FleetWorld January 2019

EVERYTHING FLEETS NEED TO KNOW

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January 2019 • fleetworld.co.uk

DRIVEN Audi e-tron Peugeot 508 SW Renault Kadjar Suzuki Jimny BT FLEET FORUM Annual discussions focus on helping fleets go green LIGHTING THE WAY The challenges facing the emergency services fleet market

3 SERIES Why BMW’s seventh-generation compact exec is more complete and capable than ever

DON’T MISS OUT EXHIBITION • AWARDS • CONFERENCE 24 JANUARY • NOVOTEL LONDON WEST

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incorporating EVERYTHING FLEETS NEED TO KNOW

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January 2019 • fleetworld.co.uk

DRIVEN Audi e-tron Peugeot 508 SW Renault Kadjar Suzuki Jimny BT FLEET FORUM Annual discussions focus on helping fleets go green LIGHTING THE WAY The challenges facing the emergency services fleet market

CEL EBR

ATI NG

3 SERIES Why BMW’s seventh-generation compact exec is more complete and capable than ever

DON’T MISS OUT

CE L EBR

ATING

EXHIBITION • AWARDS • CONFERENCE 24 JANUARY • NOVOTEL LONDON WEST

INSIDE 08 Is PCH causing a maintenance nightmare?

January 2019 • fleetworld.co.uk

14 Škoda’s new Focus challenger

REGISTER NOW www.greatbritishfleetevent.co.uk

Director Jerry Ramsdale jerry@fleetworldgroup.co.uk Editor Martyn Collins martyn@fleetworldgroup.co.uk Business Editor Natalie Middleton natalie@fleetworldgroup.co.uk Content Editor Jonathan Musk jonathan@fleetworldgroup.co.uk

18 Driven > BMW 3-Series

22 Driven > Peugeot 508 SW

Editor Van Fleet World Dan Gilkes dan@fleetworldgroup.co.uk Account Directors Claire Warman claire@fleetworldgroup.co.uk Yvonne Wright yvonne@fleetworldgroup.co.uk Kevin Gregory Van Fleet World kevin@fleetworldgroup.co.uk Account Executives Darren Brett darren@fleetworldgroup.co.uk

26 Driven > Audi e-tron

28 Driven > Suzuki Jimny

Lloyd Ramsdale Lloyd@fleetworldgroup.co.uk Circulation Manager Tracy Howell tracy@fleetworldgroup.co.uk Head of Production Luke Wikner luke@fleetworldgroup.co.uk Designers Dan Bennett dan.bennett@fleetworldgroup.co.uk Tina Ries tina@fleetworldgroup.co.uk Victoria Arellano victoria@fleetworldgroup.co.uk

30 Getting the low-down on emergency service fleets

Published by Stag Publications Ltd, 18 Alban Park, Hatfield Road, St Albans, Herts, AL4 0JJ tel +44 (0)1727 739160 fax +44 (0)1727 739169 email fw@fleetworldgroup.co.uk web fleetworld.co.uk

40 BT Fleet Forum talks green

54 Could this be the year for electric vans?

56 Gas-powered van on test

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Certified circulation Jan – Dec 2017 18,001

fleetworld.co.uk • 003

FROM THE

EDITOR New year, new challenges...

What is obvious is that there doesn’t seem to be a single obvious solution to any of these issues.

Whilst there is a change, I promise that you can expect more of the same from Fleet World in 2019. Plus, after all his good work over the last eight years at the helm, it won’t be the last you hear from former editor, Alex Grant – in fact you can read his thoughts on the face-lifted Renault Kadjar on page p20.

There is a lot going on in the fleet industry too, most imminently with the dreaded ‘B’ word – Brexit! As I write, the crunch vote on Prime Minister May’s deal is just around the corner and it seems doomed to fail. Yet, despite this and the fact that the United Kingdom is so close to leaving the EU, our position still remains worryingly unclear.

If this isn’t a case of new year-new fear, the first Clean Air Zone (CAZ) – London’s Ultra Low Emissions Zone (ULEZ) becomes a reality on 8 April 2019 – with many more British cities following shortly behind. Estimates suggest 300,000 cars and 350,000 vans will be affected by these changes, with the expected £12.50 cost per day sure to cause an added headache and pain in the wallet for those fleets affected.

What’s more worrying, at the 2018 BT Fleet Forum (report on p36/37), it was suggested that a CAZ isn’t necessarily the best option for local cities, with access restrictions and changing the road layout cited as less painful solutions. Plus, with there being no national framework for a charging CAZ, there could be more than 23 different charges for CAZs across the country!

Also highlighted at the forum, is the question of what fuel should be powering your fleets? The extended range of the latest crop of EV models finally makes all-electric power a viable alternative to diesel and petrol. Unsurprisingly, with the ongoing demonisation and lack of clarity from government, diesel sales continue to fall, with petrol sales increasing, on the flip side – but is this really the right alternative? With higher CO2 and particulate emissions for most modern petrol models than diesel, we’d advise proceeding with caution…

What is obvious is that there doesn’t seem to be a single obvious solution to any of these issues. So, let Fleet World help guide you through this uncertainty... AND don’t forget to register for the Great British Fleet Event 2019 in Hammersmith, London on Thursday 24 January. It’s very easy to do – simply visit www.greatbritishfleetevent.co.uk Entry is free, and the unmissable Conference programme (see p38-39) promises to make it an extremely productive day for you.

Belated new year wishes to all our readers and I look forward to meeting you later this month on 24 January.

Martyn Collins editor

24 JANUARY 2019

Register now at www.greatbritishfleetevent.co.uk

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Important information: *Contract Hire available to Business Users only, subject to status. Information correct at January 2019. Vehicles must be ordered between 1st January 2019 and 31st March 2019 with registration and delivery by 30th June 2019. Rentals exclude optional maintenance. Excess mileage and other charges may apply dependent on the mileage and return condition of the vehicle at the end of the contract. Contract Hire is provided by Arval UK Limited trading as Honda Contract Hire, Whitehill House, Windmill Hill, Swindon, SN5 6PE. For further information please contact your local Honda Dealer. **There is a new test for fuel consumption and CO2 figures (WLTP). Figures shown however are based on the outgoing test cycle and will be used to calculate vehicle tax on first registration. You can find out more about the changes brought in by WLTP at http://wltpfacts.eu/

THIS MONTH IN FLEET www.fleetworld.co.uk

IN BRIEF

£1,400

Amount that regular Severn Bridge commuters will save a year following the abolition of tolls.

Source: Department for Transport

‘Before and after’ WLTP calculator Volkswagen Financial Services | Fleet has launched a new tool to help fleets assess the tax impact of the switch to the new WLTP regime. The online WLTP calculator enables operators to put in vehicle details, including ‘true NEDC’ CO2 figures and post-WLTP ‘NEDC Correlated’ figures, for any likefor-like replacement cars to assess the impact on company car tax and VED, as currently calculated.

Bath delays CAZ decision Plans to implement a ‘Class D’ charging clean air zone in Bath city centre have been delayed after a six-week consultation saw a record-breaking response. A report following the consultation has recommended a further analysis with fully costed and modelled options, including mitigations, be fed back to the cabinet as soon as reasonably possible.

37.5% Amount that new car CO2 targets will be cut by for 2030 compared to 2021 levels under EU plans.

Source: European Parliament

006 • fleetworld.co.uk

Škoda Scala takes fight to Golf and Focus Škoda has taken the wraps off its Scala hatchback, which provides it with its firstever direct rival to the VW Golf and Ford Focus.

Based on the Škoda Vision RS concept at the Paris Motor Show and positioned between the Fabia and Octavia, it’s the first Škoda that uses Volkswagen Group’s MQB A0 platform – which also underpins the VW Polo and Seat Ibiza – but brings similar dimensions to the Golf. It also offers claimed class-leading boot space with a figure of 467 litres rising to 1,410 – compared to 380 and 1,270 for the Golf.

Engine line-up for the UK is yet to be confirmed but the global range includes three 1.0-litre or 1.5-litre TSI engines and a 1.6-litre TDI with power from 94 to 148bhp.

Equipment is said to bring a high level of active and passive safety, full-LED headlights and tail lights, as well as numerous Simply Clever features.

The Škoda Scala will launch in the first half of 2019.

WLTP review to retain VED and Company Car Tax structures HM Treasury has opened its planned review into whether revisions to Company Car Tax and Vehicle Excise Duty are required as a result of the shift to a WLTPbased regime from April 2020 – as it outlines that the basic structures currently used will be retained.

In its review document, the Government says its research looks at the differences between equivalent NEDC figures and WLTP; the interim switch to NEDC Correlated is not being looked at. It’s also only addressing the impact of WLTP on VED and other policies linked to CO2 emissions – such as capital allowances – are not being considered.

It also says it's "aiming to strike the balance between protecting consumers from increased transport costs and ensuring we meet our climate change and air quality commitments by providing clear incentives for zero and ultra low emission vehicles”.

The Government has also outlined that it believes that the fundamental structure of VED and company car tax is appropriate, including the diesel supplement and timeframe for introduction of future Company Car Tax rates. This is reflected by the tight timings for changes; HM Treasury has outlined that if revisions to the vehicle tax system are required, these would be introduced into Finance Bill 201920, with draft legislation being published for technical consultation ahead of that.

The deadline for responses is 17 February 2019.

Fleet managers failing to realise the benefits of Big Data Four in five fleet managers are failing to realise the benefit of Big Data according to Shell’s latest report.

Designed to aid fleet managers prepare for industry changes ahead, the research on ‘Driven by Data: Managing Fleet Information Overload’ finds that 85% of fleets are not yet making use of telematics, despite the benefits including an increase in productivity by up to 15%, improving efficiency and reducing fuel fraud. The techh nology may also aid the adoption of electric vehicles into fleets, for example ple by aiding driver training and where and when a driver should stop to charge when on-road to optimise efficiency.

In addition, according to Analysts at Frost & Sullivan also found the impact of effective data use can help fleet managers decrease overtime by 10-15%; reduce vehicle idle time by 20-30% and cut total miles driven by 5-10%.

The report says 60% of fleets are held back by training to prepare for a datadriven future in areas including systems integration, data analytics and predictive modelling.

Parminder Kohli, general manager, business development, marketing and operations, Shell Fleet Solutions, said: “To keep their fleet running at peak efficiency and with the best possible balance of cost and performance, it is essential that fleet managers hone their data-science and analytical skills. Many of today’s platforms offer limited data interoperability, making it tricky and time consuming to share data between different systems or providers.”

However, the limited linking of data is not expected to remain anomalous for long. Kohli continued: “Aggregation – the linking of different systems through common standards to allow the seamless sharing of data – has already begun.”

Microlise takes 20% stake in Trakm8 Telematics giant Microlise has acquired a 20% stake in Trakm8 as it says the two firms will explore collaborations but will retain their separate operations.

The strategic investment forms part of a £3m new share offering from Trakm8, announced following a slump in its share prices after the firm swung to a loss for the six months ended 30 September.

The new share subscription will see the Trakm8 directors take around 27.4% of the issued shared capital while Microlise will gain a non-executive director place on the Trakm8 Board as

part of its deal. This will be taken up by CEO Nadeem Raza.

Commenting on the deal, Trakm8 executive chairman John Watkins said: “A closer working relationship with Microlise will create a raft of opportunities for us to collaborate, while also enabling each company to retain its independence.

“There are minimal areas in which the two companies compete. Both companies are highly regarded telematics service providers focused on providing customers with market-leading solutions, and serving distinct markets.”

APPOINTMENTS Rob East named as new head of corporate sales at BMW BMW Group UK has announced the appointment of Rob East as its new general manager, corporate sales.

He replaces Steve Oliver, who left the carmaker last spring, and brings more than 20 years’ experience in the automotive industry in a variety of sales, leasing and marketing roles. This includes nearly 10 years at MercedesBenz UK, including his most recent role as head of fleet sales.

Trakm8 to drive growth strategy Trakm8 has appointed Nickie Hunt-Mason as the new head of its fleet and optimisation sales team.

She brings 12 years’ experience at Masternaut as well as senior roles at GE and O2.

Her appointment forms part of Trakm8’s growth strategy to meet an ‘ambition target’ of one million telematics devices reporting to its servers by the end of 2020.

