Company Car & Van April 2020 by Company Car & Van

COMPANY

Car and Van The motoring magazine for SME fleets

Volkswagen Golf 8 Latest version of the best seller is here

RENAULT CLIO Ready to compete with the very best

MAZDA CX-30

Exciting mid-range Crossover on test

April 2020

FIAT PROFESSIONAL DUCATO We drive our Large Van of the Year

PLUS: EV & PLUG-IN SUPPLEMENT www.companycarandvan.co.uk

Contents 16

No holding back the new cars and commercials Our April issue comes to you as Europe is struggling to get to grips with the coronavirus, which prevented us from going to this year’s Geneva Motor Show and CV Show. While we missed the opportunity to see just what the manufacturers are planning next, we surmise that an awful lot of both Shows would have featured EVs and Plug-Ins, so we are pleased to say that this issue contains a special EV & Plug-In Supplement inside. There’s still plenty of new petrol and diesel vehicles arriving, however. The latest Volkswagen Golf, the eighth version of this perennial best-seller, is our cover star. Could it be the last Golf ever built? We take a look at this technologically advanced family hatchback. Renault has returned refreshed. Its new Captur started the ball rolling and now the latest Clio goes from zero to hero, in double

quick time, emerging as a new class leader. Mazda has added another SUV to its range in the form of the very pretty CX-30, which we drive this time. Also tested are the wonderful new BMW 118i and the Hyundai Kona, with a feature on the luxury seven-seat self-charging hybrid SUV, the Lexus RX. In the commercial world we begin by testing two of the ‘Daddys’ of the pick-up world, the Nissan Navara and Toyota Hilux. Siblings, the Citroen Berlingo Van and Vauxhall Combo Cargo, prove that small can be practical and the latest Volkswagen Transporter, the T6, takes a bow. All this and a special EV & Plug-In Supplement. Enjoy!

CARS 4-22 News 4 Volkswagen Golf

Lexus RX

BMW 118i

Hyundai Kona

Renault Clio

Mazda CX-30

EV & Plug-In Supplement 23-51 Including reviews of: Peugeot e-208 KIA Soul EV Skoda Superb iV Renault Trucks Master Z.E. COMMERCIALS 52-71

Andrew Walker, Editor and Publisher

Vauxhall Combo Cargo

Volkswagen Transporter

Citroen Dispatch

Nissan Navara

Toyota Hilux

Pinkstones Toyota

Fiat Professional Ducato

68 APRIL 2020 • ISSUE 60

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Car and Van The motoring magazine for SME fleets

12 Oakwood Lane, Bowdon, Cheshire WA14 3DL t: 0161 941 4296 / 07734 264735 e: andrewwalker@uwclub.net w: www.companycarandvan.co.uk

Volkswagen Golf 8 Latest version of the best seller is here

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

RENAULT CLIO Ready to compete with the very best

MAZDA CX-30

Exciting mid-range Crossover on test

April 2020

FIAT PROFESSIONAL DUCATO We drive our Large Van of the Year

PLUS: EV & PLUG IN SUPPLEMENT www.companycarandvan.co.uk

Company Car & Van | April 2020 | 03

GREEN CAR GUIDE

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Budget confirms zero BIK for pure EVs – and rates to stay low until 2025 The latest tax position with electric/plug-in cars, by Paul Clarke from greencarguide.co.uk In his March 2020 Budget, the Chancellor of the Exchequer, Rishi Sunak, confirmed that motorists buying electric cars would continue to benefit from the Plug-In Car Grant (to 2022-2023), but it would reduce from £3,500 to £3,000, and cars costing £50,000 or more would be excluded. The Plug-In Van Grant also continues, providing up to a maximum of £8,000 off the price of a plug-in van, and there’s up to £20,000 off the price of large vans and trucks. Company car benefit-in-kind tax rates already announced for the three years 2020-2021, 2021-2022 and 2022-2023 were confirmed in the Budget. The Chancellor also announced that rates would then be frozen for the following two financial years, 2023-2024 and 2024-2025. This means that a pure EV will have 0% BIK in 2020-2021, 1% BIK in 2021-2022, and 2% BIK in 2022-2023 – and in 2023-2024 and 2024-2025.

There was more good news for EV buyers on VED. From April 1, 2020 until March 31, 2025, all zero emission vehicles will be exempt from the Vehicle Excise Duty ‘expensive car supplement’. Presently, all cars with a list price above £40,000 pay a £320 supplement, which increases to £325 from April 1, 2020, for five years from the second time a vehicle is taxed. More details of the measures in the March 2020 Budget that will impact on motorists are as follows: PLUG-IN CAR AND VAN GRANTS The Chancellor confirmed an extension of the Plug-In Car Grant to 2022-2023 but the existing zeroemission Plug-In Car Grant of £3,500 would be cut to £3,000, while cars costing £50,000 or more would be excluded. The Plug-In Car and Van Grants provide up to a maximum of £3,000 (previously £3,500) off the price of a zero emission car and £8,000 off the price of a plug-in van (large vans and trucks up to £20,000). The former was due to expire at the end of March, while there was previously no confirmed end date for the latter. The Plug-In Car Grant was cut in October 2018 from £4,500 to £3,500 and plug-in hybrid vehicles were removed from the list of eligible models. The Plug-In Van Grant is available for

vehicles that have CO2 emissions of less than 75g/km and can travel at least 16km (10 miles) without any CO2 emissions. The Plug-In Car Grant was introduced in 2011 and the Plug-In Van Grant the following year. COMPANY CAR BENEFIT-IN-KIND TAX Company car benefit-in-kind tax rates already announced for the three years 2020-2021, 2021-2022 and 2022-2023 were confirmed in the Budget. The Chancellor also announced that rates would then be frozen for the following two financial years, 2023-2024 and 2024-2025. Due to the transition to carbon dioxide (CO2) emission testing under the new Worldwide harmonised Light vehicles Test Procedure (WLTP) from April 2020, the Government has adopted a twin-track approach for company car benefit-in-kind tax rates. That sees separate rates for cars first registered before April 6, 2020 and those first registered from April 6, 2020. This approach remains in place for the two financial years, 2020-2021 and 2021-2022 before company car benefit-in-kind tax rates realign in 2022-2023. Those already announced 2022-2023 rates will now be sustained throughout the tax years 2023-2024 and 2024-2025.

Europcar joins up with Mercedes-Benz to put electric CVs to the test in real world Europcar Mobility Group UK has joined forces with Mercedes-Benz Vans to give businesses that use commercial vehicles the chance to put electric motoring to the test in ‘real world’ conditions. The partnership will see the Mercedes-Benz eVito panel van trialled by a number of Europcar customers over the next six months to help them understand the types of journeys and

04 | April 2020 | Company Car & Van

user applications that are best suited to electric motoring. GeoTab telematics units including purpose-built EV reporting and Sure-Cam in-car dash cam technology are also being integrated into the vehicles to ensure Europcar, Mercedes-Benz and the eVito users can gain the best possible insight from the trials. “Many businesses are eager to adopt the most sustainable fleet solutions but still need to

understand how these will work for their operational models”, explained Gary Smith, Managing Director, Europcar Mobility Group UK. “By offering this simple ‘test drive’ facility, in partnership with Mercedes-Benz, we are enabling businesses to try out an electric van on a day to day basis to see if it will work for them. “In the longer term, we believe renting electric commercial vehicles will prove a massive benefit to businesses that are working in low emissions zones on a short-term basis, or simply want to temporarily integrate an electric van into their existing fleet for ‘on demand’ environmentally friendly motoring. “The learnings from the trials will, therefore, help us shape our electric van rental solutions for the future, as well as provide Mercedes-Benz with valuable customer feedback.”

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NEW CAR REVIEW: VW GOLF

volkswagen’s EIGHTH WONDER Not many cars make it to their eighth iteration and keep their appeal, but there’s no sign of VW Golf sales slowing down

The Volkswagen Golf is back – in its eighth generation. Initially, it can be specified in two trim levels with four engine and gearbox configurations. Life and Style are the two trim levels available at first, with popular R-Line joining them at a later date. Two petrol and two diesel engines are offered. The petrol line-up consists of two 1.5-litre TSI engines with 130 and 150 PS, both mated to a 6-speed manual gearbox, while diesel options include 115 or 150 PS 2.0-litre units, the former with a 6-speed manual. The more powerful diesel engine benefits from a 7-speed DSG transmission as standard, and is available only in the Style trim. In addition to the sporty R-line trim level, more engine options will arrive over the coming months. These include 1.0-litre three-cylinder TSI petrol engines, as well as eTSI 48V mild-hybrid 1.0-litre and 1.5-litre petrol engines. These class-leading eTSI power plants are fitted exclusively with a 7-speed DSG transmission. All new Golfs feature cutting-edge Car2X technology. This facilitates wireless communication between the new Golf and other Car2X-equipped vehicles on the road, as well as so-called ‘street furniture’, allowing the car to more effectively pre-empt hazards on the road such as stationary traffic ahead, approaching emergency vehicles and more. This is the most important mainstream car to have Car2X fitted as standard to date. As Europe’s best-selling model, the Golf will bring this tech to millions of people. Life is predicted to be the most popular trim for the new Golf in the UK, and is equipped with 16-inch ‘Norfolk’ alloy wheels and automatic LED headlights. Rain-sensing wipers, front and rear parking sensors, electrically heated and adjustable door mirrors with memory feature, and keyless start add to the convenience of the model, while keyless entry is available as a £400 option. Attractive 10-colour ambient lighting allows the driver to personalise the ambience of their Golf, 06 | April 2020 | Company Car & Van

complementing the ‘Nature Cross’ decorative inserts. Both front seats have height and lumbar adjustment, with high-quality ‘Maze’ cloth upholstery front and back. The Golf Life also features Volkswagen’s Innovision Cockpit, which incorporates a 10.25-inch Active Info Display in the car’s instrument binnacle, as well as a large and clear 10-inch Discover Navigation touch-screen infotainment system. For the 2020 model year all Golfs will be equipped with Discover Pro Navigation. This comes complete with DAB and FM radio, as well as USB and Bluetooth connectivity with Wireless App-Connect. It also includes a three-year subscription to We Connect Plus, unlocking a wealth of information and services ranging from media streaming to parking space information, and an in-car Wi-Fi hotspot. Further convenience is added with a wireless charging function for compatible smartphones, while natural voice control allows the driver to activate many of the car’s features without raising a finger, all while using less formal language and delivery than in previous such systems. Safety first The Golf Life’s suite of driver assistance

systems further enhances both safety and ease of use, and includes Adaptive Cruise Control, a Driver Alert System, Dynamic Road Sign Display, Lane Assist and Front Assist, with extended pedestrian protection measures also installed on the model. An XDS electronic differential lock, first introduced on the Golf GTI Mk 7, now features on the new Golf, providing improved traction and handling. Many of these features contributed to the Golf’s recent 5-star safety rating from Euro NCAP. Specification Customers opting for Style specification benefit from attractive 17-inch ‘Belmont’ alloy wheels, while LED ‘Plus’ headlights add an even more striking look to the car’s front design. Inside, sports comfort seats feature premium ‘Art Velours’ fabric, while further ambient lighting and ‘Luxury Brown Wood’ decorative inserts contribute to an elegant and sophisticated atmosphere. Luxurious 3Zone climate control further bolsters the package offered by the Style trim level. Furthermore, Volkswagen’s sophisticated IQ.Light system is optionally available, at £875 on Style trim. This LED-matrix headlight system adds specific lighting modes for the city, www.companycarandvan.co.uk

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motorway and poor weather while also reducing glare from road signs and preventing Golf drivers from dazzling oncoming traffic. Another acclaimed system available on the new Golf is Dynamic Chassis Control (DCC). Available across all engines and in both Life and Style trims, DCC (£950) brings adaptive dampers to tailor the car’s comfort and handling to each driver’s preferences. In addition to pre-determined modes such as ‘Comfort’ and ‘Sport’, the driver can use a digital slider on the display to fine-tune the damping and then store it in ‘Individual’ mode. A head-up display (£625) is also among the premium features available optionally on the model. The system bolsters the new Golf’s digital technology, projecting driving information onto a high-level display in order to keep the driver’s eyes on the road as much as possible. www.companycarandvan.co.uk

GOLF FACTFILE Model Engine Fuel economy CO2 (g/km, CO2 (MPG, WLTP WLTP combined min, max) min, max)

Price (RRP OTR1) (g/km, NEDC)

Life

1.5 TSI 130 PS

49.6 – 52.3

122 – 130

108

£23,875

Life

1.5 TSI 150 PS

47.9 – 51.4

125 – 134

110

£24,475

Life

2.0 TDI 115 PS

62.8 – 67.3

110 – 118

£24,875

Style 1.5 TSI 130 PS

49.6 – 51.4

124 – 130

110

£25,470

Style 1.5 TSI 150 PS

47.1 – 49.6

128 – 136

112

£26,090

Style 2.0 TDI 115 PS

62.8 – 65.7

113 – 118

£26,470

Style 2.0 TDI 150 PS

60.1 – 62.8

117 – 122

£29,170

RRP OTR prices are based on current VED rules and NEDC-derived CO2 values Company Car & Van | April 2020 | 07

NEW CAR REVIEW: LEXUS RX

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Lexus’ luxury SUV pioneer scales new heights When Lexus launched the original RX model in the UK in 2000, it broke new ground as the market’s first luxury SUV, a premium alternative to large-scale 4x4s that offered greater comfort, better handling and fuel economy and more sophisticated quality throughout. It was a lead that generated a new market segment in which today almost every premium manufacturer is represented. The RX is now in its fourth generation and has a proud history of innovation, not least in being the first vehicle in the luxury segment to offer the choice of a self-charging hybrid powertrain – in the RX 400h of 2005. To further strengthen the model’s performance and customer appeal, Lexus has introduced a series of technical, styling and equipment enhancements. The changes are led by new, evolutionary styling that maintains the RX’s powerful and sporty appearance, while introducing more elegant elements and creating a coherent flow from front to rear, giving the vehicle a stronger, unified look. Details of the frontal treatment include a new rendition of the signature Lexus grille, with a mesh pattern of radiating three-dimensional “L” shapes that forms a design link to the UX urban crossover; slimmer headlight units; more rounded edges to the front bumper; and an extended line from the rocker panel that connects with the bottom of the grille, projecting strength and stability. At the rear, a more elegant and powerful look has been created with a redesigned lower bumper that links smoothly to the rear wings. Elements such as the lights, reflectors, underguard and exhaust outlets are arranged on a strong horizontal axis to emphasise the vehicle’s width and sense of purpose, while new LED combination lights feature a series of L motifs for the brake and tail lights and turn indicators. The human-machine interface in the cabin has been improved with the availability of a new 12.3-inch central display that has a touchscreen function. To accommodate this new feature, the screen has been moved further forward on the centre console, giving a wider viewing angle and within easy reach of the driver and front passenger. The multimedia functions can also be operated using a new trackpad version of Lexus’s Remote Touch Interface, or with voice control. The new RX also provides seamless smartphone connectivity via Apple CarPlay™ and Android Auto™. Voice control can also be enabled via smartphones to Apple Siri of the Google Assistant. LexusLink gives access to connected services via a dedicated app, while the RX is equipped as standard with an 10 | April 2020 | Company Car & Van

RX PRICES MODEL on-board WiFi hotspot with an initial complimentary three-month/24GB data plan. The third-row seats of the RX L now feature two seating positions, being electronically adjustable, they add even more leg space (+94mm) when the situation demands. Dynamic improvements have been achieved by giving the new RX a more rigid body, using laser screw welding, additional spot welds and high-strength adhesive at key points around the chassis. The suspension has been improved with a new, stiffer rear anti-roll bar, more rigid hubs and the use of a new Friction Control Device in the shock absorbers to further reduce high-frequency vibrations from small imperfections in the road surface. The new Adaptive Variable Suspension fitted to the new RX F Sport was first deployed on the Lexus LC flagship coupe. It provides almost constantly variable damping control at each wheel, automatically adjusting through 650 different settings. The new RX’s vehicle stability control gains Active Cornering Assist, which automatically suppresses understeer if the driver steps on the throttle in mid-corner. The electric power steering has been retuned for a more linear steering feel and better line-tracing faithful to the driver’s intentions. The latest version of Lexus Safety System+ provides additional protection to help prevent an accident happening, or lessen the consequence if the vehicle is involved in an impact. The Pre-Collision System’s functionality has been increased, with pedestrian detection by day and night and daytime detection of

OTR PRICE

RX with Premium Pack £52,705 RX F Sport

£55,205

RX Takumi

£61,705

RX L Premium

£54,145

RX L Takumi

£62,605

bicyclists in the car’s path. In a world-first, the new RX is equipped (F Sport and Takumi grades) with a BladeScan™ Adaptive High-beam System (AHS), which uses a rapidly rotating blade-shaped mirror to direct light from the LED headlamps. It provides finer and deeper automatic forward illumination, making it easier to see pedestrians on the road margins. It also operates with no risk of dazzling drivers of vehicles ahead. The new RX is available in the UK in three equipment grades: RX with Premium Pack, F Sport and Takumi. The seven-seat RX L comes with a Premium Pack and Takumi trims. New features include latest generation of Lexus Safety System+, a power tailgate with hands-free kick sensor, a three-inch multimedia touchscreen display and Apple CarPlay and Android Auto smartphone integration. All RX models share the same self-charging hybrid-electric powertrain. Featuring a high-efficiency 3.5-litre V6 petrol engine, this produces 308bhp/230kW for nought to 62mph acceleration in 7.7 seconds, yet returns CO2 emissions from 134g/km (NEDC correlated figure) and fuel economy of 35.3 to 35.7mpg (WLTP data). www.companycarandvan.co.uk

