Company Car & Van April 2025

Award

IN OUR busy April issue we begin by looking at three cars which won Company Car & Van Awards at the beginning of the year.

Our Premium Car of the Year is the Polestar 3 which injects some Scandi cool into the electric SUV sector. Next up is the Cupra Tavascan, our Car to Watch this year, which is starting to hit the roads as company car drivers continue to head in the Spanish brand’s direction.

And as the Government considers a U-turn on raising plug-in hybrid company car tax, our Plug-In Hybrid of the Year, the MG HS, offers incredible value for money to those looking for their first step towards electrification.

Four electric cars are up next, starting with the Mini Aceman, an all-new Mini that ticks the BIK box while also offering an awful lot of driving fun. Kia has had another record 12 months of sales in the UK, helped by an impressively versatile line-up. Its latest model, the EV3, is set to solidify the brand’s electric offering, especially in the fleet sector.

Chinese brands BYD and Omoda are up next. We get our first look at the new BYD SEALION 7 SUV, the brand’s fifth new model in just two years. And we get behind the wheel of the Omoda E5, the new electric car from Chery, which is an impressive first electric effort from a new name in the UK car sector.

On the commercial front, the long awaited Volkswagen Transporter Gen 7 has arrived and we were lucky enough to drive the electric version in Greece recently. Based on the Ford Transit Custom, VW’s new mid-size van is very much a Volkswagen at heart, as we found out.

Then it was off to less glamorous Leicestershire, where we travelled to an airfield for an off-road experience in the updated Isuzu D-Max. It’s our reigning Pick-Up of the Year and for good reason, as the latest tweaks have made a great model even better.

Closer to home in Liverpool, Maxus has launched the T60 MAX, its first diesel pick-up in the UK, and it’s already hit the ground running, offering some decent competition in the sector. Read our thoughts inside.

We also review Nissan’s mid-sized van the Primastar, take a spin around Millbrook in the Iveco Daily Electric, and test the Mercedes-Benz eSprinter, three vans vying for your attention.

Finally, regular contributors Rolec offer up its latest EV charging news, Northgate Vehicle Hire has some interesting thoughts on the total cost of ownership, and Vanaways looks to the future after a couple of record years.

Andrew Walker, Publisher

EVO: The future of intelligent charging

Meet EVO: Evolved charging

ROLEC has been manufacturing and supplying affordable electric vehicle charging to families and businesses globally for over 17 years. Throughout this time, we have kept our ear to the ground and listened to what our customers need.

Which is why we continue to invest in developing technology that is both sophisticated and cost effective, to provide people with the means to go electric, without sacrificing style or function.

With that being said, we would like to introduce our latest success: EVO! A fresh take on a familiar face, EVO is the newest member of our electric family. Affordable, modern and compliant, EVO is the first of a new generation of home and light commercial chargers.

The Rolec advantage

At Rolec, we have built close relationships with our global team of electrical contractors, giving us unique insights into both our customers’ needs and preferences for creating a unit that is more installationfriendly than ever before.

EVO features a highly modular design with three key components: a base, a click-in module, and a cover that provides easy access for installers. This practical and efficient design allows for quick, hassle-free installation and configuration in as little as 15 minutes, while the CT clamp’s plug-and-play capability further reduces installation time.

Available in 7.4kW and 22kW models, it offers an easy-to-use, fully compatible charging solution for all EVs and PHEVs. But more than that, it is a powerful and compact charger that makes itself at home in any setting. It is equipped with a passive cooling system that uses an aluminum heat sink to guarantee a safe maximum charging rate, and a customisable LED indicator that displays clear charging status, providing personalisation and enhanced accessibility.

Even before its official launch, EVO has been turning heads, winning the Red Dot Award for Product Design 2024.

Smarter, more efficient charging

The EVO will always prioritise stable and efficient charging. Supporting dynamic load balancing as standard and three-to-one phase switching, the unit can adjust its charger output based on your property’s available electricity usage, preventing grid overload, optimising energy use and protecting your power supply, for easy

charging and peace of mind.

With three charging modes – Charge Now (plug & go), ECO (solar + grid), and ECO+ (surplus solar only) – EVO offers flexibility to suit your lifestyle.

The best part? All of this comes without increasing the price. With EVO, the price isn’t the only way you’ll be saving. Its introduction also marks the arrival of a new way to solar charge. With the ECO+ smart solar feature, EVO can detect and allocate surplus solar energy generated from your home to charge your electric vehicle, creating an opportunity for zero-cost charging.

Drive on 100% free, renewable electricity— powering your daily commute, automatically.

Every detail is visible through the native EVO app: receive live updates on charging sessions, easily plan your journey with the scheduled charging feature, and integrate smart tariffs to use off-peak rates.

Alternatively, as with all Rolec units, users can opt to connect their charger to any OCPP-compatible app of their choice.

We’re so confident in our product that we’re providing customers with an extended five-year warranty.

EVO is here. Units are available now, with next-day delivery for our UK customers.

“We’re not here to play the game; we’re here to change it,” says Frankie Mellon, managing director at Rolec. “Team Rolec has hit the ground running this year, bringing a fresh take on a familiar face. 2025 is the year of our next-generation home charger, EVO.

“Building on everything you loved about our popular QUBEV Smart unit, EVO introduces more advanced features, greater efficiency, and native OCPP compliance, setting a new standard for home EV charging.”

Frankie added: “EVO is designed with installers and customers in mind, featuring a modern, compact design that fits seamlessly into any home. Its eco+ smart solar capability allows users to harness surplus solar energy, promoting charging with 100% free, renewable electricity.

“With dynamic load balancing and intuitive app integration, EVO provides a powerful, efficient solution tailored to your home’s specific needs.

“Take advantage of our complimentary 5-year extended warranty to ensure your investment is protected.”

“EVO

is designed with installers and customers in mind, featuring a modern, compact design that fits seamlessly into your home...”

Scandi-cool Polestar 3 makes an immediate impression

WHEN we drove the Polestar 3 in September 2024 we were immediately impressed, which is why we named it our 2025 Premium Car of the Year. It’s up against the mostly German competition and JLR, but it’s decidedly different take on a premium SUV won the day. Alongside the Polestar 2 and 4 it has given the brand a firm foothold in the UK electric car sector.

What is it ?

Polestar 3 is the company’s first 5-door SUV and it features the new unique design language inspired by Polestar Precept.

Outside

Designed as a Polestar from the start, the 3 features dual blade headlights, a front aero wing integrated into the bonnet, an aero wing integrated into the rear spoiler and rear aero blades. It also comes with a much lower roofline than your average SUV.

Inside

Gone are the shared Volvo fixtures and fittings, replaced by a more upmarket Polestar cabin that’s sustainable too. You’ll find bio-attributed MicroTech, animal welfare-certified leather and fully traceable wool upholsteries. The infotainment system is powered by a next-generation Snapdragon Cockpit Platform, delivering high-definition displays, premium quality surround sound and seamless connectivity.

The dashboard itself is sparse with almost everything controlled via the 14.5” portrait

touchscreen which sits in the centre. Beneath this are a wireless phone charger, twin cup holder, two USBs and in front of the driver, a 9” LCD display. Even the steering wheel controls are deliberately cool with no signage. You push these up down, left or right, to adjust the seat positions on the touchscreen. The door opening catch is neatly tucked way in front of the electric window switches and overall, it is premium but understated.

Model choice and performance

There are two choices: Long range Dual motor, or Long range Dual motor with Performance Pack. The former comes with 360Kw/483hp and 840NMs of torque that’s good for a top speed of 130mph and 0-62mph in 5 seconds. The Performance Pack adds 20kW producing 510bhp, 910Nms of torque and a 0-62mph shift of 4.7 seconds. Top speed is also 130mph. A Long range single motor will arrive later this year.

Efficiency and company car credentials

UK company car drivers have already taken to the Polestar 2, and with 2% BIK on the Polestar 3, this looks set to continue. Long range Dual motor comes with a driving range of 390 miles, the Performance Pack version 349 miles.

Battery and charging

Both versions are powered by a 400V lithium-ion battery with a useable 107kWh. There’s an onboard 11kW charger so if you plug in at home on a 7.4kWh set-up, 0-100%

charged will take 11 hours. If you have an EV electricity tariff you will be able to charge overnight for up to five hours which will deliver 37 kWh of charge for just £3.30. Away from home theres’s up to 250kW charging capacity, so 10-80% on public fast charger takes just 30 minutes.

Practicality

The boot offers 484 litres with the rear seats in place, 597 litres to the inner roof including 90 litres under the boot floor. There’s also a frunk under the bonnet offering 32 litres, a good place for the charging cable.

Fold the rear seats down and the SUV space is revealed, all 1,411 litres of it. To reduce the load height you can lower the rear by 50mm.The Polestar 3 will also tow up to 2500kg and you can put up to 100kg on the roof.

The cabin features a 32-litre compartment in the centre console, large door bins and a glove box. Rear passengers get a fold out armrest with cup holders and two USBs.

Safety

Volvo invented the seat belt so it’s no surprise that the Polestar 3 carries nextgeneration advanced active and passive safety technology from Volvo Cars as part of its DNA. This includes interior radar sensors that can detect movements in the interior of the car, which helps protect against accidentally leaving children or pets inside. Continued on page 8

Polestar 3 makes an immediate impression

Continued from page 6

Inside, two closed-loop driver monitoring cameras offer eye tracking technology that monitor the driver’s eyes and can trigger warning messages, sounds and even an emergency stop function when detecting a distracted, drowsy or disconnected driver. Nine airbags are fitted as standard.

Infotainment

Android Automotive OS is the in-car operating system, co-developed with Google and fronted by a 14.5” centre display. Over-the-air (OTA) updates are included to allow for continuous software improvement. The first time you get into the car the portrait screen is a touch overwhelming, particularly as all of the car’s functions run through it. It’s big enough to see icons clearly and these are easy to understand. The screen is bright and clear and the speed of response time is impressive.

Prices and specs

The Long range Dual motor costs from £75,900 and Long range Dual motor with Performance Pack from £81,500. Both versions are very well equipped with Bluetooth, DAB, 5G, Apple CarPlay Android Auto, a panoramic roof, three-zone climate, a heat pump, adaptive cruise control, parking assistance and a rear view camera as standard. Adding the Pilot Pack (pilot assist, a 360 degree camera and lane change assist) adds £2,000, while the Plus Pack adds a Bowers and Wilkins system with 25 speakers, active road noise cancellation, headrest speakers, HUP, an acoustic lower rear window, a foldable load floor, heated front and rear seats,a heated steering wheel and wiper blades, an air quality system, a power operated steering column and soft close doors - for £5,000.

Driving

Polestar talked about the 3 being its first SUV, but both in looks and in the way it drives, it doesn’t feel like an SUV. By lowering the roof line Polestar has created a more aerodynamic profile, losing headroom that isn’t used so that on the road the 3 drives and handles much closer to a saloon car than an SUV. Plainly the technical know-how involved in the design underneath – adaptive air-suspension, 50:50 weight distribution, etc – help, but the sleek outline definitely adds something.

On a test route that encompassed A, B, single lane tracks and motorways, we spent three hours in the Polestar 3 and really enjoyed it. For a start it’s easy to drive in town, and it’s quiet. On faster roads there’s performance, and on the motorway it will cruise along in near silence at 70mph. You can

set the dampers to Standard, Nimble or Firm, but the difference is minimal ,with perhaps Nimble and Firm being a touch more forgiving over poorer road surfaces. The standard suspension set-up is more French than German so you do notice its weight in town. Steering can be set up as Standard, Firm and Light, with Light working best for us.

