Company Car & Van October 2022

As more electric vehicles arrive and fleets ponder how quickly they can switch to an EV fleet, our October print and digital issue takes a special look at electric motoring, including EV fleet management, EV charging solutions, EV rental and EV breakdown cover, with contributions from Mobilize, Sevadis, Europcar, Northgate, EO and the AA.

Talking of new arrivals, our cover star, the MG4, proves that you can make a quality electric car within a relatively tight budget, something other manufacturers need to take note of. We took a spin in one and came away very impressed.

Mazda has an electric MX-30 but its first plug-in hybrid, the CX-60, has just been launched and we visited Liverpool to find out more about this very important model for the brand.

At the CV Show in late May, Toyota had its largest ever stand of commercial vehicles, including the Toyota Corolla Commercial. This month we drive it. Also at the CV Show was the debut of the Maxus T90, the UK’s first electric pick-up. Interest in this is skyhigh and we were lucky enough to try it. Our thoughts inside.

Elsewhere, on cars, we review the all-new Kia Niro, Lexus introduces the latest RX, we

take a closer look at the BMW 2 Series Active Tourer and cast our eyes over the Volkswagen ID.5 and drive the teeny, tiny Citroen Ami.

On the van and pick-up front, Fiat Professional has re-launched its Scudo medium van, which we test this time. We shine a light on why the SsangYong Musso offers an affordable route into a pick-up. Nissan’s Townstar breaks cover, LEVC continues to grow sales with the VN5, the ID. Buzz is almost here and we spend some time with Evans Halshaw Ford as they launch the E Transit in Manchester.

Andrew Walker, Editor and Publisher

Hello Musso!

There is an irony in that, as the pick-up market has grown, so the choice available to them has shrunk. Perhaps that’s why SsangYong gave its Musso a facelift in the hope – if you’ll excuse the pun – of picking up some new customers from Mitsubishi, for example.

The improvements mean that the latest versions make a far better fist of appealing both to the user-chooser business owner and the pick-up workhorse customer.

There are three standard models in the range: Musso EX, Musso Rebel and Musso Saracen, plus the Musso Rhino LWB. All offer good value: just £23,610 for the EX, £27,610 for the Rebel, £31,010 for the Saracen and £32,010 for the Rhino LWB, all plus VAT.

We tested the Saracen, which shares much of its design and layout with the Rexton, SsangYong’s SUV – and that’s a good thing. Looks-wise though, the Musso is a chunky, narrow-windowed vehicle, sharing the basic pick-up look of the sector, but with smaller running plates and a higher rear end. It also features a black ladder style front grille, LED lights and fog lights, a shark fin antennae, black and silver roof rails and side steps with new Saracen graphics. There’s also rear privacy glass.

Interior

Inside there’s a very car-like interior, with Nappa leather upholstery, heated and cooled front seats, heated rear seats, a heated steering wheel, central locking including the tailgate, 18” alloys, auto lights and cruise control. There’s a standout 9.2” touchscreen infotainment system with SatNav, DAB, Apple CarPlay and Android Auto. It’s put together well and feels built to last. Not as posh as the now departed VW Amarok or Mercedes-Benz X-Class, but matches the cabins of the established market leaders.

Infotainment

There are three advanced state-of-the-art

infotainment systems. EX models feature a DAB radio with Bluetooth connectivity. Rebel models feature a DAB radio with an 8” screen, built-in rear-view camera plus Apple CarPlay and Android Auto.

Upgrade to Saracen or Rhino and you can enjoy all of these features and a 9.2” HD touchscreen with TomTom navigation for a great audio experience.

Safety

The only thing it lacks is some of its competitors’ safety features. When compared to the latest Isuzu D-Max, for example, the Musso is found wanting. All models do come with six airbags, but only Saracen and Rhino models offer Rear Cross Traffic Alert, Blind Spot Assistance or Lane Change Assist.

Ride

To try and cancel out that unladen load area pick-up bounce, the Musso has a multi-link set-up in place of more old-fashioned leaf spring arrangement. In theory this should reduce the harder rear passenger ride and to be fair to SsangYong, it works to a point.

The Rexton underpinnings mean that the Musso is quiet on the road and with its low centre of gravity, body roll is to a minimum. The steering is light for such a large vehicle and on the motorway in particular, pop the cruise control on and the Saracen is a pleasure to be in. It’s also appealing over undulating country lanes but on anything bumpy or pot-holed, rear passengers will experience an uncomfortable ride. Of course, we spent our entire week with our test vehicle unladen and I have no doubt that if laden, the shuddering would be reduced, but if I was going to be picky, this is the one thing that lets the Musso down. Having said that, it’s a problem that most, if not all, pick-ups suffer from, so don’t let that put you off.

Practicality

The Musso is a great workhorse. The

maximum official payload is 1,095kg for the manual and 1,140kg for the Rhino LWB, and it will also tow 3.5 tonnes of braked trailer and do so with a tonne in the load bed, giving it a gross train weight of 6,750kg or 6,900kg for the Rhino LWB auto, which is very impressive. It’s equipped with a selectable 4WD system; 2Hi, 4Hi and 4Low, but doesn’t feature a diff-lock, although there is a traction control system which should come in useful.

The load bed of the EX, Rebel and Saracen offers a 1300mm load length, by a maximum width of 1570mm. The larger Rhino, offers a 1610mm load length, by a maximum width of 1570mm.

Warranty

Ssang Yong also offers an impressive seven-year, 150,000-mile warranty. Fuel economy on the auto is a claimed 34.4 mpg, with our week in it seeing us return 29.9mpg.

Cons

That SUV driving set-up does have some negatives when you need to venture off-road. The 20° approach, 22.5 departure and 20.3° ramp-over angles are low, with the wading depth of 350mm the lowest in the sector. The lack of safety equipment on lower specced versions is the only other negative we could find.

Pros

Compared to the competition, the Musso is incredibly good value for money as well as being a very competent pick-up.

CC&V VERDICT

With less choice than ever in the pick-up sector, the Musso is well worth considering.

It’s great to look at, versatile and brilliant value for money

CC&V RATING: N N N N

Pick-up fans have been somewhat starved of options recently, but a facelifted SsangYong Musso is definitely one to consider, says Andrew Walker

Different name but excellent service remains the same at East Yorkshire’s favourite dealership

Having been a main Mitsubishi dealership for 30 years, a lot has happened in the past two years, with the dealer boosting its offering of new vehicles by adding SsangYong, Subaru and Isuzu models, as well as a full range of used vehicles from all manufacturers.

With full servicing, warranty and repair needs covered too, Livingstone Motor Group is now your one-stop-shop!

Previously named Hull Mitsubishi, it has always prided itself on genuinely looking after all customers and making sure its service standards are a priority. So while the name has changed, it’s the same people in the same place offering the same outstanding service. No wonder Livingstone Motor Group has an outstanding reputation in East Yorkshire and beyond.

Andrew Iveson (Managing Director) said: “It’s been a very exciting time at the dealership; with the new franchises we have had a lot of learning but it’s been fun along the way.

“We have had huge success with SsangYong this year so far. The company has been ahead of the game in terms of availability, making our life much easier. I can currently get

most SsangYong models within four to six weeks.” Of the range, “the Musso L200 has been well received by current and new customers.”

In addition, “Subaru has a very exciting electric car on its way which is causing a great deal of interest, and everyone is very excited to get their hands on this new model. There’s certainly a lot going on and customers and staff are loving the changes.”

He added: “We have tried to continue to develop the dealership with family values and a great range of vehicles, a one-stop-shop for all. You will be well looked after! We have a great range of vehicles to look at and with a dedicated professional aftersales team, we will always care for you during your full vehicle

ownership. The aftersales team has expanded, so we can now look after far more vehicles out of manufacturers’ warranties, at lower cost rates that often surprise people just how cost-effective it can be, coming to us.

“Please call or visit and see for yourself. I am sure you will be pleased with what you find.

“We have tailored some offers just for Company Car and Van readers, so please mention this to unlock fantastic offers! Plus, we have vehicles in stock or available within a few weeks, and offer nationwide delivery.” You can find Livingstone Motor Group (Hull Mitsubishi) Livingstone Road, Hessle, Hull HU13 0EG, or call the dealership on 01482 627527.

Livingstone Motor Group on Livingstone Road, Hessle, Hull has expanded!

The SsangYong Musso Rhino

You’ve got the EV – but what’s next?

You’ve taken the plunge and decided that your business is ready to dip its toe in the electric vehicle market. Your electric vehicle is ordered but that’s just the first step. What about chargers? What type do I need and where can I fit them? Do my electric vehicles need breakdown cover? Is there an electric fleet management company and who are they? Should I be renting EVs rather than leasing

Time to end the myths around EVs, says Ohme

Research by Ipsos Mori has identified a number of misunderstandings surrounding EV ownership and charging at home, says leading smart charging company Ohme. With sales of new EVs up 48.8 per cent so far in 2022, Ohme says it’s time to clarify a few popular myths to do with running an EV. “Running an EV is undoubtedly a big change, but our experience is that it can often be a hugely positive one,” explains David Watson, Ohme CEO. “With household finances under increasing pressure, there’s never been a more important time for new, existing and future EV drivers to improve their awareness of the new technology.”

The top myths about EV ownership: Myth: The installation of an EV charger is too expensive

Truth: Some leasing and hire companies provide a bundled package that include the cost of a new charger with a new EV. Energy supplier Jersey Electricity includes the price of an Ohme Home Pro charger as a package within some of its monthly electricity plans, for instance.

Myth: The installation of an EV charger is too complicated

Truth: In the majority of cases, fitting a charger to your home is a fast and simple process. The most common reasons for it taking slightly longer can include if your parking space is not directly next to your home, if it’s a long distance from the fuseboard to the charger or your existing electrical supply needs upgrading.

Myth: Charging at home will rely more on fossil fuels than at public chargers Truth: Smart chargers offer drivers the option to charge their cars when renewable energy generation on the National Grid is at its highest. It obviously also depends on your choice of energy supplier, but all of Octopus Energy’s electricity tariffs are 100 per cent green.

them? Does my electric car need different tyres? These are just some of the questions that SME fleets are asking daily, and in this issue of CC&V, we’ve gathered together some experts who, over the following pages, will hopefully answer these questions and more, as the drive to electric continues.

Read on...

The 4way Quantum – and why it could be the ideal solution to charging needs

Businesses of all shapes and sizes across the country have been offering electric vehicle charging facilities to their staff and visitors for some time now, and it’s only becoming more and more common to do so.

While offering the UK’s largest range of AC Fast and DC Rapid charging points, Rolec also has the reputation for delivering cost-effective, scalable solutions to suit all budgets and requirements.

Last year, they introduced the 4way Quantum, an intelligent electric vehicle charging pedestal that enables four vehicles to recharge simultaneously using just one pedestal.

It is the perfect solution for workplaces, visitor attractions, communal car parks, new commercial developments, and public destinations.

The 4way Quantum has been endorsed by the Office for Zero Emission Vehicles (OZEV) which can see businesses save a staggering £1,400 per 4way pedestal with grant funding. Plus, SMEs and residential landlords may be eligible for an additional £500 per provisioned

parking bay. As this pedestal services four bays, that’s a grant of £3,400 per four bays! These grants are not to be missed out on.

When opting for this charging pedestal businesses can benefit from the integration of Rolec’s smart back-office management system, VendElectric, enabling them to completely control and manage their own electric vehicle charging network. VendElectric allows businesses to understand chargepoint consumption data; download analytical reports; set chargepoint user tariffs; benefit from over the air firmware updates and much more!

Businesses also have the option to utilise VendElectric’s electrical load management feature; a system that enables businesses to maximise their chargepoint potential on restricted supplies.

This feature is specifically designed for installations where the electricity feed capacity is insufficient to fully power all charge points at once, intelligently allocating the available power across the chargepoint network to best satisfy real-time demand.

SME fleets & EV charging: where to begin?

This year, the DfT announced additional grant funding initiatives for the deployment of electric vehicle charging infrastructure to support the UK’s road to Net Zero. New funding has enabled businesses of all shapes and sizes to benefit from cost savings when it comes to installing EV charging points on-site; an initiative that has been welcomed by various industries, particularly in the current financial climate.

Affordability of EV charging points is often a discussion point in strategy meetings, however with the introduction of the EV Infrastructure Grant for Staff & Fleets, SMEs can save up to £15,000 on the purchase and installation of their EV charging points.

What’s more, businesses can claim this grant funding for up to five premises; so, essentially, businesses can save a maximum of £75,000 on their network of chargers.

For businesses that require additional EV charging points in the future, they are also able to claim further funding via the Workplace Charging Scheme (up to £14,000) – again, supporting businesses with the initial upfront costs associated with the purchase and installation of EV charging points.

The case of affordability then becomes less of a concern for most, but for some, there is still potentially costly groundworks, but with the industry moving forward, businesses can access multiple payment/finance models to support such expenditure.

Whether businesses are seeking to install EV charging points for fleet/staff-only use, or for the use of the public too, one key consideration is how will the fleet manager/operator monitor EV chargepoint usage and consumption. Smart

points. For businesses, it’s crucial that they operate their network of chargers using a smart back-office management system that allows for transparency, flexibility and complete control.

Common questions include ‘how many chargers do we need,’ ‘can I add more chargers in the future,’ ‘will my premises be able to cope with the demand?’ All valid questions to ask.

Firstly, the number of EV charging points required for your premises depends on the number of EVs on your fleet and whether you plan to increase that number in the future. Adding chargers to your premises can be actioned as and when, however, as there is no definitive time-limit on the EV charging point grants, making the most of them now before it is too late is advised.

back-office management systems such as the Sevadis Cloud, Monta and Fuuse all provide the means to understand energy consumption; track usage; set user-tariffs; bill customers etc., all of which are crucial to a fleet manager/ operator’s daily operations.