ON TEST: BMW 1 SERIES

Auto revolution? No: just a spot of 1 Series evolution When BMW announced it was ditching its long-cherished rear-wheel drive format on the latest 1 series in favour of front-wheel drive, devotees were horrified. They needn’t have worried, says Andrew Walker Breathe in, breathe out ... and sigh with relief. In a volte face by the company, the new BMW 1 Series is front wheel drive and unbelievably, drives better then ever! Designed specifically to be more practical – it is – the new front wheel set-up gives rear passengers an extra 33mm and when you sit back there, you really do notice the difference. The boot is bigger too, 20 litres larger to be precise, and is now the same size as that offered in the Golf. The outgoing 1 Series was looking a touch long-in-the-tooth and from a quality and infotainment perspective, it definitely was. What’s on offer now, however, is right up there with the best, as we found out when we spent a week in a 1 Series recently. Under its aggressively styled bodywork the BMW 1 Series sits on the same UKL2 platform that’s underneath the BMW X1, X2 and 2 Series Active Tourer, as well as MINI’s Countryman and Clubman. There are two petrol engines and three diesel engines to choose from, with a six-speed manual gearbox as standard, or an eight-speed auto as an option. The entry level petrol 118i is powered by a 138bhp turbocharged engine. The M135i features the second petrol engine, a 302bhp 2.0-litre, with standard four-wheel drive. This one flies, with a 0-62mph time of just 4.8 seconds. The 116d is your entry level diesel, producing 114bhp from its 1.5-litre three-cylinder engine. Next up is the 118d, which is a 2.0 litre offering 138bhp, with the most powerful diesel engine, the 120d, topping the range and producing 187bhp from its 2.0-litre unit. Four-wheel drive is standard with this model. For fleet customers, the most efficient model in the range is the 116d, which returns 54.3 to 62.8mpg depending on gearbox and trim with CO2 emissions of 100g/km. The 118d comes with CO2 emissions of 108-109g/km and fuel economy of 51.4 to 60.1mpg. The more powerful 120d offers fuel economy of 48.70–53.3mpg with CO2 emissions of 117g/ km. In comparison, the petrol 118i, the model we 12 | April 2020 | Company Car & Van

tested, offers fuel economy of 40.9-47.1mpg, with CO2 emissions of 114-121g/km. The flying M135i isn’t actually too bad either, coming as it does with CO2 emissions of 155g/km and a fuel economy of 34.4-35.8mpg. Because the new 1 Series has been redesigned from the ground up and is now front-wheel drive with a transversely mounted engine, there’s more space in the interior for passengers and their luggage, a real bug bear of mine in the previous model. The new car also features a shorter bonnet and now looks more squat and bears at first sight, an uncanny resemblance to the latest Ford Focus. Inside, the dashboard layout and infotainment screen mirror that found in the latest 3 Series, with the quality of the components second to none. As soon as you get behind the wheel you’ll feel comfortable and happy with what surrounds you. Our test model came in M Sport spec, which features front sports seats, illuminated Boston interior trim, active rise control with ‘Stop and Go’ function, anthracite headlining, black with blue Dakota leather perforates seats, exterior trim high gloss shadowline, M Sport suspension, steering wheel and aerodynamic body styling. Disappointingly – this is an M Sport after all – most of the kit that made our test car feel special proved to be available only at an extra cost. The dual-clutch auto transmission excepted – the manual would do just fine – our test car included an M Sport Plus package of 18” alloys, M Sport braking, steering, seat belts and rear spoiler for an additional £1,500 + vat. A Technology Pack, at £1,250 + vat, included Icon adaptive headlights, high-beam assist, parking assistant, a head-up display, enhanced Bluetooth with wireless charging and WiFi hotspot preparation. A second Technology Pack, for £1,250 + vat, further enhanced our test car with a Harman/Kardon loudspeaker system, a connected professional package and BMW’s Live Cockpit Professional. Finally, a Comfort Pack which gave us a heated steering wheel, electric memory front seats and a

BMW 118i 135bhp PRICE:

£27, 230

CO2:

121g/km

MPG:

35.8 (combined)

BIK: 28%

powered boot lid, came in at an additional £1250 + vat. We feel that the best addition you should consider adding to your M Sport is the 10.25” touchscreen, which is part of the Technology Pack. This operates BMW’s latest infotainment system, which looks great and is very easy to use. I connected to Apple CarPlay wirelessly to engage Google Maps on my travels and overall, this system is very intuitive and more than a match for the system found on the latest Mercedes-Benz A Class. Interior space has definitely improved. Driver and passengers get plenty of legroom, although headroom in the rear is only average at best. The lower transmission tunnel does make it more five-passenger friendly, too. Storage and connectivity has been cleverly incorporated, with two cup holders in the centre front, with a 12v socket and single USB. There’s also a lidded compartment/armrest www.companycarandvan.co.uk

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which contains another USB. The front door pockets will also take a cup each, while there’s an additional two USBs in the rear, great for rear passengers. The rear also features two more decent door pockets and in our test car, a through-loading system that doubles up as a fold-down armrest. The larger boot now offers 380 litres of space, matching the VW Golf and beating the A-Class. Split-folding 40:20:40 rear seats are offered to expand the boot’s capacity, along with a number of optional luggage retention hooks and nets. The load space itself is wider and deeper than in the previous 1 Series and overall, the changes make it a more practical proposition. Although motoring writers are not prejudiced for or against certain car brands, when it comes to the German marques, I am unashamedly in BMW’s camp. While a number of its models don’t make much sense to me – the X4, anyone? – with its three main fleet offerings, the 1 Series, the 3 Series and the 5 Series, BMW nearly always strikes gold. That’s certainly the case with the petrol 118i 135bhp we tested. While it does not offer electrifying acceleration, it handles brilliantly and you completely forget that this is now a front-wheel drive car. Indeed, the handling and poise of the www.companycarandvan.co.uk

118i actually makes you forget that in the 135bhp version anyway, performance is average. On the motorway, it cruises quietly and offers enough in the way of oomph to overtake slow-moving traffic as required. In town, the auto box fitted to our test car was a joy to use. The suspension isn’t too hard and the car handled any road imperfections exceedingly well. Best of all, when we had the opportunity to hit the open road it handles tight bends with aplomb and hugs the road like only a BMW can. You get a real feel of the road, often leaving you with a broad ‘Joker’ smile across your face. Who needs rear wheel drive! You can select from three driving modes: Sport, Eco Pro or Comfort. On the motorway we chose Eco Pro. It’s still engaging but for all out fun, Sport is the one to select. It heightens and sharpens the ride and throttle response. Comfort sits somewhere in-between. To be fair, we stuck with Eco Pro or Sport for almost all of our journeys. Wireless connectivity for Apple CarPlay was excellent. The BMW infotainment was easy to work and understand, and the driving position and all-around view, when out and about, only add to the enjoyment. The auto box is great in traffic but is something you can probably do without. Upgrading to add at least one of

BMW’s Tech packs is also a good idea, because the larger 10.25” touchscreen and BMW’s Live Cockpit Professional will add to the experience. From an economy perspective, we drove 260 miles in our week at an average fuel economy of 34.7 mpg. This isn’t fantastic, as we’d have hoped to achieve 40mpg. In order to get a bit more out of your fuel tank we would strongly suggest that fleet customers consider the diesel versions, from which you are likely to achieve 50mpg+ on a regular basis. The basic price of the car we drove, the 118i M Sport, is £26,715. With a couple of packs added this will, in reality, take you up to around £31,000. BMW’s corporate contract hire and leasing rates should offer you a well specced version for £300 per month on a 10,000-mile per annum, three-year contract.

Verdict Purists may have had concerns about BMW’s decision to make the new 1 Series front wheel drive. They needn’t have worried. This is a great car and an excellent addition to BMW’s fleet portfolio. CC&V RATING: N N N N Company Car & Van | April 2020 | 13

ON TEST: HYUNDAI KONA 1.0 GDT PREMIUM

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Bright and breezy Kona is easy on eye and the wallet Hyundai has hit a golden seam with its recent launches, and the Kona is just another example of its ability to hit the target. Andrew Walker reports Hyundai entered the B-SUV fray at the beginning of 2018 with the Kona. With the mid-range SUV Tucson and large SUV Santa Fe, Hyundai has a habit of producing no nonsense, great value cars in this sector, and the Kona follows suit. It’s designed to compete with Nissan Juke, Renault Captur, SKODA Kamiq and SEAT Arona, and fight off new competition from the Citroen C3 Aircross and KIA Stonic. The Kona comes with two petrol engines. The 1.0-litre unit is on all but the range-topping edition, plus a 1.6 in the line-up which also comes with a dual-clutch automatic gearbox and 4WD. The 1.0 comes with a choice of five trim levels: S, SE, Play, Premium and Premium SE. All are generously specced with the S coming with air-con, front and rear electric windows, electrically adjustable side mirrors, auto headlights and LED daytime running lights. For connectivity, DAB and Bluetooth come as part of a mono LCD infotainment system. We tested the 1.0 T-GDI Premium, which is the biggest seller in the range. Hyundai’s let its imagination run wild, splashing out on both external looks and inside trim. It’s rugged looking, with large plastic wheel arches heightening its off-road look. The front headlights are slim and high up on the corner of the bonnet, below which sit the indicator lights in a cube shape. The sides feature creases along the top of the doors, with a curved finish at the bottom of the doors, giving the Kona a neat look. At the rear, the rear lights are set high, whilst the indicator light clusters sit lower down on each corner. Disappointingly, our test car came in one colour, Dark Knight anthracite, which didn’t show off the great lines of the Kona, quite as well as some of the other coloured versions on offer. Hyundai is dividing the colours into two groups: ‘Neutral’, which includes white and silver; and ‘Vivid’, which brings brighter red and blue and even a lime-green ‘Acid Yellow’. The Vivid shades also come with a contrast roof colour, which really makes the Kona stand out. In the cabin, things were more conservative. 16 | April 2020 | Company Car & Van

There’s grey, more grey, black and some silver trim around the air vents. To be fair, I favour this colour finish and I’m not enamoured with dashes of colour here and there, although I daresay that those customers heading the Kona’s way will probably want to brighten things up. You can have bright colours around the air vents and even colour-coded seat belts if desire. Quality wise, the fixtures and fittings are pretty good. Some soft-touch plastic on top of the dashboard, harder plastics below and only a cheaper finish on the centre binnacle and door pockets, were a pleasant surprise. Undoubtedly the highlight is the colour touchscreen display that’s mounted high in the centre of the dashboard. Easy on the eye, large enough to see clearly, simple to navigate and quick to respond, this is one of the better infotainment screens we’ve tried, especially on an £19k car. Turn it on and Bluetooth connectivity is straightforward, as is connecting your i-Phone to Apple Car Play. The SatNav system is clear and concise and is even simple to follow when you split the screen. Front, rear head and legroom are excellent, with the added height of the Kona especially noticeable in the rear. There’s a lidded storage bin between the front seats and slim door pockets with room for a drinks bottle in both front and rear. The boot space is a little disappointing, with the Kona S having the largest boot, 361 litres, because it does without a spacesaver spare wheel; you receive tyre sealant instead.

Start the engine and the 998cc engine gives a knowing whirr. When driving alone, the 1.0-litre unit is just fine both in town and on the motorway, offering decent acceleration when overtaking and being nippy in first and second gear. However, load the Kona up with four adults and the fun deteriorates considerably, especially on the motorway, where the claimed 0-62mph time of 12 seconds is a distant dream. It’s impressively quiet, though, and the ride is comfortable. Despite its increased height, the Kona handles corners and sharp turns admirably and never feels anything other than poised. Our test car featured the 1.0 litre engine and this is set to be the best seller and for good reason. The Premium specced model we drove emits 125g/km of CO2 with a combined claimed fuel economy of 52.3mpg, while in our real world test we averaged 41.2 mpg. There isn’t a diesel of course, so if you want lower emissions you’ll have to down spec to the S model, which comes with a better CO2 output of 117g/km.

Verdict You won’t be disappointed if you choose a Kona. We’d go for the Kona Play, which costs only £18,330 and comes decently equipped. Pick a bright colour and really stand out from the crowd. CC&V RATING: N N N N www.companycarandvan.co.uk

ON TEST: RENAULT CLIO

No Nicole – but the Clio’s back and better than ever The Clio’s days in the doldrums are over and the latest version takes it back to the heady days of the nineties, says Andrew Walker In the mid-nineties I took a friend to the Motor Show press day at the NEC, ostensibly to see the new cars on offer. I remember looking at an Aston Martin and a Vauxhall Tigra but the highlight for my friend was a chance to meet ‘Nicole’ from the Renault Clio adverts, who was in Birmingham with ‘Papa’ to promote the Clio. Back then the Clio was the supermini of choice for young happening things, with the range, particularly the Clio Williams, which married Renault’s Formula One and Rally Sport pedigree to a small around-town car, the one to drive. Clios came and went over the years but none ever tasted the success of those early models, mainly because the competition in this sector got better and better. As we enter a new decade, that competition hasn’t changed: there’s a very good Fiesta and Polo, the all-new Peugeot 208 and Vauxhall Corsa has just launched, so the latest Clio is up against it. But it’s back. From the outside, despite sharing much of its architecture with the Nissan Micra, the Clio is still unmistakably a Renault, with the large company diamond dominating the centre of the front grille and the rear boot lid. From the side it looks very much like the Nissan Micra, which is no bad thing. The real news, though, is inside, where out have gone the complicated infotainment system and finger smudging black shiny plastic, replaced by either 7” and 9.3” touch screen and quality, soft-touch grey, chrome and black plastics. The rest of the interior is nicely finished, with colour coded and comfortable 18 | April 2020 | Company Car & Van

seats, making this the nicest Clio yet. The new dashboard is very ergonomic, making it easy to reach all of the controls. The touchscreen infotainment display – we had the larger 9.3” version in our test car – has been designed to lean towards the driver and with its portrait shape, a nod to Tesla perhaps, offers crystal-clear graphics. It’s also easier to reach, to touch and to use than most of the competition and makes, for example, the one on the Fiesta seem dated. The new Clio has been constructed on an all-new platform, based on the French manufacturer’s CMF-B architecture. This platform is claimed to have improved the Clio’s safety credentials, fuel efficiency and driving refinement, plus it has enabled Renault to fit the Clio with more sophisticated technology than its predecessor and get it ready for electrification, with an E-TECH version of the Clio arriving soon. Before the E-Tech version arrives with 0% BIK, company car drivers will face a BIK of 26% on entry model Play SCe 75 and 27% BIK on our range-topping test car, the TCe 130 in R.S. Line trim The Clio comes in four trims: Play, Iconic, S Edition and top-spec R.S. Line. Prices start at

just over £14,000, climbing to £20,300 at the top of the range. All Clios come as standard with LED headlights, auto-folding mirrors, cruise control with speed limiter, lane-keep assist and automatic emergency braking. Work your way up through the easy-to-understand trim range and larger wheels, parking sensors and an uprated stereo feature, along with those aforementioned infotainment upgrades, become available. The Clio comes in four trims: Play, Iconic, S Edition and top-spec RS Line. Prices start at just over £14,200 and climb to just under £17,800 at the top of the range. From launch there are four engines to choose from: three petrols and one diesel. The range kicks-off with the SCe 751.0-litre with 71bhp, that’s only available with a five-speed gearbox. A more sophisticated, turbocharged version of this engine is offered in the TCe 100, producing 99bhp, which is offered with a five-speed manual or optional CVT transmission. The TCe GPF is up next, a 1.3-litre 4-cylinder petrol unit offering 128bhp and this comes in combination with a seven-speed dual-clutch automatic gearbox. The single diesel model is a Blue dCi 85, 1.5-litre with 84bhp and (220Nm) of torque. www.companycarandvan.co.uk

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We got to spend a week in the R.S. Line TCe 130EDC in fetching Iron Blue. The R.S Line features 17” R.S diamond catalyse, an R.S Line exterior pack that features bespoke badging, a sports front bumper with gunmetal F1 blade and low grille, an sports rear bumper, gunmetal finish far spoiler and a chrome finish oval exhaust pipe. The interior has R.S Line upholstery, perforated leather steering wheel and an aluminium pedal set. Comfort and convenience includes climate control, rear parking sensors, handsfree key card with push-button start-stop and entry-exit opening-locking. The R.S Line is fitted with Renault’s Easy Link SatNav, with ours featuring the 9.3” tablet touchscreen. There’s also a 4 x 20W amplifier, DAB, Bluetooth smartphone integration, Apple CarPlay/Android Auto, plus two USBs up front, an AUX in and 12v socket. Safety and security is also to the fore on R.S Line models, with AEBS, LKA, LDW, TSR, ESC and full LED headlights and tail lights, driver, passenger, front, side, head and curtain airbags and the Renault anti-intruder device, R.A.I.D. for short. The 130 EDC engine and auto box offer 118g/km of CO2, 49.6mpg, a top speed of 124mph and a 0-62mph time of 9 seconds, but this does feel quicker, not quite hot hatch but distinctly warm, nonetheless. Cabin space has improved over its predecessor. All models are five-door only but as with sister model Micra, the rear door www.companycarandvan.co.uk

handles are tucked into the C-pillars, giving the car a coupe-profile. Getting comfortable is easy and both front passengers have good head and leg room. Rear leg room isn’t great, especially if you’re sitting behind a tall driver. Rear head room is okay, though. For storage, there’s an average sized glove box, two largish front door pockets, storage under the adjustable centre armrest, a spot for your key card and a couple of drinks holders. With 391 litres on offer, the boot is bigger than that in the Fiesta. Fold down the rear seats and this increases to an impressive 1,069 litres. The boat’s also a useful shape, being both deep and wide, but it does feature a high boot lip Driving a small, powerful car, fitted with an auto box, is asking for yours truly to make the most of it, and the 128bhp on offer doesn’t disappoint. On the open road or motorway this Clio is immense fun to drive, offering nippy overtaking when required and as in the Clio tradition, road-hugging handling. The Clio has offered plenty of driving thrills over the years and with the R.S Line version anyway, Renault has upheld this. I found that it more than matches the class-leading Fiesta’s road manners, with a top quality ride to go with excellent handling and performance. A lot of this is due to the dual-clutch gearbox. If you’re a fleet customer you’re probably not going to want the range topper, which is a

shame but understandable. The cheapest Clio to run is the 1.5-litre diesel Blue dCi 85, with a combined economy of 67.2mpg and emissions of 94g/km. The diesels do cost a bit more than the equivalent petrol SCe 75 or TCe 100 models, but if you’re a high mileage driver you will recoup the extra cost in fuel savings. And, if you’re a diesel hater, the petrol TCe 100 is the most efficient petrol Clio, returning a claimed 54.3mpg, coupled to emissions of 99g/km. I have to conclude that the new Clio very much surprised me, but in a good way. I wasn’t expecting it to be as good as it is. It’s not the most striking car to look at but as we found out, it’s loads of fun to drive and comes with the tastiest interior of any car in the sector. The only negative we could find was with fuel economy. Renault claims 49.6mpg on the combined cycle, but in our 300+ mile week, driven on a mix of roads, we only achieved 39.8mpg, around 20% less. And, before you ask, we did drive a lot of this in the Eco drive mode – there’s also Sport or Multi Sense drive modes as well. We blame that auto gear box.

Verdict The Clio is back and it’s better than ever CC&V RATING: N N N N

Company Car & Van | April 2020 | 19

ON TEST: MAZDA CX-30

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Because you’re gorgeous! Andrew Walker Mazda’s designers are on a roll. The facelifted CX-5 and CX-3 and the new Mazda3, our Small Car of the Year, are all fleet friendly, as well as being very attractive, and things have just got better for the marque with the launch of the new Mazda CX-30 mid-range crossover. One made its way to Company Car Towers recently, enabling us to give it the once over. We were testing the likely best selling 2.0 litre 180ps GT Sport petrol version, which benefits from Mazda’s new Skyactiv-X petrol engine. It uses spark-controlled compression ignition and a mild-hybrid set-up to reduce emissions, resulting in a pleasingly low 105g/km of CO2s on our test car. Skyactiv-X also has the benefit of appealing to both corporate customers and retail folk alike. It’s decently equipment. Entry level SE-L is fitted with 16”alloys, LED headlights, a head-up display, rear parking sensors and an 8.8” infotainment system, that includes SatNav and smartphone integration.