Wider role for Vauxhall fleet sales director Vauxhall fleet sales and remarketing director James Taylor has been promoted to the wider role of general sales director, effective immediately.

The newly created role sees Taylor become responsible for all vehicle sales activities, enabling him to explore B2C new-vehicle channels as well as pure B2B and used vehicle remarketing.

fleetworld.co.uk • 007

A N A LY S I S PERSONAL CONTRACT HIRE

SERVICE NOT INCLUDED Could unexpected SMR bills be on the menu for personal contract hire drivers? Natalie Middleton asks the experts.

A

s the rising use of personal contract hire (PCH) inexorably continues to take chunks out the company car market, the fleet industry has been vocal in its warnings of the impact on both emissions and road risk management.

But the duty of care warnings are being further compounded by latest research from Epyx, which says the vast majority of PCH deals don’t come with inclusive maintenance.

According to the automotive platforms provider, whereas typically 80% of cars on traditional contract hire come with inclusive maintenance packages, only around 20% of PCH deals are sold with maintenance included.

And commercial director Tim Meadows says this is creating a whole series of issues.

“For the leasing company, this means they don’t know whether a vehicle is being regularly serviced to manufacturer standards, which will inevitably affect values when it comes to remarketing. It makes them uncomfortable.

“Also, for the employer whose employee is using the vehicle on business, it is much less easy to find out whether the car is being maintained to standards in line with their duty of care obligations. Again, this is something that creates a great deal of angst.”

Epyx itself is involved in the development of a number of new maintenance packages offered through its 1link Service Network platform and designed to close the gap, and the firm says it’s an area that’s starting to come under focus in the industry but do others see problems ahead?

Certainly, Ashley Barnett, head of consultancy at Lex Autolease, says that PCH customers often don’t include maintenance as part of their agreement, although he points out that Lex makes customer responsibilities for maintenance very clear in its contracts.

He adds: “The market has seen some

08 • fleetworld.co.uk

funders change the language they use at quotation stage to ‘customer-maintained’ rather than ‘non-maintained’ and introduce different mechanisms to inform their customers about this obligation during the lifecycle of their contract.

“In our experience, nearly all vehicles where we don’t provide in-life maintenance support are returned having been serviced in accordance with their manufacturer schedules, and for those that are not, we reserve the right to charge a fee in line with the contract.”

Drivers used to traditional company car programmes may not have had to pay for servicing or tyres for a while.

Meanwhile, Clive Buhagiar, newly appointed head of operational services, Alphabet (GB), says it’s really important that both businesses and consumers make an ‘informed choice’ if they’re considering a switch to PCH and fully understand the impacts and costs of their decisions – including that additional contract mileage and maintenance costs are borne by the drivers themselves under such schemes, unlike with traditional company cars.

He explains: “Over the past few years we’ve seen increasing numbers of excompany car drivers taking PCH, many without maintenance. Drivers are looking purely at the headline finance cost, rather

than the total cost of ownership. They understand the vehicle needs to be returned to the leasing company with a full service history, but very often underestimate the costs involved. That presents them with a financial and a safety risk.

“The key to making an informed choice about taking maintenance with a PCH vehicle is that drivers need to understand that these cars will absolutely need maintaining, servicing and probably new tyres during a typical three-year agreement.

Drivers used to traditional company car programmes may not have had to pay for servicing or tyres for a while and are often unaware of the actual costs of these essentials today. For a 10,000 miles a year driver, this could easily be well over £1,000 over three years and these costs can be incurred at any time, often when it’s most inconvenient, like Christmas or when saving for summer holidays.”

Such nasty shocks for drivers are being exacerbated by typical PCH vehicle choices; Buhagiar warns that things like tyres can cost more than with conventional company car tyres as PCH drivers tend to opt for higher-specification, higher-power cars.

As such, he urges drivers to look at the benefits of a maintenance package. He comments: “From a consumer perspective, taking a maintenance agreement means you spread your servicing and maintenance costs over the term of your agreement and de-risk yourself from significant, unexpected financial outlays. There’s also a customer experience benefit as well, you’ll enjoy ‘economies of scale’ from your leasing provider, as well as their expertise and support when dealing with disputes.”

Buhagiar adds: “In our experience, it’s only when something on a vehicle inevitably needs servicing or replacing that consumers understand the true value and benefit of ensuring that they have a maintenance package for their PCH vehicle.”

evfleetworld.co.uk

For greener, more flexible, future fleets...

IN BRIEF E-Class gets petrol PHEV Mercedes-Benz has added a petrol plug-in hybrid to the E-Class line-up to complete its PHEV range.

Available solely as a saloon, the E 300 e is powered by a 208bhp turbocharged 2.0-litre petrol engine with a 120bhp electric motor and offers an official combined figure of 134.5mpg and 46g/km. Official electric range stands at 31 miles.

BT pledges to deploy EVs BT Group has made a major commitment to deploy EVs on its fleet under the EV100 initiative.

BT, which has a fleet of approximately 34,000 vehicles covering cars to HGVs, said it’s aiming to convert its vehicles to EVs “where this is the best technical and economic solution and pursue other ultra-low emission solutions where electric vehicles are not viable”.

Home chargepoints go smart All government-funded home chargepoints for electric vehicles will need to be ‘smart’ from July 2019 to help minimise the grid impact and keep customer charging costs down.

The announcement applies to chargepoints installed using the OLEV Grant and means that such chargepoints will need to be able to be remotely accessed.

Prices for hybrid-only Rav4 Toyota has opened pre-orders for its fifth-generation Rav4, which brings a hybrid-only line-up. Priced from £29,635 and due in showrooms from February, the latest iteration of the SUV is available solely with Toyota’s latest 2.5-litre hybrid powertrain married up with a CVT and offering a choice of front-wheel drive or electricpowered all-wheel drive.

010 • evfleetworld.co.uk

TfL to axe C-Charge exemption for hybrids Transport for London is to push ahead with plans to axe the Congestion Charge exemption for hybrids and plug-in hybrid vehicles from October 2021.

The proposals, which also impact private hire vehicles from next April, were announced earlier this year and will see the current Ultra-Low Emission discount, which allows vehicles emitting 75g/km CO2 or less to enter the zone for free provided they meet Euro 6 emissions limits, be replaced with a new Cleaner Vehicle Discount.

Following a public consultation that received more than 10,000 responses, the Mayor is to push ahead with the changes and has outlined that the scheme will have two phases.

In the first phase, only zero emission-capable vehicles will be exempt from the Congestion Charge from 8 April 2019. The restrictions will tighten further in October 2021 to support the Mayor’s ambition for zero-emission road transport by 2050, with only pure electric vehicles qualifying for the discount – hybrids and plug-in hybrids will no longer qualify. The discount will expire in December 2025.

Motorway chargepoints should be saved for pure EVs, report suggests Plug-in hybrids should be stopped from using rapid chargepoints on motorways until they can accept electricity at a faster rate.

That’s the view of a new report published by the RAC Foundation, which looks at current and future challenges for the current public chargepoint network in the UK. In particular, to ensure drivers of pure EVs are not “blocked” from using essential chargepoints, report author Harold Dermott says PHEV drivers should not be allowed to use them until PHEVs have both a greater electric-only range and can accept electricity at a faster rate.

The comments build on those a couple of years ago by Ecotricity founder Dale Vince while speaking on the BBC Radio 4 programme when he slammed Mitsubishi, saying: “It’s just been an anomalous use of our network and our fast charge technology.”

However, the new report follows recent comments criticising PHEV drivers for not charging their vehicles at all and relying solely on the engine, meaning many PHEVs actually cost more in fuel pence-per-mile than typical diesel or petrol company cars.

MOBILITY

IN BRIEF Car club app to expand further in London

Government must help shape Mobility as a Service evolution, say MPs New Mobility as a Service (MaaS) platforms could ensure a ‘transport revolution’ for fleets and drivers but only if the Government brings practical support and leadership.

That’s the view of MPs set out in a new report from the Transport Committee, as it warns that a poorly implemented MaaS scheme could increase road congestion and air quality issues, or worsen digital and social exclusion.

In the report, MPs say that MaaS schemes – which will allow people to plan, book and pay for their travel across public, shared and private transport using a smartphone or other device – have the potential to transform how people travel as seen in other service industries.

However, it says that the DfT must now play a more active part in supporting and funding a variety of MaaS projects under a ‘test and learn’ approach.

The report also says a cross-department approach is needed to drive the benefits of MaaS, ensuring it’s considered in the development of policy and strategy across government.

The report also calls for the Government to review and update current guidelines, codes of practice and regulations covering the provision of transport services so that MaaS schemes are properly accommodated within the regulatory framework. It adds that passengers’ interests must be protected when they are making multi-modal journeys.

Chair of the Committee, Lilian Greenwood MP said: “This is an exciting opportunity to really shape the development of truly integrated transport planning across the country. Mobility as a Service – MaaS – could revolutionise the way in which people travel.”

Car club firm Virtuo is continuing its expansion in London after launching mid-July in the capital with a fleet of 36 A-Class models at five sites. It’s now adding brand-new A-Class hatchback models, bringing the number of vehicles on its exclusively Mercedes fleet to more than 100, while also opening two new sites at Stratford International and Shepherd’s Bush/Hammersmith.

Europcar deploys Volvo V60s Europcar has become the first rental brand to put the new Volvo V60 compact executive estate on its fleet. The 300 V60 models have been added to the rental giant's Model Choice range, which enables customers to request a specific make or model when making a reservation and is available from locations including Heathrow, Gatwick and other major UK airports along with London King’s Cross.

ViaVan grows ridesharing service Mercedes-Benz Vans and US technology start-up Via have expanded their ondemand ridesharing ViaVan joint venture further across London. The scheme launched in April this year, providing a fleet of Mercedes vehicles to offer shared rides that can be booked via an app for travel in zones 1 and 2. This has now been expanded to cover zones 1-5 and includes service to London City Airport.

Car sharing to bring cost savings and convenience for fleets Fleets could cut rental costs by up to 35% while also benefiting from increased convenience by turning to car sharing.

So says US car sharing specialist Turo – self-titled as the ‘Airbnb of cars’ – as it expands its offering in the UK. Also present in the US, Canada and Germany, the Turo scheme first launched in the UK in December 2016 through commercial host partnerships with independent car rental firms and has now expanded this by launching

its peer-to-peer offering in the UK, enabling owners to also put their cars out for hire.

The benefits for fleets – in particular SMES – of using the service are said to be two-fold; fleets can themselves hire out idle vehicles as an income generator but can also use the service to hire vehicles themselves.

UK director Xavier Collins said there are three key benefits to using peerto-peer car sharing: convenience, value and choice. In particular, Turo

says peer-to-peer car sharing is, on average, 35% cheaper than a traditional rental car.

Collins also underlined the choice of vehicles as a key advantage, with some 850 makes and models currently available on the platform.

Insurance is supplied via Allianz.

And he outlined convenience as a key selling point with the owner and hirer able to meet at a mutually convenient location to exchange the vehicle keys.

evfleetworld.co.uk • 011

OPINION

Curtis Hutchinson motor industry guru

Preparing for an electric future Although there’s still plenty of fuel in the diesel tank, EVs, PHEVs and hybrids are gaining traction, with UK businesses leading the way. n a declining new car market, sales of electric vehicles (EVs), hybrids and plug-in hybrids are on the rise. Last year saw registrations of these alternatively fuelled vehicles (AFVs) rise by more than 20%, with many destined for fleet use.

2019 will undoubtedly see this figure increase again as user-choosers and fleet buyers seriously consider AFVs as alternatives to petrol and diesel-engined cars.

However, wider take-up will be a slow burn as any increases come from a low base; AFVs accounted for just 4.7% of the total new car market in 2017 and around 6% in 2018. Diesel continues to be demonised and is losing market share but it is far from dead.

So where does this leave user-choosers and fleet decision-makers as they ponder vehicle options in 2019?

For high-mileage company car drivers, diesel is still the only real option in terms of economy, performance and low CO2 emissions. Also, with residual values holding up, thanks to strong used demand, whole-life costs remain reassuringly predictable.

Hybrids are a great alternative around town when the electric motor takes the lead but economies achieved here are soon cashed in if heavy duty motorway performance is required. Any fleet choice needs to factor in actual usage otherwise savings on paper will never be achieved.