While many businesses offer free EV charging to staff and fleet drivers, some also offer the facilities to recharge at a rate to recoup the costs of energy, as well as the investment committed to deploying EV charging

With regards to premises ‘coping’ with demand, opting for an EV charging solution that offers dynamic load balancing is a must – this ensures that power is balanced intelligently without disrupting your site’s overall electricity supply.

At Sevadis, our consultative approach provides fleet managers/operators with peace of mind; we ensure that all bases are covered, from project conception to completion.

•

For more information on grant funding, regulations, trends and project support, visit: https://sevadis.com/

Craig Slater, MD of EV chargepoint solutions provider, Sevadis, discusses the key elements SME fleets should take into consideration when deploying EV charging infrastructure.

“For businesses that require additional EV charging points in the future, they are also able to claim further funding via the Workplace Charging Scheme”

Amp EV is with you on your EV journey

Glasdon Group Limited has committed to being a Responsible Business and is constantly evaluating its social and environmental impact. A key priority is to see how it can positively contribute to both the communities in which it operates and the wider environment. Over the years they have taken many steps to help achieve this, as can be seen from its ‘Responsible Business’ journey.

As part of this, Glasdon Group Limited has pledged to reach Net Zero by 2035 and committed to upgrading all company vehicles to electric by 2025. As part of this roll out they employed Amp EV to support them with the installation of 14no 7kW EV charging stations and a back office management portal.

Alasdair Croft, Amp EV’s Managing Director said: “We were delighted to be chosen to deliver this project and a pleasure to work with Glasdon Group’s management and be a part of its carbon saving strategies. Charging infrastructure is the key element of the future in sustainable transport. Amp EV is working in partnership with many high profile clients to deliver this infrastructure on their behalf across the UK. Glasdon Group is an excellent example to follow, setting the benchmark high with their mission.”

Further to exhibiting the quality and safety considerations necessary for a project like this, Amp EV was able to present the best commercial value, and demonstrable experience in this field.

With a wealth of understanding of the constraints of working in a busy workplace, and the necessary safety provisions and flexibility required to deliver the project gave their bid the cutting edge over their competition.

With supply chain arrangements in place with UK and international EV charging equipment suppliers, and close working relationships with electricity providers, Amp EV is in a perfect position to ensure the right solution for every location.

Its work with independent connection providers allows a full turnkey project management approach to supply and connection. This avoids the long lead in times often associated with direct instructions to the electricity suppliers. All of this was important to Glasdon when it came to selecting the right supplier.

Working closely with the company throughout the installation process, Amp’s team remained focused on quality, value, and engineering.

Understanding the big concerns for Glasdon was cost and energy efficiency, Amp EV ensured that they were able to offer the most efficient charging options.

Throughout the process, the team at Amp EV kept the key personnel at the business up to date with the progress of the project, and ensured that it was completed on time.

Amp EV’s range of chargers, coupled with its online industry leading EV charger management portal, makes them key UK-wide providers of electric vehicle charging points, helping the UK keep pace with the sustainable and environmental commitments to reach the 2050 net zero target.

Its friendly staff and wealth of specialist knowledge make Amp EV the only call to make if you are looking to electrify your fleet and make inroads on your Net Zero journey.

• See below or https://ampev.co.uk

Future proof your fleet with EO Charging

With the ban on new petrol and diesel sales now only a couple of lease lifetimes away, it’s imperative fleet managers have a clear EV strategy –including for installing charging infrastructure, says EO Charging

Last year, the UK Government announced it was bringing forward its ban on the sale of petrol and diesel cars. While many of our clients welcomed the acceleration of this shift, they also admitted feeling slightly daunted by the scale of the task over the next seven years to prepare their fleets and businesses.

We recently surveyed 500 fleet managers across the UK to understand their progress in switching to electric, and while eight in ten have a clear electric vehicle (EV) strategy, only half have started implementing it.

The research also showed that confidence among fleet decision makers in small or medium-sized businesses was significantly lower than their counterparts in larger companies.

However, with the 2030 deadline now only a couple of lease lifetimes away, the window for action is narrowing. Businesses that start their electrification strategy early can also start to take advantage of the operational and financial benefits. According to research published by Go Ultra Low, almost 435,000 SMEs could save up to £1,440 a year by switching to their first electric car.

To make the most of these potential gains, it is vital businesses receive the right guidance and support to help them navigate the transition.

Investing in the right charging infrastructure

Taking the time to identify the right charging infrastructure for your business is essential to ensure a successful transition.

A mistake we often see fleet managers make is to purchase new EVs before addressing if there is sufficient power available on site to charge them. It takes time to install the right charging infrastructure, which increases considerably if a new grid connection is required. View it as an afterthought and risk your new vehicles sitting idle for months while you wait for the power required to run them.

That’s why it’s important to work with the right charging partner, one that is able to guide and educate your business through the process from start to finish.

At EO, we understand that every business

and fleet is different. That’s why we provide tailored charging solutions that are unique to your business needs, making it simple and cost-effective to invest in EV charging infrastructure whether you have a fleet of 5, 50 or 500 EVs.

Making the most of your electric fleet

From Amazon to Tesco, we’re already powering some of the world’s biggest businesses. We’ve distilled our experience into enterprise grade charging hardware and software, designed for fleet operators of all sizes.

Our latest generation of OCPP-compliant smart chargers – the EO Genius 2 for commercial use and the EO Mini Pro 3 for return-to-home fleets – have been completely reimagined with EO’s new signature product design language and feature a fully reconfigured operating platform.

The Genius 2 offers load managementallowing fleet managers to distribute available power across multiple chargers via any OCPP-compliant software platform or once connected to the EO Cloud. The EO Cloud is a centralised platform that provides charging insights such as detailed energy usage, charge scheduling, telematics integration and much more, allowing fleet managers to control their new electric fleet with ease, no matter the location.

The Mini Pro 3 can also be connected to the EO Cloud, allowing fleet managers to easily track workplace, depot and employee home

chargers across one dashboard.

Ongoing services and maintenance

Once the right charging solution has been identified, our team will install the infrastructure and can remotely monitor it 24/7/365, providing maintenance services as and when its needed.

EO recently executed an operations and maintenance programme covering several thousand AC chargers at more than 50 sites across six countries, and were able to resolve any Europe-wide on-site or remote issue in an average time of under three hours.

It’s time to act now

We’re all moving towards an electrified future; it is no longer a question of if, but when.

With an increased desire for transparency in the supply chain, businesses can transform their operations by electrifying their fleet, making cost savings whilst building consumer trust.

With the right charging partner, you’ll be able to make the most of your electric fleet and trust that you’ll have a helping hand no matter what the future holds. If you’re considering switching to electric, we encourage you to get in touch with our charging experts today to understand how we can help.

Find out more

To find out more about EO’s bespoke electric vehicle charging solutions for businesses and fleet operators of all sizes, visit https://www.eocharging.com/ commercial-solutions

Convenience and affordability are key to fleets’ take-up of EVs

With the Government’s ambition to hit net zero by 2050, the pressure is on for many businesses and fleets to transition to electric. Plans to decarbonise new vehicle sales by stopping all new internal combustion engine sales by 2035, will help, however, with fleets and business responsible for over half of new car and van sales in the UK, they must bear the brunt of the race to zero emission driving now.

It’s challenging. The cost of electricity has increased, making the total cost of owning an electric vehicle less attractive and with gaps still in the charging network, many are concerned about the convenience and reliability of charging.

Mark Dickens, managing director at Mobilize Power Solutions, a European provider of workplace and domestic electric vehicle charging solutions, is optimistic about businesses’ overseeing the challenges.

“The cost of running a vehicle is always a major concern for any business – but despite the increase in the cost of electricity it is unlikely to reach the same levels as wet fuel, as countries are increasingly investing in large scale production of energy through their own renewable sources, which are not at the mercy of global wholesale markets.”

Although this is out of our control, there is the one thing that companies like Mobilize Power Solutions can impact and that is improving the access to and the availability of electric vehicle charging facilities.

Range anxiety and the worry of not being able to charge when and where you need to are still primary concerns for many electric vehicle drivers. However, policies are being introduced that will help alleviate these fears, including a new law that stipulates all rapid charging networks for electric vehicles (EVs) will need to have a 99% reliability rate.

Mark welcomes that, adding: “While the national electric vehicle charging infrastructure has been unreliable, we are now seeing a greater drive to enhance the charging experience. With increased collaboration between charge point operators and local authorities as well as private owners of public parking spaces, the number of public charge points increased by 37% between January 2021 and January 2022. Data from ZapMap shows that there are around 300 new connections a month and over 30,000 public charging devices across the UK – proving a commitment to improve the network. However, drivers value convenience and that is why we need to offer choice.”

The Department of Transport’s 2019 data found that the average car journey is 8.4 miles and decreased to 7.9 miles in 2020, while 50% of all car journeys in 2021 were under 2 miles. This means that most people won’t need to charge ‘en-route’ and for many people the most expedient way to charge, in terms of cost and ease, is at home.

“With the car mainly inactive at night, what could be easier than to plug in while you are sleeping,” says Mark. “What’s more if you are on a tariff that offers off-peak rates, then you can schedule your vehicle to charge during this cheaper time.”

“In addition, home charging units are getting smarter. Our own Mobilize Home Charger also has an app that enables you to see how much energy you are using and what it is costing you, using information from your own energy supplier.”

Nevertheless, it is has been difficult for businesses to integrate home charging into their operations, but Mobilize Power Solutions is due to launch a new upgrade that will link the home charger to a back-end management system. This will monitor

Charging Scheme covers up to £14,000 of the cost of both the hardware and the installation. This will certainly encourage more businesses to invest in electric transport, but the initial outlay is still a barrier to mass adoption across the workplace.

Mark is keen to point out that Mobilize Power Solutions has a solution. Working with its partner, Mobilize Financial Services, the cost to implement a charging infrastructure can be spread out over a set number of years. The financial side of the business has been working with UK fleets and businesses on electrification for nearly a decade, so understands how paying for a significant project over a longer term can help with a businesses’ cash flow. The business loan for the charging infrastructure can cover the entire project, not just the hardware, helping businesses to scale up faster.

“We are in a unique position to be able to work alongside the fleet teams at Renault and the financial division in Mobilize, so we can offer our customers a full EV fleet solution that not only simplifies the whole electric journey but makes it more affordable.

charging behaviour and help fleet managers identify energy consumption for business miles.

Mark believes that this will help a business identify the true cost of running or owning (TCO) an electric vehicle, rather than the traditional service, maintenance and repair (SMR) costs and this would undoubtedly speed the uptake of electric vehicles within a fleet.

In addition to home charging, the workplace is a perfect location for charging your vehicle, where you have least 8 hours to get your battery topped up. Furthermore, the Government Workplace

“What’s more, as a neutral brand within the group, we can provide this offer to businesses that manage multi-marque fleets across all sectors – and with our European purchasing power we have teamed up with leading technology partners to ensure our charging solutions meet the demands of all vehicle brands now and in the future.”

“However, time is of the essence,” asserts Mark. “It can take months to build a charging infrastructure within the workplace as there tends to be a lot of stakeholders involved in the project – from landowners to energy suppliers. So, we are here to take the stress out of it. Ultimately, we all need to be committed to making this change, because if we don’t act now, we will fail in our plans to become net zero.”

Time is of the essence... we all need to be committed to making this change, because if we don’t act now, we will fail to become net zero... ‘‘ ‘‘

“We work alongside the fleet teams at Renault, so we can offer our customers a full EV fleet solution”

Van Sales UK is quick off the mark with Transits for Alined Construction

When Alined Construction needed five new tippers at short notice to service an important business win, boss Daniel Lyle looked no further than trusted supplier Van Sales UK.

The Manchester-based operator was previously running a fleet of 11 vehicles – a mix of tippers, crew-cabbed panel vans and smaller car-derived models. But when it landed a new contract to undertake road surface repairs for a leading infrastructure contractor, more were required to cope with the work.

“We couldn’t afford to wait a long time for vehicles to arrive,” recalled Mr Lyle. “We’d taken a couple from Van Sales UK last year, so I knew they could be relied on to deliver the goods quickly – and so it proved.”

The new arrivals are five Ford Transit 350 L3 models with double cabs, each capable of carrying a driver and up to six passengers. Their 2.0-litre TDCi engines generate 130ps and drive the rear wheels through six-speed manual transmissions. All are fitted with tippers by CPD Bodies, of Stockton-on-Tees.

“The ordering process with Van Sales UK is so quick and easy, and sales executive Joe Bailey understood exactly what we needed. He was able to supply these vehicles without delay – from the day I confirmed the order he was able to deliver them direct to our office inside a couple of months.

“By contrast, some suppliers I approached were quoting lead times stretching into next year.

“That level of customer service, and the highly competitive pricing from Van Sales UK,

are key to helping our business stay successful.”

The Transits are based at Alined Construction’s depot in Leeds and operating across Yorkshire and the North West. As well as surfacing repairs, the company undertakes a wide range of civil engineering and groundworks contracts. Although most of its work is in the North, teams have been despatched as far afield as Monaco and quotes for jobs in London are now being requested with increasing frequency.

Van Sales UK, a division of parent company Vanaways, is an internet-based business. With no shiny showroom or yard full of vans waiting

to be sold, overheads are kept to a minimum. Its sales experts work over phone and email networks, taking inquiries and orders and matching customers up with their perfect vehicle selections without ever needing to have contact with either.

The company has been trading since 2017 and now supplies an average of 250 vans per month to customers across Britain.