The 111kW battery adds weight but at around 2,600kg it’s not as heavy as other large battery electric vehicles. It’s rapid in a straight line but is more of a functional drive than a thrilling one.

Brake regeneration

Polestar 3 features a one-pedal mode called ‘High’, which we selected for our drive. Below this there’s Low, or you can switch off brake regeneration in ‘Off’ and just coast. The car drives better in Off mode as it should but High will eke out a few extra miles as you drive around.

Equipment

The touchscreen is more intuitive and less complicated than it looks, and generally required only a couple of touches to select an option. However, adjusting the steering wheel via the screen takes five touches, far too many, and the seat adjustment via the screen is over complicated, too. The Google assisted on-board SatNav had a few wobbles- we were in the middle of nowhere to be fair – and I couldn’t get Waze to work on my iPhone. On the plus side the clarity of

image was excellent and the Bowers and Wilkins hi-fi with 25 speakers is superb.

Comfort

All around visibility is good, driver seat adjustment simple and front passengers get great head and legroom.

What of the rear: does the lower roofline steal space? To a certain extent yes, it does feel smaller but in reality it will only be those over 6ft 2’ who might notice this. The flat floor and flat rear seat row means that an adult can sit in the centre rear seat with some dignity and you get decent legroom as well. So kudos to Polestar for that.

Pros

Beautifully designed and seriously well equipped. Arguably the safest car you can buy. Rapid in a straight line. Quiet, practical, comfortable and decidedly different.

Cons

Not as exciting to drive as we expected. The Google infotainment set-up and touchscreen controls can be frustrating.

CC&V VERDICT

Does all the things you’d expect well: Cool design, top-notch build quality, amazing attention to detail, rapid acceleration, great safety. What we weren’t expecting was a car with SUV practicality but so cleverly packaged that it is a new take on the sector. It drives and handles admirably, though a little functionally, and while the info and control functions are classy, accessing some is definitely over complicated.

But If you’re looking for a decidedly different electric SUV that will stand out, then the Polestar 3 offers that in spades.

CC&V RATING:

Vanaways founders set out plans for further growth

RAPIDLY-growing vehicle brokers Vanaways have revealed plans to double turnover to £200m in the next two years.

The Bristol-based company has enjoyed spectacular growth since Covid-19, with turnover rising from £15m in 2020 to £109m in 2023.

It has now invested in technology and artificial intelligence, as well as handpicking preferred personnel from around the UK, to aim for further growth over the next 24 months.

Founders Adam Carter and Chris Jakeways say the company is “only just getting started” as they plan to make it the bestregarded vehicle broking brand in the UK.

“We’re aiming for £200m turnover and vehicle sales in excess of 10,000 units within the next 24 months,” said Adam. “But we want to do it right. We could grow quicker by spending lots with Google, driving leads and treating customers poorly. But where would that leave us?

“Instead, we’re trying to grow organically, continuing the ethos which got us where we are now. We may be turning over £100m already, but we’re only just getting started.”

Free of debt and with organic growth, two key elements of future expansion at Vanaways will be technology and retaining the right people, said Mr Carter. Vanaways

staff around the UK and at head offices in Ham Green, just outside Bristol, currently stand at 70.

“In 2023 we went back to the drawing board with hiring,” he said. “We essentially wrote a wish list of all the best staff who we’d previously worked with and who we would like to be at the company. Then we tasked a recruitment company with going out and hiring them.

“We also took the approach that if they’re good enough, they can work from anywhere in the country. We’re lucky in that we don’t really need a fixed position as we work

Vanaways founders Chris Jakeways (left) and Adam Carter: “We’re trying to grow organically, continuing the ethos which got us where we are now. We may be turning over £100m already, but we’re only just getting started.”

nationally. We have staff based across the UK.

“For those who are local and work from our office HQ, we’ve tried to focus on making the office a fun and engaging workplace to be in. We are focused on improving office incentives as part of that.”

Mr Carter also said that AI is proving a powerful tool in managing customer relationships and driving efficiencies in the sales process. “We’re investing in technology to optimise the customer experience,” he said. “Our phone system is already artificial intelligence-linked so that every word spoken is transcribed and any red flag words will alert managers in real time.

“In the future, we plan to use technology to explore how to gain new customers and ensure out staff are able to respond to their demands quicker than ever.

“What’s crucial to us is that we retain our company values – quality, personal service, trust and honesty. Without those we lose what’s made Vanaways such a success over recent years.”

The importance of understanding the true total cost of ownership

TOTAL COST OF OWNERSHIP (TCO) is a breakdown of the ‘true’ cost of your business fleet. It includes several factors that many may not consider when purchasing their vehicles, such as hidden costs, which include service, maintenance, repair (often referred to as SMR), fuel and vehicle disposal costs.

TCO expenses are often the main reason your outgoings on fleet can reach concerning levels that impact your cashflow. SMR costs generally increase significantly on vehicles over three years old, which is further compounded when your fleet has vehicles that consistently do high mileages.

Understanding a vehicle’s TCO helps you to reliably analyse the various components, so any potential problems are identified early and proactively accounted for.

Why is understanding the total cost of ownership important?

By understanding a vehicle’s TCO you can accurately compare your available fleet acquisition options to determine the best method for your business, based on mileage, renewal cycle, disposal income and running costs.

Decision making: Businesses can see the full-picture cost of a vehicle to make more informed decisions.

Manage expenses: Businesses can accurately budget for hidden costs.

Return on investment (ROI): Businesses can better assess the ROI of a vehicle, to select vehicles that will maximise fleet value.

Risk management: Businesses can better identify potential risks, such as unsuitable vehicles.

Calculating the total cost of ownership of a vehicle

Total cost of ownership can generally be broken down into two sections: finance, and in-life costs.

Fleet acquisition decisions should not be made in isolation but rather integrated into overarching business goals and future projections.

Finance covers the cost and method of funding the vehicles.

In-life costs include the running cost of that vehicle, such as fuel, service, maintenance and repair costs and any low emission zone charges it may incur.

A vehicle’s TCO can be calculated using the following formula: (Initial Costs + Operating Costs) ÷ total mileage over a vehicle’s lifespan.

How much productivity do you lose when your vans are in a workshop?

Commonly forgotten fleet challenges you should plan for

When it comes to vehicle ownership and budgeting for maintenance, many TCO calculations tend to overlook key fleet challenges that consistently show up:

Unplanned defects and associated vehicle off road (VOR) time. The handling of any breakdowns, including recovery, and sourcing of a replacement vehicle, often done using expensive short-term hire solutions.

Higher propensity for major component failure on vehicles aged three years or older and out of warranty. In December 2024

“By understanding a vehicle’s TCO, you can accurately compare your available fleet acquisition options, to determine the best method for your business...”

alone, research by Fleet News showed the average age of a fleet van entering a workshop was 3.39 years.

Separate studies by Fleet News showed the average dealer lead booking time in 2024 was approximately 14 days, meaning you could spend two weeks without your owned van while waiting for repair parts to arrive, followed by an additional week for repairs to be completed - impacting your business and finances in multiple ways.

Simplified fleet TCO with Northgate Vehicle Hire options

Hire with the ‘Rental Company of the Year’

(Company Car & Van Awards 2025) for flexible and long-term hire options, giving you access to a premium range of vehicles without the financial or administrative burden of ownership.

Northgate hire options come with service, maintenance and 24/7 breakdown included as standard, meaning everything is wrapped up into one simple regular payment. Simply choose your ideal vehicle, add optional features and enjoy a complete hire package keeping your fleet in top condition with no hidden costs.

We offer tailored solutions for new ICE, hybrid and electric vehicles to suit your business needs and simplify fleet management with clear, predictable payments.

Keeping your fleet mobile with expert support

With over 40 years of experience, Northgate delivers expert fleet solutions tailored to your business. We keep your fleet running efficiently, safely, and fully compliant - so you can focus on what matters most.

Our large network of over 4,000 approved suppliers across the UK means our team is never too far away to get your vehicle back on the road, with convenient access to an approved garage within 15 miles on average. Gain the peace of mind to run your business with full visibility over your entire fleet operation, and a member of the Northgate Fleet Team on-hand whenever you need them.

Contact Northgate today

See www.northgatevehiclehire.co.uk/ Call: 03449 471710

Cupra’s hero throws down the gauntlet

CUPRA continued its product offensive with the launch of the CUPRA Tavascan, the first ‘hero’ of a new era for the challenger brand.

Dubbed on concept launch back in 2019 as “the brand’s dream”, the Tavascan is a fully electric SUV coupe that merges desirability and instantaneous performance. It brings the disruptive and unique vision of an all-electric future to the market, taking CUPRA’s electrification journey in a new direction to deliver for a new generation of car lovers.

Highlights

CUPRA Tavascan is the brand’s first all-electric SUV coupe, and its second fully electric model after the CUPRA Born. It boasts striking design language: the exterior delivers athletic and sporty proportions. From the front, the matrix LED with the three-triangle eye signature is instantly recognisable. The interior is a piece of architecture thanks to the characterful central spine together with the slim air vents. It is available with two power outputs: 210kW (286PS) and 250kW (340PS); the higher power output version adds dualmotor all-wheel drive, delivering performance with maximum traction. The CUPRA Tavascan also provides enough capacity for a range of up to 352 miles

(568km) (for the 210kW version) thanks to the 77kWh net capacity battery pack.

As an emotional and driving oriented SUV, the CUPRA Tavascan features DCC Sport dynamic chassis technology, sport suspension and progressive steering. These attributes, and the addition of performance tyres mounted on up to 21’’ alloy wheels deliver a unique sporty driving experience.

Digitalisation is at the centre of the CUPRA Tavascan; the all-electric SUV coupe integrates a standard 15” infotainment system - the largest so far in a CUPRA model - that is highly customisable and integrates a newly designed and developed Human Machine Interface (HMI), with a retroilluminated slider.

The CUPRA Tavascan also integrates for the first time ever a high-fidelity 12-speaker audio sound system developed in collaboration with the audio experts of Sennheiser Mobility. The system delivers the pure signature Sennheiser sound that is trusted by music creatives and artists from all over the world.

Safety and convenience take centre stage, with an array of Advanced Driver Assistance Systems. The new version of Connected Travel Assist improves the performance of the system through the data received from

the Cloud – especially in poorly marked roads. Automated lane change is also available, giving a step forward in terms of comfort when driving on highways. The CUPRA Tavascan also offers advanced parking functionalities including remote park assist (RPA).

Exciting design

As you sweep your eyes to the side of the CUPRA Tavascan, its athleticism and sporty proportions come into view. A design that emphasises the all-electric SUV coupe’s performance and the sensation of speed. It’s achieved through a design language that stretches the surface muscles in a wedge directly from the “shark nose” to the tailgate. Add to this the “helmet” concept where the polished black A-pillar connects the windscreen to the side glass, generating a panoramic effect similar to that of the racing driver’s visor and the suggestion of performance grows even further.

Powertrain

The CUPRA Tavascan’s powertrain is set up to deliver the most engaging drive possible. Thanks to the Volkswagen Group’s MEB platform, it integrates advanced all-electric systems to deliver a unique experience.

From a standing start the CUPRA Tavascan VZ can reach 62mph (100km/h) in just 5.5seconds. While top speed is electronically limited to 112mph (180km/h).