Meanwhile, plug-in hybrids (PHEVs) have lost some of their allure after the Government removed their Plug-in Car Grant eligibility last year. Also, unhelpfully, the RAC Foundation recently recommended that PHEVs should be discouraged from using motorway service charging points because they take longer to charge than EVs. For some fleets the gains in battery

I

012 • fleetworld.co.uk

ranges are making EVs a credible option.

Under the new WLTP ratings, Tesla’s forthcoming Model 3 has emerged as the EV with the longest range, offering a company car-friendly 338 miles on a single charge.

The recharging infrastructure is also improving. Recent moves have seen Tesco and Volkswagen announce a collaboration to install 2,500 charging points at 600 stores by 2020.

Meanwhile BP’s acquisition last year of Chargemaster – the UK’s largest charging network – will see charging points rolled out to service stations across the country.

This was a significant piece of strategic future-proofing from BP, which operates around 1,200 service stations, as it expects the number of EVs in the UK to rise from 135,000 to 12 million by 2040.

Arval, one of the Europe’s most prominent fleet management companies, believes UK businesses are leading the way with their plans to adopt hybrid and plug-in hybrid vehicles over the next three years.

Research undertaken last year for its Corporate Vehicle Observatory Barometer also found that when it comes to plans for using EVs, UK fleets are more advanced than other European countries when it comes to plans for using EVs. Arval’s research of more than 3,700 fleets across Europe found that 32% of UK fleets are already using at least one AFV (compared to an average of 23% in Europe), with 25% adopting hybrids (13% in Europe), 22% plug-in hybrids (9% Europe) and 14% full EVs (11% Europe). Within three years Arval expects the UK figures to rise to 61% overall with 53% hybrid, 46% plug-in hybrid and 42% electric.

It’s worth pointing out that enthusiasm for adoption is skewed towards larger fleets in all categories. So while 35% of those with more than 50 cars and vans in

the UK currently operate an EV, just 4% of those with fewer than 10 vehicles are currently operating an EV. Within three years, this is expected to rise to 68% of larger fleets and 30% of smaller ones.

Shaun Sadlier, head of Arval’s Corporate Vehicle Observatory in the UK, says: “What we are beginning to see emerge here is perhaps the fuel mix of the future.

As some fleets start to turn away from diesel, we will start to experience greater use of not just petrol but a range of AFVs. “As expected, hybrids and plug-in hybrids are the winners here but, also, more than four out of 10 fleets expect to be operating a fully electric vehicle by 2021, which would mark a huge increase in EV sales compared to today’s levels. Part of this could be prompted by the type of EVs that emerge as from 2020 we expect to see greatly increased ranges.”

Greater battery ranges and the availability of more electrification options across car line-ups will undoubtedly act as catalysts for the expected growth in the AFV parc. An important element of this evolving AFV puzzle is how these vehicles are being brought to market and maintained by the franchised dealer sector.

With this in mind the National Franchised Dealers Association (NFDA) has published the findings of its first EV Dealer Attitude Survey to find out exactly what retailers think about the current and future plans of the manufacturers they represent.

The results are encouraging with retailers appearing to be fairly satisfied with their manufacturers’ current and future product offering in both EVs and PHEVs. The top-scoring car makers are Toyota, Hyundai, Nissan, Kia and Mitsubishi; brands that have all established and developed strong AFV propositions for their fleet customers.

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SPOTLIGHT ŠKODA SCALA

SCALA STEP UP Forget the Rapid, Škoda has a new player in the C-sector.

Martyn Collins finds out why this new contender to the Ford Focus crown is expected to transform Škoda into a major player in this segment.

EXCEPTIONAL SPACE The new Scala might be based on the MQB AO platform that debuted on last-year’s Seat Ibiza and Volkswagen Polo, but don’t go getting any ideas that this new Škoda is a supermini as it’s considerably bigger. At 4.36m, the Scala is the first Škoda and biggest car on this platform – in fact it’s 10cm longer than the current Volkswagen Golf.

This 2,649mm wheelbase translates to a roomy interior – especially at the back, with enough head and knee room for the tallest passengers – even with the optional glass roof fitted.

However, the Scala isn’t just about interior space; the long wheelbase equals a class-leading 467-litre boot, 87 litres more than the Golf, which can be increased to a massive 1,410 litres with the rear seats folded. The boot area also has a practical and flat floor, plus a low lip to the tailgate, which should make loading and unloading easier.

014 • fleetworld.co.uk

LEADING TECHNOLOGY On top of the Scala’s impressive interior space, the cabin is armed with the latest infotainment kit from the Volkswagen Group’s arsenal. There’s a choice of 6.5, 8, or 9.2-inch touchscreens – the latter marking the biggest-ever touchscreen in a Volkswagen Group product – all sitting on the top of the console, in a ‘floating’ tablet style.

All Scalas are described as being ‘always on-line,' with a built-in 4G sim enabling owners to unlock the car via the newly upgraded Škoda Connect app from anywhere, while Smartlink+ brings Android and Apple connectivity to most models. Plus, Škoda’s version of Audi’s Digital Cockpit will be available as an option.

A spokesperson for Škoda also told Fleet World that a fleetfocused SE-Tech trim is a real possibility for the UK market.

SHARP DESIGN The link between the Scala and this year’s Vision RS concept is obvious, but interesting design features from the front start with the nose. Firstly, with the pronounced ‘power dome’ bonnet. Then, the latest hexagonal version of the family grille flows out non-stop into the Scala’s angular LED headlights, with the angular detail carrying on into the front air dam.

Move to the side and there’s the sharp belt line that arcs upwards, along with the roofline towards the rear of the Scala. The roof is also painted black to link in with the large curved glass tailgate.

Like the front, the Scala’s rear hatchback design is also the most interesting part of its design. On top of the curved tailgate, there’s no rear Škoda badge, instead ŠKODA is now spelt out across the boot and this feature will appear on all future models. There are also curvy new, Ford Focus-like rear LED light clusters at the back.

IN SUMMARY The Rapid Spaceback may have been a hit in Europe, but its dated design and features made it an obscure C-sector choice. With its Golf-beating dimensions, the new Scala is a massive opportunity for Škoda to make its mark. Rivals may offer hybrid versions, but the Scala’s increased interior and boot space, clever technology and eye-catching new design are sure to attract new, younger buyers to the brand. MC

fleetworld.co.uk • 015

INNOVATION

CES2019 HAS PROVIDED A FEW OF THE MOST INTERESTING VEHICULAR TECHNOLOGY INNOVATIONS IN YEARS. WE TAKE A LOOK AT WHAT’S NEW AND WHY IT MAY MAKE ITS WAY ONTO YOUR FLEET...

Hyundai Elevate Concept

WHERE WE’RE GOING, WE DON’T NEED ROADS...

Robotic legs adorn the aptly named Elevate concept, which Hyundai claims could transform the way rescue teams operate in disaster zones. Reaching the estimated 201 million people needing international humanitarian assistance is a major problem, which Hyundai believes can be solved by ditching the 22-inch rims and replacing them with dextrous legs that can literally step over obstacles rather than come to an abrupt halt. It can climb a 5ft wall, step over a 5ft gap, walk at 3mph over tricky terrain, and achieve a 15ft wide wheelbase, all while keeping its body and passengers completely level. Hyundai added that it is not only disaster zones where the technology may be applied, as for example disabled people who don’t have a ramp outside their home could benefit by simply hailing an Elevate taxi that would promptly fold its legs up and provide easy flat access to its interior.

WATCH YOUR CAR UNLOCK

REAL-TIME TRAFFIC Nothing new, perhaps, but HERE has partnered with Audi to provide customers in North America and Europe real-time traffic updates. Differing from the norm, however, the latest iteration of the software features lane-level traffic conditions on arterial roads, which the makers claim to be especially useful when journeys include busy turnings and motorway exits. Audi models coming later this year and beyond will benefit from several powerful new features including predictive traffic forecasts, information about lane closures and traffic flow for specific lanes on arterial roads. The multi-year agreement also extends to Volkswagen Group sister brands Bentley, Bugatti, Lamborghini and Porsche.

016 • fleetworld.co.uk

Garmin has teamed up with Tapkey to create a virtual “key” on a smartwatch. The hardware uses Bluetooth to connect to the car and allows the user to access and unlock the doors.

Expanding the technology to a smartwatch makes it more convenient than a smartphone, “because you wear it all the time”, said Jochen Schurich, Tapkey Co-Founder and Senior Business Development Lead. Tapkey can further be used to access buildings, rising to the possibility of never losing a key again. The software has further implications for car sharing and rental, whereby customers may be offered temporary access to vehicles via their smart device.

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DRIVEN

BMW 3 Series Now in its seventh generation, BMW’s latest 3 Series remains top of the class, finds Jonathan Musk.

With more than 15 million units sold globally since its launch, the 3 Series has cemented itself as BMW’s most important model. China, the US and Germany are the key markets, along with 8% of demand headed to the UK – where it will be on sale from 9 March.

Today, the 3 Series has its work cut out seeing off some seriously credible competition. Externally it has grown 76mm in length, 16mm in width and is a gnat’s taller, mostly allowing for superior crash safety over its predecessor.

Despite increased external girth, the interior remains spatially the same size as before, but with more intelligent use of space freeing up driver’s shoulder room and rear leg room.

018 • fleetworld.co.uk

Under the creased bonnet lurk fleetfriendly 320d and 320d xDrive diesel engines, as well as a 330i petrol. The 320d is the expected best-seller with 56.5mpg and emissions as low as 110g/km CO2. Yet, it’s a potent machine, capable of sub-seven second acceleration thanks to 187bhp and 295lb.ft torque. Indeed, the 320d we tested was smooth, powerful and economical. Add all-wheel drive and economy dips to 62.8mpg, while CO2 rests at 188g/km.

As for the petrol, with 255bhp and acceleration to 62mph taken care of in under six seconds, the lead-footed individual will soon be on first name terms with their local tyre shop. Yet, average economy of 34.8mpg* and 132g/km CO2 promise not to break the bank.

Worth mentioning is the forthcoming 330e plug-in hybrid that will steal some of the thunder with its fuel-sipping promises.

An all-new and more logical dash layout helps refine the interior; from centre to digital instruments (the largest fitted to any BMW), to headsup display (HUD), controls fall to hand.

Not that they need to – a voice activated “Hey BMW” interface also makes its debut and provides a more natural interaction with the vehicle. It’s clever too: “Hey BMW, I’m tired” is interpreted

by AI and switches on a ‘revive the driver’ mode, complete with pumping bass tunes and pulsating air.

The 3 Series is packed with impressive new technology that’s practical rather than gimmicky, including LED headlamps and plenty of safety acronyms as standard. The range has been greatly simplified, indicating BMW’s attempt to include more kit per trim level – only six variants and 10 options are available.

The 320d is the expected best-seller with 56.5mpg and emissions as low as 110g/km CO2.

But has the 3 Series clung onto its USP in the sector as the ‘Sporty’ one? Dynamically, this is an impressive machine.

Handling is precise and weighted, offering excellent driver involvement. All-new trick suspension, however, ensures this doesn’t come at the expense of cruising refinement, which the 3 Series manages competently. Adaptive M Sport suspension can be additionally equipped as part of the M Sport Plus package, though drivers aren’t likely to notice the difference unless regularly driving on the door handles. Critically, the new 3 Series retains its beloved entertaining and ‘sporting’ driving dynamics. It’s not quite as silent on the road as the C-Class, but the 3 Series’ acoustic windscreen ensures wind noise is kept to a minimum.

Not that there’s much of it anyway – the car’s low 0.23cd drag coefficient (an improvement over its predecessor's 0.26cd) enables it to slip efficiently through the atmosphere. Further aiding road refinement are the standard 17-inch rims that offer a certain level of compliance that’ll be very necessary on mottled UK roads.

Has BMW done enough to keep the 3 Series at the top of fleet lists, especially considering recent launches of both the new Mercedes-Benz C-Class and Audi A4? Happily, the answer is yes – in certain lights. While the C-Class may have the edge on refinement, and the A4 is a safe choice, the 3 Series is arguably the most complete and competent of the three.

