the first time, Caddy is equipped with an ‘always connected’, integrated eSIM, which allows infotainment systems to be prepared to access mobile online services and functions of ‘We Connect’.

The interior also gets new switchgear including electronic handbrake with auto hold function, lighting and audio controls. Electric www.companycarandvan.co.uk

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Cabin upgrade keeps Caddy passengers riding in style Pricing for the Volkswagen Caddy passenger carrying vehicle has been announced, with the fifth-generation model starting from £23,610.

The new passenger-carrying Caddy is available in standard wheelbase and the longer Maxi size, as well as in higher-specification Caddy Life and Caddy Maxi Life form. This is in addition to the Caddy Cargo panel van, which starts from £17,800.

Practicality The Caddy and Caddy Life models features a two-seat bench and a single seat in the second row, with two additional seats in the third row for both Maxi versions. The passenger area is equipped with a 12v socket, five standard interior lights, carpet floor, fixed side windows, heated rear windows, a sliding trunk cover and a windowed tailgate.

As standard, the Caddy driver cabin features new switchgear including electronic handbrake with auto hold function, cruise control with speed limiter and audio controls. Electric windows, height adjustable-driving seat and a new multi-function steering wheel are also standard across the range, along with air conditioning and two cup holders in the centre console.

Caddy Life adds drawers under both front

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seats, a removable waste bin, a leather multi-function steering wheel and adjustable lumbar support in the front seats.

Connectivity The Caddy features a completely new cabin, with Bluetooth and DAB digital radio as standard. A 6.5-inch colour touchscreen infotainment system is available on Caddy with Caddy Life featuring a larger 8.25-inch screen and App Connect.

A larger 10-inch Discover Media satellite navigation system, along with voice control and a fully Digital Cockpit is offered as an option on Caddy Life.

Caddy also has an ‘always connected’, integrated eSIM, which allows infotainment systems to access mobile online services and functions of ‘We Connect’.

Driver Assistance Systems The fifth-generation Caddy is equipped with a host of driver assistance systems as standard, including Autonomous Emergency Braking Front Assist with pedestrian and cyclist monitoring, lane keep assist and a driver alert system.

Engines and Powertrain The Caddy and Caddy Maxi are available with three powertrains: 2.0 TDI 102 PS with 6-speed manual gearbox, 2.0 TDI 122 PS with 7-speed DSG, and a 1.5 TSI 114 PS with 6-speed manual. Life and Caddy Maxi Life adds the option of the 2.0 TDI 122 PS with a 6-speed manual gearbox, while the 1.5 TSI 114 PS is only offered with a 7-speed DSG transmission.

Prices start at £23,610 for the entry-level 1.5 TSI 114 PS Caddy.

Company Car & Van | June 2021 | 33

ON TEST: MAXUS DELIVER 9

To say the Deliver 9 is a huge improvement on the old LDV vans is a massive understatement says Andrew Walker; this is a van to be respected

All change at Maxus as the Deliver 9 sets a new standard

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longside its all-new Deliver 3 electric van, Maxus has also launched a new large van in the shape of the Deliver 9.

It replaces the LDV V80 and comes equipped with a new 2.0-litre diesel engine with 163hp and DPF regen capability, a first in the sector.

Chinese owners SAIC changed the name of its European van brand from LDV to Maxus in 2020, and the Deliver 9 is the new take on the large van concept.

Available in two specs, Standard and Luxury, it’s offered with three body lengths, three heights and three wheelbases, as well as a crew cab, chassis cab and minibus.

Load ranges from eight cubic metres to 13 cubic metres, with load lengths from 2,650mm to 3,413mm and with a loadspace height from 1,724mm to 2,114mm. Overall width is 1,800mm. The Deliver 9 measure’s 1,366mm between the wheel arches.

The three body lengths are Short, 5,180mm; Medium, 5,546mm; and Long; 5,940mm. The three roof heights are Medium, 2,365mm; High, 2,353mm; Extra-High, 2,735mm. Finally, you have three wheelbases to choose from: 3,000mm, 3,366mm and 3,760mm. All versions are 2,466mm wide, including mirrors.

There are a couple of longer chassis cab options for conversions and rear-wheel drive 34 | June 2021 | Company Car and Van

(RWD) is offered on the longest versions.