Performance isn’t solely engrained in the CUPRA Tavascan VZ AWD battery, it’s a core aspect of the 77kWh RWD version too.

The rear wheel drive delivers up to 352 miles (568km) based on the official WLTP test cycle. While the CUPRA Tavascan VZ –with dual motor and all-wheel drive –delivers a range of up to 320 miles (522km).

Electrification brings other benefits. When the accelerator is released the motor acts as a generator to feed energy back into the battery (this happens when the ‘B’ mode is selected rather than ‘D’) pushing energy back into the powertrain and reducing wear and tear on the brakes. The level of energy recuperation can also be managed via the regenerative paddle shifts on the steering wheel, allowing to choose between three different levels.

The CUPRA Tavascan also integrates a heat pump as an optional equipment as part of Winter Pack. The technology works by more efficiently heating the interior, something that is especially useful when the ambient temperature drops.

■ Prices start from £47,340

MG HS makes a strong case to SME fleets

MG has been working hard to develop its product range, with the electric MG4 really shaking up the EV sector.

Now MG is hoping to perform the same trick with its best-selling HS, which has accounted for 27% of its global sales since it was launched in 2019. The all-new version has just landed and we took to the streets of Bedfordshire to see what the plug-in was like.

Exterior

This is where the new HS really shines. Gone is the pre-gym 2019 version, replaced by a much fitter and slender-looking five door SUV that oozes charm.

Slim LED corner headlights adorn the front with the large MG logo sitting on the bonnet front. The side profile is very F-Pace with narrow windows and sleek lines.

Interior

Here too the latest HS is a big step up from what came before. The quality of fixtures and fittings is vastly improved. Our dash top drumming test produced a satisfying thud and the dual screens add a touch of class. Perhaps lower down the door pockets and centre binnacle edges lack a bit of quality, but overall it’s impressive.

Engine choice, electric range and performance

Petrol, hybrid and plug-in hybrid are available. The petrol 1.5T has either a six-speed manual or seven-speed DCT gearbox, the plug-in an auto two-speed box.

We were testing the best company car option, which is the PHEV. It’s powered by a 67kW generator, 154kW motor and a 24.7kWh battery that’s good for a pure electric range of 75 miles. Acceleration from 0-62mph takes just 6.9 seconds.

Model choice

Two familiar MG specs are available, SE or Trophy, and both are improvements on the old model. There’s a 12.3” Virtual Driver Display, 12.3” infotainment screen, wireless charging, 19” alloys, electric memory function seats, wireless charging and SatNav with live services on all versions.

Prices

SE manual petrol costs from £24,995, the SE auto £26,495, Trophy manual £27,495 and Trophy auto £27,995. The plug-in SE costs £31,495 and Trophy £33,995.

Driving

The biggest compliment we can pay the

plug-in HS is that it’s a pretty damn good to drive. It’s quick and nimble, offering plenty of steering wheel feedback on tight turns or bends. The battery weight remains well hidden, even over poor road surfaces, and driver comfort and visibility is excellent.

The gear lever and electric parking brake are between the front seats and changing gear is very easy compared to many SUVs that now feature quirky steering wheel gear changes or toggles located elsewhere.

On the motorway the cabin remains calm and quiet with little wind or road noise getting through. We set cruise control via the steering wheel buttons – a tad fiddly to be fair – then sat back and relaxed.

Front seat passengers get good head and legroom although the electric seat adjustment buttons are a tad flimsy. Rear room is good thanks to the flat-ish floor.

Infotainment

The 12.3” screen is large enough and the operating system quick enough to keep you happy. You simply scroll left or right to choose each input such as SatNav, Radio and Climate with both Apple CarPlay and Android Auto also displayed for quick access. Our only gripe is that the icons for CarPlay and Android Auto are located on the left hand side of the screen so are a little bit of a reach for the

driver. You’ll also find switches to shift from hybrid to electric driving and to turn off safety features such as driver monitoring. MG is not alone in making this available but to our mind, drivers are capable of concentrating on the job at hand without being told every few seconds to look straight ahead.

Pros

Great looking, well equipped, spacious and comfortable plug-in hybrid. Low BIK and electric range of 75 miles makes it highly appealing for company car drivers. Price wise the plug-in HS is cheaper to buy than most rivals’ C-sector SUV offerings.

Cons

The infotainment is not the most logical to access. The steering wheel-mounted switches for the cruise control and media are a little fiddly. All-around quality is better than before, but it’s still not as good as other more expensive offerings.

CC&V VERDICT

The latest HS is light years ahead of its predecessors. It’s larger, better equipped, features more safety, is better built and looks far better than the original. Its 75-mile pure electric range means it is going to be vying for your attention in the C SUV sector, especially as it’s priced where rivals’ B SUVs sit. Still some quibbles on switchgear and the touchscreen but other than that, it’s another winner for MG. Bound to attract a broader range of customers in the SME fleet sector .

CC&V RATING:

This Mini aces it!

Mini launched its third electric model of 2024 in the shape of the Mini Aceman. Sitting between the Cooper Electric and the Countryman, CC&V was lucky enough to drive one around the fabulous roads surrounding Banbury. Is it any good? Here’s what you need to know

Model choice and range

The electric powertrain is offered with two output levels, E and SE. E comes with a 135 kW/184 hp electric motor which generates 290 Nm of torque from its 42.5 kWh battery range The SE has a higher output of 160 kW/218 hp courtesy of it’s larger 54.2kWh battery. Prices start at £31,800.

Range and performance

The 42.5kWh battery offers a 192-mile electric range , while the larger 54.2kWh battery increases that to 252 miles. The E will go 0-62 mph in 7.9 seconds, the SE in just 7.1 seconds.

Size

Measuring 4,070 mm in length, 1,754 mm in width and 1,514 mm in height, the Aceman bridges the gap between the MINI Cooper and the MINI Countryman.

Exterior

It’s a Mini but perhaps not as cute or as recognisable as such, with a much more pared down aesthetic. No fog lights, plastic wheel arches or chunky chrome door handles adorn the new model. It’s more streamlined with a less upright windscreen and new corner rear lights and front circular headlights being offered. It’s definitely slick.

Interior

Quite spartan compared to previous Minis. The textile inspired dashboard front which runs the width of the car and onto the door panels is very nice. Slim horizontal air vents and the circular speedo infotainment screen

are the only instrumentation on the dash, with some neat toggle switches located underneath.These include the starter button, driving modes (known as ‘Experiences’) and gear lever. Beneath this on our SE test car was a portrait phone charging pad, twin cup holders, an armrest and a storage space with movable covered lid that goes from front to rear through the centre of the car.

The interior door handles on our test model were gold coloured, narrow and cleverly hidden low down, with matching gold trim around the centre cup holders and on the door speaker fronts. The quality throughout is top-notch, putting some £100,000 premium EVs to shame. And to keep up Mini’s green credentials, much of what is used is from recycled textiles, another plus.

Specifications

Entry level Classic features LED headlights, a heated steering wheel, cruise control and two-zone climate control. If you’re prepared to buy the Level 1 extras package (£2,000) that’s standard on Exclusive and Sport, you’ll add a head-up-display, customisable front and rear light signatures, keyless entry, power-folding door mirrors, wireless phone-charging and heated front seats. Exclusive trim adds additional exterior design elements, such as the option for a multi-tone roof with a combination of three different colours, as well as offering the front grille in Vibrant Silver.

Sport trim uses high-gloss black as the frame for the front grille and logo colour with a contrasting Chilli Red roof and red/black bonnet stripes as further options. Adding

Level 2 and 3 packs brings more goodies but pushes the price well up past £40k.

Infotainment

The system fitted is the Mini ‘Interaction Unit’ and it runs an Android-based System 9 operating software. This has been specifically designed to look and feel similar to a modern smartphone, so you can stream video and play games on it, too. It also offers the MINI Experience Modes whereby you can configure different settings Core, Green, Go-Kart, Vibrant, Timeless, Balance and Personal. Only three – Go-Kart, Core and Green – actually change the way the Aceman drives, by either altering the levels of regenerative braking for an increased range, or lightening or tightening the steering. This is most noticeable in town and will increase or decrease accelerator response, something you’ll get hooked on in Go Kart mode.

The circular display is in keeping with Mini’s heritage, with the operating system, graphics and speed all very impressive. You also have an avatar in the voice control system. It can be either a Bulldog or a cartoon Mini which would certainly appeal to the kids. We only spent an afternoon fiddling and there’s a lot to take in. Over time you’ll realise just how in depth the whole set-up is and I’m sure will get used to it, just like you do with a new smart phone.

Practicality

There’s more room in the rear than the original Mini five-door, so that’s a good start. Up-front you sit a little higher to accommodate the battery. Front seat

passengers get loads of seat adjustment, while in the back, headroom is good, as is legroom. Boot space is 300 litres, rising to 1,005 when you drop the 60/40 rear seats.

Charging

The Aceman can be charged at a speed of up to 11 kW using an AC home charger, with faster 75 kW DC charging offered on the Aceman E. The Aceman SE is capable of charging at speeds of up to 95 kW, so the battery can be charged from 10% to 80% in under 30 minutes. Plug-in at home overnight on an EV tariff and enjoy 9p a kWh for five hours and add 37kWh for £3.30.

If you’re on a longer journey, using MINI Nav, the vehicle will ensure the battery reaches the ideal temperature for efficient charging in advance, thus reducing charging time. Customers can also optimise charging for their schedule, setting charging start times, active charging windows and battery capacity by departure time via the MINI app.

Driving

Just as good as we expected. We were driving the John Cooper Works SE and like both the electric Cooper and Countryman, Mini’s engineers have succeeded in creating a proper Mini driving experience. The battery adds weight – the Aceman tips the scales at 1,720kg – and this should in theory ruin the

fun. But it most definitely doesn’t. Whether you play it safe in Green driving mode, go middle ground with Core or go mad with the Go-Kart, all three offer plenty of driving fun.

On some very drivable roads, we’re pleased to report that the steering is light and very well balanced, and the brakes are amazing. You’ll be smiling when the Aceman powers in and out of corners, hugging the road like glue. It’s a marginally better performer than the Cooper and Countryman, probably because its dimensions equate to, in our opinion, the perfect size for a small battery electric vehicle.

Urban and motorway

We’ve praised it on a country road, but what about in town? A 10-mile route around Banbury took us along the main high street and around the town. The Aceman’s quiet to drive in traffic and when we stopped for a coffee, was easy to park too.

We returned to base via the M40. With adaptive cruise control and that instant torque on tap, this was highly enjoyable too. At 70mph the Aceman is quiet and although the JCW seats are a little hard, cabin comfort is impressive, with plenty of room in the front. Even in the rear two six-footers will have head and legroom to spare, quite an achievement for this compact car.

Any negatives? The infotainment screen looks fantastic, but it contains all of the driver info. The constant need to glance left to read these is a touch distracting, and as for the climate controls, annoyingly you adjust the temperature using two tiny sliders which are located at 5 and 7 o’clock on the touchscreen.

The Head-Up display is well worth considering; it comes within the Level 3 pack. And if you’re wondering, then yes, like all electric cars, you can feel the battery weight over poor road surfaces, and it’s just as fidgety as the ride is on all similar sized electric cars in that respect.

Pros

Looks fantastic, high quality interior, decent range, fast charging and as brilliant to drive as Minis of old. Low BIK too.