SECTOR Medium Exec PRICE £33,610-£37,660 FUEL 34.3-56.5mpg* CO2 110-132g/km**

THE LOWDOWN KEY FLEET MODEL 320D 190HP STRENGTHS QUIET AND DYNAMIC TO DRIVE, EXCELLENT STANDARD KIT AND ECONOMICAL WEAKNESSES LONGER AND WIDER DIMENSIONS MEAN YOU NEED THE CLEVER PARKING ASSISTANT

THE VERDICT Lucky number 7. BMW’s sensible improvements have resulted in a more complete and capable 3 Series with technology previously the reserve of much more expensive cars to match its pace.

RATING

*WLTP **NEDC Correlated

fleetworld.co.uk • 019

DRIVEN

Renault Kadjar New engines and a focus on aesthetics should give the Kadjar a boost, reckons Alex Grant.

The Kadjar felt like a relative latecomer in the medium SUV segment, but it’s hit the ground running. From a standing start in 2015, its mix of Captur styling and Qashqai mechanicals (plus seemingly unending consumer demand for SUVs) helped it find more UK homes than the Mégane and Scénic combined in 2017, according to DfT data. Half went to fleets.

Competition has only got tougher since, and Renault is hoping this midlife refresh will give new and existing users a reason to look again. New lights, some extra colour-coding and a focus on consistent satin silver accents inside don’t reinvent the wheel, but it’s made the Kadjar feel a little more premium than the outgoing car, which should help.

Sensibly, much of this has happened inside. Building on an already comfortable long-distance car, Renault has reshaped the seats and added extendable thigh supports up front, while curing some niggles with the old car. There are deep cupholders in the centre console, slots for 1.5-litre bottles in the door pockets and twin USB ports in the back – albeit at the expense of some of the storage space

under the front armrest. All of the Nissan switchgear has gone, too.

The UK range comprises four trim levels, spaced with £1,500 price gaps.

Renault expects the mid-spec Iconic to be the most popular, as this is where navigation, all-round parking sensors, 19-inch alloy wheels and keyless entry and start become standard kit. However, it’s only top-spec GT-Line versions that get autonomous emergency braking, and even these don’t get adaptive cruise control – unlike the Mégane.

All versions include a seven-inch touchscreen with Android Auto and Apple CarPlay, now set behind a large, flat panel with flush controls for media and hands-free parking. Visually it’s much neater, but the software is ostensibly unchanged – intuitive, but laggy when changing between digital radio stations.

Diesel is still the preferred fuel for Kadjar customers, outselling petrol 2:1 despite the entire range falling into the same 27% Benefit-in-Kind band. Renault didn’t have the likely best-selling dCi 115 available to test, but it’s 5bhp more powerful than its already perky predecessor and has an overboost function for short bursts of acceleration, which bodes well. Both diesels include Selective Catalytic Reduction to minimise NOx emissions, but the Kadjar’s surprisingly capable four-wheel drive

SECTOR Medium SUV PRICE £20,595-£29,995 FUEL 41.5-60.1mpg* CO2 111-134g/km** 020 • fleetworld.co.uk

*WLTP **NEDC Correlated

system is only available on the dCi 150.

The alternatives are worthy of note; 1.3-litre turbocharged petrols with 138bhp and 158bhp, developed with Daimler. Both offer a wide spread of pulling power, and there’s not much of a performance compromise for opting into the lower-powered unit. However, Renault has no plans to offer the ‘mild hybrid’ diesel from the Scénic or its forthcoming E-Tech petrol hybrid system in the Kadjar.

Granted, that’s no dealbreaker yet, but capitalising on an existing reputation for electric mobility and rising demand from customers feels like a missed opportunity to stand out from the ever-growing SUV crowd.

THE LOWDOWN KEY FLEET MODEL DCI 115 ICONIC STRENGTHS SPACE, COMFORT, STYLE WEAKNESSES SLOW INFOTAINMENT

THE VERDICT The Kadjar remains a great allrounder, with generous equipment, space and a genuinely efficient diesel engine. But, in a crowded segment, it’s low on USPs.

RATING

DRIVEN

Peugeot 508 SW Martyn Collins wonders if Peugeot has placed style and desirability ahead of class-leading practicality?

There’s no doubt, compared to rivals such as the Škoda Superb, Vauxhall Insignia and Volkswagen Passat, Peugeot’s 508 is a bit of looker in the D-segment.

In fact, I’d go as far as to say the 508’s transformation from saloon to estate has been a total success, creating a better-looking load lugger than the Fastback. Highlights from the front include the same distinctive vertical daytime running lights, low coupé-like roofline and frameless rear doors, but with the added shooting brake-style rear, which has been carefully and thoughtfully grafted on.

Inside, there’s the latest version of Peugeot’s i-Cockpit interior, which fits in well with the curvy exterior, feeling high quality, futuristic and attractively styled; especially the wood trim of the GT-Line trim I drove, plus the softtouch plastics on the dash top and the tops of the doors.

However, despite the comfortable and supportive front seats, I found the 508 SW a difficult car to get comfortable with on the test drive — the small steering wheel either too far away, or obscuring the LCD instruments. Although I have no

doubt, that if I lived with a 508 SW, it wouldn’t be a problem.

Rear space is best described as average, especially for tall rear passengers, although they will appreciate a little more headroom.

The SW estate rear styling sees boot space jump from 487 litres for the saloon to 530 litres, with a usefully bigger load area. This can be increased easily to 1,780 litres by pressing the ‘Magic Flat’ rear button, which folds the rear seats. However, whilst the 508’s curvy styling might look great, it has had some impact on the minimum and/or maximum load capacity, which is down against key rivals.

On the road, it’s the generally impressive refined and composed ride that you notice first, even on 18inch rims. Our GT-Line car was also fitted with three-mode adaptive suspension, although apart from changes to the throttle mapping, we found it hard to tell the differences between the modes. It felt most at home in Comfort.

The steering is best on the move, where it weights up nicely at speed.

On the flip-side it can feel a bit overlight around town and the small rectangular wheel isn’t always easy to grab when making manoeuvres. The 508’s handling is best described as tidy, but not particularly dynamic.

SECTOR Upper Medium PRICE TBA FUEL 49.6-72.4mpg CO2 100-125g/km

022 • fleetworld.co.uk

Peugeot expects a 50:50 fleet split between petrol and diesel power in the 508 SW when it goes on sale next spring. We tried the HDi 160 diesel, which in our opinion is worth picking over the 130 for the extra performance and refinement. This engine is mated to an eight-speed auto, which is generally a slick performer too.

Peugeot is predicting residuals north of 50% after three years and 20,000 miles, like the Fastback, with prices expected to be just £1,600 more on average – another key attraction for the car.

THE LOWDOWN KEY FLEET MODEL HDI 160 GT-LINE PURETECH 180 GT-LINE STRENGTHS STYLING, REFINEMENT, RESIDUALS WEAKNESSES BOOT SPACE, DECLINING D-SEGMENT

THE VERDICT The 508 SW’s sharp styling, refined drive and impressive residuals could be enough to tempt buyers away from established rivals.

RATING

New

RENAULT KADJAR SUV by Renault

Fixed Panoramic Glass Sunroof Front and Rear Parking Sensors Rear Parking Camera 19’’ Alloy Wheels Call Renault Business Hub on 0800 731 7066 / Search New KADJAR S Edition P11d d £25,2 235

BlK 27% %

g/ km CO2 113g

Combined mpg 65 5.7

The official fuel consumption figures in mpg (l/100km) for the New Renault KADJAR S Edition are: Combined 41.5 (6.8) - 60.1 (4.7). The official CO2 emissions are 134-111g/km. WLTP figures shown are for comparability purposes; only compare figures with vehicles tested to the same technical procedures. Actual real world driving results may vary depending on factors such as weather conditions, driving styles, vehicle load or any accessories fitted after registration.

WLTP is a new test used for fuel consumption and CO2 figures, however until April 2020 the CO2 figures are based on the outgoing (NEDC) test cycle which will be used to calculate vehicle tax on first registration. Please visit renault.co.uk/ configure for WLTP figures for any selected options.

Model shown is New Renault KADJAR S Edition Blue dCi 115 MY19. Renault UK Limited does not offer tax advice and recommends that all Company Car Drivers consult their own accountant with regards to their particular tax position.

DRIVEN

Volvo XC40 D3 & T3 Do the new petrol and diesel engines added to the XC40 range make a difference, asks Jonathan Musk.

The XC40 is Volvo’s smallest SUV and won us over when we first tested it, thanks to a compelling blend of design, quality and practicality.

However, its engine line-up wasn’t the most fleet-friendly, but adding new 2.0-litre diesel four-cylinder (D3) and 1.5-litre petrol three-cylinder (T3) engines should add to the appeal.

Most notable is Volvo’s first-ever three-cylinder petrol engine, which is effectively the four-pot with one cylinder lopped off, yet it still manages a respectable 154bhp output through its six-speed manual – an eight-speed auto is due later. For an engine this small, torque is comparatively high with a healthy 196lb.ft of grunt able to push the XC40’s weight along, supporting a maximum 1,600kg

braked towing weight and a 0-62mph time of 9.4 seconds.

As for diesel, the D3 offers a very similar set of performance figures to the petrol, with 148bhp and 236lb.ft torque. Naturally, it’s the more capable load or long-haul companion, offering low-rev economy and up to 51.4mpg when matched to the six-speed manual. CO2 emissions are also low at 127g/km, which compares favourably to the petrol T3’s 148g/km. In addition, towing capacity increases to 1,800kg across manual and auto transmissions,

SECTOR Compact SUV PRICE £28,310 FUEL 51.4 D3/39.2mpg* T3 CO2 127 D3/148 T3 g/km**

while performance of 0-62mph in 8.2 seconds makes the D3 feel particularly sprightly off the line.

Despite the petrol engine’s lower specs on paper, it feels the more at ease of the two powerplants, removing much of the diesel vibration and instead replacing it with a characteristic and addictive rumble from the little threepot. And thanks to high torque, switching gear early is rewarded with decent fuel economy – matching its WLTPrated figures quite happily. Caveat: a gentle right foot is required.

RATING

Nissan Qashqai 1.3-litre petrol A new petrol engine sets up the Qashqai for the future, discovers Jonathan Musk.

By 2022, Nissan believes the market will be split 25% electrified, 16% diesel and 59% petrol, while the company itself is aiming for 45% EV. Petrol will, therefore, play an important role for Nissan moving forward, and sure enough the company predicts its latest petrol unit to power 50% of Qashqai sales.

The new 1.3-litre engine was codeveloped with Daimler and has already seen service in the A-Class, and some Renault models. For the Qashqai, ‘out’ are the 1.2-litre 113bhp manual and CVT, plus the 1.6-litre 161bhp manual, and ‘in’ is the DIG-T 1.3-litre with two power variants (138 & 158bhp) and a new seven-speed DCT (dual-clutch transmission) option.

Some easy comparisons: the base 138bhp unit has more power and

torque than the outgoing 1.2-litre, yet emits less CO2, at 121g/km, and gives more MPG; 41.4mpg (on 17-inch wheels). The new 158bhp engine is slightly down on power compared to the 1.6-litre it replaces, but it more than makes up for it with extra torque that helps keep CO2 at 121g/km. It’s the right choice if you regularly lug large loads or tow a trailer.

The new DCT improves on the outgoing CVT with its linear power delivery, added dynamism and offering the same tow-capacity as the manual transmission.

SECTOR Medium SUV PRICE £19,595-£28,795 FUEL 40.0-41.4mpg* CO2 121-131g/km**

Inside the Qashqai is a redesigned ‘NissanConnect’ infotainment system providing quick access to Apple CarPlay and Android Auto as standard for all but the Visia.

Nissan expects the N-Connecta trim to be its best seller, with prices starting from £23,595, while entry-level Visia starts from £19,595, representing best value. Add £2k for the DCT. This is an uncompromising update, with the new 1.3-litre enhancing the already-impressive Qashqai and helping keep it at the top of its game.

RATING *WLTP

024 • fleetworld.co.uk

** NEDC correlated

PERFORMANCE YOU’LL FALL IN LOVE WITH.