Director Chris Jakeways said: “We can source any vehicle a customer wants, but for many people these days the brand of their new van is not a primary concern – especially as, under the skin, in some cases two or even three models from different manufacturers can be nearly identical.

“What’s more important is to make the process of getting that new van on the road as painless as possible. That’s where we score, by cutting the number of steps a vehicle takes between rolling off the production line and arriving at the customer’s premises, and by slashing time-consuming paperwork.”

From the day I confirmed the order with Joe he was able to deliver them direct to our office inside a couple of months... by contrast, some suppliers I approached were quoting lead times stretching into next year

Switching your fleet to EVs? There are key things to consider about your tyres

In the endless pursuit of car efficiency, tyres play an important role. And as the automotive industry looks to move toward electric vehicles, Davanti understands the tyre solutions transport operators will require – and Davanti’s DX440 light commercial van tyre is the kind of solution fleets will be looking for.

The DX440 offers an all-purpose tyre solution – not only is it a popular choice for delivery drivers and tradesmen driving traditional ICE vans, it is also the 100% OE tyre for the electric VN5 van from LEVC.

Electric vans carry extra weight distributed in a very different way to a traditional van due to the battery.

They also deliver more torque than a regular van, which poses its own challenges for tyres, and the steering angles are tighter. As legislation and public opinion drive the popularity of electric vans, the DX440 is perfectly placed to lead the way for electric van tyres.

“Electric vehicles have a greater load with differing weight distribution to the traditional commercial van,” says Sean Maddocks, Sales Director for the UK and Ireland at Davanti Tyres.

“However, the DX440 was always designed to

be versatile and extensive testing highlights it maintains the quality and reliable performance transport operators need.”

About Davanti Tyres

Based in the North of England, Davanti Tyres was launched in 2015 to establish a new range of tyres, designed and engineered in Britain, to the global marketplace.

Now sold in more than 70 countries, Davanti Tyres’ product range includes the next generation ultra-high performance Protoura Sport and Terratoura A/T, the all-terrain tyre that has been disrupting the off-road market since 2019.

All Davanti tyres are designed in the UK by experienced industry experts, manufactured in a state-of- the-art plant to exacting E-mark standards and tested at Europe’s leading proving grounds, including Davanti’s new European Development Centre at Applus IDIADA in Spain.

“Electric vans carry extra weight distributed in a very different way to a traditional van due to the battery. They also deliver more torque than a regular van, which poses its own challenges for tyres ...”

As we continue on our journey towards net-zero, it’s critical that we explore all available options for future alternative fuels that may enable us to drive decarbonation.

The transition to electrification in vehicles has already begun, and now the UK is beginning to consider the potential of hydrogen as another mainstream alternative fuel.

In the UK’s Hydrogen Strategy, which was published in 2021, the government announced ambitions to produce upwards of 5GW of clean hydrogen by 20301.

This, along with a legitimate plan for a larger and more comprehensive national refuelling infrastructure, could make hydrogen a viable option for decarbonising vehicles in the future.

Introduction to hydrogen-powered transport

Today, there are more than 300 hydrogenpowered vehicle types on UK roads, mostly passenger cars and buses. The government is supporting hydrogen use in transport through its £23 million Hydrogen for Transport Programme.

An alternative to electrification, particularly suited to commercial vehicles, hydrogen requires much smaller batteries. Indeed, a lithium-ion EV battery made to power a 44-tonne truck could weigh several tonnes, vastly reducing space available to cargo.

Hydrogen, on the other hand, also has the potential to power HGVs, trucks, trains, buses, small aircraft and even ships, but offers numerous space-saving and light weighting benefits.

Transport is a key early market for hydrogen, driving some of the earliest low-carbon production in the UK, especially when it comes to commercial vehicles.

The future of fuel

Committed to the future of fuels

There is a strong case for the UK’s transport sector to consider the wider adoption of hydrogen and other possible synthetic fuels in the future. As part of the AA’s ESG strategy, we are committed to reducing our environmental impact and supporting both commercial and consumer drivers to do the same, recently confirming our commitment to achieving net-zero status by 2035.

At the AA, we’re already trialling hydrogen as a future fuel for our fleets. Recently, we launched our first hydrogen fuel-cell roadside breakdown vehicle at this year’s British Motor Show in Farnborough.

The AA Hyundai NEXO, as a fuel cell electric vehicle (FCEV), uses a propulsion system like

water the only by-product.

With an impressive range of 414 miles (WLTP2) and the ability to fuel up in just five minutes, the NEXO will carry most of the tools, equipment and spares you find across the AA’s yellow patrol fleet. Designed for patrol work in ultra-low-emission zones, its range makes the NEXO a viable inclusion into the AA’s fleet.

We’re also a member of The UK Aggregated Hydrogen Freight Consortium (AHFC), a partnership of leading UK hydrogen industry and mobility companies, working with large fleet operators to map out a workable solution for hydrogen transport in the UK.

With a typically longer range than EVs and an overall lighter weight, hydrogen vehicles are becoming an increasingly attractive business option. As technology continues to progress and more vehicles begin to embrace hydrogen fuel systems, we aim to expand the number of hydrogen vehicles in our fleet.

It’s also important to remember that hydrogen vehicles don’t need to be as regularly recharged – a huge operational benefit for our patrol.

The future of alternative fuels

that of an electric vehicle, where energy stored as hydrogen is turned into electricity by the fuel cell. The vehicle has a fuel cell system that combines oxygen and hydrogen to create a flow of electrons that powers the electric drive motor and charges the 1.56kWh high voltage battery. Unlike conventional internal combustion-powered vehicles, the NEXO doesn’t emit harmful tailpipe emissions, with

The discussions surrounding the decarbonisation of transport and zero emission vehicles have tended to concentrate on Battery Electric Vehicles (BEVs). However, we want patrols to pilot this hydrogen fuel cell vehicle to see what lessons we can learn.

We believe hydrogen could be used for our bigger tow trucks in the future, as well as more widely across the transport sector. We hope to inspire some of our business customers to embrace hydrogen technology too, as part of the decarbonisation journeys all operators and managers are currently embarking upon.

Could hydrogen be another alternative fuel as we look to decarbonise transport? James Starling, Business Services Director at the AA, explains more

Hydrogen could be used more widely across the transport sector... we hope to inspire some of our business customers to embrace hydrogen too ‘‘ ‘‘

Mon Ami, the future of urban motoring might just be here

Come to London, they said, and have a drive round in our new electric quadricycle that’s designed as an alternative to small cars, scooters and mopeds. You’ll enjoy it...

Really? Driving in central London? That ain’t much fun ... but as I found out, that was about to change.

The car – or quadricycle – in question is called the Citroen Ami. Basically it’s a two seater with a roof that’s a lot more practical and protective than a scooter or moped and is perfect for city and urban living or deliveries.

You don’t even need a car driving licence to drive one and 16 year olds can drive it.

Model range

Available in three trim levels, My Ami Colour (Grey, Orange and White), My Ami Pop or My Ami Tonic, with a one-seat cargo option, too.

Spec and price

All versions of the Ami come with a digital speedometer, USB charging port, LED front and rear lights and a panoramic sunroof.

The side windows half open, just like another French classic that changed the motoring world, the 2CV, and the base model is priced at just £7,695.

You can specify a variety of colour packs for £400 to make your car stand out and add internal colour-coded extras to hang your bag on, trims for the 14” steel wheels, decals for the rear pillars and colour-coded dashboard storage boxes. These are available in orange, blue or grey and can be fitted at home.

The Ami Pop costs £8,495 and adds orange trim on the wheels, interior black detailing, more black on the bumpers and around the rear lights plus a black rear spoiler. Move up to Tonic and this features new headlamp bezels and a new khaki-and-yellow colour scheme with bespoke wheel trims as well as decorative roof rails, and costs from £8,695.

If you want an Ami for business then you can choose the one-seat Cargo which forsakes a passenger seat for a modular cargo area with 400 litres of storage. It’s offered in one trim specification and it’ll set you back £7,995.

Battery and motor

It’s powered by a 5.5kWh battery and has a 46-mile range. Plug-in using a 7kWh home charger or a three-pin plug and it will take just three hours to charge. Plug in at night when it’s cheaper and you’ll have a fully charged Ami when you wake up for less than 50p.

Inside and out

First up it’s only available in left-hand drive. It’s odd look can be attributed to the front and rear panels being the same. The driver’s door opens from the front, the passenger door from the rear. The dash is basic but easy to use and you can connect your phone via the phone mount and USB. There’s also a connection for a Bluetooth speaker as there is no radio, speakers or infotainment system.

The gears sit to the left of the driver’s seat. It’s three square buttons with Drive, Park or Reverse to choose from. The steering is heavy, surprisingly, but it does offer a tiny turning circle of just 7.20m.

In front of the driver is a very early 80s-style LCD speedo, three buttons for a window demister, a fan, and hazard warning lights, and that is about it. You do get large door bins and acres of space in front of the passenger in the footwell, where you could fit your shopping or even small suitcase. There also some storage behind the seats and the dash top is large enough to put a couple of coats on without obscuring your view.

Looking after your Ami

Citroën has announced a comprehensive service package for Ami 100% ëlectric, My Ami Care, covering routine servicing and maintenance. It also features an extended vehicle warranty, battery warranty and extended breakdown cover depending on the chosen package length. Packages will be available ranging from two to five years in duration.

Driving

No surprise, but it’s a bit like driving a dodgem car. Turn the start key, press Drive, release the handbrake and away you go. Acceleration is okay and the brakes are surprisingly good at bringing you to a halt. There’s loads of glass up front and you get a panoramic roof which is great at letting the light

in but the absence of a visor causes problems when the sun’s in your face. Wear sunglasses!

It’s small so you might worry about space, but there’s no need; there’s plenty of room for two adults. My co-driver was six feet 5” and got in and out no problem at all. On the tech front, the iPhone connectivity was excellent and for posing, it drew plenty of stares and smiles wherever we went. Most importantly it’s a hoot to drive and be in.

Pros

Cheap to buy, cheap to run and cheap to own with deals from just £20 a month plus deposit. Quirky and attention grabbing. Easy to park. The 46-mile range is brilliant for urban driving. Charging in 3 hours is a bonus too.

Cons

We spent three hours in our Ami and found that the seats aren’t very well padded and are short from back to front, meaning a long journey would be uncomfortable. But then again, is it meant for long journeys? I think not. One point though: it’s not a car, so it won’t protect you as a car would.

Conclusion

I wanted an Ami before I’d driven one and I still do. For pottering around locally it’s superb and offers a much safer driving environment then a scooter or moped for older teenagers.

The Cargo version is clever with a 400-litre storage capacity and 140kg payload and could offer some services a better method of delivery. There’s also plenty of funky colour choices and configurations to make your Ami stand out in a crowd.

CC&V VERDICT

A genuine crowdpleaser that will grab attention.

CC&V RATING: N N N N N

Andrew Walker has a drive around London. And enjoys it. How? C’est facile, mon ami

Accelerating towards electrification

Decarbonisation is now on the agenda of most businesses as they face pressure to lead the charge into cleaner, greener mobility. But this is a mammoth task when vehicle supply is limited, overall fleet operating costs are spiralling and the true effect of electric motoring – on drivers and their organisations – is an unknown.

Winning hearts and minds

Plus there’s another big challenge employers face in making the transition to zero. That’s winning over the hearts and minds of their drivers.

Employees want to feel that they are working for an organisation with good sustainability credentials. A recent survey1 conducted by Europcar among company car drivers found that 35% would consider changing jobs if they felt their employer wasn’t doing enough to be sustainable and tackle climate change. And only 32% believe their employer is currently taking the right actions.

But right now the spectre of range anxiety still weighs heavy – whether private motorists in their own vehicle or employees driving for work. And that is a major factor for employers when it comes to introducing electric to their fleets.

The government’s latest commitment to electric vehicle charge points, with a new pilot backed by £20 million of government and industry funding2, should start to make in-roads into addressing those fears. However, having charging easily accessible – street-side, at petrol and service stations and at business locations – is only half the battle. The other challenge is to give drivers confidence in the ‘how, where and when’ of electric motoring.

Every day is a school day

The big question is how to do this in a way that provides useful learnings, while avoiding any detrimental impact on current productivity –especially when there is so much external pressure on operating costs. Renting electric vehicles is a particularly effective way to do this. After all, a short test-drive, even if it’s for a week or more, doesn’t really deliver the insight employers and their drivers need to understand the true impact of adding electric to their fleet. What’s needed is real-world experience before making the big move.

Try before you buy

Long-term solutions from Europcar are enabling employers and their drivers to do this, putting electric motoring in real-world conditions. Organisations can even switch between different vehicle types to understand what’s the right fit for their operations. Plus Europcar is providing the facility for CO2 reporting to see the impact of electric motoring on an organisation’s

sustainability targets.

Available for a minimum of three months with no upfront deposit and commitment free, Flex from Europcar for EV includes:

n Comprehensive vehicle handover and charging instructions support

n Charging cables

n Shell Recharge card and app – providing access to over 10,000 publicly accessible charge points across the UK

n Access to Tesla Superchargers for Tesla rentals

n The option for CO2 reporting for valuable insight into emissions reduction

Plus, through its partnership with Shell Recharge Solutions, Europcar is offering a range of home, roadside and workplace charging solutions.

Staying compliant

Of course, as more Clean Air Zones start operating in towns and cities across the country, access to compliant vehicles will also be important to ensure that organisations do not have to pay fees and incur fines for entering these areas – as well as doing their part in improving air quality.

Again, rental is helping manage this without an organisation having to make a long-term commitment to fleet right now.