A side loading door is fitted as standard. This measures 1,075mm in width on the Short van, 1,269mm on the Medium and Long versions.

The rear door opening is 1,570mm wide and these open to 236 degrees. The rear features an easy to clean cargo space, eight tie-down points and two lights. Options include LED lighting and an electric side step.

Deliver 9 also features standard safety technology such as lane departure warning, autonomous emergency braking, hill start assist and driver and passenger airbags.

UK models offer a 3,500kg gross vehicle weight (GVW), with payloads of 1,360kg for the FWD Short model up to 1,110kg for the largest RWD version.

Braked towing capacity is 2,500kg for the smallest versions, 2,800kg for the rest of the range and every model will tow 750kg un-braked.

In the flesh the Deliver 9 looks a lot like a Ford Transit, with its large front grille, high bonnet and LED headlights, also stealing from the last Volkswagen Crafter. Inside, Maxus has plainly thought long and hard about the cabin and in terms of quality and finish, it’s a million miles away from the old LDV V80.

There’s plenty of top notch black and chrome plastic on show and generous cabin storage, including a large glove box, deep storage space in the doors, hidden space under the bench seating, a foldable seat back with two cup holders and a built-in tablet holder. The dashboard also includes cup holder storage along with a selection of other storage options above the glove box and windscreen visor. You also get twin USB’s and mini jack port, a 12v power socket and on medium and high roof versions, overhead storage too.

Standard equipment includes LED daytime running lights, rear parking sensors, central locking, AirCon, electric windows, a multifunction steering wheel, DAB radio with Bluetooth and an eight direction adjustable driver’s seat.

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ON TEST: MAXUS DELIVER 9

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Continued from page 34 Move up to the Luxury version and this adds a 10” touchscreen, Apple CarPlay and Android Auto, LED headlights, front and rear parking sensors, a reversing camera with guide assist and no key entry and start.

More good news is that the 2.0-litre turbo diesel engine, unlike the outgoing LDV V80, meets the latest Euro 6d emissions requirements, while also matching a number of European vans on power, with 163hp and 375Nm’s of torque on the more powerful version.

We spent a couple of hours in a Luxury Deliver 9 Short, with Medium roof height, courtesy of Chadderton Motor Company. As we mentioned, after the V80 the dashboard comes as a bit of a shock, but in a good way, looking and feeling high-end. Again, Maxus designers have cleverly utilised some of the design and layout from its competitors vans, after all, imitation is the sincerest form of flattery. It not only looks good, it works well too, especially the 10” touchscreen and Apple CarPlay, which allowed us to sync our iPhone quickly and utilise Google Maps.

A quick walk around the outside of the van and a soft tap here and there, reveals a far more rigid panel van than offered with the LDV V80, which should offer the Deliver 9 a rental opportunity.

On the road, the Deliver 9 is easy to drive,

seats are comfortable and we could have easily spent a long day in the cabin.

At journey’s end we checked on our fuel economy and it hovered just above 28mpg.

We had driven unladen and this and the CO2 emissions on the Deliver 9 which range from 222g/km – 306g/km dependant on van size, are distinctly average, even when compared to the current CC&V Large Van of the Year, the Fiat Professional Ducato, whose largest vans offer emissions of just 227g/km.

How does the Deliver 9 stack up on price?

The FWD LH Standard costs from £29,600, the Luxury BV LH RWD from £32,500, and the MC Cab RWD from £26,700, all + VAT, which are all competitive.

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offering nimble steering and a light clutch. The gear change is a little longer than we’ve found in some competitors, but this isn’t a major issue. On the motorway and once up to speed, we engaged cruise control and this allowed us to relax into the ride. Even in heavy rain we drove through the cab remained relatively quiet, with only some road noise causing us to turn the DAB radio up a touch. Driver visibility is good as well, with the side mirrors offering a good view of what’s behind when overtaking.

On urban roads the Deliver 9 continued to impress, negotiating stop-start traffic and some ubiquitous road works. We reverse parked the van in a supermarket car park and the parking sensors and rear view camera definitely made this task easier.