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Created and crafted in Italy, the Alfa Romeo Stelvio and Alfa Romeo Giulia are true masterpieces. They couple the most exciting driving dynamics with elegant Italian design. The technology behind Alfa Romeo is created to enhance performance and to give great driving sensations. Both models feature all the latest cutting-edge technology in safety and infotainment including Alfa™ D.N.A. driving mode selector, Lane Departure Warning (LDW), Forward Collision Warning (FCW), Autonomous Emergency Braking (AEB) and 8.8” Connect 3D Nav with DAB radio. All this combined with exceptional fuel consumption and CO2 emissions.

For more information, call our Business Centre free on 0808 168 7146 or email alfaromeo.fleet@alfaromeo.com

OFFICIAL FUEL CONSUMPTION FIGURES FOR THE ALFA ROMEO RANGE MPG (L/100KM): COMBINED FROM 28.8 (9.8) TO 60.1 (4.7). CO2 EMISSION FROM 227 TO 123G/KM. FUEL CONSUMPTION AND CO2 VALUES ARE OBTAINED FOR COMPARATIVE PURPOSES AND MAY NOT BE REPRESENTATIVE OF REAL LIFE DRIVING CONDITIONS. FACTORS SUCH AS DRIVING STYLE, OPTIONAL WHEELS, ADDITIONAL VEHICLE ACCESSORIES, WEATHER AND ROAD CONDITIONS MAY ALSO HAVE A SIGNIFICANT EFFECT ON FUEL CONSUMPTION. CO2 AND FUEL CONSUMPTION VALUES ARE DETERMINED ON THE BASIS OF THE MEASUREMENT/CORRELATION METHOD REFERRING TO THE NEDC CYCLE AS PER REGULATION (EU) 2017/1153

DRIVEN

Audi e-tron Audi’s bid for EV early adoption glory starts with a promising – if expensive – SUV, says Craig Thomas.

We’re all beginning to understand that the automotive future is largely electric. The future of our planet depends on a significant lowering of carbon emissions, so electric vehicles (and fuel cell vehicles) are vital to achieve that aim.

Car manufacturers have been slow to make viable, practical EVs on a large scale – although customers haven’t exactly beating down their doors, demanding them, either. That will change, though.

We’re going to see a number of EV halo models launched by major carmakers over the next couple of years, but in the wake of the Jaguar I-Pace, Audi has also entered the fray

026 • fleetworld.co.uk

with the e-tron, an all-electric SUV that shows off the technology that the established manufacturers will use to fight off disruptors such as Tesla.

Design-wise, the e-tron fits in between the Q5 and Q7, with the slightly elongated shape also bringing to mind the A6 Allroad. So far, so conventional. But a closer look reveals hints of its future-focused nature, with aerodynamic wheels, LED lights and a pair of rear-facing cameras in place of the wing mirrors. The feeds from these cameras appear in small screens in the doors, which take some getting used to: as drivers, we’re accustomed to looking higher up at the mirrors, so it’s slightly disorientating. The angle of the cameras can be adjusted using fingers on the screens, but it feels fiddly and unintuitive, while the sun’s glare can also make seeing other vehi-

cles more difficult than in a mirror. This is a technology that we’ll all be used to in a decade’s time – not least because cameras offer aerodynamic efficiencies – but we’ll have to adapt.

There’s certainly no shortage of screens in the cabin, either. As well as those for the mirror-replacing cameras, there’s the screen for the 12.3-inch Audi Virtual Cockpit instrument panel that the brand has fitted to most of its current model range, plus a pair of touchscreens (one 10.1-inch, above an 8.6-inch display) mounted in the centre console. They all combine to create the impression of connectivity and control, offering the driver – and other occupants of the vehicle – lots of information.

The cabin itself feels well packaged, with lots of space up front and in the rear. There is room for three adults in

Audi has made real progress in combating the range anxiety that prevents potential buyers from moving into an EV.

the back, but despite there being no transmission tunnel, legroom in the middle is severely restricted by a unit between the two front seats, so in practical terms the e-tron is a four-seater.

There is, however, a 600-litre boot (1,725 litres with the rear seats folded down), which is bigger than either the load-lugging A6 Allroad or the Q5.

Audi has made real progress in combating the range anxiety that prevents many potential buyers from moving into an EV, thanks to a 95kWh battery pack that means a potential 248-mile range – which should be possible without even having to drive like a hypermiler. Our test involved large stretches of highway driving at motorway speeds and even then we

were able to achieve around 200 miles. Charging should take around 90-120 minutes using a 50kW CCS DC unit, while the e-tron can also use next-generation 150kW chargers (which we should start to see in 2019), making an 80% top-up possible in just 30 minutes.

There’s no shortage of performance, either: the 402bhp output will facilitate a 5.7-second 0-62mph time, which puts it firmly in hot hatch territory.

The e-tron is also very comfortable and easy to drive. There’s little in the way of noise, the ride is composed and the low centre of gravity created by the heavy battery pack below the floor makes for a tidy-handling car with little in the way of bodyroll.

SECTOR SUV/EV PRICE From £71,400 RANGE 248 miles (WLTP) CO2 0g/km

THE LOWDOWN KEY FLEET MODEL AUDI E-TRON 55 QUATTRO STRENGTHS RANGE, TECHNOLOGY, SPACIOUSNESS AND PRACTICALITY WEAKNESSES HIGH COST OF PURCHASE AND OPTIONS

THE VERDICT Audi has gone to the top end of the market with its first purpose-built EV, with an on-trend SUV packed with fleet-friendly technology.

Yes, it’s expensive, but it’s also impressively accomplished.

RATING

fleetworld.co.uk • 027

DRIVEN

Suzuki Jimny Don’t be fooled by the cute styling, Suzuki’s tough Jimny means business. By Alex Grant.

It’s 20 years since Suzuki’s last allnew Jimny. For context, the outgoing car reached the UK before DVDs, Google and even the original Ford Focus. Yet it has a loyal customer base – 1,000 are sold here each year, mostly to professional users, and often to repeat buyers. But that might be about to change.

The latest iteration – an achingly cute homage to Suzuki’s compact roaders, marketed in retina-burning high-vis yellow – has upturned the apple cart. Global demand is way ahead of supply, and Suzuki GB’s 1,200-unit annual allocation is heavily oversubscribed too. The slow-andsteady Jimny has suddenly become very hot property.

There’s a catch. Jimny customers value its go-anywhere ruggedness, and Suzuki hasn’t reinvented its mechanical mountain goat as an urban crossover to broaden its appeal. That retro bodywork sits on a stiff ladder-frame chassis, powered by a 1.5-litre petrol engine with a selectable all-wheel drive system and high and low ratio gears. Music to the ears of drivers who need that capability, less so anyone wincing at its 154g/km CO2 emissions.

Space efficiency is everything here.

The boxy bodywork is no bigger than a city car, but offers surprisingly generous passenger space and is easy to judge off road, while the

switchgear feels durable and the touchscreen can be operated while wearing gloves. Bumper-mounted tail lights mean wider access to the boot, the aerial is offset for loading roof racks, and the rear bench folds away, creating a flat, plastic-lined load area.

It’s charmingly utilitarian, if a little short of creature comforts.

Previous versions were famed for being as great off road as they were hopeless on it, and Suzuki has improved on both. The larger-capacity engine offers more power and torque, while smaller overhangs and extra ground clearance help the featherweight Jimny scramble effortlessly over rough terrain. It’s small enough to stray further into the wilderness than most fully-fledged off-roaders, too.

On the flip side, although on-road manners have improved markedly, it’s still much noisier and bouncier on tarmac than any road-biased SUV, not helped by the short gearing. Ride quality is better, it’s a little quieter and the steering is properly damped, lacking the old car’s tendency to fidget over rough surfaces, but the novelty of its cute styling would wear off very quickly when tasked with a long motorway drive.

The UK range comprises two trim levels, with the top-spec SZ5 expected to be the volume seller. It’s luxurious,

SECTOR Compact 4x4 PRICE £15,499-£18,999 FUEL 32.2-35.8mpg* CO2 154-170g/km** 028 • fleetworld.co.uk

*WLTP **NEDC Correlated

by Jimny standards, with navigation, smartphone connectivity, heated seats, climate control and LED projector headlamps among the standard features, while an automatic gearbox is optional. Both trims include the expected active safety equipment, though it’s not enough to avoid a three-star Euro NCAP rating.

But, for those who need it, there’s still no alternative. Considering the pace of change in the automotive industry, it’s hard to predict where the market will be in 20 years. But, if the old car is anything to go by, you might be looking at a rare survivor here.

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PUBLIC SECTOR

LIGHTING THE WAY

CARMAKERS SUPPLYING VEHICLES TO THE EMERGENCY SERVICES MARKET ARE FACED WITH THEIR FAIR SHARE OF CHALLENGES, AS CRAIG THOMAS DISCOVERS.

030 • fleetworld.co.uk

>>

fleetworld.co.uk • 031

PUBLIC SECTOR

>>

here are fleet vehicles that we see every day that perhaps we don’t think too much about because, well, they’re so ubiquitous. You can’t miss them: they have blue lights and very loud two-tone sirens.

Emergency service fleets are pretty sizeable, accounting for around 10,000 new vehicles every year, across the police, ambulance and fire services. All these vehicles have to conform to a supply framework issued by the Crown Commercial Service, through which all vehicles are supplied to constabularies, trusts, agencies and authorities. There are seven categories (called lots by the CCS), with two covering blue light vehicles.

The market has undergone major changes in recent years, resulting from constraints on public spending imposed by government austerity policies. One important change has been the introduction of large buying groups for the police, dividing the market in four: a northern consortium, which stretches from the north of Scotland to South York-

T

The police, ambulance and fire services account for around 10,000 new vehicles every year in the UK.

032 • fleetworld.co.uk

The market has undergone major changes in recent years, resulting from constraints on public spending imposed by government austerity policies.

shire, and also include Wales; a southern consortium that covers Nottinghamshire southwards, as far as the Channel Islands; and then two forces that operate their own tender processes, the Police Service of Northern Ireland and the Metropolitan Police, which is the biggest buyer in the blue light market.

As Steven Cowell, technical sales manager for the Volkswagen Group in the UK, says: “The buyer consortium is an example of where the Government has driven down costs. The rationale behind it was, instead of having roughly 52 police authorities individually buying perhaps 50 vehicles, the northern and southern consortia are suddenly buying 3,000 vehicles. They’re able to negotiate and get extra volume discounts for the market. They tend to be a three-year agreement, with an option to extend by a further 12 months at the end of it.

“Certainly the public sector is doing everything it can to try and drive the costs down, but still get the same quality, in terms of product. And budgets are

being cut: we have probably seen in the last three years around about a 10% downturn in volume, across the sectors.”

The vehicles themselves are standard cars in most ways, but there are significant differences, to account for the specific requirements of the emergency services.

Andrew Buxton, national operations manager for the government and authorities division of BMW, explained what the company does with its blue light products.

“If we take an armed response vehicle, an X5, for example, it will be a de-specified vehicle, so the luxury items are not fitted at the factory – because the taxpayer is paying. The vehicles have all the functionality, the quality and the safety features, but we don’t have, for example, TVs in head restraints or glass sunroofs.

“But we also have a factory-fitted system that adds a second battery and an engine run lock. That might not sound that comprehensive, but when you start thinking through things like intelligent alternators and stop/start systems, that takes quite a high degree of integration

BMW’s factory-fitted system adds a second battery and an engine run lock.

by the factory. It all comes back to our logic of how we can make these vehicles sustainable as an emergency vehicle.

And the factory-fitted second battery system is properly integrated into the vehicle, so when the engine run lock is

used, where they have the engine running at the scene of an incident, powering the cameras, the lights, the police radio, it will still allow the car to be locked: ordinarily the car would remain open.” >>

fleetworld.co.uk • 033

PUBLIC SECTOR

>>

Volkswagen’s brands take another approach, as Cowell explains: “We run a one-stop-shop programme where we supply the vehicle with the conversion to the customer, under a single invoice programme. We ask the customer what they want the vehicle to do and then we will work with our converter networks to match what the customer wants with the solutions that we can offer them. We will give them a bespoke package, so that when they take delivery it’s got everything on it that they asked for, rather than a standard off-the-shelf offering that has to be tweaked. It can be anything from a low-level blue light package to a fully equipped rapid response unit vehicle.”

Robustness and reliability are important factors for emergency service vehicles, especially as they take a lot of punishment through their almost-constant use. Cowell says: “Customers work the products hard and, if you consider for a lot of it, that’s somebody’s office for a 12-hour shift. They will come off shift and somebody will have to take it straight back out, so they are working 24/7.”