Cons

Adding extra packs can get expensive. Separate climate controls would have been a good idea. Neither model offers a particularly long driving range.

CC&V VERDICT

Plenty of Mini magic and we had a blast driving it; it has ‘smile inducing’ road manners. Fast charging on both versions is a bonus, although the E doesn’t have enough range for customers who do longer journeys. SE is better and range is about par, so don’t let 250 miles put you off.

More good news is that it’s roomy enough to fit four adults and features a useful boot. Throw in the Mini DNA, best illustrated by the circular infotainment screen and toggle switches, and even Mini aficionadoes should enjoy it. It’s the best electric Mini yet!

CC&V RATING:

Kia’s got it bang-on again as EV3 follows bigger siblings

If it ain’t broke, don’t fix it. These were the words, I’m sure, Kia was thinking when it designed the EV3, its latest electric offering. With the larger EV6 and EV9 so popular, it was only a matter of time for the Koreans to launch a smaller electric car, and the EV3 is it

Model choice

Three versions are available. The entry is the Air with 17” alloys, a 12.3” driver display, 12.3” touchscreen with SatNav, 5.3” climate controls, heated front seats and steering wheel and a rear parking camera. Next up is GT-Line which adds 19” alloys, GT Line styling, artificial leather seats, privacy glass, driver lumbar support, a wireless phone charger, LED headlights and a digital key.

The range-topping GT-Line S comes with heated front and rear seats, front relaxation seats, a 360 degree view monitor, a smart power tailgate, blind spot view monitor, a tilt and slide sunroof, a head-up display, memory seats, an eight-speaker Harman Kardon audio system and the option of a heat pump.

Battery choice and range

Two are offered. Standard Range comes with a 58.3kWh battery and a 270-mile range. The Long Range has an 81.4kWh battery and is good for 367 miles.

Add the £900 heat pump to your GT-Line S and range is 361 miles, or opt for the Long Range Air and it’s 375 miles.

Charging

The Kia EV3 Long Range uses a CCS connector and is capable of charging at a rate of up to 135kW, which can deliver a 10-80% charge in 31 minutes. The Standard Range with 120kW charging speeds will do the same in 29 minutes. Plug-in at home on a 7.4kWh charger and Long Range takes 11 hours and Standard Range 8.5 hours to charge from 0-100%.

Outside

Literally, a mini-EV9. But much smaller and chunkier, with vertical triangle corner LED headlights, a narrow front bonnet line, rear roof spoiler and high corner tail lights that extend horizontally across the top of the boot lid.

Inside

We drove the Air and GT-line S models which differ in the main with the quality of the dashboard and seat finishes. Air is more basic with cloth seats and plain grey plastic

finishes, while GT-Line S gets two-tone seat and armrest finishes, artificial leather seats and a fabric printed dashboard.

All versions are fitted with the excellent twin 12.3” displays and 5.3” climate display, that’s partially obscured by the steering wheel. These are cleverly mixed with some physical controls allowing the driver to access climate for example, without using the touchscreen.

The styling and layout is first class. It feels like an evolution of the inside of an EV6 but more modern and less cluttered. The quality and finish differs across each spec. For example, while Air looks the part, both the plastic used and the seat fabrics feel basic, whereas GT-Line and GT-Line S feel more upmarket. For sustainability, all cabins are leather free, with each EV3 using 28.5kg of recycled plastics.

Our only grumble is that the seat backs are covered in hard plastic and when a tall passenger sits in the back their knees rub on this.

Infotainment

The set-up and screen icons will be familiar to existing Kia customers and are very logical. As with most new cars, you have to access the screen to turn off lane departure and speed limit warnings every time you restart the car, which is frustrating. Otherwise, the system is easy to work and to use.

Wireless Apple CarPlay and a wireless charging pad make connecting your iPhone a doddle on the GT-Line S too. There’s a

touch-sensitive panel beneath the screen, with options including Home, Set Up, Media, Search and Map, but it requires a proper hard prod to register your input choice, which isn’t as easy as it could be.

Cabin practicality

Clever Kia has made the EV3 interior very practical indeed. For a start it’s the same size as a Sportage, and with no transmission tunnel, more foot space as well.

Up-front there’s a floating centre binnacle with a lift up armrest and storage underneath. This slides out to create a resting shelf. Both the glove box and door pockets are a useful size, with twin front and rear USB’s on the seat sides offered as well.

Rear passengers also have a fold-down armrest with twin cup holders and rear front back seat pockets too. The soft headrests were a stand out item.

Boot space

The EV3’s boot offers 460 litres, with a height adjustable boot floor as standard beneath which you can store your charging cable. Fold down the rear sears and this increases to 1,251 litres. There’s also a small storage area under the bonnet.

EV3 weight

Long Range weighs in at 2,355 kg, Normal Range at 2,270kg.

Visibility and getting comfortable

The EV3 comes as standard with a

reversing camera and blind spot monitoring, which is good because visibility out of the narrow rear window isn’t brilliant. GT-Line S models also featuring a 360-degree camera. It’s better news from the front with the large glass area making it easy to see out. You sit quite high in the front seats especially on the Air passenger side, which can’t be adjusted. In GT-Line and GT-Line S you can pump the passenger seat down a little, which we preferred. The driver’s seat comes with plenty of adjustment.

Driving

The starter button is hidden away on the bottom of the steering wheel-mounted gear stalk. Simply press this while your foot is on the brake and the motor starts and away you go.

There are four driving modes: Eco, Normal and Sport, plus a Snow option. Each does what it says on the packet, although Sport isn’t really sporty, rather altering the feel of the steering and accelerator pedal.

Which brings us to the i-Pedal. Alongside the driving modes, the EV3 has several levels of regeneration: Zero,1, 2, 3 and then the i-Pedal. This allows you to add some regenerative braking to the drive via the steering wheel paddles. Again, it’s a familiar set-up found on other electric Kias, and Hyundai and Genesis models and is easy to understand and use.

The EV3’s version is the newest on offer

and gives you one-pedal driving if selected each time you start up.

Ride

The ride is good across all versions but softer in the Air Standard when paired with the smaller battery and 17” alloys. Here an almost cushioned ride and excellent damping manage to completely hide the battery bumps associated with an EV even if you go over a pothole. The larger wheels aren’t quite as forgiving but nonetheless, it’s a far more comfortable ride than on the Renault Megane E-Tech, for example.

On the flip side don’t expect excitement. Even though the EV3 is good fun to drive, handles corners admirably with good body control, comes with excellent brakes and in Sport mode is quick-ish, this is an EV built for comfort not speed, so if you want sports performance, you’ll need to look elsewhere.

Pros

Looks great both inside and out. Rides better than the competition. Very well equipped. Offers plenty of cabin space. Competitively priced. Easy to use the infotainment system and controls. Low BIK.

Cons

The Air spec is a bit cheap and cheerful. Plastic-backed front seats aren’t for us. The climate screen is a little pointless. Isn’t as exciting to drive as some competitors.

CC&V VERDICT

Kia’s EV6 is one of the best electric cars out there, so it’s no surprise that the EV3 follows suit. Drives and handles exceptionally well and dampens down the poor ride quality that bedevils many EVs. The infotainment system with separate short-cut buttons is another plus.

As for negatives, the Air model finishes aren’t as good as we’d hoped for, and don’t expect driving thrills.

This is a car built for comfort and practicality and is almost the perfect mid-sized EV in that respect.

If you’re seriously looking at a family-friendly EV, this could be it.

CC&V RATING:

BYD’s ready to make more waves with the SEALION 7

Andrew Walker checks out the latest model to join BYD’s Ocean Series, the SEALION, and sees how its SUV body style fares alongside its siblings the DOLPHIN and SEAL.

Model choice and cost

There are three models: Comfort RWD from £46,990, Design AWD which costs £51,990 and the range-topping Excellence AWD, at £58,990.

Battery, power and range

Comfort comes fitted with an 82.5kWh battery and power of 230kW, which is good for 300 miles. Design also feature the 82.5kWh battery, but power increases to 390kW with range dropping to 283 miles. Range topping Executive has a larger 91.3kWh battery, with 390kW of power which increases range to 312 miles.

Charging

All three models can be charged at speeds of up to 150kW DC and feature 11kW AC charging and a heat pump. Plug-in the Comfort and Design and DC charging time from 10-80% take just 32 minutes, while the Excellence achieves this in only 24 minutes.

At home on a 7.4kW AC charger you’ll be able to add 55kWh of charge in five hours when overnight electric tariffs are cheapest for under £5. All versions come with a V2L function as standard.

Outside

It’s a large fastback SUV which takes its cue from similar models from the Audi and Genesis stables. The front of the SEALION 7 incorporates an ‘X face’ motif, with Dual U ‘floating’ LED headlights.

The rear comes with a ducktail rear spoiler, a full width rear light signature and waterdrop tail lights.

Inside

This is the brand’s most expensive car so you’d expect some quality and plenty of features inside, and in that area it doesn’t disappoint. Electrically adjustable power heated and ventilated seats, a panoramic sunroof with electric blind, wireless smartphone charging a 15.6”rotatable touchscreen and 10.25” digital instrument panel all feature. The quality of the plastics used is top-notch.

Practicality

A 520-litre boot extends to 1,789 litres with a 58 litre ‘frunk’ at the front to store your charging cable. The cabin itself has more than 20 cubbyholes. i

Warranty

All versions are offered with a six-year manufacturer’s warranty and eight years for the battery and electric motor.

Driving

The SEALION glides around the city in near silence enabling passengers to take full

advantage of the car’s excellent infotainment system.

The suspension, even with the very heavy Blade battery located underneath, does a fine job of coping with poor road surfaces and is even better when you head out onto the motorway.

I took the opportunity to sit in the back and it’s impressively spacious as well as comfortable, with reclining seats adding a touch of luxury.

The adaptive cruise control and other safety systems are easy to work as is the wireless connection to Apple CarPlay.

Pros

Incredibly well equipped, very well built and very, very comfortable. Furthermore it’s an attractive looking car and comes with both low BIK and a strong warranty. It’s perfectly designed for UK customers.

Cons

Battery range is average for the sector.

CC&V VERDICT

BYD is learning quickly. Perhaps it’s not the greatest car to drive, nor does it have the longest battery range. But we feel that these are areas that the UK car-buying public will largely ignore in favour of what the SEALION does well. Take your pick from an amazingly spacious interior, incredibly comfortable seats, high specification, excellent build quality, an attractive exterior and a competitive starting price. There’s also some great contract hire offers for fleet customers as well.

CC&V RATING:

E5 hits the mark from the get-go

OMODA is another new Chinese car name that’s launched in the UK. Owned by Chery, the company employs 80,000 people and already has over 12 million customers. Europe is the latest market the brand has targeted with its innovative range.

It has partnered with 60 dealers and is aiming to double that by the end of 2025. Two models feature in its opening salvo: the OMODA 5 and the E5, a C-sector SUV powered by a petrol and an electric drivetrain. First up, the EV.

What is it?

The OMODA E5 features a 61 kWh Lithium-Iron Phosphate battery pack and a single motor on the front axle developing 204 PS and 340 Nm torque and delivering a range of up to 257 miles (WLTP). It competes with the likes of the ID.3, CUPRA Born, Renault Scenic E-TECH, BYD ATTO 3, Kia Niro EV, Hyundai Kona Electric and MG4.

Model choice and price

Alongside its petrol engine stablemate, the E5 will be offered in the UK in two trims: the Comfort variant, from £33,055 and the Noble, priced from £34,555.