The two hours we spent mimicking a van driver’s journey, short motorway and urban roads, was enjoyable in the Deliver 9. The

• Thanks to Chadderton Motor Company for the loan of the Deliver 9.

CC&V VERDICT The latest safety features and on-board tech make it relevant. It’s light years away from the old LDV V80 in terms of build quality and body-rigidity and should reassure any doubters that Maxus is a name worth your consideration.

CC&V RATING: NNNN

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NEWS FROM RYGOR MERCEDES-BENZ

Zero-emission eVito is a cost-cutting breath of fresh air for Accent Services A London-based air conditioning specialist is making substantial savings on the cost of sending one of its engineers into the city centre each day, after turning to Mercedes-Benz Dealer Rygor Commercials for its first fully electric van.

Accent Services’ eVito produces zero tailpipe emissions. Not only does this mean it is exempt from London’s £15 per day Congestion Charge, but at £4.40 the company is also paying £1.60 per hour less for on-street parking in the City of London than it would do for a diesel-engined van registered in or after 2015.

What’s more, because electricity costs significantly less than diesel, the eVito is a lot cheaper to run on a pence-per-mile basis than Access Services’ other, conventionally powered vans.

With fewer moving parts, and less brake wear, it will also be easier and therefore less expensive to maintain, a fact reflected in the Mercedes-Benz Finance contract hire rate.

Accent Services operates from headquarters in Shepperton and serves clients nationwide, although most are located in London and the Home Counties. Established more than 40 years ago, the company is proud of its engineering-led ethos and expertise.

Its team of 28 field-based engineers provide a comprehensive package of support covering the design, installation, maintenance and repair of all commercial air conditioning equipment, while also undertaking air conditioning energy assessments.

Accent Services’ first Mercedes-Benz van is allocated to an engineer who lives in the south-east London suburb of Bexley and makes the 25-mile round trip into and out of the city

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centre each day. He parks the van at the nearest meter while working at customer premises.

The vehicle’s average range of 92 miles between recharges is therefore more than sufficient for the engineer’s needs. On reaching home at the end of the day he simply plugs in to the charging station mounted on his garage wall, and the 41 kWh battery is then fully replenished overnight.

A long L2 eVito PURE variant, the 3.2-tonne van offers a 905 kg payload capacity, while sliding doors on both sides, and twin rear doors, provide easy access to a 6.0m3 load bay – the battery is securely mounted in a protective housing beneath the floor, so does not impinge on the available space.

The front-wheel drive eVito’s 114 hp electric motor delivers instant acceleration and is paired with a single-speed automatic transmission. The steering wheel-mounted selectors allow drivers to choose between C, E and E+ (Comfort, Eco and Extended range) settings; recuperative energy is also recovered when decelerating.

Accent Services Managing Director Ian Marriott commented: “Rygor Commercials was able to supply the eVito on a one-year contract

hire basis, which was very much appreciated.

It’s given us a great opportunity to experience Mercedes-Benz Vans’ electric technology and assess its suitability for our needs, without having to enter into a more long-term commitment.

“The Dealer’s package incorporated the OZEV (Office for Zero Emission Vehicles) grant contribution, and included supply and installation of the NewMotion charging station at our engineer’s home. From our point of view, therefore, the set-up process could not have been easier.”

“The van is lovely,” Mr Marriott continued.

“As well as contributing to improved air quality in London, I’m told it’s beautifully smooth and relaxing to drive. The other great thing from a business perspective, of course, is that it’s saving us a fortune.

“In fact, if the £75 per week we’re no longer paying for the Congestion Charge, combined with the additional reductions in parking meter payments and running costs, don’t cover in full the £100 weekly contract hire charge we’re paying for the vehicle, they won’t fall far short.”

He added: “Due to range limitations we’re not in a position yet to be able to put other members of our engineering team in electric vans. I’d like to think, though, that with technology continuing to advance at a rapid pace, we won’t be buying any more diesel vans, and that before too long we’ll be an all zero-emission fleet.”

“Change can sometimes be disruptive,” observed John Lloyd, Van Sales Manager at Rygor Commercials’ Heathrow branch.

“However, as Accent Services has discovered, the process of switching to a battery-powered eVito or eSprinter is really very simple and, provided the application is right, can also be highly cost-effective.