One size doesn’t fit all

Europcar is adding vehicles that span the majority of business motoring use cases to give fleet managers the chance to genuinely put low and zero emission motoring to the test, all available as part of Europcar long-term rental solutions. The latest additions include several hundred Tesla Model 3 for long-term business rental.

The LEVC VN5 van and Mercedes-Benz eVito have also been added to the commercial fleet with existing customers being supported in their transition to zero with access to the MercedesBenz eVito van for short demo test-drives.

The Europcar branch network is also rapidly being charged up for the future, with the number of charge points doubling this year.

Find out more

To find out more about how Europcar can help your organisation transition to zero visit www.europcar.co.uk/business/electric or call 0371 384 0140.

Tesla Model 3s are now

for long-term rental

Northgate’s Drive to Zero programme will electrify your fleet

Northgate’s innovative fleet electification programme, Drive to Zero provides customers with a a full suite of solutions designed to aid fleets’ transition to electric LCVs.

Over the past two years, Northgate has continued its transformation into a LCV fleet solutions provider and has been building the foundations for its own electrification journey, alongside those of its customers.

Neil McCrossan, Northgate Vehicle Hire’s sales and marketing director said: “In line with the Government’s deadline for internal combustion vehicle sales ending in 2030, Northgate has been committed to ensuring that our customers are fully supported by us in advance of this.

“We understand that for businesses, a lack of interruption is key while undergoing any fleet transition, and electrification is no different. We have launched Drive to Zero in order to make this transition as seamless and efficient as possible.”

Drive to Zero comprises five key elements, which together make up the electrification programme designed to ensure a seamless transition of all businesses.

A thorough fleet analysis is the first step in any transition, assessing EV suitability for transition. Through the interrogation of telematics data, Northgate builds a complete understanding of vehicles, their movements, distances travelled and journey times, which gives an understanding of which vehicles can be immediately switched to electric power without issue and which ones will come

on-stream as higher range electric LCVs are launched over the coming years by OEMs. They can then offer vehicles on trial to fleets prior to a longer term commitment.

Vehicle choice is key for successful fleet management, and Northgate works closely with OEMs to continually add to an industry-leading range of electric LCVs. From final mile solutions such as the Renault Zoe commercial hatchback, through to mid-sized panel vans such as the latest Peugeot e-Expert, Mercedes Benz e-Vito or even the larger Mercedes Benz e-Sprinter, Northgate offers a leading proposition within its 12 months+ rental option.

As servicing and maintenance remain a key consideration for EVs, Northgate has invested heavily in its workshops and 67-strong branch network, ensuring that trained EV technicians are employed at each branch across the country.

In order to aid driver training around best practice for EVs, Northgate has a full suite of EV training modules available to help address challenges and help drivers adopt new driving techniques to optimise EV range.

Free to all its EV customers, the broad suite

of learning modules help drivers up-skill with ease on all manner of subjects, from EV driving best practice, to charging, and a host of other ‘how to’ topics in between.

Since the provision of suitable charging infrastructure is a crucial step to ensuring a smooth transition for any business, Northgate works with leading EV charging installation experts, ChargedEV, part of the same Redde Northgate group, to ensure that whether a customer needs to consider workplace charging, home charging or even public charging facilities, the best possible solution can be found.

It can also help and support with major infrastructure planning which involves working with local energy suppliers to install and futureproof a company’s charging needs.

Finally, Northgate’s team of EV fleet specialists are available to help fleets develop and implement robust transition plans, bespoke for each customer.

The proposition is designed to let fleets focus on their core business, while Northgate focuses on running their vehicles.

With rental services and a flexible approach not found with more traditional fleet funding methods, with Northgate, the Drive to Zero is assured to be smooth.

“From final mile solutions such as the Renault Zoe commercial hatchback, through to mid-sized panel vans such as the latest Peugeot e-Expert, Mercedes Benz e-Vito or even the larger Mercedes Benz e-Sprinter, Northgate offers a leading proposition within its 12months+ rental option...”

Renault Zoe commercial hatchback

Mazda’s CX-60 is a spot of magic

A recent addition to the Mazda UK line-up has been the Mazda CX-60 flagship SUV, with the company’s first plug-in hybrid technology powertrain. CC&V’s Andrew Walker was invited to try the three-spec model range out on the wild roads of Snowdonia. Here’s how we got on.

What is it

Following on from the all-electric MX-30, the CX-60 is Mazda’s second electrified vehicle. It’s a large SUV powered by a Skyactiv-G 2.5-litre four-cylinder petrol engine paired with a 100 kW electric motor and 17.8 kWh high-capacity battery. This combination delivers a total system output of 327ps and 500Nm of torque, making it the most powerful road car Mazda has ever built.

Model range

The plug-in engine is offered with three trims: Exclusive-Line, Homura and Takumi. All come well equipped and you can add two option packs across all grades, the Convenience and Driver Assistance, with a Comfort Pack available on Exclusive-Line.

Price and specification

The entry model Exclusive-Line is priced at £43,950. For that you get features Mazda’s 12.3” infotainment system with Bluetooth, DAB, Apple Car Play and Android Auto and a 12.3” digital dash. You also get Adaptive Cruise Control with Traffic Sign recognition, push button start, keyless entry, dual-zone climate control, heated and ventilated seats, a heated steering wheel and a heated leather steering wheel.

The Homura (£46,700) has body-coloured wheel arch mouldings, a dark plated signature wing grille surround, gloss black mirrors, a honeycomb grille and 20” black alloy wheels. It features Mazda’s Driver Personalisation System which recognises the occupant of the driver’s seat via facial recognition and automatically

adjust the surroundings, seat position, steering wheel, mirrors, head-up display, sound and climate control, to fit their physique as well as their personal preferences.

The top of the range Takumi ( £48,050) features 20” black machined alloy wheels, body-coloured mirrors, chrome plated wing grille and side window surround and a gloss black bar type radiator grille.

Packs

If that equipment list isn’t enough for you, the £1,000 Convenience Pack adds privacy glass, 360 deg view monitor with see-through view and wireless phone charging, while the Driver Assistance Pack adds a large additional active safety technology for £1,100.

If you opt for the Exclusive-Line you can upgrade it with the £1,400 Comfort Pack: this adds 20” alloy wheels, electric front seats, front seat ventilation, rear seat heaters and the Driver Personalisation System.

Exterior, interior and cabin layout

To our eye, the CX-60 looks like a larger CX-5 and as we really like the way the CX-5 looks, this is a good thing. Compared to a BMW X3 or Audi Q5, it’s more rounded and features smoother lines, narrow front and rear light clusters, an indented front bumper, large Mazda grille and a high rear window.

We drove all three grades and all are subtly different inside. The Exclusive-Line’s quality is excellent and should help Mazda make its hoped-for inroads into the premium sector. Soft touch plastics adorn all visible surfaces and all the finishing is excellent, as is the seat fabric and instrumentation.

The heating controls sit underneath the landscape infotainment screen. Beneath this is the centre console, with the gear lever and twin cup holders located just in front of the cylindrical entertainment controls, electric handbrake and hill descent controls. A well

finished armrest with storage below also features.

Overall, the Hamura specced CX-60 feels slightly more grown-up than Exclusive -Line, with a darker dash and black leather finishes, while Takumi is subtler, with the lighter maple wood and ‘Kakenui’ stitching a highlight.

Practicality

The cabin features twin central cupholders, four door pockets with room in each for drinks, under armrest storage, with two C USBs up front and two in the rear. The interior is generous and five adults will sit on board in some comfort, with very good head and leg room all around.

Boot space is a generous 570 litres, 1726 with the rear seats folded.

For the more adventurous, Mazda’s i-Activ All-Wheel Drive system is mated to the car’s transmission, while the Mazda Intelligent Drive Select (Mi-Drive) offers a choice of drive modes: Normal, Sport, Off-Road, Towing and EV, with the latter making it possible to drive under electric power alone.

Company car drivers

With a WLTP combined fuel consumption of 188mpg and CO2 emissions of only 33g/km, the plug-in CX-60 makes a strong case as a company car. Add in the 12% BIK, 2.5 hour charging time on a home 7 kWh charger and its 39-mile pure electric range, and the case gets stronger. Utilise your home smart charger at night when rates are lower and you’ll fully charge your CX-60 up for just £1.50 per night.

Driving and usability

Even with its large 20” wheels, the CX-60 makes a really good fist of hiding the weight of the battery which sits underneath the car. On uneven roads the wheel size and battery weight does make an appearance, which is common in all plug-in and electric vehicles. Over smooth surfaces, it rides excellently, with only a little road noise entering the cabin.

Around our test route in picturesque Snowdonia, the CX-60 proved agile, with its well weighted steering and body control impressive for a car weighing 2140kgs. It is, though, noticeably less dynamic than a CX-5,

which we rate very highly indeed. Having said that, when you compare it to the large SUV plug-in competition, it fares better, with the likes of Volvo’s XC60, Mercedes GLE and Audis Q5 all less fun to drive.

Getting to and from Snowdonia meant some time spent on the A55, where the car’s performance was never in question. Put your foot down to overtake and the 270Nm of torque brings swift overtaking. The 2.5-litre petrol engine sounds a little coarse when revved, but perhaps that’s a good thing, reminding the driver that there is a petrol engine there after all.

The inevitable slow traffic reared its ugly head on the winding roads up to Betws y Coed, but there’s enough punch on board so we were able to get past the caravans and motorhomes enjoying the views.

Accessing Apple Maps via our iPhone and USB was straightforward, but we found the Mazda click-wheel to access the infotainment functions a little frustrating. Yes it looks great and once mastered works well, but with so many of us used to a touchscreen, this is one

area where we felt Mazda could have compromised and allowed a dual set up. On the plus side, the screen graphics are super clear, the Mazda SatNav worked well and the system menus were easy to navigate.

Pros

Handsome and beautifully crafted, the CX-60 definitely has kerb appeal. With its low BIK, decent electric range and short charging times, the addition of a plug-in gives Mazda an entry into the company car sector. Furthermore, it’s also competitively priced, spacious and comfortable. One of the best in class.

Cons

We’re not sold on the Mazda click-wheel to access the infotainment. Just one mile more of electric range, 39 miles to 40, would have resulted in a lower BIK of 8%. And the claimed combined economy of 188mpg is more likely to be 40mpg in hybrid mode.

Conclusion

As unashamedly Mazda fans and publishers of a fleet magazine, we really like the CX-60 plug-in. Company car drivers now have a viable alternative to the plug-in SUV German marques and to Volvo. Looks wise, we think the CX-60 is the business, while the attention to detail inside is impressive and is more than a match for the best in class.

If pushed, we’d choose the mid-spec Hamura, which featured our favourite interior. Further good news is that from launch, Mazda has CX-60s available to order, so if you like what you’ve read, now is a good time to find out how quickly you can get your hands on one.

CC&V VERDICT

Lovely performance, great looks and superb interior quality: the CX-60 makes a bid for inclusion in the premium sector. When all you’ve got to criticise is click-wheel access to the infotainment, you’re on to a winner

CC&V RATING: N N N N N

Expanded electrified line-up brings Lexus RX into the spotlight

Lexus has taken the wraps off the all-new RX, a model that leverages the company’s electrified strategy and its more than 15 years’ experience in electrified vehicle technology. Its development was part of a multi-tech approach that pushed the boundaries of what is possible in self-charging hybrid performance and plug-in hybrid power and efficiency.

The new RX 500h is also Lexus’s first turbocharged hybrid, developed to provide high-end electrified performance, and that’s what really makes it a game-changer.

Using a completely new hybrid architecture comprising a 2.4-litre turbo engine and six-speed automatic transmission, it delivers 366bhp. The front electric motor is positioned between the combustion engine and the transmission (which has a clutch on both sides), enabling great flexibility in power delivery.

There is also an 80kW e-Axle, a compact, modular package housing a motor, gearing and an ECU, located between the rear wheels. Its compact dimensions help secure more space in the cabin and load compartment.

Power delivery is controlled by DIRECT4, an exclusive new Lexus drive-force technology which recently debuted on the RZ 450e. This intelligent system constantly balances the power and torque between the front and rear axles in any driving situation, automatically and seamlessly shifting the drive force between the two axles in milliseconds – more precisely than any mechanical system could.

DIRECT4 communicates a better feel between the road and steering wheel and delivers improved handling stability and driving dynamics at high speed. Importantly for the RX

500h, it also enhances ride comfort with instant torque that helps control body movement.

In line with the model’s high performance, the front brakes have opposed callipers. Dynamic Rear Steering (DRS) determines the optimum steering angle for the rear wheels.

RX 450h+: the first plug-in hybrid electric RX

• 2.5-litre plug-in hybrid electric powertrain

• Output: 302bhp/306 DIN hp/225kW

• 0-62mph: 7.0s

• CO2: 24-26g/km

• Fuel consumption: 235.4-256.8mpg

Lexus drew on its electrification expertise to produce the RX 450h+ plug-in hybrid, which it believes will be a logical step-up for many of its current RX 450h customers.

Expected to be the best-selling RX model in the UK, it features a four-cylinder 2.5-litre hybrid engine and a rechargeable lithium-ion battery with 18.1 kWh capacity. An additional rear electric motor enables full-time all-wheel drive.

The plug-in system produces 302bhp and is expected to deliver 0-62mph acceleration in

Lexus’ electrification know-how delivers an EV driving range of around 40 miles, with all-electric top speed of 84mph

around seven seconds.

Overall, it offers roughly the same output as the outgoing RX 450h, but with more torque and faster acceleration. With more of the power coming from the electric motors, driving feels effortless yet refined. It will also give significantly lower fuel consumption and emissions.

Lexus’s target CO2 emissions (WLTP combined cycle) are than 26g/km with fuel economy of less than 235.4mpg.