Exterior

The front features the brand’s name and an X Shape with slim LED headlights and horizontal blade daytime running lights. At the rear there’s a large roof spoiler, LED rear

lights and slightly bulbous tailgate that is reminiscent of a Qashqai-meets-a-Range Rover Velar vibe; it certainly adds some heft. The OMODA logo sits proudly in the centre between the light clusters.

It’s unmistakably a medium SUV, currently the most popular sized car in the UK.

Inside

Chinese brands have cut corners on their interiors in the past, but not so OMODA. Everything you touch and see in the cabin is made of good quality plastics and the finish is impressive too, although the grey-blackchrome colour combo plays it safe.

The driver gets a nice high driving position, so all around visibility is good. However, the rear window is quite shallow and the C pillars are large, so the on-board reversing camera is a bonus.

Specification

As with other recent Chinese arrivals, the E5, even in Comfort trim, is generously equipped. You get a rear parking camera, with front and rear sensors, 18” alloys, LED head and tail lights, wireless Apple CarPlay and Android Auto, Adaptive Cruise Control, keyless entry and Blind Spot Detection.

Noble trim adds a 360 degree surround camera, a Sony 8-speaker sound system, a power sunroof, front and rear heated seats, two-zone air-con, a power tailgate and an electrically adjustable front passenger seat.

Infotainment

OMODA has done a good job as the E5 is kitted out with twin 12” screens which flow across the top of the dashboard. The one in front of the driver displays speed, range and all the usual car information. In the centre sits the 12” touchscreen, where you can access the cars own SatNav, DAB radio, telephone, car settings and connect wirelessly in our case to CarPlay. It looks good and the icons and set-up are logical.

This isn’t surprising when you realise that it uses the Qualcomm 8155 ‘Snapdragon’ chip, which offers rapid responsiveness to user inputs and supports 4G connectivity, a Wi-Fi hotspot and over-the-air software updates. Furthermore OMODA has included a natural voice control using a virtual assistant which comes with an animal avatar.

Battery and performance

The 61 kWh battery sits. Acceleration from 0-62 mph takes 7.2 seconds with a top speed of 107mph. A choice of three driving modes – Eco, Comfort and Sport – enables drivers to tailor the driving experience to their preference.

We tried all three and they do exactly as you’d expect. Eco dials the power down for slower progress, but a longer driving range. Comfort strikes a balance with more power released and Sport goes the full hog, but will reduce driving range.

Range and regeneration

On a single charge the OMODA E5 can travel up to 257 miles (WLTP). On the move, regenerative braking charges the battery when the driver lifts off the accelerator pedal. Drivers can select three different settings –low, medium, or high – with the high setting enabling ‘single-pedal’ driving; the E5 will recoup under braking up to 80 kW of energy. It may be one-pedal but the regeneration isn’t as intrusive as on some rivals.

Charging

The E5 features an 80 kW DC charging capability. This will charge the battery from 30-80% in 28 minutes using a public fast charger. Using a single-phase 7.4kW wallbox will deliver a full charge in under 10 hours. As usual plug-in overnight to utilise cheaper electricity tariffs.

There’s also an OMODA smart phone app for cabin preconditioning and the E5 features V2L functionality. When you’re parked up you can power a range of devices, with a socket in the luggage compartment delivering up to 3.3 kW of power.

Practicality

The E5 cabin offers some decent storage and usability. Short cut buttons handle items such as air con, hazards, driving modes and to turn the infotainment screen on and off. Behind the buttons is a small cover cubby and you get an armrest with storage beneath, plus twin USBs, twin cup holders, a rear fold down armrest, decent sized door pockets and a mid-sized glove box.

Driving

We spent a couple of hours on board the E5 on a route close to our offices in north Cheshire, that included A and B roads, some smaller country lanes and the motorway. Driving between Wilmslow and Knutsford we discovered that the E5 rides well, hiding the battery bulk, although there is some body lean in and out of tight corners. Progress is quiet enough and the dashboard layout, steering wheel controls, including the right hand stalk to change gears, become familiar quickly.

On some faster A roads there’s plenty of power on offer and the E5 delivered nicely when we needed to overtake three-a-breast cyclists. The brakes are good but perhaps too good, with an immediate halt registering from the slightest touch. We got used to it quickly.

On a 20-mile motorway drive the E5 really shone. Select adaptive cruise control and let the car do the work.

At 70mph the E5 remains quiet with just a whisper coming from the tyres. If we had to drive 200 miles in the E5 we’d be able to do so in comfort and reach our destination hassle-free.

Pros

Incredibly well specified. We like the Blade battery. Excellent on-board tech and safety. Good looking from all angles. 2% BIK ticks the company car box.

Cons

Our only real gripe is that the E5 plays it safe and by that we mean that it’s very difficult to tell it apart on the road from the usual suspects such as the BYD ATTO 3 or MG4. And, of course, it’s a new name in the market.

CC&V VERDICT

One of the better looking EVs, with on-trend tech and safety. The battery range at 250 miles + isn’t bad and it charges quickly too. Bit vanilla to drive but to defend OMODA, the sector the E5 is in wants safe, family EVs with good range and which are easy to drive. It does all this well. Brilliant first effort.

CC&V RATING:

Electric Transporter carves its own path

Volkswagen has launched the seventh generation Transporter van, this time based on the class-leading Ford Transit Custom. The Ford/VW strategic partnership has already delivered the Connect/Caddy and Ranger/Amarok, so this latest joint venture is hardly a surprise. Ford sells more Customs than Volkswagen does Transporters, but in a bid to reverse this Volkswagen has definitely come out fighting, with the all-new e-Transporter launching with a longer warranty and higher specs than the Ford van. We spent some time on the Athenian Coast putting the latest electric van to the test, and here’s what we found out.

What is it?

THE seventh generation Transporter has an enlarged load or passenger compartment, a higher payload and increased efficiency. From launch there’s a Panel Van, with Kombi, Shuttle and Double-Cab variants following later this year. All models are available with turbodiesel, plug-in hybrid and electric drives, with the design and platform shared with Ford’s Transit Custom.

Exterior

Looks-wise the front and nose are the main visual changes that VW has made to Ford’s version. The front grille takes its influence from the T5. The upper edge of the headlights extends as a line into the side section above which sits a pronounced line that divides the upper and lower body, a feature that pays homage to the first generation Transporter.

Customers can, as with previous Transporter, choose from a tailgate or wing rear doors. Otherwise it’s almost identical.

Cabin

Climb aboard and the interior immediately smacks of quality. Yes, it’s almost identical to the inside of a Ford Transit Custom Electric although VW has a different steering wheel and digital driver’s display. The electric

handbrake is located between the centre air-vents and the gear selector is on the right steering wheel stalk, freeing up floor space to allow drivers easier access across the cab. With three in the cab there’s decent legroom for the centre passenger; and certainly more than in a number of competitors’ offerings.

Electric choice

The e-Transporter is offered with two outputs: 136 PS and 218 PS with speak torque figure of 430Nm. Both come fitted with a useable 65kWh battery and both are rear wheel driven. In effect the range consists of six models: the T32 Commerce 136PS SWB and LWB; the T32 Commerce Plus SWB with 136PS or 218PS; or the T34 LWB 136PS or 218PS .

Charging

The e-Transporter can be charged on an AC connection at speeds up to 11kW, and on DC chargers at speeds up to 125kW.

Trims and specs

Two trims: Commerce Plus and Commerce Pro. Both are offered as a standard or long wheelbase.

Commerce Plus is fitted with 16” steel wheels, LED headlights, rear wing doors, a near side door, 12” driver’s display, 13”

touchscreen, cruise control, keyless start, Wireless App Connect, a heat pump, heated front seats, all season tyres, body-coloured bumpers, a leatherette steering wheel, front and rear parking sensors, a rear-view camera, keyless start with Safelock and an anti-theft alarm.

Range-topper Commerce Pro ups the ante with 16” alloys, a heated windscreen, a heated leatherette steering wheel, wireless phone charging, auto air-con, Adaptive Cruise Control, Blind Spot Assist, extra USB ports and super-bright LED lights in the load area.

Charging and range

Charging times are linked to the maximum 125kW DC rapid charging, so if you’re out and about, you’ll be able to charge from 10-80% charge in around 40 minutes. The 11kW maximum charge speed for home chargers means it will take 8.5 hours to take the battery from 0-100% on a 7.4kWh home charger like our own Rolec.

Depending on the model, the Transporter has between 192 and 201-mile range. There is one regeneration mode accessed by a ‘B’ button on the gear selector stalk.

Practicality

Unsurprisingly, the total payload is less than diesel models, sitting between 1,013kg

and 1,088kg depending on the spec. The towing capacity at 2,300kg is also smaller than on the diesel, but is class-leading for an electric van.

There’s more good news with load space, which is the same as the diesel. So the SWB L1 offers 5.8 cubic metres of cargo space, with the LWB L2 coming with 6.8 cubic metres. There’s a 1,400mm aperture for the back door with 1,932mm of space between the arches.

The load compartment length on the Standard wheelbase model is 2,602mm, while the extended wheelbase version offers 3,002mm. There’s also a hatch in the bulkhead which allows you to put long loads into the space under the front seat, adding another 448mm to the total.

Three Euro pallets now fit inside the Transporter long wheelbase and a useful addition for tradespeople is that electrical devices with a total power of 400 W up to 2,300 W (depending on model) can be operated via optional 230 V interfaces.

Before a higher roof model is launched, all versions also come in under two metres high, making the T7 electric car park-friendly. It you can also fit up to 175kg on the roof rack.

Safety

Standard equipment includes Autonomous Emergency Braking, Lane Assist, front and side curtain airbags, cruise control, rear parking sensors, Dynamic Road Sign Display and Front Collision Warning. As you step up to the higher trim additional features include Intelligent Speed Assist, front and rear parking sensors, Adaptive Cruise Control and a rear-view camera are also included.

Infotainment

As a family of Volkswagen drivers, the touchscreen inputs and menus were pretty straightforward, drawn as they are from the VW passenger range There are some physical buttons for a few functions, including the heated windscreen, and these are located on a single section under the screen. Apple CarPlay and Android Auto are included as standard. We connected an iPhone via a USB cable and it linked up with CarPlay promptly. While we prefer to use Waze or Apple Maps, the built in VW Nav was pre-programmed with our routes.

Cabin practicality

Up front there’s two USB inputs and a 12v socket in the centre dash and a clever pull down cup holder. The doors feature three storage spaces, with a dash top open area as well. There’s a good sized glove box and even a dash top-mounted closing box in front of the passenger. Our test cabin also had two more USBs within the dash top open area.

Driving modes

The Transporter BEV is available with five

Drive Modes: Normal, Eco, Sport, Slippery and Tow/Haul. Plainly, in a BEV, Eco will be your favoured choice. Sport is useful for moving a heavier load or climbing steeper roads.

On the road

From the driver’s seat everything is easy to reach, including the touchscreen. Visibility is also good, although you will need to lean forward to look left on some occasions. The seats, as per all VWs, are quite hard, which we like as it gives the driver plenty of lower back support.

On some narrow, winding and hilly Greek roads the electric was very easy to drive. There was plenty of torque and power on offer to handle some steep inclines.

The electric motor can be heard at start up and when you slow down, but with anything playing on the speakers it’s barely noticeable.