“Its growing family of intelligently connected electric models underscores Mercedes-Benz Vans’ commitment to leading the way when it comes to sustainable mobility. From the breadth of our electric van range to the unrivalled support we can offer, Rygor Commercials is here to help businesses make the transition.

Together with our customers, we’re charging into an exciting future.”

Company Car & Van | June 2021 | 37

ON TEST: MERCEDES-BENZ eVITO

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Rock-solid eVito delivers the goods for city businesses Andrew Walker relaxes in the comforting arms of Mercedes-Benz’s eVito

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ne of the first new electric vans to enter the fray was the MercedesBenz eVito, which arrived last summer. The entire range had been facelifted in 2019 and the eVito included all of the updates from the previous version.

The electric eVito offers 85 (70) kW of power, 300 Nm of torque, a 91-mile average range and a six-hour charging time. This is based on three-phase charging, which is lucky, because CC&V uses a 7kW Rolec home charger, so we could really find out if this charging time was true.

To keep things simple, the front-wheel drive eVito has been aligned with the current Vito range and offers a standard specification that mirrors the Pure model. Specification includes a height and rake adjustable steering wheel, Hill Start Assist, electrically adjustable heated exterior mirrors, sliding doors on both sides of the vehicle, wood flooring and an adaptive brake light. In addition, the eVito exclusively

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offers Mercedes PRO connect, which adds a heated driver’s seat, Tempmatic air conditioning, a four-metre charging cable, with a CanTrack vehicle tracker.

The eVito is offered in two lengths, L2 or L3.

Prices start from £39,895 ex VAT for the eVito Van Pure L2, increasing to £40,415 ex VAT for the eVito Van Pure L3. And currently, Home Fast Smart charge point and installation worth £549 is included with eVito purchases.

As far as storage goes, the L2 model offers 6.0 m3 cargo volume, 2,277 kg kerb weight, 3,200 kg GVW, with a payload of 923 kg. The L3 offers 6.6 m3 cargo volume, 2,302 kg kerb weight, 3,200 kg GVW and a payload of 898 kg.

If you want a bit more on your van, then you can always opt for the eVito Progressive. This adds colour-coded bumpers, full wheel covers, front fog lights, Headlight Assist, a 75mph speed limiter, Audio 15, lumbar support and electrically foldable mirrors. The eVito Progressive van L2 costs from £41,600 ex VAT and £42,120 ex VAT for the L3 variant.

For both specification levels, Mercedes PRO connect, which we first experienced in the new Sprinter, comes as standard and it’s free for the first three years. Benefits for driver and fleet manager include Remote Access, Digital

Drivers’ Log, Drive Style monitoring, real-time variable servicing monitoring, parking time monitor and geo-fence options. As an electric van, the eVito benefits from pre-conditioning of the heaters and highlights the vehicle charging options nearby.

So far so good, but what’s the eVito like to drive and what’s it’s real range? Well, from the outside it looks just like a standard Vito. We were testing the entry level Pure L2 and you’d be hard-pressed to know it’s an electric van unless you get up close and read the discreet eVito and eLECTRIC badging. Even the fuel cap is in the same place on the left hand side of the van.

Inside, all seems familiar. You get the 2019 updated Vito interior, which includes two USBs and a heated front driver seat, but not proper AirCon. It was 30 degrees the week I drove the eVito and although AirCon will drain the battery, I was forced to drive with the windows open just to keep vaguely cool.

There’s a three-seat configuration up front, as well as some top-of-the-dash storage, a decent glove box and two handy deep door pockets, but not anywhere to fit a large bottle or drinks container. The ignition is on the left.

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ON TEST: MERCEDES-BENZ eVITO

Continued from page 38 Power steering is standard and the wheel is both rake and reach adjustable. The driver’s seat also offers a myriad of adjustment, so getting comfortable was not a problem. The handbrake is located on the floor as it is in Mercedes cars. You push a ‘fourth’ pedal with your left foot to engage the brake and then pull a dash mounted lever to release. I found it straightforward to use, although some may not like it as it doesn’t help you with hill starts.