22 | April 2020 | Company Car & Van

The great-looking CX-30

The SE-L Lux adds a reversing camera, front parking sensors and keyless entry. We were testing the GT Sport version, which is further enhanced by leather seat trim, a powered drivers seat, a heated steering wheel, door mirror tilt down function when reversing and the 12-speaker Bose surround sound system, with Bose CenterPoint, BassMatch and AudioPilot technology. If you stare long and hard at the CX-30 it looks well, just like the CX-3 only slightly larger. Like its smaller sibling, its narrow front LED headlights give it a sporty look. At the back, the slim tail-lights have the same effect. They’re shallow and wide, sitting across the rear wings and hatchback. Inside, the minimalist dashboard puts all switchgear in easy reach, with a dash top-mounted infotainment system controlled by a rotary dial located between the two front seats. The system graphics are excellent, particularly those used in the SatNav and are a real improvement over the old Mazda system. You can connect your smart phone to either Apple CarPlay or Android Auto using the USB connection. The screen is bright and clear and again, changing functions can be selected using the rotary dial. If you need a load lugger, the boot offers a decent 421 litres of storage, increasing to 1,398 litres with the back seats folded down. Access to the load area is decent and the boot will comfortably fit three large suitcases in, if required. On the road and there’s no doubt that the CX-30 is a comfortable motorway cruiser, and the SkyActiv-X technology is great for

fuel economy, as we averaged 42mpg in our week on board, (the claimed is 47.9mpg,). On the downside, however, the lack of low rev oomph is really noticeable. For example, if motorway traffic slows and then speeds up again, the Mazda, which requires 3,000rpm to reach it’s maximum torque of 224Nm, is very slow to react. You have to disengage cruise control, change down from sixth gear to fourth, just to get the car back up to cruising speed. Annoying to say the least. Mazda claim a 0-62mph time of 8.5 seconds, but with four adults and associated luggage on board, getting to 62mph, takes quite a bit longer. On a more positive note, the six-speed manual gearbox is slick and around town the CX-30 is small enough to feel nimble. There’s little or no body roll by SUV standards and it’s an enjoyable car to be in. It’s also stunning to look at, very well built, features all of the latest tech and safety and it’s available to fleet customers at a decent cost. For business customers who choose a petrol CX-30, it comes both with attractive contract hire rates for the more powerful 180PS version, just £215 per month + vat, with the 122PS version offering drivers a BIK from as little as £101 per month + vat. To our mind, our Small Car of the Year, the Mazda3, combined with a diesel engine, is more fun to drive but we have to concede that the CX-30 looks better.

CC&V Verdict: Oh, you handsome devil, NNNN www.companycarandvan.co.uk

EV & PLUG-IN SUPPLEMENT

A COMPANY CAR & VAN SPECIAL edition

Peugeot e-208

European Car of the Year is an electric, too

KIA SOUL EV

RENAULT TRUCKS

Skoda SUperb iV

EV & Plug-in rental

It’s got Seoul – but it’s not a soldier

Czech’s first take on the plug-in is a winner

Master Z.E. – the electric van as a conversion

Expert advice from the BVRLA

Contents 26

EVs and plug-ins: The future of motoring is here, now Welcome to the Company Car & Van EV & Plug-in Hybrid Supplement. In this special edition, we give you a helping hand to choose your next all-electric or plug-in vehicle. Rather than try to cover every car or van that’s on offer in this sector, we have chosen three electric cars and two electric vans which represent the different types of electric car or van on offer today. First up is the Peugeot e-208, which offers a smaller 50kWh battery and a shorter range of 211 miles that’s perfect for urban and local driving. Peugeot UK’s MD David Peel also tells us his e-208 story. The KIA Soul EV comes with larger 64kWh battery which will take it 281 miles on a single charge. Like its sibling the e-Niro, it’s an everyday EV with a range large enough to take you from city to city and back. This is accompanied by a Q & A with John Hargreaves of KIA, who gives us some insights into where the sector will go next. Finally, we have the acclaimed Jaguar I-Pace, our Large Electric Car of the Year 2020. It’s an executive performance EV. Fitted with a 90kWh battery which drives its two

electric motors, it offers 4WD, a 252-mile range and develops 396bhp and 696Nm of torque – that’s more than enough to tempt even the most pessimistic petrol-head. We also review new electric cars from a number of other manufacturers, including the DS3 Crossback E-Tense and a couple of plug-in hybrids in the form of the Vauxhall Grandland X and Skoda’s new Superb iV. On the commercial front, there’s less choice of electric and plug-in vans at the moment, but those available are an important addition to the commercial world, particularly for those driving short distances. We spent some time in the Renault Trucks Master Z.E., which is available as a panel van and has a multitude of conversions, and offers a range of 50-75 miles. For smaller operators, the tried and tested Nissan e-NV200, which comes with a 40kWh battery and a range of 124 miles, offers a different solution. DPD, one of the UK’s largest parcel delivery companies, has just ordered 300. We also take a look at the upcoming new electric vans, the Maxus e-DELIVER 3 and Fiat Professional Ducato Electric, which are launching shortly. Finally we talk to the specialists in this sector, including BVRLA, which tells us about how the rental world can help you migrate your fleet to EVs and plug-ins, and AMP EV, a specialist in workplace EV charging, about fitting charge points at your place of work.

Andrew Walker, Editor and Publisher

www.companycarandvan.co.uk

36 Peugeot e-208

Venson Automotive Solutions

Rolec 31 Vauxhall Grandland X Hybrid4

Kia Q&A and Soul EV

DS3 Crossback E-Tense

Jaguar I-PACE

Skoda Superb iV

Amp EV

Thrifty Car and Van Rental

Nissan e-NV200

BVRLA 47 Renault Trucks Master Z.E.

Fiat Professional Ducato Electric 50 MAXUS e DELIVER 3

Company Car & Van | April 2020 | 25

Ev & PLUG-IN SUPPLEMENT: PEUGEOT E-208

Peugeot’s mighty rule changer The e-208 throws down an early marker in the ‘battle of the electric superminis’, says Andrew Walker The next few years will see a plethora of new electric cars launched in the UK, especially in the supermini sector. One of the first off the mark in this battle of the new small EVs is the Peugeot 208. Peugeot has made, in our opinion, the wise decision to make the e-208 look just like a normal 208. As the latest 208 is a seriously cute 205-GTI throwback, that’s a very good thing indeed. Renault’s Zoe and Nissan’s Leaf have been around for a while, but neither could be described as sexy. The same could be said of the Hyundai Kona EV and its sister model, the KIA e-Niro, so alongside its own sibling, the Vauxhall Corsa-e, the e-208 offers EV car customers a great-looking small car. The all-new 208 is the first vehicle to fulfil Peugeot’s new philosophy of the power of

choice, ie, ‘choose your Peugeot, choose your powertrain’. We really liked both the petrol and diesel variants we tested on this model, which are available in Active, Allure and GT Line trim levels. The zero-emission e-208 is also available in all three trims, and there’s a range-topping GT, too. The e-208 uses a 50kWh battery and 136hp electric motor to provide a 211-mile range from a full charge under WLTP testing. It comes with a Mode 3 Type 2 cable as standard, which will charge the vehicle in 7.5 hours with a 7kW charging point. You can download the MyPeugeot app, which manages the vehicle charge remotely, precondition the temperature of the vehicle and receive ‘e-Coaching’ on how to benefit most from their vehicle. There’s more good news as the e-208 is priced from £25,050 in Active trim, making it one of the cheapest routes into all-electric motoring. Electric it may be but Peugeot still wants to offer customers a choice of driving modes, so the e-208 has three: Eco, to optimise range; Normal, optimising comfort; and Sport, prioritising performance. Reassuringly, the battery is covered by an

eight-year, 100,000-mile warranty. Braking regeneration is available with two braking modes: Moderate, which offers a sensation close to that felt when braking with a combustion engine; or Augmented, for controlled deceleration by means of the accelerator pedal. Both are easy to use and don’t hinder the car’s enjoyment. Lots of hybrid and EV models suffer from a loss of interior space, especially in the boot. Peugeot has its battery evenly distributed under the floor plan, so offers the same interior and boot space as petrol and diesel models. More good news is charging speed, as the e-208 sets the standard for rapid charging in its class. Plug it into a CCS 100kW rapid charger and it will deliver 100 miles of range in 20 minutes, which no comparable rival other than the Corsa-e can offer, while a 50kW charger will do the same in 40 minutes. The e-208 features the PEUGEOT 3D i-Cockpit, Peugeot’s compact multifunction steering wheel, configurable head-up display, 7” or 10” HD colour touchscreen and Peugeot’s seven, satin chrome, ‘piano’, toggle switches. Tech aids provided include TomTom® Traffic, Connected 3D Navigation

Peugeot e-208 Price:

£25,550 – £29,650

Battery: 50kWh. Range:

211 miles WLTP.

BIK: £0 Charging:

100kW fast charge (20-80%) 20 minutes 7kW home charge (0-100%) 8 hours.

26 | April 2020 | Company Car & Van

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and Peugeot Mirror Screen functionality, compatible with MirrorLink, Apple CarPlay and Android Auto connectivity. The e-208 is the only 208 model offered in GT trim and this is enhanced with Alcantara grey upholstery featuring a 3D technical mesh knit and 17” alloy wheels with special inserts. There’s also a body colour-coded radiator grill, e-208 badge and Dichroic Lions on the car. This means that the Lions appear to change colour as a function, dependent on the angle of view. All 208s feature narrow front headlights, a dominant front grille, Peugeot’s lion logo, the 208 model number above, harking back to the classic 504, and there are two vertical LED light clusters. The flanks are smooth and clutter free with large wheel arches giving the car some gravitas. The rear is dominated by the Peugeot horizontal gloss black rear cluster strip, incorporating the Peugeot lettering stretched across the back of the car, with the famous lion claw rear headlights at either end. Safety and security are both to the fore on 208. ABS, EBD, and EBA are standard across the range, as are adaptive driver and front passenger airbags, front and rear curtain airbags alarm, deadlocking, an electronic code immobiliser and ESP with Hill Start Assist. Peugeot’s Connect SOS and Assistance also comes as standard. All models feature a push button start, Bluetooth, DAB, Mirror Screen for Apple CarPlay and Android Auto, a 6 speaker radio and a 12v socket. Outside, find bodycoloured door handles and auto headlights

which are also ‘follow me home.’ To support its customers in the energy transition from fossil fuel to electric, Peugeot is launching a new service based on three keystones. First, there’s Easy Charge, or how to facilitate access to the different charging solutions for customers. Second, Easy-Move, or how to ensure the mobility of customers in all circumstances. And third, Serenity, to reassure customers in their discovery process and let them enjoy their car with complete peace of mind. This may seem a little over the top, but plainly Peugeot has put an awful lot of time and effort into how it can help customers get into an electric car with the least amount of hassle, and for that the company has to be commended. Interestingly, while in Portugal for the 208 media launch, the motoring press was most interested in the e-208. The following morning we finally had the chance to drive one and we were not disappointed. Step inside the cab and you are greeted by an on-trend interior, dominated by Peugeot’s I-Cockpit and infotainment screen in the centre of the dash. Out and about on a selection of local roads the e-208 offers decent acceleration, with a 0-62mph time of 8.1 seconds, going on to reach a top speed of 94mph. Perhaps it’s the silence that does it, but it feels quicker and puts a broad smile across your face, especially that instant pull that electric cars specialise in. We tried out all three driving modes and they do exactly what they say on the tin. Eco slows everything down and is perfect for the motorway. Moderate gives you a bit more ‘get up and go’, which is useful in urban traffic, and Sport sharpens up the throttle response and the steering, making it the most enjoyable on winding, undulating roads. The e-208 is a lot heavier than the petrol version but this doesn’t hamper the

experience. The light regenerative braking is well balanced, only slowing you down when you select ‘B’ in the selector to increase the force. Indeed, you can’t feel the heavy battery in the e-208 like you can in many EV and hybrid offerings. We drove along a couple of local roads, one of which was decently maintained and so we were cruising in total silence. A right turn took us onto a B road, but this time the more uneven road surface shone through on the 17” alloys. We were in Sport mode and assumed, wrongly, that this was why the ride had hardened and become louder. We selected Moderate but the tyre noise and lumpy ride remained. But mark, this was all we could find to criticise. For fleet managers and company car drivers alike, the really good news is the huge discounts running an electric car will bring. The e-208 comes with nothing to pay in company car tax for the tax year 2020/21. You also get the government grant of £3,000 off the car’s asking price, as the e-208 qualifies in Category One for the subsidy. If this is tickling your fancy, we’d strongly suggest that you get at least a 7kWh home charger, so you can top up at your leisure. We have a Rolec 7kWh charger at the office and it really takes the hassle out of owning an electric vehicle. Drive, return, plug-in, repeat. When we arrived in Portugal we didn’t quite know what to expect from Peugeot’s new electric car. Despite that uneven ride, no provision for cable storage in the boot, which some may bemoan, and a range of 211 miles – the latest Renault Zoe will power onto 245 miles – the e-208 is now our favourite small EV. It’s a far more exciting, classy and enjoyable car, both inside and out, than the Renault, as well as all of the current competition. If you’re looking for a small electric car, then the e-208 comes highly recommended.

Verdict Stunning. A great-looking car that offers superb handling and performance... and oh, it’s an EV, did we say? Completely changes the equation as far as modern superminis are concerned and demands that rivals up their game CC&V RATING: N N N N N

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Company Car & Van | April 2020 | 27

Ev & PLUG-IN SUPPLEMENT

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All-new e-208 takes punishing schedule in its stride Can the latest generation of electric vehicles handle the hectic lives of those high-mileage drivers who criss-cross the UK for work every day? David Peel, Managing Director of PEUGEOT UK, decided to see how the allnew e-208 coped with a busy few days on the road. Here are his thoughts... You’d expect the Managing Director of a car company with a new generation of electric vehicles to wax lyrical about the benefits of making the switch – but a few days with the all-new PEUGEOT e-208 really brought home to me how easy it is to live with a nextgeneration EV in the UK today. With a diary packed full of retailer visits and our new all-electric supermini on the driveway, my first trip saw me head from my home in Kenilworth to Grimsby to open a new Pentagon retail site. From there I headed to open another new Pentagon retail site at Barnsley, meeting all of the team there, before returning home. While an EV isn’t the natural choice for high mileage drivers, I covered 270 miles without any issues or extended delays. Of course, it helps to start the day with a full charge and PEUGEOT is offering the first retail customers for the all-electric e-208 and the e-2008 SUV, plus our 3008 SUV and 508 Plug in hybrids, a

free home charge Pod Point. A 7kW charge point will fully charge our full electric vehicle’s 50kW battery in around 7.5 hours, so I began my journey with a 100% charge. During the day I topped up on three occasions; on my second brief stop-off I used a Polar Fast Charger for 15 minutes, using the free six-month subscription to Polar Plus that comes with all PEUGEOT EVs, and had another 20 minutes at a hotel on the last leg of my trip. Finding available charging points is simple using the Polar and Zap Map app, and the minor inconvenience of plugging-in was easily outweighed by the smooth driving experience, silent running and knowledge that I was driving with zero emissions. After plugging in at home for an overnight top-up, day two with the e-208 was just as hectic. This time I racked up 330 miles. With a couple of retailer meetings in Medway and Canterbury in Kent, I took the opportunity to

plug-in at each stop. On my way home, a final 30 minute stop allowed me to catch up on some emails, grab a coffee and achieve an 80 per cent charge – which was more than enough to get me home. Those few days with the PEUGEOT e-208 showed me that electric vehicles require a change in mindset, but it’s an easy change to make with the latest generation of EVs. Our supermini has a range of up to 217 miles, which is enough to complete the average UK daily commute of 40 miles many times over, while the seamless power delivery and silent powertrain make for a rewarding and relaxing driving experience. I’m hooked and so is my wife: her all-new e-208 has just arrived and I think the biggest difficulty I’m going to face will be wrestling the keys off her to actually get a chance to drive it myself!

“Electric vehicles require a change in mindset but it’s an easy change to make with the latest generation of EVs”

28 | April 2020 | Company Car & Van

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Ev & PLUG-IN SUPPLEMENT

EVs are essential as you look to reduce employees’ tax burden Confused by the options for electric vehicles and plug-ins? Simon Staton, Client Management Director, Venson Automotive Solutions, tries to unravel some of the mysteries of the sector for SME fleet managers and end users. Venson has always been a strong promoter of plug-in vehicles for fleets, and the publication of the company car BiK tax figures to the end of the 2022/23 tax year cements this support. Fleet managers must encourage take-up of EVs wherever and whenever possible to limit employees’ tax burden as much as possible. However, the issue is that while the Government has incentivised the take-up of plug-in models, it has failed to take account of the lack of availability of those vehicles in today’s marketplace. While supply is improving, plug-in vehicles – and particularly zero emission models – remain a niche product and what availability there is currently fails to meet fleet and company car driver requirements in the majority of cases. Nevertheless, every new month sees at least one motor manufacturer announce the launch of a new plug-in model, so both fleet operators and company car drivers should explore the ‘new model market’ to see what is presently available and forthcoming and the financial savings may these bring. With the net-zero greenhouse gas emissions target in mind, the Government’s revised BiK charges see the zero-emission electric vehicle tax liability for company car drivers fall from 2% to 0% in the imminent tax year. Effective from 6 April 2020, these changes offer a clear benefit for fleets and company car drivers to plug-in and encourage more EVs on to the roads. However, increased take up of EVs is not going to happen overnight. Fleet replacement cycles can take between three and five years, and businesses need to be armed with the right information, in order to plan for the long-term and make informed decisions when adopting a greener fleet policy. Businesses themselves will also need to play a key role in supporting their drivers in making the switch. Arming them with the knowledge they need to ensure the smooth running of their EV, including advice and helpful tips in the company’s driver handbook, is just one simple step that 30 | April 2020 | Company Car & Van

could be taken to help manage costs and the life of the vehicle. Electric Vans Emissions legislation driven by Government policy is emerging as a number one priority as towns and cities across the country try to improve urban air quality. However, with the volume of vans on the UK’s roads due to online ordering by the ‘Amazon generation’ generating a massive increase in so-called ‘last mile delivery vans’, fleet operators are increasingly challenged in reducing their emissions. The good news is that by the end of this year, it is likely that fleets will have the choice from mainstream van manufacturers of plug-in vans across all three core sectors of the market – small, mid-size and large – with almost all the major players offering at least one if not two or three options, as well as perhaps cargo and passenger-carrying variants. However, while EVs can provide a solution to reducing commercial fleet emissions, consideration must be given to the van’s operational purpose within the fleet and where the charging infrastructure allows it to be used. Fleet managers can also take steps to increase the number of plug-ins on fleet, such as subsidising LCV drivers who install a charging point at their home address. Implementing an operational regime for larger vans to return to the depot each day for a charging period can also work effectively when properly planned. By partnering with a fleet management solutions provider, commercial fleet managers can benefit from impartial advice while exploring how EVs can bring tangible financial return. By working with fleet operators and their drivers, Venson ensures its clients always receive the most appropriate solution to support their operational and financial need.