BMW’s Andrew Buxton adds: “We did quite a bit of research on mileages. It varies around the country, but what we found was an average police car will complete 25,000-30,000 miles per annum. An armed response vehicle can be up to 50,000 miles plus. The highest

we found was an X5 that completed 90,000 miles a year. And often they don’t always do big mileages, but they tend to be triple shifted. The seat never gets cold, let alone the engine. That’s quite a bit of hammering, so we get some quite high-mileage cars. But the fleets’ change profiles have changed: it used to be three to four years and 120,000 miles. The average fleet change profile now, we find, is five years and 150,000 miles. That’s as a result of austerity.”

The workload and additional mileages mean that one other difference in manufacturer offerings is the available warranty.

Buxton says: “Our upper warranty for this market is five years and 150,000 miles. We calculate what the customer does with it, so we provide a warranty that runs the course of the car’s life.”

Sustainability will be an increasingly important aspect of emergency service vehicles in the coming years, in line with the Government’s recent Road to Zero Strategy – and this is also reflected in the CCS framework, which mentions “making a positive impact on society and the environment”, talks about suppliers having to “reduce or continue to reduce the environmental impact of their operations” and “meeting its obligations to the Greening Government Commitments”.

This will offer challenges to the emergency services, as Cowell suggests: “Obviously they are unsure as to how it

would fit in on an operational basis. The whole market is going through that phase of asking what’s out there, where can we put it? Can we try it? How does it work? What roles can it go into? You will probably find things like electric cars will be suitable for a fleet car going around town, but you would have to have a hybrid vehicle for your motorway control work, etc.”

BMW’s Buxton adds: “Low-emission vehicles are a challenge. Take an armed response car that carries ballistic shields, weapons, two or three officers wearing body armour. In an electric vehicle or a hybrid, the battery power is reduced by carrying significant weight. So trying to get the right mix for heavy duty vehicles is going to be a challenge. When it comes to heavy duty vehicles, the solutions aren’t easy, just yet. However, there are solutions coming and we are working towards providing vehicles.”

The emergency service vehicle market in the UK will continue to be financially squeezed – especially if estimates of Brexit-related economic damage come to pass – so manufacturers will not only have the challenge of reduced income, but at the same time they will also need to innovate to make their products more sustainable, which is costly.

That’s a combination that should set off the warning sirens at carmakers’ headquarters.

Electric cars have a role to play within blue light fleets too.

034 • fleetworld.co.uk

For all your fleet electric vehicle needs and to stay up to date with the latest news and developments, visit

evfleetworld.co.uk @EVFleetWorld

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038 • fleetworld.co.uk

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FACE TO FACE

Alternative choices: BT Industry Fleet Forum 2018 sheds light on CAZs and alternative fuels The BT Industry Fleet Forum 2018 saw a number of experts outline the fleet challenges from clean air zones and alternative fuels.

Martyn Collins reports back from the event.

key event in the fleet calendar, the BT Industry Fleet Forum late last year was attended by well-known names across the industry to shed valuable light on clean air and alternative fuels, and how fleets are taking the latest developments on board. And the findings make very interesting reading for fleets.

The event marked the official release of BT Fleet Solutions’ Operational Fleet Insight 2018/19 report, which sets out fleet views on the key industry challenges. Now in its third year and published, once again, with the AA, the report sought the opinions of 505 key

A

040 • fleetworld.co.uk

fleet decision-makers – as well as 16 industry experts – and reveals that a third of fleet managers currently don’t have a strategy in place to make their fleet ready for the 2020 launch of charging clean air zones.

With around half of those citing lack of clarity and information as to the reasons why they’ve not set out to make their fleet ‘2020-compliant’, it is clear there is a need for the Government to further collaborate with fleet operators.

In fact, four in five fleet managers say the Government’s current strategy hasn’t considered the impact that policies will have on businesses.

Clean air zones not an effective tool The findings are borne out by industry experts, including Jay Parmar, director of policy and membership at the British Vehicle Rental and Leasing Association (BVRLA), who said charging clean air zones are just one option open to local authorities and not the best; he says they are “almost like a meat cleaver to carry out heart surgery, as it’s not the most effective tool”.

Instead he outlined how other tools are available to local authorities, such as access restrictions on the most polluted roads or even changing the road layout to remove congestion and get the traffic

moving more efficiently, would be a more targeted approach and better for the fleet industry. Or, he continued, drivers should be encouraged to adopt ultra-low emission vehicles.

“The Government need to put their money where their mouth is and actually support financially our individuals and businesses,” Parmar said.

Local authorities will have a range of options, and they will have to decide which is going to be the most effective, when they’re thinking about clean air zones. And this is what worries Parmar and the BVRLA, firstly with the charging structure for non-compliant vehicles.

“Euro 6 is the standard for diesel, with Euro 4 for petrol. I think that’s a very clear national standard, but all cities are going to be working through that. All the plans are going in and we don’t know what they are, although we have had a heads-up from some local authorities.”

What it does look like though is that by 2020, when these schemes go live, there will be a charge to come into these zones of £12.50 for vans and the cost for cars to be between £6 and £12. “That’s the range of charges they’re looking at and when you start to think about the number of vehicles that are noncompliant, that’s quite an expensive cost for fleet,” added Parmar.

National framework needed However, on top of the councils that have confirmed plans for these clean air zones, there are 23 other English councils that have yet to implement a plan to deal with the air pollution in their towns and cities by 2020. Without a national standard for charging, the BVRLA believe things could get very messy for fleet if every city does its own thing. Especially if operators have a fleet working between a number of major UK cities.

“This is going to be one of the most disruptive changes that fleet are going to have to manage — because it is going to be a whole patchwork of solutions and schemes and that’s the point that we need a national framework,” said Parmar.

And while Parmar explained that the BVRLA totally understands the reason why government have decided the best solution for towns and cities is by consultative approach, he says what they need is central government to step in with a very clear national framework.

“Once the Government have committed to a national framework, the devil is very much in the detail. For example, how do you register for these schemes? How do you pay for those schemes? What sort of signage will we see and what are the

operating hours? So, what fleets need a central government approach.”

With this incoming legislation, the BVRLA believes there needs to be much greater support for fleets. Their solution is to open up their membership to fleet operators from January 2019.

Diesels not the dirtiest So, clean air zones are vital for the medium and long term, but what about the very short-term and what decisions should fleet managers be making today and in the immediate future?

This was covered in the second panel discussion, which saw Nick Molden, Emissions Analytics’ founder and CEO, outline his view on the solution to Dieselgate and urban air quality.

There cannot be enough EVs on the roads soon enough to clean up our air by 2020, he said, adding it’s “just logically impossible”.

He also believes there is one key flaw with the clean air zones legislation – you can’t have an effective charging clean air zone based on Euro 6 emissions standards, which he said are “totally debased” and “completely ineffective” from a policy point of view.

Molden added that Emissions Analytics’ independent testing on hundreds of vehicles on the road has found that, regardless of whether it’s passenger cars or vans, there is a huge disparity in performance of Euro 6 standard vehicles – with some very dirty and some very clean.

“What we’ve found is if you go back to 2013, the dirtiest diesels were emitting 1,770mg/km of NOx, compared to a standard of 80mg/km – but these were all legal, that’s the Dieselgate crisis in a nutshell.”

He went on to say, that in the same year, the cleanest diesels and petrols were emitting 265mg/km of NOx and they were both labelled Euro 6.

So which do you choose? Wind forward to last year and according to Molden, if you do the same calculation, the dirtiest 10% were doing 1,020mg/km, but the cleanest were doing 32mg/km – half the regulated limit. This year, the cleanest diesel they’ve tested is 11mg/km; compare that to the average of petrol cars, which are at 41.

So if you choose wisely, diesel cars on the forecourt today are substantially cleaner than the average petrol!

What about the new Real Driving Emissions (RDE) test? According to Molden, diesels are still averaging 48mg/km. “The new regulations are much better, but they’re still called Euro 6 and you can’t find out easily if a vehicle has been certified to RDE standards or not, so

for anyone buying, it is totally baffling.”

So how can fleet managers make the decision to go with diesel or petrol?

Molden believes that using Euro 6 as the strong message is breeding consumer cynicism and confusion, with people switching back to petrol because they think it is the safer option.

“It is not the safe option, it’s arguably making the situation worse, because if you compare diesels and petrols, arguably petrols are worse, they’ve got higher CO2 emissions — up to 18% higher. Look at the particle emissions for diesels and they are 71% lower, on average when compared to petrols.”

Molden concluded by offering his alternative to the Euro 6 ratings, called the EQUA Index. It offers ratings for MPG, carbon monoxide, carbon dioxide, but also for NOx. Everything on there is rated on a scale from A to H. If it’s A it meets 80mg/km even in real-world driving conditions, if it’s H it is 12 times the limit. The Mayor of London even republishes Emissions Analytics data on the official london.gov.uk website, to try to inform people.

No single solution The event also included a presentation from Antonio Balboa, director of sales and application from Bosch, about the technology that Bosch is bringing in and that conventional combustion engines can be made to deliver incredibly low emissions.

Meanwhile the last panel discussion of the day saw Jon Hunt, manager alternative Fuels at Toyota (GB), Martin Flack, Iveco’s alternative fuels director, and Helen Lees, head of electric vehicles for the PSA Group in the UK, talk about how there is not a single solution for the alternative fuels debate. Instead, there are ‘horses for courses’, with different types of vehicles for different usages and what independent analysis is showing them being used for.

What came across overall in the BT Industry Fleet Forum 2018 is that there is a huge amount of goodwill across the fleet industry to address the clean agenda and in addition, there is a huge amount of innovation, with the general feeling that everyone wants to pull together in the right direction. The only difficulties are with how everyone interacts with each other.

BT Fleet managing director Henry Brace summed it up best: “85% of us feel we can collaborate better both together with interest stakeholders within the fleet industry, but then quite critically with legislators. I think this is where we’ve not covered ourselves in glory — there are so many unintended consequences that have come out today.”

fleetworld.co.uk • 041

Fuel Management

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You can also use the data to manage driver performance – who isn’t driving efficiently, who isn’t charging their PHEV. To find out how we can help you drive efficiencies and reduce costs, contact us on: www.tmc.co.uk adam.pendergast@tmc.co.uk 01270 525 218

.co.uk October 2018 • fleetworld

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FLEET

MERCEDES-BENZ E220D 4Matic AMG Line Estate P11d/BiK: £43,400 (33%) MPG/CO2: 42.9mpg* / 142g/km** Test MPG: 48.4mpg

THE run-up to Christmas saw the E-Class put in sterling service as a hugely capable load-lugger.

Driving around in it on a day-to-day basis, you tend to forget just how much boot space there is and it’s only when you’re called upon to transport a range of wooden village fete party games and a big Christmas tree that you remember just what a capacious vehicle this is.

It’s not just the standard 640 litres of space – enough for the children’s bicycles and a load of shopping during a weekend outing – but when you fold the rear seats down you’ve suddenly got a vehicle of almost van proportions. Seats down, there’s just over 1,800 litres of space and, more crucially, a smidge over two metres in flat load length. Plus the 1.1 metres of width between the wheel wells mean that even wide loads can be accommodated.

The only downside of the E-Class’s role as Christmas load-lugger has been some scuffs on the rear bumper from some careless unloading (not by me, I hasten to add). Hopefully a bit of T-Cut will polish it out, but a protector of some sorts would be a good idea if an E-Class is going to be used for loading and unloading samples during its fleet life.

A quick eBay search has revealed a simple solution in the form of a plastic strip which is attached via doublesided tape. At £58 it’s a lot less expensive than a smart repair on the bumper come de-fleet time.

Elsewhere, economy is creeping up nicely and the added traction of the 4Matic four-wheel drive system is proving a real help when trying to make a quick exit from junctions when the roads are greasy and icy.

Julian Kirk

VOLKSWAGEN ARTEON R-Line 2.0 TDI DSG P11d/BiK: £35,430 (28%) MPG/CO2: 50.6mpg* / 116g/km** Test MPG: 44mpg

HAVING lived with the Arteon for a while now, what I’m growing accustomed to is its sense of occasion. It’s a delightful car to pull up anywhere in, it attracts the occasional admiring glances (I’m pretty sure they’re not at me). Beauty can be skin deep, but that’s not the case with this car although its feature list is a little meagre; for example despite the car’s obvious length, a reversing camera doesn’t come as standard. Nevertheless, frameless coupé-esque windows on each of the doors, a Passat-derived yet amply plush interior and adjustable mood lighting feels decidedly premium.