In the centre of the dash and higher up than in some vans are the infotainment system and heating controls. The infotainment screen is slightly awkward to reach for the driver, as is the USB inputs which are on the left of the dash. For a left-hand drive Vito this location would make perfect sense.

The front windows are electric and keeping the cabin quiet is a full width bulkhead. The quality is top-notch but it’s not as practical a cab as some competitors.

The rear load space is easily accessed as the L2 Vito we drove comes with left and right hand slide-opening side doors and twin rear doors that open 180 degrees. To be fair we used it only once, to transport a mountain bike into the Peak District and it was a simple enough task to fix the bike to the hooks located in the rear floorspace, to stop it moving around.

Of more interest, I’m sure, is how the eVito

“It’s easy to drive and very relaxing on the motorway... it handles pretty well for its weight” drives and how far one can travel in it. For starters it’s easy to drive and very relaxing on the motorway. The gear lever offers Neutral, Reverse or Drive options and even with the battery weight underneath the floor, the eVito handles pretty well for it’s weight.

As with most electric cars, the eVito offers several levels of regenerative braking, which can be adjusted using the paddles on either side of the steering wheel. This enables you in traffic or in town, to utilise D-, the strongest regenerative level, which is also the most noticeable. You can then decrease the strength of regeneration by pulling on the right hand paddle, moving through the options of D, then D+ and as we found for motorway driving the very useful D++.

When driving the eVito, you can choose from three drive modes: E+, E or C. There is a dash-mounted button in the centre console to select these. E+ offers the most efficient driving style; E is the middle option and the one we preferred or you can select C, which is the least efficient – but the most fun.

The eVito was delivered with a full charge, offering a 91-mile range. We drove to Chester in drive mode E along the M56 at around 70mph, a total distance of 30 miles. On arrival 40 | June 2021 | Company Car & Van

at Tesco, we took advantage of the Podpoint charger while we shopped, which allowed us up to two hours of free charging. You can access these via the Podpoint App. Our journey had decreased the range from 91 miles to 55 and after an hour charging was back up to 71 miles for the return leg. Thirty miles later and back home, the range now showed 36 miles.

We then repeated the identical journey the following day and concluded that if driven unladen with just a driver, at mostly motorway speeds, then the eVito offers an 80-mile range.

For the remainder of our week we drove locally and once up into the Peaks and back, at lower speeds of up to 50mph. At these speeds as we found, the range is a genuine 90 miles, as you can really take advantage of the regenerative braking to keep that battery topped up.

This may sound like damning with faint praise, but when we have driven other electric cars or vans they are regularly no better than 70-80 per cent accurate on their electric range, so the eVito, at 88 per cent or better on our test, was a pleasant surprise.

In comparison to other similar sized electric vans, such as the PSA Group’s Viavro-e, e-Dispatch and e-Expert, the 91-mile range of

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the eVito can’t match PSA’s claimed WLTP battery range of 143 miles. We’d be surprised though, if the real range is more than 110 miles Should my business get one? If you have a van that only travels locally at 75 miles or under per day, then it’s well worth a look. It’s not as cheap as the diesel Vito, whose entry level model costs £23,900 + VAT. In comparison our test eVito retails at £39,895 – though it is higher specced. That’s a big difference. The OLEV grant does claw some of this back, but the main saving will be on fuel. We reckon that in a calendar year and driving 10,000 miles in your eVito, you’ll save 75 per cent on your fuel costs by plugging in rather than filling with diesel.

In conclusion, the eVito was much better than we expected. It performed well above average on our EV mileage range tests, it’s comfortable, quiet to drive and now offers Apple CarPlay or Android Auto, something we really can’t live without.

On the negative side, we really would have liked proper air conditioning, in lieu of the heated driver’s seat perhaps, and cruise control would have been handy too, as we found the accelerator pedal quite heavy going on the motorway.

CC&V VERDICT Rock solid performer. Plenty of businesses don’t need a complete fleet of long-distance diesel vans. If your business has charging stations, or you have one at home, there really is nothing to fear from an electric Vito.