Electric Vans: Plug-In Van Grant The Government’s Plug-In Van Grant applies to vans that have carbon dioxide (CO2) emissions of less than 75g/km and achieve a zero-emission range of 10 miles (plug-in hybrid vans) and 60 miles (fully electric vans). The grant covers 20% of the purchase price, up to a maximum of £8,000. Electric Vehicle Homecharge Scheme The Government’s Electric Vehicle Homecharge Scheme provides grant funding of up to 75% (capped at £500, including VAT) towards the cost of installing electric vehicle chargepoints at domestic properties across the UK. The funding applies to the registered keeper, lessee or a person who has ‘primary use of an eligible electric vehicle’. Workplace Charging Scheme The Government’s Workplace Charging Scheme provides eligible businesses, charities and public sector organisations with support towards the purchase and installation costs of electric vehicle chargepoints. Voucher-based, the scheme reduces the purchase and installation cost of a new workplace charging station (single socket) by 75% (capped at £500 per socket). Employers can claim for up to a maximum of 20 charging stations (20 single socket or 10 double socket charge stations) For further information please take a look at the Venson White Papers: n Plug-in vehicle recharging. The electric

future. https://www.venson.com/ uploads/pdfs/VENS6373_ PlugInRecharging_AW1-162-2019-9.pdf n Plug-in vans. The market set to grow. https://www.venson.com/uploads/pdfs/ VENSON_PlugInVans_Final-105-2019-1. pdf n Electric Vehicles: A guide to spark your interest. https://www.venson.com/uploads/pdfs/ SparkingYourInterest-ElectricVehicle QA-128-2017-25.pdf

Simon Staton www.companycarandvan.co.uk

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Fleet management solutions with EV Charge.Online After reaching 4,000 charging points on Rolec’s nationwide network, Frankie Mellon, Head of EV Charging at Rolec EV discusses the opportunities its new service EV Charge.Online offers fleet managers and operators Providing fleet managers and operators with clear and coherent insights into electric vehicle charging and charge point usage is a common ask from those who are choosing to transition to an electric fleet. As charging technology continues to develop to meet the requirements of the market, EV Charge.Online, our back office management system, is a future-proof solution for fleets of all shapes and sizes, ensuring that the freedom and flexibility of fleet managers/ operators is paramount. Businesses and organisations that currently benefit from this state-of-the-art system are capable of managing, analysing and reporting their fleet’s EV charging behaviour remotely,

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therefore maximising EV infrastructure efficiency. Whether fleet managers/operators choose for their fleet drivers to activate charging via their smartphones or a RFID card, EV Charge. Online offers a simple-to-use EV charging experience for both operators and drivers. The management dashboard allows fleet managers and operators to understand charge point activity with its effortless and straightforward design. Those who choose to operate their fleet of electric vehicles with Rolec’s back office management system are also at a significant advantage because of its capacity to manage multiple EV charge points at numerous locations, whether that be at a central depot or a workplace location, allowing full control of the company’s entire fleet. When deploying and using EV charging infrastructure, businesses and organisations will more than often need to consider the power capacity of their site; this is where EV Charge.Online’s load management feature proposes a seamless solution for the future of electric fleet management. More and more businesses are planning to add further electric vehicles to their fleets – load management

enables fleet managers/operators to allocate vehicles to specific charging points by providing them with an understanding of power usage, ensuring that the infrastructure doesn’t exceed the maximum electricity capacity of the premises. This optional load management attribute is the perfect option for those who have plans to increase their electrification plans across the coming years. At Rolec we have witnessed a growing number of businesses and organisations reap the benefits of our fleet management solutions. Both Rolec’s hardware and software provide the ideal solution for fleets; not only do we manufacture the UK’s largest range of smart EV chargers, but we also now operate one of the UK’s largest EV charging networks. Operating over 4,000 EV charging points, EV Charge.Online is a firm and future-proof platform, ensuring EV charging ease and excellence for both fleet managers/operators and fleet drivers. For more on our fleet EV charging and back office management solutions, get in touch: frankie@rolecserv.co.uk

Company Car & Van | April 2020 | 31

Ev & PLUG-IN SUPPLEMENT: VAUXHALL GRANDLAND X HYBRID4

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Hybrid 4’s a budget-priced wolf in sheep’s clothing There’s a sting in the tail of the Vauxhall Grandland X Hybrid 4 – but it’s for the taxman, not the driver, says Andrew Walker Mid-range SUVs are now just about the most popular car sector in the UK, with Vauxhall launching its ‘Qashqai’ competitor, the Grandland X, a couple of years ago. The tie up with PSA means that this model is now available with a more modern PSA Group 1.5 diesel engine and, with the UK Government discounting the Benefit in Kind on EVs and plug-ins, has just been launched as Vauxhall’s first ever plug-in hybrid. It combines a 1598cc petrol engine with an electric drive system of two electric motors (combined output 109hp), all-wheel drive and a 13.2kWh lithium-ion battery. The front electric motor is coupled to an electrified eight-speed automatic transmission, while the second motor and differential are integrated into the electrically-powered rear axle, providing all-wheel traction on demand. It’s quick, too, going from 0-60 mph in just 5.9 seconds, thanks to the 200hp on offer and the 300Nm that arrives at 3000rpm. It’s not all about speed, however. The Grandland X Hybrid4 offers four driving modes; Electric, Hybrid, AWD and Sport. In pure electric mode the car has a range of 35 miles (according to WLTP). In hybrid mode it automatically selects the most efficient method of propulsion. The Grandland X Hybrid4 also features a regenerative braking system, which can increase the electric range by up to 10%, and

the Hybrid4 comes with a 3.7kW on-board charger, with an optional 7.4kW version also available. The cable socket is handily located where the petrol cap would be, on the rear left of the car. Vauxhall will also offer devices for fast charging at public stations, as well as wallboxes at home. With a 7.0kWh wallbox, customers can fully charge the battery in fewer than two hours. Vauxhall has introduced an exclusive charging offer available on the Grandland X Hybrid as well as for Corsa-e customers. When opting for the brand’s electric Corsa or hybrid SUV, customers will receive a free six-month membership to the Polar charging network. With this, drivers gain unlimited access to the UK’s biggest public charging network. Polar has over 7,000 charging points nationwide, including over 400 rapid charge points. Most of the charging points are completely free to use. For others, the membership offer allows customers to avoid the service charge and only pay for the electricity consumed. Prices start from only 12p per kWh, which is cheaper than the average cost of charging at home. After the free six-month period, customers pay just £7.85 per month but with no long-term contract or notice period, drivers are free to cancel at any point. Any customers – private or company car drivers – can take advantage of the Vauxhall LEV charging offer. When purchasing a Corsa-e or Grandland X Hybrid4, the buyer will receive an inactive Polar card and leaflet from their retailer. The card can be activated online at www.polar-network.com/activate. The new Grandland X Hybrid4 is available in four trims, starting with the Business Edition Nav Premium for £36,790 otr. All models feature the same powertrain with high spec as

standard. The SRi Nav is priced at £41,500, while the Elite Nav is priced at £43,400. Topping off the range is the Ultimate Nav, which is available for £46,650. From the outside the Grandland X looks great. It’s not as different to look at as the Peugeot 5008 or Citroen C5 Aircross, or as obvious as the Nissan Qashqai or Renault Kadjar, but is more akin to the Volkswagen Tiguan or SEAT Ateca. This means straighter lines and a more conservative shape. The interior isn’t exciting but is spacious and comfortable. The centrally located 8” colour touchscreen infotainment screen is definitely the standout. The quality and finish is very good and I have no doubt that it’s built to last. Both front seat passengers get good head and legroom while in the rear, thanks to the almost flat floor, three adults will have decent leg room as well. Rear passengers also benefit from a fold-down centre seat armrest with two cup holders that doubles as a ski hatch. Door pockets are generous and there’s a couple of drinks holders in the centre cubby. On the road, the Hybrid4 is a wolf in sheep’s clothing. In Electric Mode it silently moves off and at lower speeds the cabin is very quiet. Change up to Hybrid and you get the best of both worlds. AWD gives you more traction and the Hybrid4 can be taken off-road dealing with wet grass and some decent mud tracks with aplomb. Push the boat out in Sport Mode and the 300Nm comes to the fore, with that 5.9 seconds to 60mph giving this Grandland-X the kind of performance associated with an upmarket, German marque. On the latest WLTP Combined Low/High fuel economy, Vauxhall claim 225-204 mpg and with CO2 emissions of just 34g/km, company car drivers should take an interest. As we’ve said before though, the only way you’ll see any kind of fuel economy return close to 200 mpg is if you drive in electric mode only, plug-in after every short journey and utilise the charge savings on offer. We’d guess that if you don’t do these things regularly, and many PHEV customers don’t, then 30-35 mpg is a more likely scenario. Whether Vauxhall have launched the Grandland X PHEV, to move a step closer to full electrification, or simply because it’s a company car tax breaker, we couldn’t say. From a purely retail perspective it’s actually an expensive car to buy, with the Ultimate NAV version costing £46,650. But – and it is a big but – if you’re a company car driver and higher rate tax payer, and you lease one, you’ll pay just £140 per month, which is astonishingly low.

CC&V Verdict: A budget special: N N N N 32 | April 2020 | Company Car & Van

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Ev & PLUG-IN SUPPLEMENT: KIA

Kia offers next step in electrics Company Car & Van talks to John Hargreaves, Kia’s Head of Fleet and Remarketing, about how EVs and hybrids will fit in the company’s plans CC&V. Currently, Company Car & Van believes that KIA is one of a handful of franchises who are ahead of the game with a range of EV and PHEV cars for fleet. Do you agree and what has been the take-up of these models thus far from the corporate sector? John Hargreaves: Yes, we are well equipped for the post-April increase in demand for EVS and PHEVs. Within the next quarter we will have two EVs (Niro and Soul) on sale and three PHEVs (Niro, Ceed SW and XCeed). We will also add a Sorento PHEV to the range in Q4. So far the uptake of both EV and PHEV has been restricted in all sectors by supply. As we move into the cars being more readily available and as the massive BIK advantages come into effect, we expect a surge in corporate sector demand. Our anticipation is that approximately 62 per cent of the EVs and PHEVs we sell in 2020 will be into the fleet segment. CC&V: We drove the Soul EV recently and came away impressed. Traditionally, the Soul has not been a corporate offering. Do you think the EV version has an appeal for SME fleets? JH: There is no doubt that the Soul, with conventional internal combustion power, has been more of a retail than fleet car. However, we are seeing real fleet interest in the EV – of course, the BIK advantages are a large part of that, but also the new body style is attracting favourable comment. Also, we are seeing a real change in the RV performance of electric cars and as that filters through into whole life costs and contract hire rentals, the appeal to SMEs will certainly increase. Of course, the real game changer with both the e-Niro and Soul EV is the range –

34 | April 2020 | Company Car & Van

a very practical alternative now for many fleet users. CC&V: You have a couple of new PHEV models out shortly, namely the XCeed and Ceed Sportswagon. Despite the government bringing forward its plans to ban the sale of petrol and diesel cars to 2035, would you agree that plug-in hybrids are a good way to attract business customers to the electric revolution? JH: The PHEVs are a good interim step toward full electrification. Tax advantages are significant and the capability to fall back to conventional power will give reassurance to the corporate driver who occasionally requires a high mileage capability. It is probable that once drivers have become used to plugging in, they will more comfortable with the transition to full electric. The 2035 date is significant but it should be remembered that it is nearly five change cycles away for the typical company car driver. CC&V: The Sportage has been your biggest selling model in the UK for a number of years. There is a mild-hybrid version out currently. When can we expect a full EV version? JH: There is no defined time for this and it will not be during the current model cycle.

John Hargreaves (left) PHEVs are a good interim step toward full electrification.

Company Car & Van had the chance to run a rule over the all-new Soul EV. Andrew Walker delivers his verdict Launched in 2009, the Soul has sold over 1.6 million units, mostly in the USA, the market it was designed for. There has been a Soul EV since 2014 and in 2019 it outsold combustion engine versions in the UK, encouraging KIA to launch the new Soul model solely as an EV. The Soul EV comes with the same powertrain as the e-Niro and its sibling, the Hyundai Kona Electric. This is a good thing. It’s a tried and tested formula which, if driven carefully, has a 280-mile electric range, up from 132 miles on the last version. The Soul’s looks have always divided opinion and the new version will as well. The front has very narrow lights and a trapezoidal grille, with LED fog lights below. The rear now features a boomerang shaped LED light strip which wraps almost all the way around the rear screen. It’s always been a bit but the latest is funkier still – and chunkier, too: noticeably larger and able to carry passengers in more comfort. The interior is well thought out, with some nice design touches, including the vertical side heating vents and the ‘1960s TV’ shaped area, which houses the infotainment screen and centre air vents. The highlight is definitely the 10.3” central touchscreen which sits in the centre of the dash; it’s bright, clear and super-easy to use. As with other EVs, you can sync your Soul with an app. The KIA app enables you to keep tabs on the battery charge via your smartphone and pre-charge remotely, to heat or cool the interior as required. From launch, only the higher range version KIA battery with 64kWh is being offered. This comes with a decent 201bhp, plus 291lb ft of torque, giving you a rapid 0-62mph time of www.companycarandvan.co.uk

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7.9sec. Top speed in common with other EVs, is a more mundane 103mph. As with the e-Niro, the Soul rides rather well. Despite a kerb weight of 1682kg, the suspension, with dynamic dampers, allows the car to ride comfortably over bumpy roads. It’s eerily quiet at low speeds with some outside road and wind noise only noticeable at 50mph and above. With its auto gear box, it’s great to drive in town and selecting Drive, Park or Reverse just requires a twist of the rotary gear knob. It’s certainly a relaxing car to drive. There are four driving modes: Eco+, Eco, Normal or Sport, leaving it up to you to choose which mode suits them best. You can also customise the amount of regenerative braking required. Again, there are four levels offered, None, One, Two or Three, and its reassuringly easy to find out which one you’re most comfortable with. Suffice to say, drive the Soul in Eco+ with Regain Three selected and the car is slower in general to drive, with a more noticeable slow down as you approach a junction or traffic light. Opt for Sport and Regain One and it is, surprise, surprise, quicker and slows down more gradually. You can select the amount of regeneration you’d like via a pair of paddles behind the steering wheel. A Smart Eco Pedal Guide display within the instrument cluster also keeps the driver aware

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Verdict

With its large offering of electric and plug-in cars, KIA deserves praise for its commitment to EVs. The Soul EV may divide opinion but that 0% BIK carrot, coupled with its range of 280 miles, should encourage take up. CC&V RATING: N N N N

of real time battery usage based on accelerator input. Like any new car you get into, the Soul EV takes a little time to get used to. The regenerative braking is pretty straightforward to use, but it’s easy, as we found out, to drive off with the air con turned on and then wonder why the cabin isn’t getting warm. Within the heating controls there is a separate button to turn the heating on and you need to push this in, otherwise the car will only blow cold air. The charging cables fit neatly under the boot floor and when you need to use one, the charging lead point is located at the front left of the car. Simply press and open, connect the lead to the wall point charger and then to the car and away you go. Using the most common home 7.2kW charger, means a total AC charge time from

zero to full capacity in 9 hours 35 minutes. If you use the more powerful 50kW charger, available in many places, this gives you a DC charge time of one hour, 15 minutes to 80 per cent charge. This is ideal if you’re on a longer journey, enabling you to plug in to top up the battery. Price for company car drivers is often not as relevant as it is for private motorists, but a Soul EV costs £34,295 after the Government grant. More important for business users is the 0% BIK carrot currently being offered from April 1 by the Chancellor. Couple this with rentals from £380 + vat per month and the Soul EV is an attractive proposition. From a fleet perspective, the Soul EV adds yet another string to KIA’s EV bow, as it joins the e-Niro in the range. Add in both a selfcharging and a plug-in Niro, two new PHEVs in the form of the XCeed and the Ceed Sportswagen, plus the 48v mild hybrid Sportage and KIA is to be congratulated on seizing the advantage, as one of just two or three brands in early 2020, with such a large electric-PHEV model range. If pushed, with a family of four and a dog, we would choose the larger e-Niro over the Soul EV, simply because of its larger size. However, if you don’t need as much space, then the Soul EV will work well for you. It’s certainly more striking to look at than the e-Niro and that gives it an advantage if looks are your priority.

Company Car & Van | April 2020 | 35

Ev & PLUG-IN SUPPLEMENT: DS3 CROSSBACK E-tense

Striking DS3 Crossback offers real-time electric alternative Andrew Walker DS is the premium brand of the PSA Group and is making in-roads into a sector long dominated by Audi, BMW and Mercedes-Benz. Two models launched in 2019, one of which, the DS3 Crossback, now comes with an electric drivetrain, called the E-Tense. It’s an all-electric B-segment SUV that’s offered with the same electric set-up as our current Small EV Car of the Year, the Peugeot e-208. The PSA Group is deadly serious about EVs and the electric drivetrain of DS 3 Crossback E-Tense is a 100kW (136hp) electric motor with 260Nm of torque, linked to a 50kWh Lithium-ion battery and a system for recovering energy during deceleration and braking. The potential range is 200 miles on the WLTP drive cycle. Three driving modes are offered: ECO to maximise range, NORMAL and SPORT with extra torque. These are complemented by two energy recovery options, inherited from the PSA Group’s successful Formula E team, which can be controlled by the driver: NORMAL to simulate the behaviour of an internal combustion engine and BRAKE, which decelerates at 1.2 m/s. E-Tense customers can choose from pretty much the same specs as offered on petrol and diesel versions. Performance Line, Prestige, Ultra Prestige and La Premiere are the four versions available from launch, with prices 36 | April 2020 | Company Car & Van

starting at £30,990, for Performance Line, rising to £36,490 for La Premiere, both including the government grant. At first glance the E-Tense looks just like a standard DS3 Crossback, but if you look a little closer you’ll notice subtle differences. E-Tense features a Pearl Crystal paint finish, satinchrome finishes, E-Tense emblems and a special rear bumper, which is missing an exhaust pipe. It also comes with door handles which pop out when the car is unlocked, and LED matrix headlights Inside, the 10” landscape touchscreen is a highlight and the angular electric window switches set in the centre binnacle are also refreshingly different. The top and front of the dashboard are nicely finished in quality plastics but lower down, on the glovebox, centre storage arm rest and door pockets, the quality isn’t as high. It is fully loaded, equipment wise, however, with an electronic parking brake, electrically adjustable and folding door mirrors, keyless start, Hill Start Assist, automatic air conditioning and a Head Up Display. Connectivity wise, there’s Mirror Screen with Apple CarPlay and Android Auto, DS Connect with 3D SatNav, DAB radio and for your mobile, Bluetooth and two front USB connections. The touchscreen works well but we still find it frustrating that you need to adjust the climate controls by touching the screen, rather than manually. Safety kit includes driver and front passenger lateral and curtain airbags

with rear lateral and curtain airbags, City park and ESP. On-board storage comes in the form of front and rear door pockets, a front central armrest, a charging space for your phone and keys and a rear parcel shelf. The boot is identical in size to petrol and diesel versions, so you get 300 litres of space and 1,050 litres with the seats folded down. Front passengers get decent head and legroom, but the DS’s design cocoons you somewhat, almost wrapping itself around you if you’re sat up front. Rear passengers don’t fare quite as well, though. Two adults will fit in nicely but with a tall person sat in front of you, legroom is tight. Furthermore, while the design detail of the shark fin looks different it also reduces light, so the rear area does feel quite dark to sit in. The E-Tense rides on the same underpinnings as petrol and diesel versions of the DS 3 Crossback. In the EV version the 50kWh battery is mounted under the floor, sending drive to the front axle. With 260Nm torque; 0-62mph takes nine seconds and the top speed is 93mph. If you can find a suitable charging station, the DS 3 Crossback E-Tense can be recharged at 100kW and will go from from zero to 80% full in 30 minutes. If you have a 7.2kWh home charger, then this will take a little longer, around five hours. The single phase 7kW on-board charger will be the standard offering for the UK market. Additionally, the car can be charged www.companycarandvan.co.uk