Like the diesel version the e-Transporter is a pleasure to drive. The only difference is the fitting of all-season tyres as standard, clever since it makes the electric model less likely to slip from the off, a problem many battery electric vehicles have, especially rear wheel drive models.

Rear wheel drive does make this a van that’s a lot of fun to drive, though, and on a series of narrow winding Greek roads, with two on board and an empty load space, it literally flies along. It’s 0-62mph time of 8.6 seconds is a lot faster than the diesel’s 13.4 seconds. It’s also fabulously quiet, with just a hint of road and wind noise entering the cabin.

A combination of the tyres, battery weight and overall weight does make it a little more cumbersome on those winding roads than the diesel version, but that’s typical of electric vans and certainly no deal breaker. The ride quality isn’t bad either, with only badly-surfaced roads causing any cabin judders.

As far as range goes we were averaging an okay 2.7kW per mile on our test route. Of course, driving in Eco mode will help conserve the battery, as will utilising the B regeneration function. We tried it and in all

settings the regeneration is noticeable, but in fairness it’s not that intrusive and certainly not one-pedal. It will, of course, help you eke out that extra range, especially useful in the colder months.

Pros

Excellent to drive, very well equipped and hugely practical – a total payload of between 1,013kg and 1,088kg is much higher than the Buzz Cargo’s 592kg, for example.

It’s also cheaper than the Electric Transit Custom, and comes with a better warranty.

Cons

Payload is less than the diesel version. It’s also more expensive. Real world range likely to be 150 motorway miles, or 170 urban miles. It is very similar to the Ford Transit E-Custom.

,

CC&V VERDICT

Utilising the engine platform from the Ford Transit Custom, Volkswagen has produced a much better, more practical electric panel van than before. Class leading in almost every area with plenty of Volkswagen traits, including the front end and grille, as well as VW’s interior set-up, infotainment and digital driver’s cluster. Seat finishes and plastics feel nicer than those in the Ford. Compared with the ‘other’ mid-sized electric panel vans, namely from Stellantis, Toyota, Renault, Nissan and Maxus, the electric Transporter is competitive from a practical and range perspective and as with the Custom, has a classier, more durable cabin. Comfortably ahead of the MercedesBenz e-Vito for range.

A German-American alliance.

CC&V RATING:

D-Max is the gutsy off-roader that’s at home as a premium lifestyle contender

IN 2021 the Isuzu D-Max had a major update, making it at the time the safest pick-up on the road. Interior tweaks were also on the agenda, as was the addition of a ladder chassis.

But as competitors launched their new pick-ups the updates needed an update, so we popped down to a wet airfield near Leicester to take a look at the revised 2025 model range. Here’s how we got on.

What’s new?

There’s a new bonnet, radiator grille, tail lights and bumper design. A re-designed tailgate and an upgraded ADAS system with a wider viewing angle also feature.

Infotainment and tech

D-Max tech has been upgraded. You now get wireless smartphone mirroring on every model with part-digital instruments on the V-Cross. A new Rough Terrain mode on the electronic traction control offers extra help on slippery surfaces or steep inclines.

In more detail

Right across the range the D-Max infotainment systems been upgraded. So Utility and DL20 get an 8.0” screen, DL40 and V-Cross models a 9.0” version with wireless device charging. The system is more logical

too, with DAB, AM and FM radio all located in the same place.

Model range

The D-Max comes in two ranges –Business and All-Purpose – with four trim levels: Utility, DL20, DL40 and V-Cross. There’s also the Arctic Trucks AT35.

We drove the V-Cross; it is leading the way in pick-up sales but may suffer when the new BIK double-cab rules hit in April.

Better news is that the Single and Extended Cab bodies won’t be subject to the BIK change coming in April as they’ll still qualify as commercial vehicles. Note though that single cab models sit 20mm lower than extended or double cabs so aren’t as adept off-road.

Prices

The single cab Isuzu D-Max Utility starts from around £27,500, while the V-Cross

double-cab starts at £38,000.

Engine

and chassis

The 1.9-litre 162bhp engine has been carried over from the previous model. The ladder frame chassis has made it stronger while the longer wheelbase increases load and cabin space.

With 360Nm torque there’s ample power for most, but the very short first gear means you need to change up quickly. The auto box is better but you need to adjust accordingly when pulling out of a junction.

Payload

Every version has a payload rating of at least 1,070kg – vital for tax.There’s also a 3.5 tonnes towing capacity. As every variant weights under 2,040kg it is subject to normal passenger car speed limits, unlike may rivals that go over the threshold and so have to stick to a lower speed limit.

Will it get me through the tough stuff?

The D-Max is still perfect for anyone who needs to use their truck off-road. All versions offer selectable shift-on-the-fly 4WD drive, and on all models bar entry-level Utility, the mechanical rear diff lock gives the D-Max plenty of ability.

The new Rough Terrain function, plus hill descent control and hill start assist also help with off-roading, and you also get a wading depth of 800mm.

What’s it like to drive

So much better to drive than the old model and now proper competition for the Ford Ranger, Toyota Hilux and VW Amarok . It handles the road much more like a large SUV than a pick-up. It’s easy to drive and manoeuvre and also features excellent brakes. The latest seats are comfortable and coupled with the improved body structure, there’s far less body-roll than on previous incarnations.

On the motorway the V-Cross will cruise along happily at motorway speeds. In town it’s surprisingly agile and thanks to the reverse parking camera, easy to park as well. Possibly not as smooth as the larger engines found on competitors, and it doesn’t have their torque either.

None the less, by far the best Isuzu pick-up yet and a CC&V favourite based on price, availability, model choice, conversion options and a family-friendly dealer network.

Emissions and fuel economy

V-Cross manual offers 33.6 mpg/auto 30.7 mpg with emissions of 220g/km and 241g/ km respectively. Move up to a high-spec model with an automatic gearbox and that drops to 31.4mpg and 235g/km of CO2

Pros

Excellent model choice and loads of conversion options. The latest upgrades only add to the D-Max’s appeal.

Cons

The 1.9 engine works fine in almost every situation, but it’s lack of out and out pull could be an issue for some. There’s still some cheaper plastics. Rear seat passengers should expect the occasional bumpy ride when the loadspace is empty.

CC&V VERDICT

Isuzu remains committed to the pick-up sector, for which it should be applauded, and the range of options means there is a D-Max for everyone. Latest upgrades boost refinement and drive, and it looks better than before. A contender for those who want a lifestyle pick-up.

CC&V RATING:

Maxus delivers another surprise with diesel pick-up

Andrew Walker runs the rule over the latest new model from MAXUS,

the T60 pick-up

IF YOU CAN’T beat them, join them. Maxus unveiled the eTERRON 9 electric pick-up in late 2024 to great acclaim, and it was joined earlier this year by a new diesel pick-up in the shape of the T60. We took a trip to the home of the Beatles to put it through its paces.

Tell me more

There’s just one version, the MAX, priced at £34,995, which is powered by a 213hp 2-litre diesel engine. Peak torque is 500Nm. It has an eight-speed automatic transmission mated to a four-wheel-drive system.

Size and practicality

It measures 5,395mm long by 1,960mm wide, and is 1,870mm high. The cargo load bed measures 1,485mm × 1,510mm, with a

height of 530mm. It also has a 3.5-tonne towing capacity, a GVW of 3250kg and a payload of 1,050kg

Outside

At the front the T60 comes with a dark front grille, high LED headlights, black side corner cut-outs and a large MAXUS logo on the bonnet front. The rear has a centre bumper step, vertical rear lights and a T60 MAX logo emblazoned on the tailgate. There’s roll bars and a side step as well.

Inside

The infotainment and driver display is the same as in the ET9, a massive dual screen consisting of a 12.3” cluster and 12.3” central touch screen that stretches across the dashboard top.

There’s no gear lever; instead, you’re presented with a right-side steering wheel stalk with a simple Reverse, Neutral, Park or Drive option. The steering wheel also

features switches on the left for cruise control, and on the right those to utilise the infotainment, hands-free phone, voice control and heated steering wheel.

Located between the front seats is a large armrest which houses a wireless phone charger, electric handbrake and off-road function dial floating above. Here you can connect your Smartphone via Apple CarPlay, utilising the wireless charging pad, or plug in via the two front and one rear USB input. Separate climate controls are located underneath the screen with air vents above.

Equipment

Standard equipment includes a six-way adjustable leather driver’s seat, a heated steering wheel, LED automatic headlights, automatic wipers, the wireless charging pad, DAB radio, Bluetooth, connected Apps for Apple CarPlay and Android Auto, plus six speakers and Maxus connected services. Continued on page 38

“On the motorway the adaptive cruise control is a blessing... it’s a comfortable drive at 70mph in eighth gear on a motorway...”

Continued from page 36

Cabin practicality

There are numerous cabin storage spaces including large door pockets, a glove box, a covered centre are with cup holders and tray and space beneath the centre armrest. In the rear there’s a fold down armrest with twin cupholders inside.

Safety

These include a 360 degree camera, front/ rear parking sensors, Adaptive Cruise Control, Forward Collision Warning, Automatic

Warning,

Emergency Braking, Lane Keep Assist, Lane Departure Warning and driver and front passenger airbags, side airbags and front to rear curtain airbags.

Rear Differential Lock is also standard with three driving modes offered, Eco, Normal and Power.

Infotainment

The screen itself is clear and bright. Our only complaint is that the screen menus – for important items such as Vehicle, Energy, Driving, Connection, Sound System – are located on the left-hand side which is a bit of

a reach for the driver. The infotainment connections for Apple CarPlay worked promptly, using the DAB radio was fine and the inclusion of six speakers gave the system some heft.

Load practicality

T60 comes with a painted load bed liner, a tailgate lock, tailgate lift assistance, rear bumper step, a side step and roof rails.

On the road

We drove the T60 on the motorway and around Liverpool city centre and it rides like a typical diesel pick-up truck, and is certainly no better or worse than the Hilux and D-Max. Up front, the ride feels firm and with leaf-spring rear suspension, it’s the same in the rear.

Front and rear seat space is good with decent head and legroom in the rear as well. The cabin is comfortable and user-friendly, the dashboard and switches are easy to use and to understand and the off road dial easy to reach and adjust as required.

On the motorway adaptive cruise control is a blessing and driving up to 70mph in eighth gear, the T60 cruises comfortably.

Continued on page 40

“Rides like a typical diesel pick-up and is no better or worse than the Hilux or D-Max - the standard bearers for this class...”

MAXUS rolls out free telematics for three years

MAXUS has announced that its cutting-edge Intelligence Onboard platform is now available for all vehicles, including all diesel variants. This expansion ensures that fleet managers and individual drivers can enjoy the benefits of advanced telematics, regardless of the type of vehicle they operate.

Powered by the Geotab telematics platform and distributed through LEVL Telematics, this programme is set to revolutionise fleet management and drive optimisation.

MAXUS Intelligence Onboard offers a comprehensive suite of features, including live tracking, real-time vehicle insights, fuel efficiency monitoring, and proactive maintenance alerts.

And now, for a limited time, the platform is being offered free for three years, making it the ultimate tool for optimising fleet and individual vehicle performance.

With this announcement, MAXUS solidifies its position as a leader in smart mobility solutions. By catering to mixed fleets, including electric and diesel vehicles, the solution will also identify ICE vehicles that could transition to EV at the press of a button.

Key features of MAXUS Intelligence

“Incredibly well equipped compared to same priced Ford or VW truck... interior feels built to last...”