The battery’s size and capacity and Lexus’s electrification know-how combine to deliver an EV driving range of around 40 miles (target figure, pending homologation) and enable all-electric driving at speeds up to 84mph.

Crucially, high efficiency is maintained when the battery charge is depleted, as the vehicle then switches seamlessly to its self-charging hybrid system.

RX 350h: efficient fourth generation selfcharging hybrid

• 2.5-litre self-charging hybrid electric powertrain

• Output: 242bhp/245 DIN hp/180kW

• 0-62mph: 8.0s

• CO2: 143-150g/km

• Fuel consumption: 41.1-42.2mpg

• Performance data provisional/tentative pending homologation

The new RX 350h is characterised by the improved smoothness and efficiency of its fourth generation self-charging hybrid electric system.

This 2.5-litre petrol drivetrain provides 242b hp and 0-62mph acceleration in 8.0 seconds, performance comparable with the current RX

450h, while at the same time producing lower emissions. It will be a strong alternative to competitors with small-displacement engines and ideal for customers who prioritise comfort and efficiency.

RX quality: interior

Lavish details and flourishes are not necessarily the best way to express luxury. A “less is more” approach with design simplicity can be a much more effective way to communicate high quality, as witnessed in the interior of the Lexus RX.

This cool, contemporary approach is evident from the moment you open the door: surfaces are clean and uncluttered, helping create a sense of space and refinement.

What you experience is the result of an evolution of Lexus interior design, as Project Chief Designer Jota Kusakari explains: “We challenged ourselves to create a simple yet thoughtful space that didn’t rely on ornamentation.”

This approach in no way lessens the appeal of Lexus’ famous takumi hand-crafted luxury: “We focused on giving the trim, seats and armrests a tactile feel worthy of a high-quality interior, even paying attention to the door opening and closing feel, and the audio quality, to realise a quality that inspires the senses,” says Kusakari.

The new design simplicity can be seen in the way the dashboard sweeps in a clean, continuous form, taking in the meter hood, instrument panel and the door trims. The car’s new e-latch electronic door release system positions the handles lower down, allowing the

‘‘

can see, touch and hear. This takes in everything from the new multimedia system with an improved HMI that combines intuitive touch screen and physical button controls, to the pleasing appearance and tactile appeal of new trims and upholsteries, the ambient lighting with a full spectrum of colour options and the reassuring sound made by the doors as they close.

upper section of the door panels to be shaped as a natural extension of the instrument panel.

Tazuna driver’s cockpit

The theme of simplicity perfectly complements Lexus’ tazuna concept for the driver’s cockpit, which rationalises the location and ease of use of the controls and information sources, so that attention is focused on the job of driving.

“Embodying the tazuna concept, the cockpit design realises a space that allows the driver to have a deeper, more intuitive connection with the car, enabling them to control it as intended.,” says Kusakari. This rationale is witnessed in details such as co-ordinated arrangement of the information sources –centre console display, meters and head-up display – so their contents can be viewed with just small adjustment of the driver’s eyeline.

Sensory quality

The sensory quality reinforces the impact of the design in everything the car’s occupants

The cabin’s relaxing, reassuring design is even reflected in way you can communicate directly with the car. The new “Hey Lexus” on-board assistant ready to respond to requests and commands using natural, conversational speech. Tell it that you’re hungry and it will recommend nearby places to eat; mention that you’re cold and it will adjust the air conditioning.

Authentic SUV practicality

The interior design is perfectly appropriate for an SUV, delivering the necessary practicality, convenience and flexibility. Thanks to clever packaging and design, there’s more knee room for rear seat passengers and a better view both to the side and ahead, helped by the car’s lower belt line and the wider forward field of vision. Access has been made easier with a lower hip-point and adjustment of the easy access power adjustment.

For family trips, the rear load compartment matches the current RX for capacity, despite the new model having a shorter rear overhang; the space has been achieved by design solutions including a thinner back door, a more upright rear suspension design and a lower load height.

The cabin’s relaxing, reassuring design is even reflected in the way you can communicate with the car, via the new ‘Hey Lexus’ on-board assistant

MG cracks the formula for an affordable, quality EV

MG already has a couple of electric models with the MG ZS and the MG5, but the launch of the MG4 is the brand’s first EV built from scratch. Andrew Walker got to grips with the new MG recently and we came away impressed.

What is it?

The MG4 EV competes with the likes of the VW ID.3 and Cupra Born in the small-medium EV sector. It’s built on an all-new platform called MSP and features a thinner battery at just 110mm deep that helps deliver greater balance, driver experience and road holding. The battery powers a rear-mounted motor that produces up to 200bhp with a rear wheel drive configuration.

Models and battery range

There are three models available, with two batteries: the SE Standard Range (from £25,995); the SE Long Range (from £28,495) and the Trophy Long Range (from £31,495). Initially the SE Standard Range has a 51kWh battery, with a larger 64kWh battery on SE Long Range and Trophy Long Range.

The MG4 EV Standard Range comes with a 218 miles range on the WLTP cycle, with Long Range SE and Trophy, capable of 281 miles and 270 miles respectively.

Dimensions, output and charging

Although the MG4 can be classed as a small car, its 2,705mm wheelbase means that there’s good interior cabin space and a 363-litre boot. The 64kWh battery is capable of charging up to 135kW, meaning a charge time of only 35 minutes from 10% – 80% using a 150kW DC rapid charger. Using a home 7kW wallbox like our own Rolec, means it will take about eight hours to fully charge the 51kWh battery, or 10

hours for the larger 64kWh battery.

Equipment and warranty

MG is famous for offering customers decent kit and the MG4 is no different. All models feature a 10.25’’ floating infotainment screen and a 7’’ driver display with Apple CarPlay or Android Auto connectivity. All models also feature a number of EV-specific features, such as brake regeneration, energy data, charging station info and adjustable powertrain modes.

Both SE models have the MG Pilot advanced driver assistance system, automatic LED headlights and rear lights, rear parking sensors, 17’’ alloy wheels, adaptive cruise control, automatic climate control and MG iSmart app connectivity. Long Range SE models also include MG’s innovative Active Grille Shutter System (AGS), which improves aerodynamic efficiency by up to 30% and can increase EV range by as much as 10%.

Trophy models feature an upgraded MG Pilot system, which includes Blind Spot Detection, Lane Change Assist and Rear Cross Traffic Alert. Additionally there’s a two-tone roof, rear privacy glass, twin aero rear spoiler, leather interior with electric driver’s seat, heated front seats and steering wheel, SatNav, 360 camera, wireless phone charging and an upgraded MG iSmart system compatible with live services.

MG4 is offered with a seven-year warranty.

Interior

The inside is a step up from previous MGs, but at such a competitive price, some of the plastics used lower down on the dash and doors are a little harsh. Better are the dash front and top, ‘Allegro’ hexagonal steering wheel and infotainment screen, which are nicely finished and feature some softer plastics.

The interior is fairly sparse with a floating ledge for the gear selector, but that does leave storage space below. Below the main panel,

there are physical shortcut keys for the main options, including one to access the on-screen climate controls. This is a bonus at the touchscreen, as with plenty of its rivals, has smallish icons which are quite difficult to select while on the move. On the plus side, connecting an iPhone was quick and easy, the onboard Sat Nav was decent and the 7” digital instrument display was clear and the info offered concise.

Practicality

Up front, there’s decent head and leg room, and rear leg room is fine. However, the swooping roof line does eat a little into rear head room. The cabin is quite narrow and shoulder space, especially in the rear, suffers, meaning that it’s really for four adults, not five.

The rear seats fold flat 60:40, increasing the boot space from 363 litres to a very useful 1,177 litres. Cabin storage comes from decent door pockets and glove box, twin central cup holders, space under the floating console, twin USB’s and a 12v socket.

Driving modes and performance

The MG4 features three driving modes, Eco, Normal and Sport. Like most EVs, the MG4 has been designed to offer drivers an in-house aid for battery range in the form of different levels of brake regeneration. There are four of these: Low, Medium, Strong and Adaptive. Each does what it says on the tin, so Low’s regen is barely noticeable, Medium feels like there’s something there and in Strong you’ll definitely know it’s there, enabling almost one-pedal driving.

While most electrical drivers will drive their EV to get the best battery range, it’s worth noting that the MG4 has a 0-62mph time of 7.7 seconds, with EV oomph from take off present. Drive in Eco and the car dulls things down a bit, Medium feels swifter and Sport improves feel and steering slightly.

On the road

Where the MG4 most surprised us was with its agility. Whether this is to do with the thin battery, the 50:50 weight ratio or lightish components, or a combination of them all, it’s a nimble and enjoyable companion, something most electric cars still struggle with.

In town it’s quiet and light, while on the open road it handles well. Speed up or drive on the motorway and you’ll notice some road noise entering the cabin and that it’s a little less refined to be in at higher speeds.

We couldn’t fault the seats, nor the instrumentation layout and everything we tried worked well. As far as visibility goes, front is good, rear not so, with the small, curved rear window to blame. Despite this, the on-board tech such as the 360 degree camera and the

smallish turning circle make parking easy.

Pros

The MG4 is a good looking, competitively priced electric car, with impressive driving dynamics and battery range. You also get low 2% BIK for company car drivers, a high level of equipment and competitive charging times.

Cons

Some cheap finishes, a smallish boot and rear visibility isn’t brilliant, but that’s about it.

Conclusion

It’s an impressive electric car within a relatively tight budget. As MG’s first electric model built from the ground up, it really is an excellent and offers potential EV customers a

competitively priced entry point into the sector. Company car drivers looking to switch to an EV will benefit from the low BIK, that’s if the MG network has any left after the stampede of retail customers desperate to get their hands on one.

CC&V VERDICT

Plenty of other car manufacturers should take a long, hard look at what MG is doing, because in the short term, it’s cheaper electric motoring that is required. Well done, MG.

CC&V RATING: N N N N N

Premium compact re-imagined as new BMW 2 Series hits the roads

BMW has completely re-engineered its 2 Series Active Tourer, adding a host of new features to create the outstanding vehicle in the premium compact segment.

Notably, it marks the debut of BMW Operating System 8 and the new generation of the BMW iDrive control system in a compactclass BMW. The range of driver assistance systems specified as standard or available as options sets a new benchmark both for the BMW model line-up and the sector.

Customers can choose from two petrol engines and one diesel, or two plug-in hybrid models equipped with fifth-generation BMW eDrive technology.

A choice of Sport, Luxury and M Sport variants, plus the availability of extensive individualisation options, ensure the new BMW 2 Series Active Tourer appeals to a wide number of drivers.

Sporting elegance

At the front of the car is the iconic BMW kidney grille, which has a radar sensor for the optional driver assistance systems integrated into the central section. The addition of full LED headlights as standard adds to the front end’s fresh look. A new interpretation of the distinctive light graphic divides the headlights into three clusters for low beam, high beam and daytime driving light, the latter also performing the role of turn signal indicators. Adaptive LED Headlights, available as an option (or standard on the M Sport models), include a cornering light function, non-dazzling matrix high beam, urban lights, a motorway beam pattern and bad weather light.

The new model is larger than its predecessor – by 32mm in length, 24mm in width, and 21mm in height. While the wheelbase is unchanged at 2,670mm, its track widths have been increased by 25mm at the front and 26mm at the back. An intelligent mix of materials minimises the body’s weight while enhancing rigidity and crash safety.

Premium interior

The interior has been completely redesigned. Taking its cues from the BMW iX, the BMW Curved Display – with its frameless glass surface angled towards the driver – brings a modern highlight to the cabin, as well as enhancing the spacious and open feeling of the cabin. Five interior trim variants, including the new Aluminium Hexacube and open-pore fine eucalyptus wood, enable owners to individualise their car. The newly designed control panel contains the redesigned gear selector, Start/Stop button, volume control, and buttons to activate the parking brake, My Modes, Park Assist and vehicle settings. The front area of the centre console serves as a smartphone tray with wireless charging an option, or standard for M Sport models.

The new BMW 2 Series Active Tourer enjoys increased headroom, shoulder room and elbow room in both rows of seats compared to its predecessor. Rear seat passengers also enjoy a noticeable increase in kneeroom over the previous model.

Power units

Two latest-generation petrol engines are available from launch, starting with a new 1.5-litre three-cylinder unit. Its output of 156hp is assisted by a 19hp electric motor for a combined output of 170hp and peak torque of 280Nm. As a result, the new BMW 220i Active Tourer hits 62mph in 8.1 seconds.

The 2.0-litre four-cylinder unit powering the BMW 223i Active Tourer develops 218hp (204hp plus 19hp) and 360Nm. It sprints from 0-62mph in 7.0 seconds, yet emits just 137-149g/km and achieves 42.8-47.1mpg.

Diesel engine with even greater efficiency

The new BMW 218d Active Tourer is offered with a 2.0-litre four-cylinder diesel engine that has undergone extensive development. Friction-optimised pistons, a graphite coating for the piston skirts, and an active oil separator

with map-controlled electric motor all contribute to increased overall efficiency, as do optimisations to the two-stage turbocharging system, common-rail injection system and exhaust gas recirculation system. With 150hp and 360Nm, the new 218d accelerates from 0 to 62mph in 8.8 seconds, while returning 53.3-58.9mpg with emissions of 125-138g/km.

Debut for new 48V mild hybrid technology

Mild hybrid technology has enabled the BMW 223i and 220i Active Tourer models to deliver improved driving dynamics and optimised efficiency. The 48V electric motor delivers an extra 19hp when pulling away from a standstill, or during mid-range acceleration. The starter generator enhances the smoothness of the Auto Start Stop function, with the energy required stored in a 48V battery located underneath the boot, charged by recuperation during overrun and braking.