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from a standard domestic socket, but it’s very, very slow and not recommended. One advantage of the EV version of the DS3 is that you can, via the MyDS smartphone app, remotely programme or activate recharging if the vehicle is plugged in and pre-condition the cabin temperature, based on the weather. We took the E-Tense out for a couple of hours to see how it drives. Our route took in city centre driving, 36 miles of motorway and some country lanes and B roads. The first thing you’ll notice is that it does feel heavy compared to it’s fossil-fuel brethren. But, as with the e-208, the extra 300kg of battery weight is in the floor of the car, so it doesn’t feel unbalanced. Indeed, someone new to EVs may not even notice this. And, similarly to the Peugeot EV, although it rides well on good and average surfaces, that extra weight means it tends to sink lower into ruts in the road and struggles over poor surfaces, which in turn send a few shudders into the cabin. Despite this grumble, the E-Tense is fitted with what is currently one of the best electric powertrains out there. In our first hour we drove in Eco mode. It offers just 80bhp but even on the motorway, this gave decent motorway cruising. At an average of 70mph the range does go down faster than if you were driving in town, so do bear that in mind. We headed out of the city and at motorway speeds the E-Tense is remarkably quiet, even for an EV. DS has introduced thicker door

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panels, thicker glass and has added an acoustic windscreen, none of which come with the fossil-fuel version. All you can hear is a little outside wind noise, courtesy of the large wing mirrors. On our return we had a play around with the Drive Selector, switching from Eco to Normal, which increases the power to 107bhp. Things do feel slightly different and there’s a bit more get up and go. Switch up to Sport mode and the full 134bhp is released and the car gets noticeably quicker and more agreeable, too. By shifting the gear selector backwards or forwards on the move you can harness brake regeneration, which is also a useful addition. Most people reading this will want to know how we got on with range. When we collected the E-Tense, the mileage charge shown was 141 miles. We drove 47 miles and returned with a reading of 88 miles, which is pretty good considering 36 miles of our journey was on the motorway. For fleet managers and company car driver’s alike, the really good news is the huge discounts running an electric car will bring. The DS3 Crossback E-Tense comes with a 2020/21 BIK of just 0% on all of the range. You also get the government grant, currently £3,000, off the asking price, as the E-Tense qualifies in Category One for the subsidy. As a price comparison we reckon that an electric car is 25% of the cost of a petrol car and 20% of the cost of a diesel car when it comes to cost

per mile, or distance covered. To charge the E-Tense to full on a 7kWh charger from zero takes eight hours. We would recommend always charging to 80% only, which take five hours and is better for the battery life as well. If this is tickling your fancy, we’d strongly suggest a 7kWh home charger so you can top up at your leisure. We have a Rolec 7kWh charger at the office and it really takes the hassle out of owning an electric vehicle. Drive, return, plug-in, repeat. And DS is offering a free six-month subscription to Polar Plus, so you can plug-in for free when you’re out and about.

Verdict The DS3 Crossback really does stand out, even above the ever-so-pretty Peugeot 208. Adding an electric version makes perfect sense, especially for fleet customers. The E-Tense range of 200 miles ends range anxiety, although if you want a 300-mile EV you’ll have to look at Korean rivals such as the KIA Soul and Hyundai Kona. For now, the DS3 Crossback E-Tense is a great addition to the burgeoning EV market.

CC&V RATING: N N N N

Company Car & Van | April 2020 | 37

Ev & PLUG-IN SUPPLEMENT: JAGUAR I-PACE

An exhilarating few days behind the wheel of the all-new Jaguar I-PACE convinces Andrew Walker that this is the premium EV the others have to beat Before I took delivery of the first electric Jaguar, the I-Pace, I thought it would be a good idea to watch the Amazon Prime film, Jaguar Going Electric. In the film the ex-Director of Design at Jaguar, Ian Callum, takes viewers through the car’s incredible journey, from drawing board idea to actual production, in what is a fascinating insight into how global car brands invest masses of time and money – in this case, £1.5 billion in R and D alone – to create a product that will appeal to customers. There is no second chance, especially with the German premium brands all jostling to get their new EVs out, so the I-Pace is arguably Jaguar’s most important launch ever. As a fan of both the F-Pace and, especially, the E-Pace, I was keen to spend some time with the I-Pace and, having the benefit of a Rolec home charger, was able to drive a few hundred miles in it without having to resort to public charge points. I have to say that those customers lucky enough to be in a position to own one will definitely not be disappointed. It’s an electric SUV that delivers the Jaguar experience, first and foremost. It looks fantastic, almost futuristic. Somehow it keeps the essential Jaguar ID while simultaneously adding a massive air-vent to the bonnet to make the I-Pace more aerodynamic and totally unique. Plainly, they’ve considered the Tesla Model X when designing it, but where the Tesla 38 | April 2020 | Company Car & Van

Stunning I-Pace has blown away the competition is upright and long, in effect a sporty MPV, the I-Pace is squat and muscular, with short overhangs. The rear hatch is the most Tesla-like part but even that still packs a punch, finishing off the exterior with its signature rump. We were testing the I-Pace HSE EV400 AWD, which comes, unsurprisingly, well equipped. It features Luxtec synthetic leather sports seats, 18” 15-spoke alloys, electric cabin pre-conditioning, LED head and tail lights, follow me home lighting, flush exterior door handles, a rear bike carrier preparation kit, enhanced brake regeneration, Jaguar Drive Control, 12.3” interactive driver display, navigation pro, a smartphone pack for Apple CarPlay and Android Auto, a Meridian sound system, cruise control, lane keep assist and a rear camera. Charging equipment includes a 7kW charger cable, which went straight into my Rolec home set up and a multi function 32A charging cable, which will plug in to a domestic socket. There’s generous head and leg room in both the front and rear and the cabin cocoons you. We had the panoramic sunroof fitted to our test

car and this draws light into what would otherwise be a fairly dark cabin. You can fit three adults in the rear with good leg room but they’ll be rubbing shoulders. Jaguar has cleverly created storage space in places one wouldn’t expect. The centre console has been hollowed out, creating a hidden space that’s just big enough for a small bag. It has two USB charging ports. In the rear, trays beneath the rear seats are the perfect size for an I-Pad or laptop. In addition, there are twin USB ports and a 12v socket in the rear. The central armrest has a 10-litre cubby underneath with a further two USB ports plus another 12v socket. In front of this are two drinks spaces and a clever rectangular fitting for your phone. Both front door pockets are a decent size and will each take a small bottle. The way that the I-Pace has been designed means there’s excellent boot space, with 656 litres on offer. Drop the rear seats and this rises to a more than useful 1,453 litres. The two charging cables are stored under the boot’s flat floor and, of course, as there’s no engine, you get a few litres of storage space at the front www.companycarandvan.co.uk

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Jaguar I-PACE PRICE: £74,940 CO2:

0g/km

Range:

up to 298 miles claimed; real world, 200 miles

BIK 0%

under the bonnet. The 90kWh battery installed into the floor is what makes this car different. Jaguar claims a range of up to 298 miles but with the way it handles and a 0-60mph of just 4.5 seconds, we would seriously question this. The I-Pace begs to be driven and as we found out, a range of 180-200 miles on a single charge is more realistic if you drive in Eco mode rather than in Comfort or in Dynamic. The 90kWh battery, which drives the two electric motors to give 4WD, develops 396bhp and 696Nm of torque, more than enough to tempt even the most pessimistic petrol-head. Having a Rolec 7kW home charger makes all the difference to owning an EV and the I-Pace is no different. We were able to drive 100 motorway miles from full. The car was on 251 miles range on delivery, but this dropped quickly to 96 miles, which wasn’t a great start. Travelling at much over 70mph really does drain the battery, so perhaps this all-motorway reading wasn’t really a surprise. The good news, though, is that once you slow down and drive in urban areas, or on A and B roads, at 30-40mph, the economy improves. The 96-mile range we had left in our battery actually gave us 88 miles of driving before we were warned to recharge. Charging from almost zero to full using the Rolec 7kW home charger took us 10.5 hours and works out at around £8-£10 of electricity, depending on your supplier. If you don’t have a home charger, you’ll need to plug in the 32A charging cable into a domestic socket. This, though, is not to be encouraged as it will take

cost more as well. We reckoned our £8 bought us roughly 180 miles of range, about two-thirds cheaper than the petrol needed for the equivalent distance in an average family hatch. Compare the cost to go that distance in a petrol car that offers the I-Pace’s performance and it’s at the very least three-quarters cheaper, a sobering thought and one that will sway many customers. Driving in town in a silent EV can be dangerous to pedestrians and so Jaguar has fitted a synthetic soundtrack, which you can adjust from ‘calm’ to ‘dynamic’ to warn unsuspecting passers by that you’re near. I utilised this a couple of times, but to be honest it didn’t seem that necessary. The I-Pace is hardly invisible. Moving off is achieved by pushing the D for Drive button, with an R button for Reverse and a P button for Park. The cabin layout and equipment mirrors those found in other Jags and Range Rovers, including the touchscreen infotainment system. This system works well, but it isn’t as large or as much fun as the massive tablet screen or system in the Tesla, for example. For the first few days I only drove the I-Pace on the motorway and although it’s an excellent motorway companion, driving in relatively straight lines at restricted speeds didn’t give me the pazzaz I was hoping for. However, I took the I-Pace on some local country roads and

immediately put a massive smile on my face. As a proper five-door SUV, the I-Pace defies convention. It’s not only quick, but offers the driver a sports-car-like experience, with exceptional balance and handling. Speed into a corner and the I-Pace offers little or no body roll, hugging the road and allowing you to enter and exit at speed. A series of S bends presents no problem and what had at first seemed like a Tesla wannabe proved that it’s so much more. As Jaguar-man Arthur Daley would have said, “This is a seriously good motor.” Composed, comfortable, hell, it’s even exciting, with the rapid acceleration allowing you to drive with a permanent smile on your face. Factor in the oh-so-comfortable seats and well equipped interior and the I-Pace delivers on many levels. Our range topper, the HSE, costs £74,995 which at first glance, looks great. Factor in extras though – the fixed panoramic roof is £960, powered tailgate £400 and active air suspension £1,100 – and things get a lot more expensive. In truth, most I-Pace customers will not buy their car but will lease it either through work or personally, so the monthly cost is more relevant for company car drivers. With zero CO2 emissions, the Benefit in Kind from April 2020 for tax year 2020/21 is 0% across the I-Pace range, which also includes two more models, the entry level S, priced at £64,495 or the SE, priced at £69,995. Despite the withdrawal of the Government grant of £3,000 for electric cars that cost over £50,000, the 0% BIK, more than anything else, should encourage non-believers to try one.

Verdict A car that’s not just for now, but for a good few years to come. Retains the Jaguar DNA and heritage and as comfy as the XJs of old, but with blistering, up-to-date F-Pace performance. I’d have no hesitation in choosing the I-Pace over the Tesla, and the German marques have a very hard act to follow CC&V RATING: N N N N N

twice as long to charge the battery and will also www.companycarandvan.co.uk

despite it’s weight – a hefty 2.2 tonnes – it Company Car & Van | April 2020 | 39

Ev & PLUG-IN SUPPLEMENT: SUPERB iV

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iV adds an electric touch to Skoda’s fleet favourite Superb ŠKODA Superb iV from £31,970 CO2 emissions of less than 40g/km Perennial fleet favourite features plug-in hybrid engine for first time Electric range of 35 miles (56km) in WLTP cycle 1.4 TSI petrol engine and an electric motor deliver a combined output of 218PS (160kW) SE Technology trim starts with P11d from £31,915 and BIK band of 10%* ŠKODA’s has added its first electrified car to one of its most popular fleet ranges in the form of the new Superb iV. It offers advanced tech and a low emission hybrid engine and builds on the face-lifted changes introduced recently across the range. ŠKODA’s first electrified car is available in four trim levels with the plug-in hybrid powertrain: SE Technology for fleet customers, SE L, SportLine Plus, as well as the range topping L&K. The Superb iV combines a turbocharged

42 | April 2020 | Company Car & Van

1.4-litre TSI petrol engine and 85kW electric motor, delivering a total performance of 218PS (160kW) and CO2 emissions of less than 40g/ km. The Superb iV also offers a zero-emission drive up to 35 miles (56km) and can travel up to 578 miles (930km) on a single full tank and a fully charged battery when in hybrid mode. The Superb iV doesn’t disappoint with its enhanced driver connectivity and assistance features. It stands out from the crowd thanks to remodelled bumpers, wider grille, new full-LED matrix headlights with anti-dazzle, full-LED

taillights and dynamic indicators. The sophisticated look continues inside, with the fleet-specific SE technology trim offering a leather interior and an 8” infotainment system screen. The Superb iV follows the new Scala and Kamiq by including the new third-gen infotainment system (MIB3). Featuring an in-built SIM card for data and wireless connection for SmartLink and Apple CarPlay, it provides real-time traffic information and online support, allowing route suggestions to be calculated more quickly and accurately.

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Ev & PLUG-IN SUPPLEMENT: COMPANY SPOTLIGHT

AMP EV offers businesses the solutions to those tricky charging questions AMP EV, based in Southport, Merseyside, is one of the country’s most experienced EV charge point installers. Company Car & Van caught up with Managing Director Alasdair Croft to discover more about the opportunities and challenges presented by recently announced Government targets for ‘electrifying’ UK business fleets.

Ambitious Government plans to electrify driving in the UK by 2035 have been broadly welcomed by the business community as forward-thinking environmental policy. It will see companies both large and small faced with some major, far-reaching decisions, planning ahead for all aspects of new legislation. Even the most experienced fleet manager will, in effect, have to adopt a different mindset about the provision of electrified transport. Quite simply, they will have to future-proof their business model and while 2035 sounds a long way ahead, the stark reality is that, now is the time to start planning the best way forward in financial, logistical and practical terms. Many fleet managers will already be well aware of the financial benefits and environmental considerations of switching to an all-electric fleet, but they might not fully understand every risk, constraint or opportunity – and that’s a good reason alone to appoint a trusted long-term specialist in the process. AMP EV has evolved to handle every aspect of commercial EV charging solutions, offering valued advice from our EV sector knowledge with sustainable in-house charging solutions, web-based data monitoring and income generation opportunity. As with all long-term business investment decisions, there are benefits and challenges, and AMP EV has valuable experience in guiding businesses through the best options to make the electric vehicle charging process as stress free as possible. AMP EV’s support process starts with a free on-site survey which will identify practical aspects of installation, factoring in the number of vehicles on fleet and work patterns of the business, and energy demand on the property, for example. There is no doubt that electric fleet’s cost savings will outweigh the initial capital investment in not only the vehicles, but also the cost associated with the required charging infrastructure. AMP EV’s cost analysis will illustrate different solutions and pay back www.companycarandvan.co.uk

The AMP EV team. Below, one of the fitters at work

schedules on investment. While spread sheets might delight the company accountant with potential savings, that is only part of the bigger picture and consideration will be required when purchasing and installing specialised infrastructure. The wider issue is that however beneficial the investment, end users will be in the hands of their District Network Operator (DNO) – the local electricity supplier, and ultimately the National Grid, which must ensure there is sufficient capacity built in to make EV charging solution viable. AMP EV has the industry expertise to guide clients through the process, step by step.

There are emerging examples of ill thought through installations. Businesses must be aware of challenges associated with installing large numbers of chargers onto their property, for example, the capacity within its existing power supply, day-to-day energy consumption and budget. Practicalities and cost – Take a fleet of 20 electric vehicles: a client can expect an initial investment of c.£17,000 after the current government grants to install EV chargers. The likelihood is that a your building’s current power supply would not be capable of providing the power to run all these chargers, and businesses could potentially face costs of c£5k - £80k for an independent substation and infrastructure to be installed by the DNO to support EV charging. This will stretch even the most financially stable business’s budgets. This is a national problem. Most buildings do not have the current capacity to deliver all the electricity required to charge all the EV vehicles the Government requires to be on the road, to meet their targets. To overcome this, AMP EV has worked with manufacturers to overcome these constraints and with the emergence of innovation such as load balancing and power sharing, AMP EV has provided effective solutions to meet the needs of most business. Remember, not all EV charger manufacturers are best suited for certain applications, but with the support of AMP EV, we are well placed to offer the right solution at every location. Company Car & Van | April 2020 | 43

Verdict

Ev & PLUG-IN SUPPLEMENT

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Parcel giant DPD takes its own delivery as first of 300 electric Nissan e-NV200s start work Delivery and logistics firm DPD has signed a landmark deal with Nissan Motor GB for 300 of its e-NV200 vans. The order will more than triple DPD’s current total EV tally, taking it to 450 by May. It is aiming for 10% of vehicles at all of its 68 UK depots to be electric by the end of the year as part of its strategy to be the most responsible and sustainable city centre delivery company and the leader in electric vehicles in the UK. The Nissan e-NV200 already makes up the majority of DPD’s fleet, with 91 already successfully delivering parcels over the last 18 months. The new vehicles will be dispatched to DPD depots across the country in the coming weeks, where they will be used for local, multi- drop deliveries, travelling up to 100 miles a day. Feedback from drivers so far has been very positive, thanks to the quiet and relaxing drive, and the company has also spent time training its employees on how to adapt to driving an electric vehicle, with comprehensive vehicle handover sessions. DPD expects to charge the vehicles overnight at its depots, and will decide where to deploy the EVs each day using its in-house route calculation and vehicle optimisation systems. The Nissan e-NV200 can cover a WLTPapproved 124-187 miles on one charge (combined/city cycle) and can be rapid charged to 80% in around 60 minutes or to full in less than eight hours with a wall box. The e-NV200 also makes a great solution for delivery fleets because of its 4.2m3 load space - enough for

DPD commits to an electric future as its e-NV200s hit streets two Euro Pallets - and two sliding doors for easy access. Dwain McDonald, DPD’s CEO, commented: “This is a real landmark day in the move to a more sustainable future for the parcel industry. These vehicles are changing the way we work. It isn’t just a case of plugging them in and saying, ‘job done’. “We are rethinking and re-engineering how we deliver parcels now and in the future with different route networks and new types of depots. It is an all-encompassing revolution for our industry and electric, emission-free vehicles

are at the heart of that vision.” Peter McDonald, Fleet Director at Nissan Motor GB, said: “It’s exciting to see a company built on delivering on time proving that an electric vehicle can work for them, while also making such a large commitment to reducing their carbon footprint. We’re seeing increased demand for the e-NV200 as more businesses look for an all-electric alternative.” The e-NV200 range starts from £20,005* (including Government Grant) for the entry-level Visia model to £22,665 for the top specification Tekna.