Continued from page 38

Road noise does enter the cabin thanks to the large tyres and wing mirrors, but again that’s par for the course in a pick-up.

You can alter performance via a range of drive modes – ‘Eco’, ‘Power’ or ‘Normal’. Eco in town is the obvious choice, and opting for Power when fully laden makes sense too. Top speed is 105mph.

Off-road details are interesting. Venture off the tarmac and the clearance is 230mm on the back axle, 217mm on the front axle and 230mm between the axles.

Maxus quotes an approach angle of up to 29-degrees and a departure angle of up to 26-degrees, which are both class competitive.

Pros

As it’s only available in ‘MAX’ form, it’s incredibly well equipped compared to the same priced Ford or VW truck. The interior is well presented and it all feels built to last. Good safety and plenty of infotainment features come as standard, too.

Cons

It’s brand new so residuals could be an issue. That’s not Maxus’s fault, and you could see even this negative point wither away in time.

Onboard include:

Live tracking: Monitor vehicle locations in real-time for enhanced oversight and planning.

Fuel & charging insights: Optimise fuel and charging efficiency to reduce costs.

Proactive maintenance alerts: Stay ahead of issues with early warnings to avoid costly breakdowns.

Range optimisation: Plan routes and manage range effectively.

Integrated mixed fleet management: Manage EV, petrol, and diesel vehicles seamlessly from a single platform.

Automatic EV transition insights: Identify ICE vehicles ready for an electric transition. Andrew Lawson, managing director of

Harris MAXUS UK, said he was excited about the expanded offering: “This marks a significant milestone for MAXUS as we bring Intelligence Onboard to all our vehicles. By extending this innovative telematics solution to both EV and diesel models, we are empowering our customers to optimise their fleets and vehicles like never before. MAXUS remains committed to leading the way in smart mobility, ensuring that no customer is left behind in the journey toward smarter, more efficient driving.”

Jan O’Hara, CEO of LEVL Telematics, emphasised the transformative potential of the platform: “The integration of MAXUS Intelligence Onboard across all vehicle types is a game-changer for fleet management. This solution, powered by the Geotab platform, delivers the tools businesses need to reduce costs, increase efficiency, and make data-driven decisions.

We are thrilled to support MAXUS in bringing this industry-leading technology to a broader audience, ensuring every vehicle operates at its full potential.”

MAXUS Intelligence Onboard is available now for all MAXUS vehicles, with free access for three years for new registrations.

CC&V VERDICT

When we tried the electric Maxus ET9 late last year, we had no inkling that Maxus was planning to launch a diesel pick-up. Having driven it we’d say that when compared like-for-like in the competitive pick-up sector, it’s stacks up well alongside the established players. While not as refined as the Ranger or Amarok, it’s priced competitively to compete with their lower specced models, while offering the ride and practicality of a Hilux. With perhaps a gentle nod to the sadly departed Nissan Navara and Mitsubishi L200, it’s pretty comfortable on road and very capable off it. Perhaps its closest competitor is the Isuzu D-Max, which as our reigning pick-up of the year is high praise indeed. It’s another pick-up option can only be good news.

CC&V RATING: ✮

New partnership puts Harris MAXUS at the heart of the Superbike action

HARRIS MAXUS has taken up a new role as a major partner of the Yamaha WorldSBK Official Team for the 2025 and 2026 FIM Superbike World Championship.

The landmark partnership will unite cutting-edge automotive engineering with the world’s most highly developed production motorcycles, showcasing the shared commitment of both MAXUS and the team to performance, innovation and excellence, on and off track.

The partnership comes at an exciting time as six-time WorldSBK Champion Jonathan Rea spearheads the team into the new season, alongside teammate Andrea Locatelli.

Since Yamaha’s highly anticipated return to WorldSBK in 2016, the team, operated in direct partnership between Yamaha Motor Europe and Crescent Racing, has become one of the dominant forces in the championship. The team boasts an illustrious history, including a ‘Triple Crown’ victory of Riders’, Manufacturers’ and Teams’ Champions in 2021.

After a challenging 2024 season, the team heads into 2025 with renewed determination. With Yamaha engineers pushing the

development of the Yamaha R1 WorldSBK, the team is poised for a season of redemption and success.

Brian Patterson, group managing director at the Harris Group, said: “We are thrilled to partner with Crescent and Yamaha’s Official WorldSBK Team. This collaboration offers an incredible platform to showcase the MAXUS brand and connect with new audiences, highlighting our cutting-edge technology and commitment to sustainability. Seeing the Harris MAXUS identity on Yamaha’s race machines this season will be a proud moment

and allow us to engage with fans and dealers worldwide. Together, we look forward to achieving great things on and off the track.”

Paul Denning, team principal at Yamaha WorldSBK, said: “It’s always a pleasure to begin important new partnerships, and even more so with such an innovative, yet well-established and trusted company as the Harris Group. Having recently seen the impressive Harris Group Dublin HQ and latest MAXUS T90EV pick-up truck first-hand, it’s very clear that we are working with a serious partner. With MAXUS already delivering impressive sales volumes in the UK and Ireland, we look forward to helping the Harris Group further increase the awareness of MAXUS. We also look forward to engaging with MAXUS dealers and customers at various events during the 2025 season.”

The Harris MAXUS logo will feature prominently on Yamaha’s race bikes, team apparel, and promotional materials.

The FIM Superbike World Championship (WorldSBK) is the premier production-based motorcycle racing series, delivering thrilling competition across 12 international venues annually.

Nissan delivers an urban CV star to make your wishes come true

Nissan rebadged its NV300 mid-size van in 2022 as the Primastar. CC&V got to grips with one, courtesy of Westway Nissan in Manchester. Here’s what we thought...

What is it?

Based on the Renault Trafic, the Primastar panel van features a refreshed exterior, a more upmarket interior, loads of new safety features and improvements in tech and connectivity.

It comes in two heights and two lengths, and there is also a Crew van with six seats, a platform cab or Combi with up to nine seats.

Engines

Four Euro 6D engines are available. A 110hp 300Nm manual, 130hp 330Nm manual, a 150hp 350Nm manual or auto and a range topping 170hp 380Nm manual or auto.

Panel Van

There’s L1H1 and L1H2 versions offered. The L1H1 and L1H2 load compartment measures 2,537mm long, 1,662mm wide, with the H1 height being 1,387mm, the H2 height 1,898mm. Payloads are L1H1 1,017kg, L1H2 1,227kg.

Plus there’s longer L2H1 and L2H2 versions, which increase load length to 2,937 mm. with payloads of L2H1 909-1,251kg and L2H2 1,009-1,032kg.

Primastar also comes with one or two sliding side doors and features up to 18 load securing rings and offers up to 8.6m³ of cargo space. Side hinged rear doors open 90/180 degrees or up to 255 degrees as an option, with a 1.3 m wide access.

The bulkhead flap increases load lengths to up to 3.75m in the L1 and 4.14m in the L2 vans.

Specs

Visia, from £28,790, comes with LED front headlights, cruise control, remote central door locking, AM/FM/DAB audio system with Bluetooth telephone integration, Blind spot Mirror in passenger sun visor and a driver’s airbag.

Acenta, from £30,290, adds manual air con, rear parking sensors, front fog lights, full wheel covers, the load-through facility in the bulkhead, a fold-down central seat with detachable A4 clipboard with under-seat

storage and a passenger airbag.

Tekna, from £31,790, ups the ante with a rear view camera, MediaNav 8” touchscreen, SatNav, Android Auto and Apple CarPlay, 17” alloys and front parking sensors.

Finally, there’s the range-topping Tekna+. This costs from £33,690 but it adds a host of additional safety and driving features, including Lane Departure Warning, Auto High Beam headlight, Blind Spot detection, a driver attention alert and Traffic Sign Recognition. You also get keyless entry – always very useful when you have your hands full – and forward emergency braking.

Exterior

The latest Primastar has a squarer, more bulbous front end than before, with a large black and chrome grill, C-shaped daytime running lights as standard and deep boomerang-shaped bumper indents which contain the fog lights.

In effect, the revamp moves it away from the look of the previous NV300 and old Vauxhall Vivaro, which is now built under the Stellantis umbrella.

Interior and infotainment

The switchgear is very car-like, which is a good thing, plus there’s a new dashboard. The build quality is very good as are the seat fabrics and door finishes. Our Acenta test van featured a driver’s armrest and manual seat adjustment, single USB, ECO driving function and the AM/FM/DAB radio with Bluetooth.

With Tekna and above, NissanConnect is on board for your entertainment, settings and SatNav. This includes voice recognition and smartphone integration so that you can monitor your van via the Nissan App.

Economy and performance

Stop-start technology comes on nearly every version and there’s an ECO button on the dash that you can push which helps with economy, too. The Blue dCi 110 that we drove will go from 0-62 mph in 16.8 seconds and will reach a top speed of 103mph. Emissions are 182-186g/km with combined economy of 39.8-40.9 mpg.

All Primastar vans come with an 80-litre fuel tank and a 25-litre tank of AdBlue, which needs to be filled every few thousand miles or so. The trip computer will let you know when it requires topping up.

Cabin practicality

84 litres of cabin storage is very impressive, including two decent door pockets, three drinks holders and 54 litres of space located under the passenger bench. Furthermore, on some versions the centre seat back folds down to reveal a desk.

The gear lever is set slightly right of the centre front seat so there’s actually more passenger leg room in the Primastar cab than in the Stellantis competition. And don’t forget, on Acenta and above, there is a flap located in the bulkhead for longer loads, and easy-to-use rear door catches, making opening the rear doors to 180 degrees simple.

Warranty

Buyers get a pan- European five-year or 100,000-mile warranty, in addition to the eight-year or 100,000 miles battery warranty for the EV version. This includes bumper-tobumper protection, genuine parts and accessories and roadside assistance. Continued on page 46

‘Primastar offers on-trend tech and a high quality, comfortable cabin’

Continued from Page 44

Driving

We were testing the L1H1 110 Acenta Panel Van and it offers a very decent drive. The six-speed manual gear box is smooth and combined with a light clutch, the Primastar made light work of Manchester’s early morning gridlocked roads.

In town it’s simple to manoeuvre and straightforward to park. The 110 dCi engine is extremely quiet and feels quicker than the claimed speeds, especially when accelerating to join the motorway.

Talking of which, at motorway speeds and in the pouring rain, some wind and road noise does enter the cabin, but overall it’s one of the quieter medium van cabs we’ve experienced.

We were driving unladen but even then the ride comfort is very good. On the motorway,

simply select cruise control and away you go, adjusting your speed on the steering wheel with your left thumb.

You need to use the stubby steering wheel stalk controls to adjust the entertainment volume and we connected our iPhone via Bluetooth, which was easy.

The adjustable driver’s seat, and reach and rake steering wheel, mean it’s easy to get comfortable, and if you have three up-front, there’s decent leg room for both passengers. However, the location of the gear lever, which helps give your centre front passenger more leg room, means there’s not much room for the driver’s left foot.

Pros

With two load lengths and two load heights, there’s a Primastar panel van for everyone. The cabin is both comfortable and practical, with the addition of improved

safety and tech on higher spec versions good news as well.

The range of Euro 6 friendly engines all offer decent fuel economy and the 80-litre fuel tank will take you a very long way. Above average front centre passenger leg room is very welcome.

Cons

It doesn’t have the highest load volume in the class. On longer journeys, the lack of left leg room when driving is noticeable. It’s almost identical to the Renault Trafic.