Two plug-in hybrid models added

Plug-in hybrid technology comes in the BMW 230e xDrive and 225e xDrive Active Tourer. eDrive technology sees a current-excited electric motor installed in a single housing along with the power electronics and transmission plus the latest battery and charging technology. In both models, the electric motor acts on the rear wheels while a three-cylinder petrol engine drives the front wheels. With the aid of an intelligent powertrain system, this results in all-wheel drive that delivers exceptional sportiness, directional stability and traction in all driving situations.

Maximum output is 326hp (150hp plus 177hp) for the BMW 230e xDrive Active Tourer and 245hp (136hp plus 109hp) for the BMW 225e xDrive Active Tourer. Maximum charging capacity is up from 3.7kW to 7.4kW, meaning that a full charge can be delivered in around 2.5 hours, or just under 8 hours via a conventional household socket. Electric range is now up to 49 miles based on the WLTP cycle.

Volkswagen adds a little more

to

The Volkswagen ID.5 range has been boosted with an additional trim level, available across all three of its powertrain variants.

The ID.5 Style serves as the new entry-level derivative for the Pro, Pro Performance and GTX, starting at £49,735 for the 174 PS ID.5 Style Pro, and offers a comprehensive equipment list alongside a boost in value for the elegantly-styled, all-electric SUV-coupé.

The ID.5 Style expands the model’s trim line-up to five, and sits beneath the ID.5 Tech and ID.5 Max, while the ID.5 GTX Style slots in before the ID.5 GTX Max, as the entry-level model fitted with the GTX powertrain.

The Style follows the rest of the ID.5 range in offering a compelling equipment package, and as the entry-level model, leaves only a few items to be optionally specified.

These include the energy efficient heat pump (£1,050); three-pin mains charging cable (£190); Trailer Hitch (£890); and, over the other ID.5 models, the Infotainment Package Plus (£1,350), which adds the acclaimed augmented reality head-up display, as well as a Dynaudio digital sound package and subwoofer.

A number of alternative alloy wheel designs and a vibrant array of paint colours can also be specified optionally, over the model’s standard Moonstone Grey paint and attractive 19-inch ‘Hamar’ wheels.

It is not just the ID.5’s equipment list, battery and motor that set it apart, either – the innate qualities of Volkswagen’s ID. family provide benefits beyond luxury and technology. These include the dedicated MEB electric vehicle platform that enables a compact footprint for the eye-catching ID.5 relative to its expansive

exciting

interior space; the capability to receive software updates, ensuring the user benefits from the latest improvements; a network of customerfocused retailers with product experts on hand for any query; and dependability assured by the Volkswagen roundels front and rear.

Another positive aspect of choosing an ID. model is that UK market cars are manufactured net carbon-neutral in Zwickau, Germany – a factory powered by renewable energy – while suppliers are encouraged to use renewable energy, too. Unavoidable emissions are compensated through internationally recognised climate protection projects.

As a result, the ID.5 E SUV-coupé is delivered to customers as a net carbon-neutral product according to the independent auditing body TÜV NORD, which examines the supply chain, manufacturing process and all logistics.

Like other ID.5 models, the ID.5 Style is

range

delivered with only the largest battery pack from the Volkswagen line-up – a 77 kWh (net) unit, providing a range of up to 316 miles. With a maximum recharging capacity of135 kW, the whole ID.5 range has a charge time of as little as 29 minutes to 80% at a rapid charger, or at a rate of six minutes to recharge 62 miles. The new model is available with three power options – 174 PS Pro, 204 PS Pro Performance, and 299 PS GTX.

Francesca McGuinn, ID. Family Product Marketing Manager at Volkswagen UK, said: “The ID.5 is packed with every convenience, innovation and luxury that a customer might need, with only selected items on the optional extras list. That’s why it’s so exciting that the ID.5 Style has arrived, bringing with it a lower entry price for the model, but the same blend of sustainability, quality and head-turning style that mark out ID. models from their competitors.”

The fleet-friendly Niro PHEV has every box ticked

Andrew Walker takes a spin in the Kia Niro

The Kia Niro comes with a choice of three electrified powertrains – hybrid, plug-in hybrid and pure electric – and three trim levels; ‘2’, ‘3’ and ‘4’ The PHEV and HEV feature a 1.6 GDi petrol engine paired with Kia’s six-speed dual-clutch transmission (6DCT). The four-cylinder 104bhp 1.6-litre GDi petrol unit produces 139bhp when paired with the HEV’s 32kW (43bhp) electric motor. A 62kW (83bhp) e-motor in the PHEV version results in combined maximum power of 180bhp with an electric-only range of up to 40 miles.

All Hybrid and Plug-in Hybrid ‘2’ grades feature 16” alloys, automatic LED headlights, an electric hand brake, climate control, rear parking sensors and camera, an 8.0” touchscreen display with DAB radio, six speakers, Android Auto and Apple CarPlay and 4.2” supervision cluster.

Move up to ‘3’ grade and you’ll add items like 18” alloys wheels and a 10.25” touchscreen with SatNav and Kia Connect services. The ‘4’ grade enhances the goodies with a head-up display, dual 10.25” touchscreen and instrument cluster and heated outer rear seats and ventilated front seats, as well as driving kit including Remote Smart Parking and Parking Collision-Avoidance Assist.

Interior

We drove two ‘4’ grade models at launch, hybrid and plug-in hybrid. The interior is in keeping with Kia’s new design philosophy so you get an upmarket finish with good quality plastics used throughout.

The car’s infotainment and instrument cluster screens is easy to work and controls everything from climate to the car’s functions.

Up front you get twin cupholders between the front seats, two USB connections and a 12v socket. The door pockets will also hold a bottle, but the glove box is slim and overall the cabin is more spacious than any previous Niro.

To the rear and you’ll find up to 451 litres of luggage space with the seats up. The boot floor can also be lifted to reveal some useful storage space underneath.

On the road – Niro Hybrid

The Niro Hybrid prioritises pure-electric running at low speeds, so you get smooth and near-silent progress from the off. The petrol engine kicks in with an audible growl, but the transition is hardly noticeable and as you increase speed the electric motor adds some welcome power.

NIRO: KEY FACTS

Hybrid 0-62 mph: 10.8 seconds

Top speed: 100 mph

Top speed in EV only mode: 74 mph

Fuel consumption and emissions

Combined: 60.1mpg

CO2: 106g/km

PHEV

Charging fuel economy and emissions

AC Charge Time: 3.3kWh

55m. 7kWh home charger 0-100%:

Combined mpg : 282.5mpg

CO2 : 22g/km

On A and B roads the hybrid Niro performs well, handling corners and adjusting to road situations with aplomb. On the motorway it’s quiet and comfortabe, with the standard adaptive cruise control making light of a long journey. It’s the lightest Niro and offers the best handling but not the most fun.

Pros

Cheapest way into a much improved range. Great cabin, latest tech and safety and plenty of cabin space for five.

Cons

Both the PHEV and EV Niros offer much lower BIK, and it’s a bit bland to drive.

On the road – Niro PHEV

The old Niro plug-in felt heavy, especially on winding roads. Thankfully, the new version doesn’t feel as heavy and is more pleasant to drive as a result. It’s more powerful then the hybrid, quicker and punchier when overtaking.

The six-speed dual-clutch automatic gearbox is smooth and the steering wheel-mounted shift paddles double up to adjust the level of

regenerative braking, which adds a few miles to your battery range.

Driving on the e-motor only provides smooth motoring and there’s effortless performance and fun, too. The six-speed DCT gearbox is smooth with a hardly noticeable delay when the engine takes over from the battery. Outside noise is there, but it’s not that noticeable and importantly the new Niro PHEV offers a much better ride than it’s predecessor.

The new PHEV has the same 1.6-litre petrol engine as the previous Niro, but with a more powerful 83bhp electric motor for 180bhp. Kia claims a near 40-mile electric range, but we’d say 33 miles is more accurate. Plug it in at home for discounted night time charging rates.

Pros

Low BIK from 8% and much better everywhere over the previous version. On trend infotainment and the latest safety features.

Cons

Better than predecessor but still not that exciting. Bit expensive: the ‘4’ grade costs £39,025, the same as the Niro EV, which has a bigger boot, better performance and lower BIK.

Conclusion

For company car drivers and fleet managers alike, the PHEV is our choice, at least until the EV version lands later this year. Up to 40 miles on pure electric power and a real world figure of 55-60mpg on combined cycle. Top class cabin, excellent safety and infotainment.

CC&V VERDICT

Ticks every box, and the PHEV is very fleet friendly

CC&V RATING: N N N N

Maxus is backing the pick-up sector – and its T90 will get the job done

payload and can tow up to 1,500 kg. See the panel right for dimensions.

Electric range and battery

Maxus claims that the T90 offers a 220-mile range, courtesy of its 88.5kWh battery which produces 201bhp. It has a rear-wheel drive set up, which means that the motor and battery may affect its off-road capabilities.

Exterior

We’re lucky enough to be based just 17 miles from the Maxus UK office in Birchwood, which means that when given a chance to pop over and take a look around the all-new Maxus T90 electric pick-up, it was too good a chance to miss.

The T90 was first seen at the 2022 CV Show, where the promise was of a right-hand drive version in late 2022.

It may be an electric pick up, meaning there’s a heavy battery fitted underneath the cab and load floor, but this doesn’t prevent it from being a highly practical vehicle. It offers a one-tonne

The front features a massive chrome grille with the Maxus logo at the top. The side LED daytime running light intakes bear a passing resemblance to a Mitsubishi L200, while the rear load bed area is very similar to that found on an Isuzu D-Max. The tailgate is heavy and closes with a nice clunk.

There’s a large Maxus logo across the rear, a high mounted stop light and a step in the bumper to allow for easier access. The sides feature black steps and a chrome low door protector.

Front and rear bumpers are body coloured.

Inside

Quality wise, it’s pretty good, with the fixtures and fittings in keeping with those on the Isuzu D-Max, Toyota Hilux and Mitsubishi L200. However, if you’re expecting the more upmarket interiors found on a Ford Ranger Wildtrak or Volkswagen Amarok, you’ll be disappointed. It’s built to do a job, not for lifestyle.

There’s no gear lever. Instead, you’re presented with a cylindrical dial with a simple Reverse, Neutral or Drive option. Alongside this sit Power, Eco, Downhill and ASR buttons.

As some of its rivals have pulled out of the pick-up sector, Maxus has plunged right in with a bold electric option, the T90. Andrew Walker checks it out

The four door pockets are sizeable with twin drinks holders located between the front seats, a centre armrest with storage underneath, although the glove box is small.

You get a neat 10.5” infotainment touch screen, an AM/FM radio and you can connect your Smartphone via Apple CarPlay, using one of the two front USBs that sit underneath.

Separate climate controls are located underneath this with manual air-con fitted. You get a 12v socket up front, plus one in the rear as well as a 220v power outlet.

The front seats are electrically adjustable, while the seats are finished in artificial leather.

Rear space is really good and three adults should fit comfortably.

Equipment and safety

There’s plenty of safety kit in the form of ESP and EBA, driver and front passenger airbags and side airbags, with front to rear curtain airbags standard as well. You also get a reversing camera, rear parking sensors and rain sensing wipers.

Continued on page 38

There’s plenty of safety kit, plus a reversing camera, rear parking sensors and rain-sensing wipers... plus it’s a highly practical vehicle

from page 37

Extras

Your T90 can be spruced up and personalised by adding one or more of a number of additional items of equipment and style touches: stainless steel sports bar, a roll lock cover, all terrain tyres, a mountain top/ roller top, a tow bar with electrics, a front bumper winch pack or a hard top box with rear tailgate wash wipe.

Charging

The key feature of any electric vehicle is range, and here the T90 scores highly, thanks to its large battery. The caveat is that it will take longer to charge: approximately 12 hours from 0-100% on a 7kWh home charger. That will take a little bit of logistics and planning.

Better news is that if you utilise its DC capabilities, a 20-80% charge will take only 45 minutes. The T90 is supplied with a five-metre Type 2 charging cable with the external charging cap located on the rear left of the cab. As usual, our advice is to get a home charger, plug-in overnight when electricity is cheaper and get some chargers at your workplace, too. It’s a sound investment.

Driving

We only spent 30 minutes driving the T90 on urban roads, but what we were able to ascertain from this was the following. Apart from the electric whine when you first accelerate, the T90 is quiet, eerily so when compared to a standard diesel pick-up. Up front, the ride is quite firm. In the rear we’d guess that, unlike a diesel pick-up, where the weight is all located at the front, the T90, with a heavy battery underneath the cabin floor, won’t be as bouncy for rear passengers when unladen. It will be interesting to see how it performs off-road.

All of the dials and switches are easy to

reach and to understand. The touchscreen is quite basic but the functions work well, and Apple CarPlay connected seamlessly. AM and FM radio are standard, but if you want DAB you’ll need to connect to your favourite station via your Smartphone Apps. There’s a SatNav, too.

Pros

It has the virtue of being the first electric pick-up you can buy in the UK. Even better, it comes with a decent payload and load bed area. Electric range is impressive and it is well equipped.

Cons

This was a fleeting glimpse of the T90’s capabilities and we’ve yet to take it off-road where there is a chance that the low hanging motor-battery combo may affect ground clearance.

One other point: at £49,950 + VAT, it’s not cheap.

Conclusion

In the UK, Maxus has won the race to get an electric pick-up to market. Utilising parent company SAIC’s battery know-how, Maxus has

gone from selling 100 vans in 2017 to over 12,000 in 2021, with the electric eDeliver 3 and eDeliver 9 leading the charge. As I write this, Ford has an E Transit coming to market, but there are no signs of an electric pick-up from them, or from Toyota, Isuzu or Volkswagen. This gives Maxus a massive opportunity, with plenty of forward orders already confirmed.