Outlander PHEV’s tough enough to tackle the Beacons The Brecon Beacons National Park Authority has chosen the Mitsubishi Outlander PHEV Commercial for the warden team in charge of the maintenance and upkeep of the Brecon Beacons National Park in southern Wales. Brecon Beacons National Park Authority Warden Manager Judith Harvey puts the Mitsubishi Outlander PHEV Commercial to work every day assisting the team with maintaining public rights of way, the upkeep of the popular footpaths and bridleways and the general conservation of the near 20,000 hectares of upland common that is owned by the authority. This means that the UK’s best-selling plug-in hybrid is often tasked with jobs as diverse as towing a quad bike to remote locations, lugging fence posts and carrying essential equipment such as leaf blowers and chainsaws. The Brecon Beacons National Park covers 519 square miles, roughly 6.5% of the entire 46 | April 2020 | Company Car & Van

area of Wales, with an expansive and diverse terrain popular outdoor enthusiasts. The Mitsubishi Outlander PHEV Commercial, with its twin-motor 4WD system and Super All-Wheel Control stability system, is more than capable of tackling the demands of the area, while also helping reduce noise and emissions thanks to its electric range of 28 miles, backed up with a petrol engine for additional pulling power or when travelling further afield where recharging isn’t possible.

Judith Harvey said “The Mitsubishi Outlander PHEV Commercial is a delightful thing to drive. It’s very comfortable and very responsive and has proved amazing off-road and tows the necessary equipment that we need with ease. “I can charge the vehicle at home and via the dedicated charge point that we have at the office, which is also equipped with solar panels, meaning we can charge the vehicle with renewable green energy whenever we can. The Outlander PHEV commercial has a low carbon output, which is important for the conservation body as we work to lower the carbon emissions of our fleet of vehicles. “ With close to 50,000 registered in the UK, the Mitsubishi Outlander PHEV remains the UK’s most popular plug-in vehicle, with emissions of 46g/km, fuel economy figure of 139.7 mpg and a real-world EV range of 28 miles. www.companycarandvan.co.uk

Ev & PLUG-IN SUPPLEMENT

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Air quality the key driver as fleets look to take a different road Air quality is a hot topic for the vehicle rental and leasing industry. In this article for Company Car & Van, BVRLA’s Andrea Davies promotes the merits of vehicle rental and leasing as a suitable option for individuals and businesses looking for cleaner vehicles. The decarbonisation of road transport, the road to zero, the future of mobility, Clean Air Zones (CAZ), Ultra-Low Emission Zones (ULEZ), Low Emission Zones (LEZ), Zero-Emission Zones (ZEZ)… the terminology and acronyms continue to grow and it is becoming an increasingly complex landscape to navigate. At the BVRLA, the UK trade body representing the vehicle rental, leasing and fleet sectors, these terms are fast becoming part of our daily vocabulary as environmental issues are a priority for our members. Delivering Future Mobility is one of our strategic priorities at the BVRLA. Not surprising when you consider that our 1,000+ member organisations are responsible for over five million vehicles on UK roads and purchase around half of all new vehicles sold in the UK every year. Add to that the fact that they sell 1.4 million vehicles annually, making them the largest single supplier of nearly new vehicles in the second-hand market, and it is evident why our industry has a lot of skin in the game and can be a key driver to delivering the UK’s zeroemission ambitions. Improving the quality of the air that we breathe is a common goal that unites us all; industry and individuals alike. It attracts cross-party support in the corridors of Whitehall and remains at the top of the Government agenda with Future Mobility and Clean Growth sitting at the heart of the UK Industrial Strategy. As government and local authorities ramp up activity to develop policies and plans to tackle pollution, the range of different proposals emerging across UK towns and cities makes is difficult for even the most vehement air quality commentator to keep a track of. The BVRLA continues to call for a consistent approach, clear communication and clarity of rules and charges to avoid confusion as drivers and fleet operators move between regional boundaries. At the time of writing this article, Bath, Cardiff and Nottingham are among the latest to announce proposals on air quality and transport, and all are different. Local authorities need to get their heads as well as their acts together when it comes to introducing air quality measures, as lessons can be learnt, and knowledge shared, from those further ahead with trials and experience of air quality measures that are in place. www.companycarandvan.co.uk

Only recently, a year after its van scrappage scheme was launched, Transport for London announced its decision to increase its financial support for local companies preparing for the tightening of the London-wide LEZ standards and upcoming expansion of the ULEZ, doubling the size of an incentive for small businesses to £7,000 to scrap polluting vans. The scheme, previously restricted to micro businesses with up to 10 employees, will also be widened to include firms with up to 50 employees and the amount available to firms switching to electric will increase from £6,000 to £9,500. This acknowledgement that businesses need more support is welcomed by the BVRLA. Commercial vehicle operators, many of whom are small businesses, cannot afford the cost of upgrading to CAZ-compliant vehicles and they need more time to upgrade their fleets. The lack of availability of suitable electric vehicles, inadequate charging infrastructure and significant up-front cost differential are all factors affecting the uptake of electric in the commercial vehicle sector. The BVRLA continues to urge local and national policymakers to take all of these factors into account when introducing local clean air or congestion measures. As local authorities roll out their CAZs, LEZs, ULEZs, ZEZs and other schemes to tackle air

pollution, an increasing number of individuals and businesses will look for cleaner vehicles to avoid incurring additional costs. Vehicle rental and leasing can provide the most cost-effective solution for drivers and fleet operators looking for cleaner CAZ-compliant vehicles. The BVRLA’s recently published Sustainability Credentials revealed that members have the cleanest vehicle fleet on the road, with 100 per cent of rental cars and 96 per cent of lease cars being Clean Air Zone compliant. This compares favourably with the 62 per cent of the total UK car fleet. Similarly, the van rental fleet is 88 per cent compliant and lease van fleet 67 per cent compliant, compared with just 21 per cent of the total UK van fleet. Societal changes, where a subscriptionbased culture is becoming the norm, and environmental considerations are but two of the reasons why the vehicle rental and leasing industry remains strong. We will no doubt continue to see drivers moving away from vehicle ownership to usership as they look for cleaner, affordable vehicles. To help navigate the complex landscape, the BVRLA has developed a CAZ map providing an overview of the latest Clean Air Zone developments across the UK. You can find out more at www.bvrla.co.uk

Company Car & Van | April 2020 | 47

Ev and PLUG-IN SUPPLEMENT: RENAULT TRUCKS MASTER Z.E.

Renault Trucks has new champ as Z.E. comes out swinging Andrew Walker Company Car & Van was fortunate enough to drive the Renault Trucks Master Red Edition range recently and came away very impressed. Renault Trucks really does have a great range for the specialist vehicle sector and to make sure it has all bases covered, there’s an electric version too, the Master Z.E. This model is available in a myriad of versions: minibus, chilled distribution and cherry picker, for example, are all on offer from Renault Trucks Ready for Business Range. The model tested was the 3T5 Z.E. L2H1 Platform cab, fitted with GRP box body. Payloads are 3,100 kgs Gross Vehicle Weight up to 1,050 kgs, or 3,500 kgs Gross Vehicle Weight, up to 1,400 kg’s. Step inside and the cabin is very similar to that found in the Renault Trucks Master diesel range. There’s no gear lever as such, just a stubby gear stick on the dashboard which engages Drive, Park or Reverse as required. For the white van driver there’s plenty of cabin storage: two cup holders on the centre console, a small storage shelf underneath, a flip-up storage area above the infotainment system, two massive door pockets and two more cup holders on the top right and left of the dash. Our test model came with a fold out clipboard located on the centre top of the dash, a single USB and a 12v socket. There’s also height adjustable and lumbar adjustment for the drivers seat, an armrest, a height adjustable steering wheel and in our test model, two front seats for driver and passenger, rather than a bench. The key part of this new model lies under the bonnet. There you’ll find the latest lithium-ion battery technology, with a 33kWh battery pack that’s been developed to improve energy density. The battery is mounted where the dCi-powered Master’s gearbox would be, forwards and below the load floor. This means that the Z.E. has the same access height as the Master dCi, while the load volume in the delivery van version is unchanged. This being an electric van, when you press the start button you hear nothing – as ever, a little disconcerting, especially when you are reversing. Put the van into drive and the Z.E. moves silently away. Because there’s no diesel engine noise the cabin feels strangely quiet at first. As you build up speed, some wind and road noise do enter the cab. However, with the radio on, or with your mobile phone connected via Bluetooth, to Spotify for example, or to make a hands-free call, this noise is not intrusive. On a test route around Warwick the Z.E. 48 | April 2020 | Company Car and Van

performed admirably. We were driving unladen and the Master handled really well, as we took in a series of dual-carriageways and local roads. Your speed is limited in ECO mode to 50mph to preserve range. This was a little frustrating on the Warwick bypass, when HGVs were overtaking at 55mph. Let’s be honest, though, the Z.E. will be used primarily as an urban van and any van driver who

Verdict The best range of conversions on offer for a large electric van comes courtesy of the Renault Trucks Master Z.E. Truck back up, know-how and 24/7 servicing offer customers extra reassurance, too. CC&V RATING: N N N N

specialises in short delivery runs will love it. No gear change makes for relaxing driving and in town this makes the Z.E. a pleasure to drive. The Renault Trucks Master Z.E. offers a large van payload of 1,050-1,400 kg, with the practicality of zero emissions thanks to its fully electric drivetrain. With a claimed electric range of 160km it will appeal only to those whose daily van use is low and whose journeys are made over short distances – think fleets operating in NHS facilities, the Post Office or city parcel deliverym the kind of customers who can re-charge their Masters regularly. If you’re seriously thinking about a large electric van, the Master Z.E. is well worth considering. An additional bonus is Renault Trucks will keep you on the road through its tailored repairs and maintenance contracts. There’s 24/7 service and extended opening hours, all part of the expertise you’d expect from a truck manufacturer. Being honest, the Renault Trucks Master Z.E. does come with a limited range of between 55 and 80 miles, dependent on payload and outside temperature, and therefore isn’t going to be right for all. It is, however, fantastic to see another electric van enter the market place. In Renault Trucks’ defence over that range, coupling an impressive payload with a high battery range is always going to be more difficult for CV manufacturers than for cars, and so it has proved to be. This is the first take on a large EV van for Renault Trucks and the company is to be congratulated for offering it in so many different versions. From our perspective, it’s a good first effort and as technology improves, we feel sure that battery range will increase, too. www.companycarandvan.co.uk

Ev & PLUG-IN SUPPLEMENT: DUCATO ELECTRIC

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No compromise: Ducato’s electric sees no dip in capacity

Introduction of all-electric Ducato adds crucial new link to best-seller, but without compromising load-carrying capability Fiat Professional has added an exciting electric option to its ground-breaking Ducato range. With its already class-leading range of safety features and tech, it’s the most competitive all-rounder in the sector. The new electric Ducato is available in all body variants with the same load volumes as the conventional Ducato, from 10m3 to 17m3 and the best payload on the market, up to 1,950 kg. Of key interest is the range, and the Ducato Electric will offer a choice of battery options that will get you between 135 and 223 miles on the (NEDC cycle). All come with impressive performances: speed limited to 62mph to optimise energy use, maximum power of 90 kW and maximum torque of 280 Nm. The difference in range was explained by Fiat as a ‘modular battery size option’, allowing buyers to balance battery capacity against their payload requirements. Battery sizing will range 47-70kWh and the battery size is going to be 50 | April 2020 | Company Car & Van

upgradable, ie, you will be able to purchase a Ducato Electric with the minimum battery size, but then pay to have the battery capacity increased. As far as we know this is a first in the van EV sector. As for charging time, Fiat claims that charging with a regular AC charger should give the Ducato Electric 62 miles of range in one hour, with the more powerful DC charger doing it in half the time. The all-electric Ducato comes with the knowledge that professionals working in specific business areas are well placed to be early adopters of this technology, considering the growth in online commerce, postal and courier services, home deliveries, local transport, and the widespread need to access to city centres. The customers already interested in electric mobility today are the same ones who, due to their specific mission types, give particular importance to total cost of ownership. The Ducato Electric has been developed alongside the customer, through pilot projects involving large companies, to identify all specific uses

‘Fiat Professional is offering complete electric mobility solutions, based on the study of energy needs...’

and demands which in turn assists with individual customisation and configuration. With this approach, Fiat Professional is offering complete electric mobility solutions, based on the study of energy needs, with vehicles able not only to cover every single mission but also to offer solutions ranging from vehicles to infrastructures, not forgetting any aspect of the world of services increasingly required by today’s new, constantly evolving mobility scenarios. All in all, Fiat Professional has effectively exploited its technological heritage and experience to develop the electric version of its best seller, meeting the needs of every professional user and delivering innovation, performance and flexibility, working in line with the Ducato mantra of “more technology, more efficiency, more value” to offer customers the “zero emissions” version of the most efficient, versatile van on the market. The new Ducato Electric is a vehicle with no half-measures: 100% Ducato, 100% Electric. It will therefore be Fiat Professional’s key product in the field of electric mobility, and especially in the transition now under way from the traditional “choice of vehicle” to a “choice of mobility” based on specific working and business factors, as the purchase decision switches from Total Cost of Ownership to Total Cost of Mobility. www.companycarandvan.co.uk

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Ev & PLUG-IN SUPPLEMENT: DUCATO ELECTRIC

Maxus ready to shake-up sector with the all-electric e DELIVER 3 MAXUS – the new name for LDV in the UK – has the exciting e DELIVER 3 ready to deliver real benefits to eco-conscious fleets looking for a one-tonne payload carrier powered by an electric motor and batteries. Unusually for the CV sector, the e DELIVER 3 – formerly known as the EV30 – is a wholly purpose-built electric van, with a promised range of 127-200 miles, depending on the battery pack size (35kWh and 55kWh). In a bold statement of intent there is no diesel option: for Maxus, e-power is the future! It will come in two body lengths: a standard short-wheelbase (SWB) version 4.5m in length, and a longer 5.1m long-wheelbase (LWB) variant. Load capacity for the SWB EV30 is 5 cubic metres, with the LWB model swallowing 6.3 cubic metres. The battery pack doesn’t get in the way, as it is mounted under the load floor. Charging the e DELIVER 3 electric van is a doodle with a rapid charger, with 80-95 per cent battery recharge in just 40-45 minutes – or over lunchtime, if you like. If you don’t have access to a rapid charger, a typical ‘Type 2’ single-phase wallbox will need

between four and seven hours to complete a full charge. Whatever the power unit, the payload is critical to all vans. Here you have a choice of 750kg or 1,000kg. It’s capable of carrying that much thanks to its unique lightweight all-aluminium

design and the fiestiness of the engine: the 85kW electric motor is equivalent to around 115hp. Access to the load compartment is through a pair of barn doors; oddly, Chinese versions for Maxus’s home market will utilise a top hinged door which is preferred in China.

Charging on with your rental strategy Martin Wilson, Managing Director of Thrifty Car & Van Rental UK, explains why adding hybrid or all-electric vehicles to your fleet doesn’t have to be a high-risk strategy that breaks the bank. For many drivers, getting behind the wheel of a petrol or diesel company vehicle is simply second nature. While each model may vary in specification, the simplicity and familiarity of internal combustion powertrains have left many businesses cautious about shifting to an electric vehicle (EV)-orientated fleet. Fear of the unknown has been a key issue in preventing the wider adoption of EVs by SMEs. Zero-emission motoring is also still far from the norm. Outdated misconceptions in relation to range and charging times are often cited – alongside complaints of insufficient choice, lack of nationwide charging infrastructure and a high initial purchasing cost – as reasons to steer clear of electric for the time being. This scepticism has seen UK’s global neighbours embrace hybrid and electric vehicles to a much greater extent. However, an increasing awareness of our environmental impact, coupled with a marked increase in manufacturers bringing competitive, low-emission models to www.companycarandvan.co.uk

market, has begun to tip the balance. At a time when tradition is making way for innovation across the automotive industry, even the very concept of vehicle ownership has seen scrutiny from those looking to better meet the needs of a dynamic and connected society. This growing desire to move towards more of a ‘usership’ model of mobility naturally brings flexible, long-term solutions into sharp focus. For an SME with finite resources and tight margins looking to transform its approach to fleet management and test the EV waters, the solution could therefore lie in flexible, long-term commercial rental. This kind of service offers a unique opportunity for businesses to try before they buy, evaluating performance in line with the company’s requirements without making a substantial commitment. A FlexiFleet rental enables just that, allowing a fleet manager to build knowledge and understanding before committing to a wider programme of change. With support and guidance from the rental firm throughout the whole experience, running a rented fleet comprising both plug-in hybrid and all-electric vehicles allows operators to ease the transition to all-electric. What’s more, as auto technology changes, the ability to swap vehicles as part of a FlexiFleet deal allows fleets to move with the times and benefit more regularly from upgraded models and functionality.

Minimising fleet costs is an ongoing target of businesses small and large. Switching to a long-term subscription-based model removes the significant up-front investment and steep depreciation typical of introducing an all-new fleet of vehicles, with competitive monthly payments a welcome substitute for high purchase prices and high risk. Hybrid and electric vehicles also come with a host of on-road benefits, including exemption from London’s Congestion Charge and the UK’s increasing number of clean-air zones. Being able to assess the cost impact of these benefits, but without the risk of overhauling the entire fleet in one go, is becoming increasingly appealing to fleet managers looking to cut costs. If you are one of the many fleet managers wondering when to enter the world of alternatively fuelled vehicles, perhaps the answer is now. FlexiFleet, powered by Thrifty, offers customers a flexible alternative to traditional vehicle leasing and ownership. With a diverse selection of plug-in hybrid and electric vehicles complementing a broad range of high-efficiency petrol and diesel models, FlexiFleet has something to suit all budgets and requirements.