Jonathan Musk *WLTP

043 • fleetworld.co.uk

** NEDC correlated

FLEET FIRST REPORT FORD S-MAX ST-Line 2.0 EcoBlue P11d/BiK: £36,760 (36%) MPG/CO2: 42.2mpg* / 156g/km** Test MPG: 42mpg

BACK in the Eighties, when I was the age my kids are now, if you’d been in the market for a quick Ford family car, you’d have guaranteed some serious school gate cred with a Sierra Cosworth.

Pre-crossover, pre-MPV, this super

saloon was one of the swiftest ways to move your nearest and dearest, with space for child-related gubbins in tow.

Looking back it’s hard to imagine that, by the time I became a parent, you’d be able to buy a seven-seat MPV

with 20% more power than a ‘Cossie’.

Sporty people-carriers might sound like a misnomer, but our S-Max has the performance to back up the ST-Line styling – a 237bhp version of Ford’s new Euro 6d-Temp compliant EcoBlue diesel under the bonnet. And all while returning more than 40mpg – it’s not even run in yet.

Granted, an S-Max lacks a little of the Sierra’s touring car cred, but it’s got plenty in its favour. Seven seats, or five with a sizeable boot, three ISOFIX points in the second row, and surprisingly adept at hiding its bulk both visually and to drive. It’s not much of a shock to see this significantly outselling the Galaxy, with which it shares a platform.

We’ll be spending the next three months throwing life at the S-Max to see how it copes. Does its sportiness curb the practicality MPV buyers seek, or is it a saving grace in a market increasingly flooded with seven-seat SUVs? It’ll be interesting to find out.

Alex Grant

CITROËN C4 SPACE TOURER Flair BlueHDi 160 EAT8 P11d/BiK: £32,295 (30%) MPG/CO2: 58.9mpg* / 128g/km** Test MPG: 49.8mpg

HAVING been around for a few months now, the C4 Space Tourer has settled in nicely and I’m getting used to the little quirks and foibles. But I’m finding new ones all the time – especially when it comes to warning sounds.

Come to a stop when the car’s not in park for a certain length of time and the tuneful beeping starts; leave the indicators on too long and the ticker sound fills the cabin (that sound is actually really useful) and open the door with the engine running and still in gear, and it sounds like something from a 1990s session at a laser tag centre!

But hey, they all keep me on my toes, just like the audible reminder that something not much bigger than a box of Maltesers is on the passenger seat but is not properly restrained. That seatbelt warning sound just loves to come out and play at any given opportunity!

Meanwhile, I was reminded of the excellent versatility of the Citroën the other day when we were travelling seven-up – a situation that created a very different kind of noise to those warning sounds. But no complaints from the natives, which is always a bonus…

John Challen

044 • fleetworld.co.uk

Warning: item not strapped in!

VAUXHALL GRANDLAND X Tech-Line Nav Turbo D 130 P11d/BiK: £24,210 (26%) MPG/CO2: 52.9mpg* / 110g/km** Test MPG: 44.5mpg

ALPHACITY VAUXHALL ASTRA 1.6 CDTi SRi Nav Bookings: 11 Mileage: 14,465 Test MPG: 55.7mpg

IN theory, switching our Alphacity vehicle from the BMW 320d for the 1.6 Astra could have been an unpopular move. A less powerful, smaller car could have seemed like a downgrade, but comments from my colleagues have been almost universally positive regarding the Astra itself.

It’s nippy enough, easily big enough to stash our gear for events and we’ve not really missed the heated seats (though the worst of winter is ahead of us). Size may well be among the factors here, it feels (and is) less bulky which is a boon in the likes of Stansted’s long

stay car park. Comfort figures highly when you’re on long-winded business trips up monotonous motorways and the Astra delivers here too, while its smooth link up with iPhones via Apple CarPlay has been warmly received.

It would be remiss to avoid mentioning a few niggling problems with the system – the card/key combo has led to a few of us standing in the cold while Alphacity call centre staff grapple with the tweaked system. But even experiences like that haven’t managed to dent our goodwill towards the Astra.

Jonathon Harker

MAZDA CX-3 Sport Black+ 2.0 2WD P11d/BiK: £22,195 (29%) MPG/CO2: 42.8mpg* / 141g/km** Test MPG: 41.5mpg

WINTER has arrived and I am enjoying the fact that our CX-3 not only has heated front seats, but a heated steering wheel too.

Being petrol-engined, the compact Mazda’s climate control system does a pretty good job of warming up the interior before travelling too far, but being able to take the chill off your fingers, particularly after ice-scraping, is an unexpected luxury.

Indeed, front seat occupants enjoy a fairly premium experience in the Mazda, unlike the rear seat passengers, who will struggle to even get into the back seat when my six-foot plus frame is in the front seat. This is not a car for those who regularly need to carry more than one passenger.

Dan Gilkes

THREE months and almost 2,500 miles with the Grandland, and this Vauxhall crossover finally feels run-in. The biggest positive is that the general notchy feel to the sixspeed manual gearbox, which had worried me that there was a problem, has finally passed.

It might not set my heart alight in terms of the driving experience, but the Vauxhall is turning out to be a dependable and easy-tolive-with family and work horse.

The 514-litre boot might not be the biggest in its class, but it’s practically shaped and without intrusion. There’s also enough room in the cabin for my wife, two kids and I to get comfortable. I’d even go as far as to say the driving position is good and the standard seats supportive.

Carrying round my family has made me more aware of the safety features of the cars I drive.

More good news for the Grandland, as it achieved a five-star Euro NCAP crash test rating and our car also has a safety pack including a very useful pack side blind spot alert, which helps stop accidents by flashing a light in the door mirror, if there’s a car that’s hidden from view.

Another useful feature fitted is lane-keeping assist, which straightens the steering gently to keep the car in lane at speeds above 40mph. Shame then, the white paintwork can’t clean itself at this time of year!

Martyn Collins *WLTP

** NEDC correlated

fleetworld.co.uk • 045

FLEET FIRST REPORT SEAT ARONA 1.0TSI FR Sport 115PS P11d/BiK: £21,435 (23%) MPG/CO2: 56.5mpg** / 114g/km** Test MPG: 52.2mpg

THERE was a lot of hype surrounding the launch of SEAT’s Arona in 2018 and getting behind the wheel, it’s easy to see the appeal. In fact, the irony is that we actually technically have two SEAT Aronas on our fleet, with a colleague recently having bought an identically-specced FR Sport as her own personal family car, after hearing favourable reports.

Our FW Fleet new arrival is a 6-speed manual FR Sport, rather than the 7-speed DSG auto option, and boasts 115PS from the turbocharged 1.0-litre petrol engine. With a list price of £21,435, the compact SEAT offers standard equipment including: LED headlights, satellite navigation, 18” alloy wheels, suede interior and dual-zone climate control. All of which add up to a particularly classy cabin ambience.

The Arona is incredibly easy to drive as well, and although the boot isn’t enormous – that’s where its bigger sibling the Ateca comes in – there’s plenty of legroom for rear passengers and it represents a very sensible compromise. More on FW Fleet’s latest addition next month...

Luke Wikner

SUPPLIER DIRECTORY ELECTRIC VEHICLE CHARGING Bynx Tel: 01789 471600 www.bynx.com

EV CONTRACT HIRE, LEASING & FINANCE Lex Autolease

Tel: 0344 824 0115 www.lexautolease.co.uk

ACCIDENT MANAGEMENT Selsia Tel: 0845 468 6800 www.selsia-vac.co.uk

HONDA CIVIC 1.6 I-DTEC EX Manual hatchback P11d/BiK: £24,750 (23%) MPG/CO2: 61.4mpg* / 93g/km** Test MPG: 51.3mpg FLEET INSURANCE

I’M always a fan of parking sensors – if they’re not supplied as standard, they’re on my musthave extras, just for pure peace of mind.

So I’m rather happy that on the Civic, they come as standard from SR trim up – along with a rear-view camera – because this is rather a long car. 4,518mm long to be precise – some 26cm longer than the current Golf and 14cm longer than the Focus.

There are some major benefits to this longer length, of course. There’s plenty of leg room all

round while boot space on our EX model comes in at 478 to 1,245 litres with the seats down. But the angular styling makes it hard to judge parking, particularly at the front end, and I’ve become reliant on the sensors. I’m also finding that visibility is not great, again down to styling including the thick B pillars and the bar across the rear but the camera is a big help.

I’ve been making the most of the capacious boot space over the festive break though. The magic seats may be gone on this model but on the plus side, it has no problem accommodating my mum’s wheelchair which, hot on the heels of the kids’ pushchairs, has become a main consideration for me. The rear seats also fold completely flat which is a bonus, so an Ikea trip may be on the cards soon.

Natalie Middleton *WLTP

046 • fleetworld.co.uk

** NEDC correlated

insureFLEET Tel: 0333 202 3133 www.insurefleet.com

driver licence DRIVER LICENCE checking CHECKING TMC Tel: 01270 525 218 www.themilesconsultancy.co.uk

Chevin Fleet Solutions Tel: 01773 821 992 www.chevinfleet.com

Jaama Tel: 0844 8484 333 www.licence2check.co.uk

SUPPLIER DIRECTORY CONTRACT HIRE, LEASING & FINANCE Contract Hire a Car Tel: 0370 218 8015 www.contracthireacar.com

Maxxia 020 7520 9450 www.maxxia.co.uk

DAILY RENTAL

sgfleet Tel: 0845 154 0721 www.sgfleet.com

Europcar Tel: 0871 384 0201 www.europcar.co.uk

Zenith Tel: 0344 848 9327 www.zenith.co.uk

Promote your company here and online for just £500/year.

DriveTech (UK) Ltd Tel: 01256 610907 www.drivetech.co.uk

Bynx Tel: 01789 471600 www.bynx.com

Enterprise Software Tel: 0161 925 2400 www.essl.co.uk

Sofico NV

Tel: 0141 332 2626 www.acvm.com

Tel: +3292018040

Tel: 01792 222133 www.daysrental.co.uk

daysfleet.com

Venson Automotive Solutions Tel: 08444 991402 www.venson.com

Tel: 01905 887884 www.bespokedrivertraining.com help@bespokedrivertraining.com

FLEET MANAGEMENT SOFTWARE

Arnold Clark Vehicle Management

0845 2172 608

ALD Automotive Tel: 0370 00 111 81 www.aldautomotive.co.uk

RISK MANAGEMENT

Alphabet (GB) Limited Tel: 0370 50 50 100 www.alphabet.co.uk

Fourways Vehicle Solutions Tel: 0344 8000 385 www.fvsl.co.uk

Lex Autolease Tel: 0344 824 0115 www.lexautolease.co.uk

Nexus Vehicle Rental 0871 984 1947 www.nexusrental.co.uk

Tel: 01484 551060 www.virtualriskmanager.net

www.soficoservices.com

Jaama Tel: 0844 8484 333 www.jaama.co.uk

T

TH THE CE H ACNHGA EN G YE O UY RO B U S I N E S SS UR B U S I D EDSEESREVREV E S E S SN E S S D E SERV USIN UR B ES E YO HANG HE C

Chevin Fleet Solutions Tel: 01773 821 992 www.chevinfleet.com

FLEET MANAGEMENT

Promote your company here and online for just £500/year.

FUEL MANAGEMENT

CLAIMS MANAGEMENT

fuelGenie

TMC Tel: 01270 525 218 www.themilesconsultancy.co.uk

The Fuelcard Company Tel: 0845 073 0873 www.fuelcards.co.uk

Fleet Operations Ltd Tel: 0844 567 8000 www.fleetoperations.co.uk

Promote your company here and online for just £500/year.