Our only reservation is that it remains to be seen how the T90 performs off-road and price wise, it’s expensive to buy outright, so leasing will be the best way to get into one. That being said, it’s definitely one for the future.

CC&V VERDICT

Being the first to achieve anything is always something to boast about, and Maxus should be congratulated on that feat. If pick-ups are your go-to vehicle for the workplace, the T90 gives you an electric option you can work with

CC&V RATING:

N N N N N

MIFA 9 delivers stunning range to kick fleets’ anxiety into touch

At Company Car & Van we’ve been championing MAXUS models for some time. They may be comparative newcomers to the global auto sector but they taking their rightful place among the elite with a series of innovative, practical and versatile vehicles.

The latest to emerge from its well-funded R&D team is the MAXUS MIFA 9. The new model is a signal the company has really moved up a gear and claims to be the world’s first full-size pure electric MPV.

It was launched at the Commercial Vehicle Show and delivers a stunning impact right from the off, with bold sqaured off lines and an almost menacing look.

But don’t let that initial brooding threat put you off: after all, MIFA stands for Maximum, Intelligent, Friendly and Artistic, according to MAXUS’s designers!

Whatever it stands for in your world, the MIFA 9 boasts a range of up to 323miles / 520km on a single charge.

That’s a stunning riposte to those who are still shying away from EVs because of range anxiety, and starts to bring vehicles close to the range of petrol and diesel-engined vehicles.

Other key details: the battery pack is a 90kW ternary lithium from CATL that provides a maximium torque of 350Nm from a 180kW motor. It uses charge at the rate of 17.9kWh / 100km (62 miles)

The MIFA 9 comes equipped with MAXUS pilot intelligent driving assistance, with functions such as narrow road traffic, helping drivers avoid obstacles on both sides perfectly, and free parking, which can scan and monitor at 150m environment around the vehicle

MIFA 9 is the industry’s first intelligent driving housekeeper, which automatically recognises driving style through data and scene driving and matches the performance to suit.

All-in-all, the MIFA 9 is the first of what we’re sure will be a long list of great models built on the MIFA platform by parent company SAIC.

LEVC offers a different view with VN5

If you’re looking for something that gives you a different take on the EV vehicle range issue, look no further than the LEVC VN5, says Andrew Walker.

What makes the VN5 different is its eCity technology. The VN5 is powered by a lithium-ion battery and features a petrol range extender to maintain the battery charge state. The battery always powers the motor and drives the vehicle.

The range-extender acts as a back-up generator and is only used to tricklecharge the battery to maintain its current state of charge. When the 31kWh battery is depleted (after about 58 miles in the VN5), the 1.3-litre range extender engine kicks in and charges it back up again, providing a total range of over 300 miles.

As a limited range is the number one problem for electric vans, LEVC believes that such tech has something different to offer.

The VN5 may be electric, but it has to offer van customers what they want and LEVC does this in spades. With up to 5.5m3 capacity, the VN5 will take two Euro-sized pallets with a gross payload of 830kg. It has a large side-loading door, large enough for enabling a

pallet to be side-loaded, with a 60/40 split door at the rear, making loading and unloading easier.

The cabin features a fully adjustable driver’s seat, an open glove box, twin drinks holders, two decent sized door pockets and a couple of cubbies located in the dash and the central binnacle.

Only thing missing is a third seat option for the front, which is always a bonus.

Customers can choose from three models. Entry level Business costs from £46,500 and features an 11kW OBC, DAB, sliding side door, a bulkhead, floor trim and cargo cladding,

four floor loops, black steel wheels and a 10 way electrically adjustable driver’s seat.

Next up is City, costing from £48,000, which further adds a heated windscreen, front and rear parking sensors, under seat storage, curtain airbags and Lane Departure Warning. Range-topping Ultima, offers the 11kW OBC, a rear view camera, SatNav, silver steel wheels and eight tie loops. There are also six option packs on offer with stand alone options. Choose from Safety Pack, Driver’s Pack, Comfort Pack, Pro Pack, Styling Pack and Luxury Pack. However, before you add these on, it’s worth noting that LEVC has packed the range with some decent standard spec.

For example, the Business range includes two USB ports, dual-zone climate control, a 9” touchscreen, keyless start, Bluetooth, LED headlights, LED daytime running lights and LED cabin and cargo lights. The key and touchscreen plus the touchscreen menu are the same as you’ll find on the current Volvo car range, utilising the Geely connection and offering van customers a tried and tested set-up.

All in all, it’s very impressive.

Corolla option is smart thinking for commercial fleets

in evidence, with the usual Corolla controls. Plain grey fabric cover the seats, with the rest of the cabin finished in black apart frmo the odd dash of chrome finish here and there.

We first viewed the Toyota Corolla Commercial at the 2021 CV Show. Back then, we were encouraged to hear Toyota say there was mileage in the commercial vehicle sector for a vehicle that would reduce your fleet’s emissions without taking on the limited range of a full electric van.

The result is the Corolla Commercial petrol hybrid, which we drove recently.

Based on the Toyota Corolla Touring Sports estate, the Corolla Commercial has been specially adapted for use as a commercial vehicle. Estate-based vans used to be quite popular in the past but it is a concept that has gone out of fashion somewhat, and since there aren’t any rivals at present, the Corolla Commercial has the satisfaction of knowing it has the sector all to itself.

Engine and spec

There is only one engine available, the 120bhp 1.8 hybrid version of the Touring Sports. The overall spec is similar to that of the entry-level Corolla Icon. Kit includes LED headlights, dual-zone climate, electric windows, reversing camera, heated front seats, Toyota Touch 2 infotainment which features Apple

CarPlay and Android Auto and Toyota Safety Sense, which includes Adaptive Cruise Control.

Inside and out

From outside, it looks just like a Corolla Sports Tourer except you get steel wheels not alloys. Inside, the generic Corolla black dash is

The real difference between the Corolla Commercial and its passenger-carrying siblings is that the Commercial doesn’t feature rear seats. Rather, behind the front seat passengers is a black steel mesh bulkhead which divides the vehicle in two.

The rear doors open only from the outside and the side windows are opaque with a black film to achieve the look of a normal Sports Tourer. The rear window and tailgate is standard, so you get a decent view to the rear. Continued on page 44

Here’s a blast from the past: a commercial vehicle based on an established estate. But as it’s Toyota coming up with the fresh thinking in the guise of the Corolla Commercial, Andrew Walker thinks it’s a smart move by a company that’s often one step ahead

By regularly using the Corolla’s brake regeneration and the electric range in town, you’ll top 600 miles on a full tank... no range anxiety here!

Continued from page 42

Conversion and cargo size

Open the tailgate and the load area becomes more defined. A rubber layer sits on top of a plyboard floor, which is bolted to the bulkhead. The rear section sits on hinges, so when you lift this up it reveals a spare wheel-sized storage compartment underneath.

The rear space capacity is 1,326 litres and payload is 425kg. Towing weight is as per the normal Corolla Sports Tourer, which is 750kg.

Economy and range

With a full tank our test vehicle indicated a range of 570 miles, a full 400 miles more than the best electric van can muster and the reason for the Corolla Commercial’s existence. Chances are that by regularly using the Corolla’s brake regeneration and the electric range in town, you’ll top 600 miles.

From where we’re based in the north west, we could happily drive to London and back, 420 miles and have fuel to spare. No stopping to charge and no range anxiety, and a similar range to many small diesel vans.

Toyota quotes a WLTP economy figure of 61.4mpg and having driven a standard Corolla

Sports Tourer, we’d say that’s pretty accurate.

The 120bhp engine will get you from 0-62mph in 11.1 seconds. CO2 emissions of 105-115g/km.

Drive train and driving modes

Because this is a petrol hybrid, the CC features an automatic CVT drive train, which does the job, but isn’t the most exhilarating system. Drive, Reverse, Neutral are joined by B, for brake regeneration. Simply pull the

centrally mounted gear lever all the way back past D and hey presto, you’re able to utilise the on-board brake regeneration.

And it works. It’s noticeable too, adding a heavy elastic band feel to the accelerator. Switch to D and the Corolla Commercial lightens up for smoother progress.

Choose from Eco, Normal or Sport driving modes, with the former increasing your range, the latter adding a bit more sparkle to your ride.

Continued on page 46

Corolla option is smart thinking for CV fleets

Continued from page 44

In all honesty, there’s not a lot of difference between the three.

Driving

The Corolla Commercial is just as easy to drive as the passenger Corollas, and far more relaxing than a traditional small diesel van. You can utilise the EV range for short urban journeys, while accepting the hybrid drive option when on the motorway or faster roads.

Suspension is soft so the ride is comfortable and you sit low to the ground compared to a standard small van, meaning it feels very car-like to drive.

Accelerate to join the motorway and the CVT box lets you know it is there. The open cargo area does let road noise in, especially in the wet, but it’s not as loud as you’d expect.

Servicing and warranty

This is a real attraction for buyers, with the Toyota Relax Warranty offering 10 years or 100,000 miles of reassurance.

All you need do is to service your Toyota at one of the 100+ Toyota Professional Centres in the UK.

Best of all, at the time of writing, £276 + VAT a month will get you a Corolla Commercial including maintenance. That’s an offer that’s hard to beat for this size of load lugger.

Pros

Excellent 500-600 mile driving range, using the petrol-hybrid engine. Comfortable car-derived cabin – after all, it is exactly the same as the car at the front – and ride make journeys relaxing.

With that rear space capacity of 1,326 litres and payload of 425kg there is plenty of

capacity, and there is decent storage capacity elsewhere.

It is also much cleaner than a diesel, and costs much less to lease. There is a massively smaller deposit than a Proace City electric van.

Cons Cargo capacity can’t match a Fiesta van’s 0.96 cubic metres or larger Toyota Proace City’s 3.3 cubic metres. The CVT gearbox won’t win any prizes.

Conclusion

Niche is defined as ‘aspecialisedsegmentof themarketforaparticularkindofproductor service,’ and it’s hard to argue that the Corolla Commercial doesn’t match that definition. While electric vans work for local driving and deliveries, if you need to go further and you don’t want a diesel, then a hybrid Corolla Commercial might fit the bill.

If you are tackling longer journeys delivering goods, it also scores highly for being pleasant to drive and comfortable to be in. Best of all there’s that useful cargo area that will work for plenty of businesses.

While electric vans work for local driving and deliveries, if you need to go further and don’t want a diesel, then the hybrid Corolla Commercial might fit the bill

Creating a real Buzz

The exciting new ID. Buzz and ID. Buzz Cargo are creating a stir as Europe’s first all-electric bus and transporter range provides yet another solution to sustainable and CO2-free mobility. Both come with the latest ID. software and set new standards for safety, comfort and charging.

As is the case for all the models in Volkswagen Passenger Car’s ID. family, the ID. Buzz is based in engineering terms on the Group’s Modular Electric Drive Kit (MEB). The world’s first scalable mass production platform for all-electric cars provides the cross-brand basis for all sorts of different models and segments. Its architecture allows for an evolutionary further development of software and technology, which not only benefits new models such as the ID. Buzz, but also models that have already been delivered, by means of over-the-air updates.

Latest generation ID. software

The new model line’s assistance systems perfect ease of driving and safety. Included as standard in the ID. Buzz and ID. Buzz Cargo is the ‘Car2X’ local warning system, which utilises signals from other vehicles and the transport infrastructure to spot hazards in real time. Also included as standard: the ‘Front Assist’ emergency braking function and, in the MPV, the ‘Lane Assist’ lane-keeping assistant. With new software, new assistance functions are also making their way into the ID. family. Available as an option is ‘Travel Assist with swarm data’, which facilitates partially automated driving across the entire speed range and, for the first time, assisted lanechanging on the motorway. Also new: the ‘Memory Function’ for automated parking on a previously saved route.

Up to 170 kW charging power

The ID. Buzz and ID. Buzz Cargo are launching across Europe with a 77 kWh battery (gross energy content: 82 kWh). It provides current to a 150 kW electric motor, which – as the flat engine once did in the T1 – drives the rear axle. The position of the battery, integrated deep down in the sandwich floor, and the lightweight electric drive system result in a good distribution of weight and a low vehicle centre of gravity. Both factors optimise the handling and agility.

The lithium ion battery can be charged from wall boxes or public charging stations using 11 kW alternating current (AC). Via a CCS plug connector at a DC rapid-charging station (direct current) the charging power increases to as much as 170 kW. When charged in this way, the battery charge level rises from 5 to 80% in about 30 minutes. Using the latest ID. software, the model line will also offer the ‘Plug & Charge’ function in the future. Via this function, the ID. Buzz authenticates itself at compatible DC

rapid-charging stations via the charging connector using the ISO 15118 standard. It also exchanges all necessary data with the charging station in this way – an added convenience.

Bidirectional charging enables the ID. Buzz to feed unneeded energy from the battery into the customer’s home network (Vehicle-toHome). The power transfer and communication take place via a special DC bi-directional wall box.

relevance and technology, the ID. Buzz has super short overhangs.” The designer sums up: “The ID. Buzz is timeless, sustainable and yet also extremely functional – that makes it unique.” Another feature that has always been typical of the model line is the iconic front with its V-shaped front panel between the charismatic LED headlights. That goes for the optional two-tone paintwork too.

Thoughtfully designed, spacious interior ID. Buzz drivers and passengers experience the new Bulli feeling in a spaciously designed interior. Typically Bulli: the layout is very clear, the concept well thought through and utilisation of space optimal. In the lounge-like, friendly ambience of the MPV version, five people have ample room for travelling and for their luggage (1,121 litres of capacity).