Company Car & Van | April 2020 | 51

COMMERCIAL VEHICLE SECTION: ON TEST – VAUXHALL COMBO CARGO

The merger between the PSA firms of Peugeot and Citroen and Vauxhall has produced some great results, starting with the Combo Cargo, says Andrew Walker

The first Vauxhall vehicle to be built on the Peugeot-Citroen-Vauxhall after the companies pooled resources in their merger was the Combo van, which Vauxhall launched in late 2018. It got the new group off to a flyer and was soon named International Van of the Year for 2019. From the outset it must be stressed how much this shares architecture with stablemates the Citroen Berlingo and Peugeot Partner. But there are crucial differences and touches that make this unmistakeably a Vauxhall. The Combo comes in a selection of variants, including short wheelbase, long wheelbase and crew van. It can carry a load volume of up to 4.4m3 and a payload of up to a tonne. Longer items up to 3440mm can be stored safely and securely thanks to the rear swing doors and FlexCargo load-through hatch. It can also transport payloads up to 1,000kg and will take up to two Euro pallets thanks to the increased distance between the wheel arches. With a low loading edge of just 548mm, rear access is excellent too. Long items, such as wooden planks, can be stowed at an angle via the optional roof hatch, and this isn;t the only ‘extra’. The Construction Pack, for example, includes an improved underride protection thanks to a sump guard and Michelin Latitude Tour Mud and Snow tyres for added grip. The chassis height is also increased by 30mm. In crew van body style, up to five occupants can be accommodated, while the load is safely stowed behind a partition wall. In addition, the rear bench can be folded down and the partition moved behind the front seats if required. Vauxhall has obviously thought long and hard about the Combo Cargo and managed to produce a van with some really clever touches. A sensor-based overload indicator is available, which allows the driver to check the vehicle is not overloaded. There’s also a connectable protection bag that can be fixed to the hatch opening to protect longer loads from damaging the van’s interior. Other innovations available include a Rear View Camera that acts as a ‘digital’ rear view mirror, while a second camera in the passenger side door mirror gives the driver has an additional blind spot detection aid. Modern-day vans are very car-like and the new Combo Cargo is no different. The layout is ergonomically designed, with all controls falling easily to hand. The instrumentation will be familiar to Peugeot and Citroen customers and 54 | April 2020 | Company Car and Van

Combo Cargo deserves its place in small van spotlight in the Combo Cargo, it all looks and feels good. The seating position has been made more upright, while the compact, flat-bottomed steering wheel allows for easier access to the cabin. There’s good storage space, too, with two glove boxes and two large door pockets, plus an above the head body wide shelf. There’s a versatile seating configuration, with either a four-way adjustable seat for both driver and front passenger or a six-way adjustable driver seat with adjustable lumbar support, integrated armrest and under seat storage compartment. Three occupants can also sit

abreast in the front of the Combo Cargo although the centre front passenger will find leg room tight. This bench can be ordered with a moveable table which can be upturned to produce a working in-van desk or it can be folded flat to the floor, which allows longer load lengths to be loaded. There are three Combo Cargo models. Entry level Edition, then Sportive, plus a limited edition NAV model. Customers can choose from three diesel engines. A 1.6 litre with either 75PS or 100PS and a 1.5 130PS, which is available as a manual or auto. There are also www.companycarandvan.co.uk

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two 1.2 petrol engines offering either 110PS or 130PS. Fuel economy has been improved by at least 16 per cent over the old Combo with CO2 emissions at least 17 per cent better than the outgoing model. The entry level 1.6 75PS diesel has combined economy of 65.6mpg with CO2 emissions of 111g/km, the 1.6 100PS comes with a combined figure of 65.6mpg and 111g/km of CO2, while the range topping 1.5 diesel 130PS, offers combined fuel economy of 64.2mpg, with CO2 emissions of 116g/km. All are impressive. Entry level Edition starts from £17,878 OTR It features under-seat storage, a fixed steel bulkhead, a nearside sliding door, overhead storage, a 5” display radio with Bluetooth and DAB, one-touch windows and electric and heated exterior mirrors. Sportive models cost from £19,228 OTR and these versions add a six-way driver seat with adjustable lumbar support, centre armrest and storage, 16” wheels, air con, metallic paint, front and rear body-colour bumpers, rear parking sensors, cruise control with speed limiter and an alarm. Smart driver assistance and safety features available in the Combo Cargo include Lane Keep Assist, Forward Collision Alert with Pedestrian Detection, Drowsiness Indicator, www.companycarandvan.co.uk

Traffic Sign Recognition and Automotive Emergency Braking. You can also specify Surround Rear Vision, providing a digital rear-view mirror and Flank Guard, helping to prevent side damage from low-level obstructions. The first model I tested was a mid-range Combo Sportive L1H 1.6 100PS diesel start/ stop model, with two front seats, which I drove laden with 300kg. Spending time in the cabin allowed me to appreciate just how much good stuff is now incorporated into a modern day van. The build quality is excellent. Bash the top of the dash or the doors with your hand and they are solid. There’s plenty of soft touch plastics on the front and top of the dashboard and even the glove box lid and door pockets are solid and built to last. The seat fabric feels hard wearing with the floor covering also designed to take some punishment from booted feet. The cabin feels bright and airy and there’s plenty of leg and headroom for the two front passengers. Equipment levels are generous and the touch screen tablet style infotainment system was pleasing to the eye and easy to navigate. It’s large enough to see and the graphics are clear and easy to understand. I found the heating controls fiddly to adjust and I couldn’t get the system to the right

temperature. This, though, was the only negative I could find. For load access, the twin rear doors open wide and the near-side sliding door opens and closes with a reassuring clunk. My co-driver played rugby in the front row, coming in at 100kg. Add his weight to my 65kg, plus the 300kg load fixed to a pallet in the back, meant that we were driving around with 465kg’s on board. This meant that the 100ps engine felt a little underpowered when trying to overtake on the motorway and also when travelling cross country over undulating roads. For most van users, the 100PS will do just fine, but it did make me think that the 75PS version would feel decidedly slow. We also drove the 100PS diesel with the three-seat front bench. Unladen and with just two of us on board, this was much more fun to drive, especially when our route back took us cross country on some winding B roads. I took the chance to sit in the middle seat and there is definitely more room for your legs on offer than in some competitors small vans centre seats. We also spent a few minutes on the motorway and the full bulkhead kept noise from the cargo space at bay, as we drove along at 70mph. I was able to connect my phone via Bluetooth and made a couple of calls while in the passenger seat, without resorting to shouting. We also found 6Music easily on the DAB radio and connected an Android Auto phone via USB, which we used to navigate. The five-speed gearbox worked well, although a sixth gear would definitely be useful on the motorway. Both the steering and the clutch were light and the Combo Cargo handles well. Only pot holes disturbed our peace as the 16” wheels and suspension struggled to keep the bumpy road surface at bay. The time we spent in the Combo Cargo only confirmed what we already knew: that it, along with its Citroen and Peugeot siblings, was deservedly good enough for the Vauxhall to be our Small Van of the Year in 2019 and 2020, beating off stiff competition from Ford on particular. Overall, it’s well built, is cleverly designed and a pleasure to drive on it’s Euro6 engines. It’s also cheaper price, offers lower emissions and better fuel economy than rivals.

Verdict The new Combo is far better than its predecessor. It’s more frugal, comes better equipped, is more practical and is actually cheaper, a neat trick that Vauxhall has somehow managed to pull-off. A real winner. CC&V RATING: N N N N

Company Car and Van | April 2020 | 55

COMMERCIAL VEHICLES: ON TEST – VOLKSWAGEN TRANSPORTER

The smart van for all your Transporter needs

A spot of retro-chic livery and great driver appeal help make Volkswagen’s Transporter 6.1 stand out from the crowd, says Andrew Walker Volkswagen has given its Transporter van a major facelift for 2020, with the new Transporter ‘6.1’ featuring a sharper exterior, a car-like cabin, improvements to connectivity and better passenger safety. Volkswagen Commercial Vehicles has reduced the latest Transporter model range down to just three models: Startline and Highline, which are available from launch, plus Sportline, which was added later. The Startline and Highline models are both available in T28, T30 and T32 versions, in both SWB or LWB. There’s also an entry level SWB only T26 Startline. All are powered by a 2.0-litre TDI engine, badged 90, 100 or 150 PS. If you choose a Highline version, there’s also the option of a 2.0-litre 199 PS TDI, version with a 56 | April 2020 | Company Car and Van

standard seven-speed DSG gearbox. And, if you live or work in a remote region, 4MOTION 4WD is also offered on certain 150 and 199 PS models. The new Transporter also features a new electro-mechanical power steering system, which has enabled VW to fit a number of new standard safety and assistance features, including driving steering recommendation and crosswind assist, as well as offering the options of park assist, lane assist, side protection, trailer assist, rear traffic alert and traffic sign recognition. Transporter 6.1 also offers an all-new infotainment systems, with SatNav Discover Pro plus. App Connect also now comes as standard to allow screen mirroring of mobile phones and access to certain apps while on the move. Wireless App-Connect, which isn’t offered on many cars currently, is now available as an option for the first time. To keep track of your vehicle, its mileage and your drivers, all T6.1 models also feature an integrated SIM card (eSIM), which opens up a new range of online-based functions and services via We Connect – Volkswagen Commercial Vehicles’ connectivity solution –

including eCall, breakdown call, vehicle health report and driving data plus parking position. There are some new practical touches, including a 230v power socket built into the driver’s seat, a lockable box inside the dual passenger bench and a new load-through system that uses space under the dual passenger bench to accommodate longer loads. This increases maximum cargo length from 2,450mm to 2,800mm in SWB Transporters and from 2,900mm to 3,300mm in LWB Transporters. Prices for the new panel van start from £21,635 (excl VAT and OTR) for the entry-level T26 Startline 90 PS SWB, rising to £36,915 for the T32 Highline LWB with 199 PS 7-speed DSG and 4MOTION four-wheel drive. Volkswagen Commercial Vehicles invited us along to a range driving day, where we got to try out several of the most likely best selling versions in the beautiful setting of Hampton Manor, just outside Birmingham. First up was the likely best seller, the T28 SWB Highline 2.0 TDI 110PS 5-speed manual, which costs from £26,125 ex vat, in Copper Bronze Metallic. This version comes with a top speed of 103mph, a 0-62mph time of 9.5 www.companycarandvan.co.uk

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seconds, CO2 emissions of 185-167g/km and a WLTP combined full consumption of 37.7 mpg As you walked up to this model there’s no mistaking its heritage. There’s a new front end and the grilles, which previously were separated, have been closed slightly to create one very large air intake, which makes the van look wider. There’s also a double chrome bar, which runs across the front of the van and fits neatly into the new LED daytime running lights and narrower headlights. The rear end also features a new design of LED taillights. Regardless of these changes, it still looks reassuringly like a Transporter. Open the driver’s door and climb into what is the nicest interior of its class. As the owner of a Volkswagen T-Roc, many of the Transporter’s fittings are very familiar. It’s the most car-like van dashboard yet. This isn’t surprising when you realise that the T6.1 is only the second VW model to get the firm’s new MIB3 infotainment system, which is available with an 8.0” or 9.2” touchscreen display and redesigned menu system, plus the option of apps for your smartphone. The fit, finish and quality, I should add, are exceptional. www.companycarandvan.co.uk

Practicality has also been enhanced. There are two dash top storage spaces, one with a 12v socket, another in front of the passenger bench and a smaller one in the centre middle. Here you’ll also find two USB sockets and another 12v socket. Both door pockets are huge, with a useful smaller storage area higher up, one on each door, which are easy to reach. Only the glove box disappoints, being too small for much at all. The heating controls are located in the middle of the dash above the manual gear stick. The steering wheel controls enable you to control the cruise control function, infotainment system and car settings. Everything is easy to reach from the driver’s seat and we took the opportunity to connect our iPhone to Apple CarPlay, for hands-free motoring, which was seamless. Standard equipment on the Startline and Highline includes Composition Colour DAB+ radio system with 6.5” touch-screen, four speakers, SD card slot, Bluetooth hands-free and 2 USB interfaces, Volkswagen AppConnect, Crosswind Assist, electric windows, electrically heated adjustable door mirrors, steering, height and longitudinally adjustable steering column and a leather multi-function steering wheel. ESC with brake assist, ABS, ASR, EDS and Hill Start Assist are also standard and there are two LED reading lights in the roof of the cabin. Highline adds Adaptive Cruise Control (ACC) with speed limiter, an anti-theft alarm system with interior monitoring in cab, backup horn and towing protection, automatic headlights, automatic windscreen wipers with rain sensor, body-coloured door mirror housings, door handles and bumpers, climatic air con, a heated front windscreen and front and rear parking sensors. As with the VW cars, the seats are nicely supportive and it’s easy to get comfortable behind the wheel. We began our drive on some narrow country lanes and the Transporter really does drive like an SUV. It’s supremely comfortable, soaking up the bumps in the road and handling the twisting road with aplomb. The rear load space contained 360kg of gravel on a pallet to give us an idea of how the Transporter works with a decent load in the back. All around vision in the cab is enhanced by the large wing mirrors and the driving position gives you a good view of the road ahead. On some larger roads and a dual carriageway with a 50 mph speed limit, the T6.1 doesn’t hang around, making light work of slow moving traffic and never feels underpowered. The five-speed manual gear change is smooth, aided by the light clutch and the van felt stable and balanced on the road. Payload for this version is 886kg. On our circular test route we averaged 36.7 mpg. Next up was the T32 SWB Highline 2.0 TDI 150PS 7-speed DSG model which costs from £31,125 ex vat. While the additional power was welcome – this van will hit 62 mph in just seven

seconds – it too came with a 360kg load of cement in the back and didn’t feel as poised on the road as the manual version. In addition, riding on its alloy wheels, it didn’t handle the road surface as well, either, allowing more vibration into the cabin. The larger payload of 1217kg, does make this version a more practical proposition. Fuel consumption on the WLTP cycle is a claimed 34.4 mpg, with our return of 34mpg almost exactly the same. As with the manual Highline, the addition of the Discover Media 8” SatNav with We Connect Plus for one year, improve the cabin experience, but will set you back an additional £1,320. Finally, we took the T28 SWB Startline 2.0 TDI 90PS 5spd manual out for a spin, covering an identical route and distance as to our first two drives. Costing from £22,105 ex vat, this version is more basic but still offers customers a lot of bang for their buck. The model was enhanced by the addition of the Discover Media 8” SatNav with We Connect Plus for 1 year, as well as Adaptive Cruise Control for £414. Extra cost options aren’t always buyers’ priorities but we’d add both if we were buying one. Again, the rear load space contained a 360kg load, this time of sand. With everything in place the actual payload is 913kg and this model was noticeably slower, taking 12.2 seconds to reach 62mph, with a top speed of 94mph. On its steel wheels it rode well and we managed 38.9 mpg on our test route, almost identical to the VW claimed WLTP figure of 39.2 mpg. I personally preferred the no cost extra colour of Ascot Grey that this van came in, a putty-like off white, which with its steel wheels made this version, looks-wise anyway, like a classic Transporter of yesteryear. In conclusion, I think that Volkswagen is right: the 110PS version will be the biggest seller, in all probability in Highline spec and as a T28. For those of you spending long hours on the motorway, pay extra for the Discover Media infotainment system and add Adaptive Cruise Control as well. If you’re just driving locally, then the standard spec, even on Startline models, is really very impressive. Prices can start to get high if you do choose to add lots of extras. Depending on your payload requirements and whether you make shorter local or longer national journeys there’s a wide choice of Transporters for you.

Verdict A real step-up from the previous version and in any spec will offer drivers the most comfortable and best quality cabin to spend time in, of any medium panel van.

CC&V RATING: N N N N N

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COMMERCIAL VEHICLES: ON TEST - CITROEN DISPATCH

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Practical, versatile and ready to work, the Dispatch delivers Andrew Walker The latest Citroen Dispatch was launched at the same time as Peugeot’s Expert and Toyota’s Proace at the 2016 CV Show in Birmingham, with the all-new Vauxhall Vivaro joining the gang in 2019. The Dispatch actually stands out more than its siblings, with the large chrome-effect Citroen chevrons across the full width of the nose, as per the passenger car range. Derived from the PSA Groups Efficient Modular Platform, first seen on the Peugeot 308 and Citroen C4 Picasso, the Dispatch could very well be the most car-like van I have ever driven, while still managing to maintain all of the practicality that a mid-range van has to offer. The EMPT2 platform is only half the story though, because the Dispatch is a completely newly engineered van from the forward bulkhead back and having spent some time driving it, I can safely say it’s very good indeed. There are two wheelbase lengths, with a new oblique wishbone set-up offering variable stiff shocks and springs to cater for different loads. This has been designed to support the rear of the van, but as I drove my test model unladen I can’t verify its performance. Dispatch is offered in XS, M and XL sizes as a standard van, a six-seater crew van or a nine-seat combi, plus there’s a platform cab, allowing customers to build their own specialist bodies if required. Keeping things simple, the load capacity on all models is 1,400kgs. The most popular model is the Medium version, which is the model we drove recently. Don’t be put off by the smaller XS model though, because amazingly it can handle two pallets, which is mightily impressive. Add in its size, just 4.6m long, and its turning circle of just 11m and Citroen has produced what should be the perfect van for urban use, where customers value size and agility alongside load space. As a comparison, the M model has a 3,670m load length, the XL version 4,020m. On all three, cargo width between the wheel arches is 1,260m with the respective models coming with load volumes of 5.1, 5.8 and 6.6 cubic metres. The XS and M models are 1.9m tall and the XL is 1.94m high, meaning that they should also fit into most multi-storey car parks. Also available on all models is the Moduwork long-load system. I had a good look around my test van before I took it out and it featured the Moduwork bulkhead with a hatch, allowing an additional 1,160mm of load length to fit into the cargo area and into the front rear left passenger footwell. There was also a triple-seat folding front bench with under seat storage on both passenger seats. The middle seat can be folded to create a table for your laptop. 60 | April 2020 | Company Car and Van

The cabin itself is well designed and it’s easy to reach all of the switches and buttons while driving, an important consideration for most van users, as is the excellent view of the road. Just as with its cars, Citroen has historically tried to give customers as comfortable a ride as possible and the Dispatch doesn’t disappoint. I spent a week in the driver’s seat and found it supportive as well as comfortable and the Dispatch’s suspension allows for a smooth ride as well. The insulated bulkhead helped to keep the cabin quiet, even without a load in the rear, and I was even able to receive a couple of hands-free calls while on the move and not have to shout to be heard. I drove the 114bhp version of the Dispatch – there’s also a 94bhp and a 148bhp version both 1.6 in size – but as Citroen expects the 114bhp version to be the best seller, it seemed like the obvious one to try. Alone and unladen this version performed well, allowing me to change down the gears to overtake slow traffic on an A road and to accelerate up to motorway speeds with little effort at all. Equipment even on the entry level X models is impressive. A pair of sliding side doors, electric windows, DAB radio and Bluetooth plus cruise control are also offered. The model I tested was the mid-range Enterprise, which adds the PSA group’s latest 7-inch touchscreen infotainment system, air con and the Moduwork bulkhead and seat, among others – but not SatNav, which is an extra cost option. As with many vans nowadays, the interior has a car-like fascia design with a good quality feel to it and finished in nicely textured plastics, a mile away from vans of old. In addition to the under-seat storage, there’s a total of 49-litres of storage space around the cabin, including ubiquitous large door bins, two glove boxes on the passenger side and an A4 sized

compartment on top of the dash. Importantly, Citroen’s Blue HDi engines meet’s the latest Euro 6 emissions standards. According to the official numbers, the 115bhp 1.6-litre I drove returns 55.4mpg on the combined cycle with CO2 emissions of just 133g/km. If you look at the other engines in the range, the 95bhp manual version returns 51.4mpg with 114g/km of CO2 in 5-speed manual form. The 120bhp comes with a combined figure of 51.4mpg and 144g/km of CO2 and the 150bhp van’s even better with 53.3 mpg and 139g/km of CO2. Even the 180bhp unit offers 48.7mpg and 151g/km of CO2. All are impressive. A day or so piloting the Dispatch was enough for me to realise I liked it very much. Not only does it appeal to my car-like tendencies, it’s spot on for load space, practicality, fuel economy and looks good, too. With Citroen’s network of Business Class dealerships set up to cater for SME fleets, it’s easy to see why it’s selling well. Any negatives? Not really. Like it’s sister models from Peugeot, Toyota and Vauxhall, the Dispatch is an excellent product. The addition of Citroën Connect Nav with Connect Box, standard on Enterprise Plus, has made connectivity easier and is also available as an extra on Enterprise versions. This means that you can take advantage of the services you use without having to tether the van to your mobile phone. Brilliant for busy van users!