An eVito Corleone of a van

CC&V RATING: NNNN

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CV NEWS: FIAT PROFESSIONAL e-DUCATO

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Real-world savings highlight e-Ducato’s appeal to fleets May saw the first deliveries of the 100% electric Fiat e-Ducato. Priced from £47,675 excluding VAT (after the Government PiVG), the e-Ducato lets customers receive all the benefits of having zero tailpipe emissions with the versatility of a large LCV. Kickstarting the Fiat brand’s foray into 100 percent electric vehicles, the e-Ducato large LCV 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. e-Ducato provides a choice between two battery sizes – 47kWh or 79kWh. The 47kWh battery, alongside a 90kW motor, provides a range of up to 146 miles (WLTP City), a maximum power of 90kW (equivalent to 122hp) and maximum torque of 280Nm at 12,000rpm. e-Ducato reaches a top speed of 62mph and takes under six seconds to go from zero to 30mph. Its impressive charging time of zero to fully charged, takes just two hours and 25 minutes, enabling businesses to recharge and get back on the road in the quickest time possible. The 47kWh battery is available with AC or DC charging capability.

The 79kWh battery is fused to the same 90kW motor and receives the same power and torque outputs as the 47kWh battery, however provides a longer range of up to 230 miles (WLTP City). e-Ducato with the 79kWh battery takes just 4 hours to charge from zero to 100 per cent and is also available with AC or DC charging capability.

These figures still do not impede on the versatility of e-Ducato – it delivers a best-inclass payload of up to 1,885kg and maintains the same best-in-class volumes as ICE Ducato of between 10m3 and 17m3.

Range is maximised through the e-Ducato regenerative braking system, with the van storing energy as it is driven downhill. This ensures range isn’t wasted and is stored for when needed most.

The e-Ducato also provides the driver with three driving mode options: Normal, which gives optimal balance between performance and economy; Eco for an increase in the available range by managing acceleration response in order to reduce energy consumption and deactivation of air conditioning; and Power mode for facing full-load missions.

A fourth, ‘Turtle mode’, is activated when battery power reaches near-to zero per cent.

The vehicle alerts the user and activates a specific driving mode with strongly reduced performance to extend the remaining range. e-Ducato is available in two trim levels – standard and eTecnico – and three main 42 | June 2021 | Company Car & Van

configurations, with a goods van, chassis cab and passenger van.

The goods van is available in three heights (H1 2309mm, H2 2579mm, H3 2814mm); three lengths (L2 5413mm, L3 5998mm, L4 6363mm) and three wheelbase sizes (L2 3450mm, L3 4035mm, L4 4035XLmm). The chassis cab is offered with a choice of three lengths (L2 5358mm, L3 5708mm, L4 5943mm) and four wheelbases (L2 3450mm, L2.5 3800mm, L3 4035mm, L4 4035XLmm), while the passenger version can be ordered with seating for between five and nine passengers.

Every configuration is available with the choice of either the 47kWh or 79kWh battery.

Standard trim level provides 5-inch touchscreen with DAB Radio and Bluetooth®, automatic climate control, tablet holder, USB charging port, fixed full width steel bulkhead, electric heated mirrors, convertors plug, LED lighting in load area, twin leaf rear suspension, lane departure warning system, advanced emergency braking, Traffic Sign Recognition (TSR), High Beam Recognition (HBR), Rain & Dusk Sensors (RDS), Electronic stability control (ESC) and driver’s air bag.

Exclusively for e-Ducato, there is also both

7kW (with 47kWh) and 11kW (with 79kWh) on-board chargers with charging cable.

Over and above this specification, eTecnico receives seven-inch touchscreen with Apple CarPlay, Android Auto and SatNav, rear parking camera with reverse parking sensors, blind spot and rear cross path detection, embroidered headrests, front fog lights, heated electrically folding door mirrors, LED daytime running lights, leather steering wheel and chrome air vent surrounds.

Every e-Ducato receives a 12 month subscription to Mopar Connect. This smartphone application provides help 24 hours a day via its crash assistance service, to identify the impact and send the GPS position of e-Ducato to its operations centre.

Special attention has been paid to Total Cost of Ownership: with lower running costs and purchase incentives, it substantially achieves parity compared with a Ducato with an internal combustion engine. The e-Ducato offers realworld fuel savings of approximately £13,000 to a comparable diesel version running 95,000 miles, while servicing costs are over 40 per cent lower than a similarly sized diesel commercial vehicle.

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