New face of a sustainable mobility

The visual frame around these future-oriented technologies is formed by the unique design of the ID. Buzz. “The T1 – an icon of the 1950s – enabled people to gain mobility and freedom. With the ID. Buzz, we are transferring this T1 DNA to the present day and thus into the era of electric mobility,” says Jozef Kaba, Head of Volkswagen Design. “The ID. Buzz brings a lot of sympathy and proximity to people back to the road,” the chief designer continues. And it is the proportions that make the ID. Buzz so unique. Adds Kaba: “In the T1 you are practically sitting on top of the front axle –there’s no front overhang. For all its safety

If the second row of seats is folded down, the load capacity increases to up to 2,205 litres. Two or three seats up front, as the cus tomer desires, and a fixed partition separating off the 3.9 m3 cargo space are distinctive fea tures of the ID. Buzz Cargo. The zero-emission cargo version can take two loaded euro pallets, loaded in transversely.

Long wheelbase, compact body

One feature of the ID. Buzz and ID. Buzz Cargo is the long wheelbase of 2,988 mm, roughly the same as that of the current T6.1. The length of both versions is 4,712 mm. By virtue of what, in relation to the overall length, is a very long wheelbase, optimal use is made of the vehicle footprint.

Including roof aerial, the two versions of ID. Buzz measure 1,937 mm or 1,938 mm in height, a width of 1,985 mm and a turning circle of just 11.1 metres.

ID. Buzz drivers and passengers experience the ‘Bulli’ feeling in a spaciously designed interior... the layout is clear, the concept well thought through and there is a friendly ambience about the MPV

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Nissan’s newcomer is ready to hit the town

Nissan has revealed the pricing structure for variants of its all-new compact van, Townstar.

The successor to Nissan’s hugely successful e-NV200, Townstar is primed to future-proof business operations and accelerate the transition towards electrification. Key to its appeal, however, will be its two highly advanced powertrain solutions – one petrol and one fully electric, in combination with the latest driving technologies.

For customers looking for zero emission motoring, prices will start from £29,945* for a short-wheelbase Townstar equipped with a 45kWh battery, with a range of up to 183 miles WLTP combined or up to 269 miles in city cycle.

Alternatively, a refined 1.3-litre TCe petrol unit is also available. Fully compliant with the latest Euro 6d-Full emissions regulations it delivers 130HP of power and 240Nm of torque, offering power and efficiency in equal measure. Petrol Townstars start from £19,475.

Townstar brings a suite of 20+ technologies to the compact van segment and will feature a broad range of safety technologies and advanced driver assistance features such as Intelligent Emergency Braking, Hands-Free Parking, Intelligent Cruise Control and Around View Monitor (AVM), exclusive to Nissan, putting it at the forefront of its category.

There are four trim levels: Visia –well equipped and ready to work; Acenta –featuring enhanced facilities to accommodate most professional needs; Tekna, incorporating additional driver convenience and exterior styling; and Tekna+, combining the latest technology with enhanced driver assistance.

When it comes to carrying capabilities, Townstar provides a generous payload of up to 600kg (SWB) or 800kg (LWB). In addition, the maximum braked towing capacity is 1,500kg.

Electric versions of the all-new Townstar are

priced from £29,945 and will come with an 11kW (Visia grade) or 22kW AC (Acenta grade on) on-board charging system that’s a class-leader in its segment. As with its e-NV200 predecessor, there will also be a DC rapid charging connector standard from Acenta grade, which can recharge the battery from 0% to 80% in a little over 40 minutes.

Prices for all-electric short-wheelbase examples range upwards to £34,845 for a Tekna+ model. Long-wheelbase all-electric Townstar varies in price from £31,245 (Visia) to £35,845 (Tekna+).

On petrol versions the aforementioned £19,475 price tag applies to a SWB Visia trimlevel vehicle, powered by Nissan’s 1.3-litre TCe petrol engine and with a six-speed manual transmission.

The most expensive short-wheelbase petrol-powered Townstar, in top-of-the-range Tekna+ specification, comes in at just £23,125.

On long-wheelbase petrol options, prices range from £20,775 (Visia) to £24,425 (Tekna+).

Furthermore, this will all be accompanied by 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.

Scudo ready to take on Custom

There’s a new Fiat Professional Scudo on the streets, the first Scudo since the previous model was replaced by the Talento in 2016. Andrew Walker got to drive one, and here’s all you need to know.

There are three trims available: Business, SX and Tecnico. Power comes from either a 1.5 cylinder six-speed manual diesel with 99bhp or 143bhp, or two 2.0 litre diesels, with either 143bhp or 178bhp with either a six-speed manual or an eight speed auto gear box.

Finally, there’s the electric option: the e-Scudo. It features a 50kWh battery pack (144-mile range) or 75kWh (205-mile range). All options are compatible with 11kW AC chargers and when connected to a 100kW DC rapid charger, both electric vans can recharge from empty to 80% in 45 minutes.

Final choice: body length. Either 4.96m or 5.31m, which translates into 5.3m3 and 6.1m3 of loadspace. Nominal payload is 1448kg and trailer weight is 1 tonne.

Crew van and platform cab variants are available.

The Scudo’s practicality is boosted by the

Magic Cargo function which allows you to adapt the interior according to your needs. For example, there’s a folding hatch under the passenger seat, allowing customers to extend the loading area, and the front seat can become a table for a laptop and tablet.

On our test van, the Business Multijet 145 SWB (£32,480), we had the 7” colour touchscreen fitted, with Fiat Connect DAB and Bluetooth. There’s a single USB socket that you can use to connect your Smartphone to Apple CarPlay or Android Auto.

On the road

We really enjoyed testing the 145 Multijet. It comes with a decent turn of speed, fuel

consumption is 39.8mpg, emissions are 185g/ km. As with its sister vans, the Scudo drives like a car, with a slick manual gear changes, excellent power steering, good agility and pleasant motorway manners.

The 145hp version has plenty of power, so overtaking is easy when required. Modern diesels get a lot of stick but compared to diesels of old, the unit in the Scudo is quiet.

I drove the Scudo for 250 miles, averaging 37.9 mpg. To put that in perspective, this is the same as on most small, petrol family cars, and better than our own 1.5 petrol VW Tiguan.

Pros

Good model choice, competitively priced, useful load space and capacity.

Cons

Ostensibly, the same van as Vivaro, Expert and Dispatch.

CC&V VERDICT

Car-like competition for the Transit Custom.

CC&V RATING: N N N N

HE WHO LAUGHS LAST...

While Ford has been late coming to the electric van party with a version of its best-selling Transit, the first E-Transit is finally with us and it promises to be a game changer.

With prices starting at £48,045 plus VAT, it’s off to a good start, undercutting a number of competitors’ electric vans from the get-go.

It’s based on the Transit diesel so instead of an engine, gearbox and transmission you get electric running gear sourced from the Ford Mustang Mach-E. This is connected to a 68kWh battery and comes with two power outputs, 181bhp or 265bhp.

It still looks like a standard Ford Transit however, with the bonnet now home to various electrics.

Versions

One of the reasons Ford is so popular is because it has always offered a wide range of model options, and the same is true for E-Transit. There are 25 versions to choose from, in three lengths, two heights and three weights, and you can also have it as a panel van, a chassis cab and a double-cab.

There are actually five sizes of E-Transit panel van: L2 length in H2 or H3 heights; an L3 length in H2 or H3; and an L4, which is only available with the H3 height.

For spec your choice is Leader or Trend, both offering slightly better spec than the equivalent diesel Transit.

Outside

As we said, it looks like a standard Transit.

However, move closer and you’ll notice the blue striped front grille behind which sits the charging socket, conveniently located dead centre. There’s also an E-Transit logo on the rear doors but that’s about it.

Or is it? What you can’t see is what’s going on underneath the van. The electric motor is mounted under the rear of the van, so the rear suspension is independent, the result being an impeccable ride.

Inside

What really lifts the new Ford above other large electric vans is the cabin. It’s beautifully put together and features good quality plastics on all surfaces. It’s finished in a colour combo of grey and black that looks and feels durable.

Our test van featured Ford’s excellent 12” touchscreen which uses the latest SYNC4 system. There’s no gear lever, of course, rather a circular gear changer with, from left to right, P, R, N and D, with the addition of L in the centre which enables regeneration of the battery.

Charging and range

Here’s the key bit: charging and range. The E-Transit has a claimed maximum range of 196 miles. As a caveat, Ford realises that in winter and when fully loaded, the electric range will be lower, and so has spent lots of time and money

ensuring that even if driven in the coldest, harshest weather, your E-Transit is good for a minimum of 100 miles. This may not sound great, but that 100 miles is still more than the eSprinter offers when fully charged.

Charging at home on an 11kWh charger means a 0-100% full time of 11.5 hours. Because the E-Transit has an option for 115kW fast charging, the 68kWh battery pack can be charged to 80% in just 35 minutes.

Remember: Get a home smart charger and an electric vehicle electricity deal. You can then plug-in at night from as little as 7.5p a kWh.

Standard equipment

The E-Transit comes in two trim levels: Leader and Trend. Both have slightly more standard equipment than the equivalent diesel models. So, Leader gets semi-automatic air conditioning, a heated windscreen, an electric parking brake, keyless start, a metal bulkhead, 12” infotainment display withFord Sync 4, DAB radio, Android Auto and Apple CarPlay. Safety come in the form of ESC and side-wind assist.

Move up to Trend and you’ll add SatNav, cruise control, front and rear parking sensors and a moulded floor liner. Extra safety features included on Trend, are Lane Departure Warning, Collision Mitigation and a Lane Keeping aid. Our test van also featured a permanent rear view camera, an optional extra. It’s a brilliant addition and super clear.

Continued on page 54

being late to

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from page 53

Practicality

Maximum capacity is 15.1 cubic metres, while maximum payload is 1748kg. The rear load space is easily accessed via twin rear doors and a near side sliding door. The interior is plywood panelled with four internal roof lights and a number of load hooks.

The cabin offers plenty of storage solutions. The highlight is a pop-out drinks holder while you also get two dash-top spaces, a closed glove box, a dash front open storage area, two large door pockets and an overhead storage shelf. There is a 12V cabin socket and a USB connection.

Drivers get a multi adjustable seat and a reach and rake adjustable steering wheel, so tailoring a comfortable driving position is easy.

Ford E-Transit warranty

E-Transits are covered by the same three-year warranty as any other Transit. The electric drive components get a longer eight-year / 100,000 mile warranty.

Driving

A short hop around the M60 and some real world driving in south Manchester gave us a really good idea of how the E-Transit feels. Quiet, smooth, comfortable all spring to mind, but our overwhelming feeling was of calm. It’s a large van but in electric format it’s so easy to drive. The seats are comfortable and just the right height. The interior is really user-friendly.

For example, I connected my iPhone wirelessly to Apple CarPlay in seconds. Even the climate controls, which are worked via the touchscreen, are really simple to use and more importantly, easy to reach from the driver’s seat.

Performance is there if required, but the E-Transit doesn’t shoot away when you accelerate. Rather, the power is delivered smoothly. The cabin is super-quiet with just

some tyre noise disturbing your peace and quiet.

We drove the likely best-selling 184bhp version of the E-Transit. Being automatic, it takes the stress out of stop-start traffic and once experienced, you’ll not want to go back to a manual. Furthermore, the re-engineered rear axle set-up featuring coil springs when combined with the centrally located battery, offers a less bumpy ride when your Transit is unladen than you get in a diesel van.

The other benefit the battery gives is the E-Transit feels better planted on the road than a

ABOUT... FORD PRO

Ford devoted a large chunk of its CV Show stand in 2022 to Ford Pro. This offers a full range of support for its vans, including servicing, finance, telematics and charging infrastructure, adding peace of mind to businesses taking their first plunge into electric vans.

diesel van, whether you’re driving in straight line or entering or exiting corners.

Instrumentation

The E-Transit’s instrument cluster is markedly different to that of a standard Transit. It includes a power-use indicator, which also lets you know when battery recuperation is taking place, and the fuel gauge, which shows your battery range. After a half hour or so behind the wheel you soon get used to the different functions compared to those in a standard diesel van.

Energy recuperation

Regarding energy recuperation, the E-Transit offers two ways to re-charge the batteries.Tap the brake pedal and you’ll activate the first regen mode. Tap it twice and you default to the more pronounced L setting. If you then accelerate, the van returns to the standard Drive setting. You can also select L which is

located in the middle of the gear buttons.

The regeneration in the E-Transit is quite light underfoot and not really that noticeable.

Pros

Competitively priced, with a myriad of sizes and versions offered. E-Transit also comes with excellent storage and payload capacity. You also get a car-like, user-friendly cabin which also features lots of storage solutions. Easy and relaxing to drive, with a class-leading range.

Cons

It may be attractively priced versus other large electric vans, but at the best part of £50,000 it’s expensive when compared to a diesel Transit. Not really a van for towing.

The mileage range is impressive, but it’s still less than half of what a diesel Transit offers.

Conclusion

Whoever laughs last, laughs longest and Ford has certainly laughed last here. While a long time in the making, the E-Transit bursts on to the scene and puts itself right at the top of the best electric vans money can buy.

Of its competitors, only the Maxus eDeliver 9 can match its range, while the Fiat Professional eDucato has it beaten for maximum payload.

In addition, the launch of Ford Pro will allow new electric customers to transition to an EV with much less fuss than they’d be expecting, which is another big tick.

• Our thanks to Evans Halshaw Transit Centre Manchester for the loan of the E-Transit

CC&V VERDICT

Currently the best all-around large electric van on the market

CC&V RATING: N N N N N

The 184bhp E-Transit’s automatic box takes the stress out of stop-start traffic... you’ll not want to go back to a manual