Verdict A great drive, great economy and superb comfort. Hard to recall a better driving experience from a van CC&V RATING: N N N N www.companycarandvan.co.uk

COMMERCIAL VEHICLES: ON TEST – NISSAN NAVARA

Life on the open range – behind the wheel of the all-time tough Navara You don’t have to have a hankering for the prairie to want to get behind the wheel of the latest Nissan Navara, says Andrew Walker Born in the 1960s and growing up in the 1970s meant watching an awful lot of films set in WW2. We even had comics like Warlord and Victor which contained stories set in WW1 and WW2, where characters such as ‘Union Jack Jackson,’ the only Brit fighting with the US Marines, fought the Japanese and drove an army Jeep. On film, too, soldiers driving Jeeps or their British versions, adorned most of our Saturday night fare. Is it any wonder, then, that men aged between 40 and 60 are drawn to an off-roader and in recent years, a pick-up, which in many cases have come to define a outdoor lifestyle? As I’m sure you’re thinking, down-town Surbiton isn’t empty Montana, but the popularity of the pick-up in the UK is still increasing, as more and more customers buy one for work as they now double as a comfortable family vehicle, a competitor, if you

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like, to the urban SUV. Such customers now expect their pick-up to offer SUV comfort and tech, and that means brands such as Nissan are having to update and improve their models on a regular basis – and that’s exactly what Nissan has done with the Navara which made its way to CC&V recently. From the outside it looks pretty similar to the Navara pre-2019 but quite a lot has changed under the bodywork. We were testing a 6-speed manual version of the Navara, a Tekna Double Cab and the new gearbox is noticeably easier to use. It features longer gear ratios and a shorter shift lever, with cable operation, meaning you change gear less, a godsend in traffic and meaning less fuel is used. All engines now meet latest Euro 6D Temp emissions regulations, another important upgrade for company drivers. Navara now comes with 308mm disc brakes at the back in place of the previous drums and larger 320mm front discs and a larger brake booster, so braking distances are reduced and the effort to brake has been reduced by 40%. All models now get the multi-link rear suspension with coil springs. The new suspension also raises the rear of the Navara by 25mm, giving it ‘an upright and more powerful looking stance’, according to Nissan.

All models come with Trailer Sway Assist, the new smallest wheel size is 17” and the maximum payload for a new Navara Double Cab pickup is now set at 1,180kg, up from 1,047kg on the manual double-cab of old. The 163PS version now offers more torque, via a second turbo charger, meaning there’s 423Nms on offer, up 22Nm. Inside, the cab includes, as standard from N-Connecta grade, the latest Nissan Connect entertainment system featuring an 8” touch screen with Apple CarPlay. This is a must for anyone looking to choose a pick-up over an SUV. It includes smartphone integration, with customers able to locate the vehicle, lock/ unlock the vehicle, check vehicle health (fuel and fluid levels) and send their destination to the vehicle’s satnav ahead of departure. The Navara Tekna Double Cab we were testing uses a 2.3-litre 190PS diesel engine. That delivers combined fuel economy of 41mpg and CO2 emissions of 183g/km Our test model came with eye-catching 18” alloys, roof rails, side steps, a tailgate spoiler, load restraint hooks, mudguards, C-Channel moveable tie-down points and chrome door handles, door mirrors, wheel nuts, front grille and running light surround. The updates actually make the Navara look more X-Class

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Verdict Practical workhorse with more than a touch of refinement. Sensible changes by Nissan have upped the ante. Will save money on BIK tax bill, too. Better and more competitive than before. CC&V RATING: N N N N

than before, which is no bad thing. The cabin is well laid out and comfortable, with solid plastics built for wear and practicality. Equipment is definitely a match for an SUV, with leather seats, which are four-way adjustable for passengers and six-way for the driver. The front seats are also heated, there’s a leather handbrake, steering wheel and gear knob cover, front and rear headrests, rear privacy glass, all round electric windows as well as the new 8” infotainment touchscreen. At the beginning of our week in the Navara, a trip to Warwickshire was on the cards, a

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journey of 220 miles there and back with almost all of it on motorways. The manual gearbox is light compared to the old one. I would opt for an auto box in a pick-up, but to be fair to Nissan, the new manual six-speed gear box we tried was excellent and a definite improvement over the outgoing version. Once up to motorway speed, we selected cruise control on the steering wheel, sat back and relaxed for the 100 miles ahead. The 190PS diesel engine is very refined and quiet at motorway speeds and the journey passed in no time. There’s acres of space up front for

both front passenger and there’s decent headroom in the rear as well. Rear legroom is about average for the class. On the suburban run it’s an easy vehicle to live with. Obviously it’s larger than most cars, being both wider and longer than most SUVs, so parking is tricky, but the light power steering and reversing camera were a real help. We didn’t take it off road but having been on a Nissan off-road day I can vouch for its ability on the toughest terrain. The increased payload will also add appeal to customers who actually, dare I say it, want a Navara as a work horse. So is the latest Navara a match for the urban SUV? No. It’s a pick up. However, the tweaks and changes that Nissan have added to the latest Navara bring it ever closer to the kind of vehicle an SUV customer would consider and that has to be a good thing.

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COMMERCIAL VEHICLES: ON TEST – Toyota Hilux

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The legend... The Toyota Hilux: the vehicle that took the pick-up to the world

The pick-up sector has been transformed in recent years by new contenders... but the Toyota Hilux still has plenty to offer, says Andrew Walker The world first discovered the Toyota Hilux in 1968. I was three, Bobby Kennedy and Martin Luther King jr were assassinated, The Beatles released the White Album and West Brom won the Cup at Wembley, in the first FA Cup final to be televised live in colour. In the intervening years, the Toyota Hilux has become renowned for its dependability, reliability and durability. Top Gear drove one to the North Pole and tried to destroy another, failed and strung it up at their studio in Dunsfold in a final act of defiance. I’m pretty sure that it started first time when they finally relented and brought it down. Where Toyota succeeded, others have followed and in recent years, Ford has launched a new, more road-friendly Ranger, Mercedes-Benz the X-Class and that’s not 64 | April 2020 | Company Car and Van

forgetting Japan’s finest, the Nissan Navara, Mitsubishi L200 and Isuzu D-Max, all making the UK pick-up market ultra competitive. To my mind, there’s no doubting that the Hilux is the ‘daddy’ of all pick ups. It’s Europe’s top seller for a start, and the seventh generation range-topping Invincible, which I tested recently, is the cream of these. Delivered to CCV HQ in a fetching Avantgarde Bronze, the latest Invincible has distinctive styling; chrome side bar with steps, 18” alloys, scuff plates, rear privacy glass and full colour Sat Nav. Throw in a reversing camera, electric door mirrors, front fogs, vehicle stability control, trailer stability control, front side and curtain airbags and it is as well equipped as many tarmac SUVs. The latest model still looks like a Hilux. The addition of a chunky chrome grille with LED running lights at the front has perhaps softened the profile, but importantly, it’s bigger in every dimension than before. The load bay is a full 130mm wider than the old Hilux. It can also tow up to 3,200kg, an improvement, too. On the inside, Toyota has improved and updated the interior, in line with its passenger car models. The dash is a little bland but it looks and feels durable. On Invincible, the top is finished in leather, making one feel that you aren’t in a vehicle that far away from an urban SUV.

Technology wise, the Sat/Nav touch screen media system is intuitive. I connected my phone to it first time, for example. The remainder of the interior, including the finishes on the seats, the carpets and the inside of the doors, are all first rate. There’s plenty of room for five as well. This seventh generation is markedly nicer than Hiluxes of old, reflecting Toyota’s realisation that to be competitive in the pick-up sector today, your vehicle needs to appeal to a wider audience, especially when the tax benefits of running a commercial vehicle are also considered. Under the bonnet, our Invincible was powered by a 2.4 litre D-4D diesel unit delivering 148 bhp, with torque of 400Nm. It reaches 62 mph in 12.8 seconds and goes on to a top speed of 106 mph. Efficiency is such that you can expect to achieve 36.2 mpg on the combined cycle which, unlike with many cars I could mention, I found to be fairly accurate: I managed 34.1 mpg in my week of driving 400 miles. CO2 emissions for the auto are 204g/km. Start the engine, pull away and the Hilux can’t hide its utilitarian routes. It’s quite noisy, the ride bouncy – Toyota is still using leaf springs – but the latest 2.4 engine does feels more refined than the old 3.0 litre unit and this is especially noticeable around town and when parking. Continued on page 66 www.companycarandvan.co.uk

COMMERCIAL VEHICLES: ON TEST – TOYOTA HILUX

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‘There’s a satisfyingly easy-to-use cruise control; if you need to drive up and down the country on our motorways, the refined engine performs admirably’ Continued from page 64 Drive out of town and off the B roads and onto the motorway and the Hilux cruises with the best of them. There’s a satisfyingly easy-to-use cruise control system and at a constant 75 mph the latest Invincible feels much more like a car than it’s predecessor, making for quieter more relaxing driving. As a rule I don’t look at any test vehicles price until I’ve driven it for a week and I have to say that I thought the Hilux 6-speed manual double-cab would be more expensive than its OTR price of £32,385 before the VAT is removed. Not only is it much better than the previous model in every way, it’s also more car-like to drive, which if you’re in one every day, has to be a good thing. Even with the current crop of pick-up competitors, the seventh generation Hilux is still one of the best. It doesn’t quite pull as great a load as the Navara, nor is it as flexible as the smaller L200, but it’s very well put together

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and, being a Toyota, will undoubtedly last you a very long time. If you’re going Pole to Pole, fighting insurgents in a far away place or want to cross the Kalahari Desert, the Hilux is for you. But if your needs are a little closer to home – say driving around our cities and shires – don’t worry, it will do just as well navigating the more humble urban and rural locations of the UK. As a bonus if you need to drive up and down the country on our motorways, the more refined 2.4 D4D engine performs admirably as a long distance cruiser.

Verdict An Aztec Camera, High Land, Hard Rain of a pick-up, one that’s ready to work for you, whatever the task. Still the daddy CC&V RATING: N N N N

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DEALER NEWS: PINKSTONES TOYOTA

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Toyota Professional: Your business partner by Richard Harris At Pinkstones Toyota, we’re here to support you, with a comprehensive range of services to keep your business moving and a broad commercial vehicle range of the highest quality. With highly trained technicians and a comprehensive range of services built around you, Toyota Professional offers you the back-up you need for total peace of mind. Toyota Professional Services at Pinkstones: • Extended Test Drives up to 48hrs* • Five-year Warranty • Five-year Free Roadside Assistance • Convenient Servicing Promise • Conversions (Standard and Bespoke) available • Broad Range of Vehicles Extended Test Drives up to 48hrs Richard Harris, Business Centre Manager at Pinkstones Toyota, advises: “Your vehicle is an investment in your business. The industry standard short test drive won’t give you the best insight as to whether or not the vehicle is right for you. An extended test drive lasting an hour or more is essential, so you have the opportunity to take the vehicle on your usual routes and use it for business purposes, to

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ensure that it’s the right tool for the job.” Toyota commercial vehicles are available for up to 48hrs at Pinkstones Toyota, depending on the model availability and driver status. Simply call Richard Harris on 01782 599111 and quote ‘Company Car Magazine’ to book in and benefit from exclusive offers. Five-Year Warranty: A brand you can trust Whatever your line of business, your vehicle is vital. We’re so confident in the quality and reliability of our range that every new commercial vehicle comes with a five-year (or 100,000 miles) warranty as standard. 5 Years’ Free Roadside Assistance All new commercial vehicles will be eligible for 5 years’ free roadside assistance. Existing LCV customers can qualify for up to two years’ free roadside assistance at any time by completing a qualifying interim or full Toyota authorised service. Convenient Servicing: We work around you Toyota Professional is committed to offering an appointment at your convenience within seven days of you requesting one. If we are unable to, you will receive 50% off the labour cost of your service.

Conversions Our network of Toyota Authorised converters are able to assist you with sourcing standard and bespoke conversions to meet your individual needs. Commercial Range: PROACE Van: Range of body styles and length combinations to give you the best fit for your needs Hilux Pick-Up Truck: Building on its legendary strength and reliability, the Hilux is even tougher than before, able to carry the most versatile loads in the harshest conditions Land Cruiser Commercial - Bringing the legendary off-road capabilities and incredible durability to our award winning commercial vehicle line-up, and now with an improved specification as standard PROACE CITY - Compact Van. Coming April 2020. Agile to drive, versatile and accessible, with the capacity to support your needs. It’ll also feature the latest active high-tech safety pack. Learn more at pinkstones.toyota.co.uk/ toyota-professional

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COMMERCIAL VEHICLES: ON TEST – FIAT DUCATO

Ducato upgrades give new life to Europe’s grand old lady of CVs Andrew Walker With the growth of internet shopping – and my word, at the moment, isn’t that the case – the van market continues to thrive, as more and more customers have parcels delivered to their homes and places of work. With that growth has been a matching rise in van sales, particularly those ideal for the urban sector. And while a host of new electric vans are with us, sales are still dominated by new, clean diesels. The FCA Group was at the vanguard of this with its Fiat Professional Ducato, which has been updated for 2020. The best-selling Fiat Professional vehicle, the Ducato is now offered with a range of improved Euro6D engines, including a new 9-Speed automatic transmission with latest-generation torque converter. Fiat has also taken the opportunity to upgrade the safety and tech, adding advanced ADAS driving assist systems, the latest-generation infotainment system and they’ve also revised the exterior. Ducato has been the European market leader in its sector for the past five years, as well as the leading vehicle as a base for motorhomes in Europe, taking approximately

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three in every four motorhome sales. The Ducato’s new range of MultiJet 2 engines come with a variable geometry compressor, which results in a smoother drive, increased flexibility at low speeds and improved fuel consumption, no matter which power output. The engine features a new turbocharger that adapts its fluid dynamics to the speed of

the engine and to driving styles thanks to the implementation of a series of mobile blades situated along the radius of the turbine. This controls the flow of exhaust gas and consequently the speed and force of the compressor, to provide the right performance at all times. Continued on page 70

Company Car and Van | April 2020 | 69

COMMERCIAL VEHICLES: ON TEST – FIAT DUCATO

Continued from page 69 The entry level Ducato produces 120hp from the 2.3-litre MultiJet 2 engine at 2,750rpm with a maximum torque of 320Nm at 1,400rpm. It is teamed with the manual gearbox, which improves power and torque delivery by 10% compared to the previous 2.0-litre engine. The 140hp version offers 350Nm torque at just 1,400rpm and is offered with a choice of 6-speed manual gearbox or the new 9-speed automatic transmission. The 160hp variant reaches peak power output at 3,500rpm and distributes up to 400Nm torque at 1,500rpm in the automatic version. The range-topping engine boasts 180hp, with peak power coming in at 3,500rpm and 400Nm torque from 1,500 to 3,000rpm, with manual gearbox. Combined with the new 9-speed automatic transmission it produces 450Nm torque, 12% more than the previous model placing it best-in-class in terms of torque in its category. The new nine-speed automatic transmission offers drivers a choice of three driving modes: Normal, Eco and Power. There are two operating modes, Drive and Autostick. In Drive the control module automatically selects and shifts into gear according to the various driving conditions. In Autostick the driver can change gear manually. The Ducato MY20 also comes as standard with the new EcoPack, which includes Start and Stop, smart alternator and electronicallycontrolled fuel regulator. Improved safety features include blind spot assist, rear cross path detection, lane departure warning, traffic sign recognition, high beam recognition and a rain and dusk sensor. A new infotainment system is now available in Ducato. This features a 7” touchscreen by Mopar®, USB port, DAB and SatNav. The new system includes integration for Apple CarPlay and Android AutoTM. We had the opportunity to spend some time driving a couple of the new models and came away impressed. First up we tackled a 140hp manual LWB version. On a route that took in city and country roads plus the motorway, this version proved very capable. With two passengers and a one-tonne load on board, this version is the most popular engine of choice in the UK. Despite the LWB dimensions, when we headed on to some rural B roads the Ducato handled with aplomb, dealing well with errant parking and sudden stops from other drivers by utilising the new on board safety features. The addition of Lane Departure Warning gives the driver a quiet nudge when the road narrows, or you are forced off line, but unlike in many cars and vans we’ve driven, it’s not intrusive. There’s also a reversing camera built into the 7” screen. This provides further assistance when performing a three-point turn. The test took us on a pre-programmed circular 35km route, following the built-in SatNav. Of course, if needed, you can connect your phone via USB to utilise Google Maps, 70 | April 2020 | Company Car & Van

but the built in SatNav worked just fine, even offering a reassuring beep when you take the correct exit off a roundabout. The interior has also been redesigned and our test model featured a clever notepad cum iPad rest which can be lifted up to allow your tablet to rest on it. There’s a couple of decent sized closing glove boxes on the passenger side, two deep door pockets, storage on top of the dash, twin drinks holders in front of the centre passenger seat and two more storage areas, which are also located in front of the third passenger seat. The ratios in the six-speed manual gear box make changing up or down simple and the Ducato also benefits from a light clutch. All three pedals are easy to reach, with room to rest your foot on the motorway as well. The steering wheel will only adjust up or down though. Next up was the more powerful 160hp unit, matched to the new nine-speed auto gear box. This offers a manual shift if you prefer. However, for stop/start driving especially on the motorway, the automatic is a blessing in disguise and helps for a more relaxing drive than in the manual version. The extra 20hp that’s on tap also gives the Ducato a bit more pull, especially at the top end. Where the 140hp version tends to fade after 2000 revs, doing all of its work lower down, the 160hp version keeps pulling all the way up to 3,500rpm. The driving position in the Ducato is excellent, with a clear view of the road ahead and to left and to right, thanks to the large windows and windscreen. The driver’s seat adjust’s fore and aft and up and down, so getting comfortable was easy. Whatever the standard of the cabin or the drive, this is a load-lugger, and in this capacity the Ducato scores highly. The load area features a new and large LED light in the middle of the roof inside the loading area. The twin rear doors fold almost flat to the side of

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the van and there’s also a single sliding side door, both allowing better access to the rear of the van. Any negatives? In reality, the basic design of the Ducato is now eight years old and while the upgrades won’t hurt, it’s still a pretty old vehicle by modern standards. This means, for example, that the handbrake is still located to the right of the driver rather than in the centre, which has always been a little annoying. And although the new tech is much improved, I can’t help but feel that a larger screen than the 7” one offered would make life easier still. Quality wise, the interior feels better than before, but it does still feature some cheap looking plastics in places. On the plus side, the seat fabric looks and feels hard wearing and there’s a pretty good choice of new colours for your Ducato, including a Farrell and Ball-like Expedition Grey, the colour we got to drive with. By updating and improving the latest Ducato, especially with the addition of the new cleaner diesel engines, Fiat Professional has given itself the opportunity to remain number one in Europe in the large panel van sector for some time to come. Prices for the diesel Ducato, start at £24,670 (excluding VAT) for the lowest-powered, short wheelbase version, climbing to £36,270 (excluding VAT) for the range-topping long-wheelbase crew-cab variant.

Verdict The upgrades have helped keep the Ducato relevant. Not Europe’s best seller without a reason, and the engines deliver real benefits over rivals CC&V RATING: N N N N