Verdict

Nissan has always had a good range of vans, and with the introduction of the small Townstar and Townstar EV they’re finally shouting about it. Customers can now see that they’ve an excellent mid-range van too, with the Primastar offering a high quality,

comfortable cabin with good safety and tech on higher specced versions. It also looks better on the outside than the Trafic.

It’s now on equal footing with most of the competition and with Nissan’s five-year warranty, offers a better back-up than many.

CC&V VERDICT

Possibly the medium-sized van Nissan has needed for some time. Hard to fault and its sheer practicality will appeal to many.

CC&V RATING:

eDaily has the warranty, range and payload CV fleets need

THE latest Iveco eDaily was first seen back in April 2023 at the CV Show. It is offered in van, cab, crew cab, chassis cowl and minibus body variants from 3.5 to 7.2 GVW, in single-wheel and twin-wheel versions, with a broad range of height and wheelbase options.

All technology and comfort features of the standard Daily are available on the electric model, including the AIR-PRO intelligent pneumatic suspension.

Volume and payload

eDaily is the only electric LCV to offer up to 20m3 cargo volume, up to 4.6t payload, up to 3.5t towing ability and to offer alternative rear axle ratios on the 50C (3.6 or 4.44) and 72C versions (4.3 or 5.13) to emphasise either performance or efficiency.

Power

Performance is in line with the ICE version: 140kW (190CV) max power, 400Nm max torque and up to 120km/h maximum speed. All eDaily models are rear-wheel drive, with a chassis-mounted mid-rear electric motor and conventional axle.

When extra-power is needed, drivers can take advantage of an additional boost by activating eDailys distinctive Hi-Power function.

Batteries

Offered with one, two, three or four 37kWh battery packs, the eDaily can cover up to 248 miles on a single charge.

Warranty

It comes with an eight-year 100,000-mile warranty for vehicles with one battery, or 155,000-miles with two or three batteries. A three-year or 100,000-mile chassis warranty accompanies the 2XL Repair and Maintenance package which is included for all models. The batteries are protected by eight-year and up to a 250,000km battery warranty including replacement when capacity drops below 80%.

Charging

11Kw is the default on-board charging capacity so on a 7.4kWh home charger the time taken to charge to full from zero is 3hr 10 mins with one battery, 6h 20 mins with two batteries, 9h 30 mins with three batteries or 12h 40 mins if you have the four battery package.

An optional 22kW on-board charger can be added so speeds decrease to 1 hour 30 mins, 3h 10 mins, 2h 50 mins and 6h 20 mins as you increase the batteries fitted.

Away from home, charging speeds of 40kW one battery, 80kw and 115Kw with

two, three or four batteries are offered, so a 20% -80% charge with two batteries is as fast as 30 minutes. Three batteries takes 35 minutes, four batteries, 47 minutes,

Connectivity

Now that electric vans have been around for a while, operators will know that it’s the data of their electric vehicles’ every day driving that is key to running their fleet successfully. eDaily features a connectivity box enabling real-time data exchange that provides access to all IVECO Services. Customers can access the connectivityenabled services through the IVECO ON portal with its data management and web-API functions, without needing to modify their mission profile, work cycle or operational patterns.

The on-board software is regularly updated over the air with real-time data generated by the vehicle monitored remotely by the IVECO Control Room. Proactive and predictive diagnostics prevent unplanned stops and allow for the scheduling of your eDaily’s maintenance. eDaily also features a Routing app to predict the vehicle’s range, the required charges to reach the destination and the exact time of arrival.

Continued on page 48

‘Adding

or subtracting batteries allows you to tailor your eDaily to your requirements’

Continued from page 47

Range assurance alerts inform the fleet manager when the battery’s remaining range is critical. On board, climate control and SatNav to the nearest e-charging station can also be activated via voice command.

Exterior

eDaily looks just like a normal Daily, bar a few coloured accents on the trim. There’s a large u-shaped front grille, with high corner headlights and the IVECO logo in the centre of the bonnet, with a revised E in the centre.

Interior

We were particularly impressed with the latest Daily’s build quality when we drove it and the eDaily carries that over with some very solid plastics used on all of the interior fixtures and fittings.

It’s all finished in black and chrome, with centre-dash touchscreen the highlight. Short cut buttons for City steering sit above the screen, with separate climate dials below. The automatic gear lever is high to the right of the steering wheel, which also houses controls for the infotainment and cruise control.

eDaily comes with adaptive cruise control, autonomous emergency braking, hill descent control and crosswind assist, while a Traction Plus grip-finding driving mode is available too.

You also get a two-way adjustable steering wheel, TFT instrument cluster and the infotainment system works with both Apple CarPlay and Android Auto.

The 10” configurable cluster with three layouts is clear and easy to read and ditto for the 10” colour infotainment screen. IVECO Driver Pal with the in-cab microphone is also offered.

Driving

We drove a couple of eDaily 3.5t panel vans, equipped with one and two batteries. Millbrook features a myriad of driving experiences and we took both vans around the bowl at 70mph, where it purrs along nicely. It’s also extremely quiet even at high speeds. Next up was the uphill road route where eDaily didn’t skip a beat. There’s plenty of power available to tackle a steep incline and on a steep descent we utilised the on board hill descent to make life easier.

The narrow winding hilly course was up next, so we switched to City Steering which made the power steering a touch lighter. At speeds of up to 30mph it handled the twists and turns with aplomb, showcasing the Daily’s famous small turning circle. Handling and steering are exemplary.

Conclusion, it drives and feels like a normal Daily but is quieter, which has to be a good thing. Same interior, same drive, same dimensions, same payload – simples!

What’s different from a normal Daily?

The main driving difference with eDaily over Daily is the braking system. In common with other EVs, eDaily offers three levels of regeneration. Sailing, which offers little regen and maximum power, is useful for heavy loads and steep climbs. Standard regen sits in the middle, while the One-Pedal Drive, where regenerative braking is increased, is the top setting. This allows you to take your foot off the accelerator and let the van slow without the need to touch the brake pedal.

What’s good about them is that they are all very intuitive, with little or no noticeable drag between each. On stop-start urban journeys you can utilise the one-pedal mode, for faster urban and semi-urban Coasting, and for

motorways or heavy loads, Sailing is available. In addition to regeneration, it’s possible to limit the van’s power output by changing driving mode, allowing you to go further. All controls fall easily to hand and are cleverly integrated into the centre point of the van including the gear lever and electric handbrake.

Pros

Very much like a normal Daily so a proven load-lugger. Plenty of body options, best-inclass towing from the 7.2t version taking it into e Fuso Canter territory. Very easy to drive, great cabin and also comfortable.

Cons

Expensive, so lease. If you do upgrade the battery it’s costly, as would be removing one. 80kW maximum charging is a little slow. AirPro suspension is fab but it’s not cheap. Payload not as high as some competitors.

CC&V VERDICT

Driving the eDaily isn’t that different from the diesel. Impressive number of weight carrying options, with a vast range of conversions available as well. The one battery model doesn’t have a very good range or offer faster charging, while the three-battery version is heavy and reduces payload. The two-battery version is perhaps the one to pick. On the plus side, on road it’s impressive, with great handling and a comfortable ride. The regen tech works well and choice of driving options has all bases covered.

A great addition to the electric van sector.

CC&V RATING:

Latest eSprinter nails range and beefs up the comfort and tech

The Mercedes-Benz eSprinter comes with almost three times the range of the Mk1 eSprinter, and also now features a refreshed cabin and on-trend tech. We took it for a spin and discovered a large electric van that will now take you as far as 281 miles.

What’s new?

The new 113kWh battery is good for 281 miles, and there’s a smaller battery 81kWh version with a 185-mile range. There’s also a new brake regeneration system with an ‘auto’ mode and updated MBUX infotainment.

Model choice

The original eSprinter came in one spec, Progressive, and one size, L2 H2. With eSprinter Mk 2, as well as two batteries, there are also two vehicle choices, panel van and chassis, two trim levels, PRO or SELECT, two vehicle lengths, L2 and L3, and two motors, 100kW or 150kW, so there’s clearly been an evolution when it comes to customer choice.

The entry level PRO comes with plenty of driver-friendly features. These include the MBUX multimedia system with 10.25” touchscreen, DAB, Bluetooth, electric parking brake, air con, a heated driver’s seat with armrest, a multifunction steering wheel and a double passenger seat.

From a practical point of view there are double side-opening doors to 270 degrees, a full head bulkhead, loading bay wall lining, a wooden floor and a towing eye rear.

Safety features include ASSIST systems for Active Brake Attention, Crosswind, Blind Spot ASSIST, Intelligent Speed and Active Lane Keeping – which I’m pleased to say you can turn off from the steering wheel.

Infotainment

The previous eSprinter was rather sparse in this area so it’s good the latest version runs the updated MBUX system, with a 10.25” touchscreen, radio, Bluetooth and a multimedia interface with 3X USB C ports. With the £45 Smartphone Integration Package you also get wireless connected Apps for Apple CarPlay or Android Auto.

Charging

Charging speeds have improved, with 11kW AC charging and 115kW DC charging offered. Charging times for the 113kWh model are from 0-100% in 11 hours on an 11kWh wall box, with DC charging from 10-80% in just 42 min at the maximum 115kW charging speed. For the smaller

81kWh battery these times are reduced to 8 hours and 32 minutes, with home charging on a 7.4kWh charger taking 12.3 hours.

Driving modes and brake recuperation

Normal, Eco and Max Range are your options for driving mode. the first of these modes replicate normal driving conditions, so there’s no brake regen and you use the battery up faster. You can remove this mode when you order your vehicle, leaving just Eco and Max Range, both of which give improved electric performance. By utilising the paddles behind the steering wheel the driver can also select from four regeneration levels. Doffers the most regen with maximum recuperation and fastest deceleration, through D or D+, which both reduce the braking force.

Exterior and interior

No big changes on the current Sprinter range, and unmistakeably a Benz. Neat and tidy interior design with a clutter-free dash. All in all it’s a very car-like cabin to be in, and is easily our favourite large van interior.

Practicality

That big, heavy battery causes payload issues. Mercedes has classified all 115kWh versions as 4.25 tonne GVW, the same rating it gives the 81kWh 420 van L3 Pro. There are 3.5 tonne and 4.15 tonne GVW versions of the small battery.

Driving

We drove the L3 model and it’s a very long van, but in many ways doesn’t feel it. The

electrically assisted steering is a major plus, with urban driving super-easy thanks to well-weighted feel. With little feedback it’s also a winner in a straight line, making light work of motorways.

Performance and driving range

The L3 Select 414 panel van tested comes with 204hp and 400Nm from its 150KW E-motor and offers a 270-mile WLTP combined driving range. We drove 75 miles and used only 62 miles of range by taking advantage of the on-board brake regen. It is a reassuringly accurate driving range.

Pros

Massively improved battery range. Lovely comfortable ride and cabin. Packed with safety features and the latest connectivity. Plenty of model options inclusion chassis.

Cons

For anyone who passed their driving test after 1997, the largest battery versions can’t be driven on a normal licence. Compromised payload for some. Large versions are pricey.

CC&V VERDICT

Huge improvements make this a go-to model. Careful of the bigger L3 model: younger drivers will need a Cat B licence to drive one, because of the weight. However, not all operators need that bigger payload so the smaller 81kWh version solves that. Expensive, but brilliant.

CC&V RATING: ✮