Opus Claim Solutions Ltd 01905 641664 www.opus.claims

Tel: 0345 371 2490 www.fuelgenie.co.uk

Thrifty Car & Van Rental Tel: 01494 751 550 www.thrifty.co.uk

SHB Hire Ltd Tel: 01794 511458 www.shb.co.uk

FLEET CONSULTANCY

PVS Ltd Tel: 01278 550270 www.puddyvsolutions.co.uk

EV FLEET WORLD Tel: 01727 739160 www.evfleetworld.co.uk

For more information, please contact Tracy Howell on 01727 739160 or email tracy@fleetworldgroup.co.uk TELEMATICS & TRACKING

BP Oil UK Ltd Tel: 0845 603 0723 www.bpplus.co.uk

TRACKER Network (UK) Limited Tel: 0845 604 6091 www.TRACKER.co.uk

euroShell Card Tel: 0800 915 6021 www.shell.co.uk/euroshell

Promote your company here and online for just £500/year.

Fleetmatics Tel: 0800 975 4566 www.fleetmatics.co.uk

Tel: 0345 055 8555 Ctrack www.ctrack.co.uk CanTrack Global Ltd Tel: 01908 330385 www.cantrack.com

Airmax Remote Limited Tel: 0333 358 3488 www.airmaxremote.com

SMR Autoserve Limited Tel: 0844 888 3001 www.autoserve.co.uk

Telogis Tel: 0203 005 8805 www.telogis.co.uk

VEHICLE CCTV & SAFETY Teletrac Navman Tel: 0345 604 8813 www.teletracnavman.co.uk www.navmanwireless.co.uk

www.quartix.net Tel: 0870 013 6663

Parksafe Automotive Tel: 01773 746591 www.parksafeautomotive.com fleetworld.co.uk • 047

t 01727 739160 // e info@fleetworldgroup.co.uk

1 SIMPLE QUESTION...

WANT FREE EXPERT ADVICE ON HOW TO RUN YOUR FLEET MORE EFFICIENTLY? YES? WELL WE LOOK FORWARD TO SEEING YOU ON 24 JANUARY THEN Register now at... www.greatbritishfleetevent.co.uk

January 2019 • vanfleetworld.co.uk

CE L EBR p51

p54

A T IN G

p56

VIVARO

GO ELECTRIC

IT’S A GAS

Vauxhall launches people-carrying Brit-built Vivaro

Is this the breakthrough year for electric LCVs?

Iveco’s Daily NP on the road

FROM THE

EDITOR WHILE the car sector has been hit by a major drop in demand, the light commercial vehicle business remains strong, with sales dropping just 1.3% in the UK last year. Indeed, the number of LCVs in use on UK roads has climbed rapidly over the last decade, with more than 4m vans in operation in 2017.

Vans make up 15.4% of all road traffic in Britain, according to the latest Van Excellence Report from the FTA. They travel 50.5bn miles a year, a rise of 21.4% over a decade ago. Vans remain very much a principle asset to companies, the public sector and the self-employed.

Growth is partly driven by online retail and last-mile delivery, though this sector still only accounts for just 4% of the vans on our roads. That said, parcel delivery vans do cover much higher mileages, making them closer to 10% of road traffic. Yet, despite this rise in LCV numbers, the accident rate for HGVs and vans is significantly lower than for cars.

The van sector is changing at a rapid pace, driven by technology, customer demand and by regulation. Further growth, however, looks certain. Vans will continue to play a major role in the future of mobility.

Dan Gilkes VFW editor

Register now at... www.greatbritishfleetevent.co.uk

It’s ’ e easy asy to to ssee ee why why VW’s VW’s C alifornia h as California has b ecome such such an an become iiconic conic v conic ve ehicle hicle. vehicle.

THIS MONTH IN FLEET www.vanfleetworld.co.uk

FORD CONTINUES TO DOMINATE STRONG VAN MARKET

IN BRIEF Next Vivaro unveiled Vauxhall has shown the first pictures of the next, British-built Vivaro, in peoplecarrying Life trim. Based on new parent company PSA’s Citroen Dispatch and Peugeot Expert, the Vivaro will be built at Vauxhall’s Luton plant. It will be offered in two lengths, though built on a single wheelbase, with a wide range of engines and transmissions. An electric drive version is expected to join the range in early 2021.

While the new car market has been hit hard in 2018, the van sector declined by just 1.3% last year. Indeed, the final total registration figure of 357,325 vans was still the fourth best year on record for UK LCV sales. Vans under 2.0-tonnes saw the biggest drop in demand, falling 14.7%. Pickups continued to increase in demand, up 4.3% and 4x4 vans, admittedly a small sector of the market, saw a 303% rise.

Ford remained the biggest company by far in the UK LCV sector, with Transit Custom the best-selling van, followed by the Ford Transit in second place. Transit Connect was the sixth biggest selling LCV over the year, with Ranger in seventh place. Indeed, Ford’s Transit Custom was the third best-selling vehicle of any kind last year, behind the firm’s Fiesta and one other car. The company ended the year with an incredible 35.3% of the UK van market.

VITO BUYING MADE EASY Mercedes-Benz Vans is splitting its mid-weight Vito range into three distinct trim lines, similar to those found on the X-Class pickup. All Vitos will come with a leather-trimmed steering wheel, comfort driver’s seat, auto headlights and parking sensors. On top of that, Pure level vans will get the Audio 10 infotainment system, Active Parking Assist, heated and electronically adjustable door mirrors, an overhead control panel and heat insulating glass.

Progressive trim vans will come with metallic paint, colour-coded bumpers, Audio 15 infotainment, electrically folding mirrors, front fog lamps, cruise control and driver’s seat lumbar support. The range-topping Premium trim will include air conditioning, 17” alloy wheels, a reversing camera, anti-theft protection package with double locking, floor mats and pre-installation for Becker Map Pilot navigation.

Pure trim is to be offered on the 109CDI, 111CDI and 114CDI models, while Progressive can be ordered with any engine except the range-topping 119CDI. Premium will be available on the 114CDI, 116CDI and 119CDI models. Mercedes is also moving from its Compact, Long and Extra-Long naming for body length, to the industry standard L1, L2 and L3.

The Vivaro Life model, which will be launched at the Brussels Motor Show this month, is available with up to nine seats, making it an ideal business people-carrier for hotel shuttle operation. All versions are less than 1.9m high, permitting access to car parks and underground garages.

Geely to push electric LEVC, the electric London taxi manufacturer, is to join forces with parent company Geely’s New Energy Commercial Vehicle (GCV) business to produce a range of electric LCVs. The company has already announced that it will produce a plug-in hybrid van, based on the running gear of its TX eCity taxi, with trials due to start later this year. The new strategy will result in a line-up of electric vans, that can be manufactured and marketed globally, with the first model coming to market early in 2020.

Second van for Toyota Toyota will launch a compact van, based on the Peugeot Partner, Citroen Berlingo and Vauxhall Combo, by the end of 2019. The Japanese manufacturer is expanding its cooperation with Groupe PSA, under which it already sells the Proace range of light commercials.

vanfleetworld.co.uk • 051

DOES A TON OF WORK

Official Government Test Environmental Data. Fuel consumption figures mpg (4.9) – 62.8 (4.5), Extra-urban: 67.3 (4.2) – 70.6 (4.0), Combined: 62.8 (4.5) – 67.3 (4.2). CO2 Model shown New Combo Cargo L1 Limited Edition Nav with offside sliding side-access door (optional at extra cost) and Night Blue metallic paint subject to status. Ts&Cs and exclusions apply. Applicants must be 18+. Finance by Vauxhall Finance, CF15 7YT. 6 Years 0% APR with minimum 18% small businesses 1–24 units (purchase only). All other customers are excluded. Available at participating Retailers only, may not apply to all Retailer allow the comparability into NEDC. The values do not take into account in particular use and driving conditions, equipment or options and may vary withdraw this offer at any point in time. Correct at time of print.

VAUXHALL COMBO

International Van of the Year 2019

JUST LIKE YOU NEW COMBO CARGO Carries British business With a payload of up to 1020kg and 6 years 0% APR (litres/100km) and CO2 emissions (g/km). New Combo Cargo Van Range: Urban: 57.6 emissions: 116 – 109g/km.# (no-cost option). Small business users only. Offer subject to availability, on selected models at participating Retailers only. Conditional Sale. Finance deposit (plus VAT on total transaction price). Offer available on orders or registrations from 18 December 2018 to 4 April 2019. All offers available to stock. #Fuel consumption data and CO2 emission data are determined using the WLTP test cycle, and the relevant values are translated back to depending on the format of tyres. For more information contact your local Retailer. Vauxhall Motors Limited reserves the right to change, amend or

A N A LY S I S ELECTRIC VANS

Transit Custom PHEV sales start this year.

The LCV alternative to diesel Could this be the year of the electric van? Dan Gilkes plugs in.

While colleagues working on our car magazine are accustomed to living with electric and hybrid drivelines, we’ve had an e-Golf on the fleet for some months now, this is still relatively new ground for many van operators.

But, 2019 looks set to be the year that could change that.

Last year we attended more electric and hybrid vehicle launches than ever before, indeed I drove more new electric vans than I did diesel-powered models. In the commercial vehicle market that is a first. Yes, some of those vehicles have yet to come to market, but over the next 12 months there will be plenty of e-LCV introductions.

They remain initially expensive when compared to a diesel or petrol-

054 • vanfleetworld.co.uk

powered commercial. But do the whole life calculations and, for some, there will not just be a green incentive to look at a plug-in van, but a financial one too. Plus of course, urban authorities have to cut emissions and clean up their air quality, with delivery vehicles a relatively easy target for the rule writers, so the pressure to change will continue to grow.

Until now, Renault and Nissan have had the compact market pretty much to themselves, with Kangoo Z.E. and eNV200 taking most of the UK’s electric van sales. Iveco has been pushing the Daily Electric at the heavier end and Peugeot/Citroën have had some success with the Partner/Berlingo Electric models. LDV has been making in-roads into with the EV80 electric van, which can also be had as a chassis cab or a minibus, while Turkish brand

BM Auto has found a few customers for its Fiat Ducato-based vans.

At the heavier end they have recently been joined by the Renault Master Z.E., available from Renault itself, but also through Renault Truck’s dealers. In the case of the truck business in particular, this is leading to not just electric panel vans, but temperature-controlled models, minibuses and even aerial work platforms.

The choice is about to get much wider though. We will soon see electric versions of the Peugeot Expert and Citroën Dispatch, along with a new Vauxhall Vivaro, which will be offered with an electric driveline. During 2019 Mercedes-Benz will introduce the e-Vito, to be followed next year by an e-Sprinter and eventually an e-Citan.

While we have to wait until 2020 for right-hand drive versions of

Nissan’s e-NV200 has been an early success in the e-LCV market.

LEVC looks set to build upon its first PHEV van.

The second generation Kangoo Z.E. offers extended range.

The Daily Electric benefits from the rise in GVW to 4.25-tonnes for electric vans.

VW's e-Crafter will also be sold with an MAN badge.

Volkswagan’s e-Crafter, the company will launch an e-Caddy here this year, built by partner Abt. This will be followed by an e-Transporter in 2020, to sit between the larger and small models. The eCrafter will also be offered as an eTGE by VW’s truck and bus sibling MAN. Taking a slightly different approach, Ford will start selling its plug-in hybrid Transit Custom in 2019, following yearlong trials with a range of potential customers across London. Unlike the majority of competitors, the PHEV boasts a compact 1.0-litre petrol engine as a range-extender for the battery, delivering far longer overall range capabilities with no loss of carrying power.

Another PHEV van will appear in 2020, from London taxi manufacturer LEVC. Like the black cab with which it shares its running gear, the LEVC van will have a 1.5-litre petrol engine under

the bonnet, to act as a range-extender for the electric driveline. LEVC recently announced that it will be working with parent company Geely to develop a whole range of electric vans for global use. No doubt Mitsubishi will once again create a commercial version of the latest Outlander PHEV too, which now boasts a 2.5-litre petrol engine alongside its battery pack.

So, there will be no shortage of choice for van operators, with e-LCVs available at various weights and with a range of body sizes. The government has also provided some help to the market, by lifting the weight limit that Category B car licence holders can drive, to 4.25-tonnes. This negates the additional weight of the batteries, making an electric van a more viable load hauler versus a diesel 3.5-tonner.

While few will take the decision to

move to electric drive lightly, there could as mentioned be sound financial reasons to do so. That’s particularly true for van users working within inner London’s Ultra-Low Emissions Zone, which comes into force in April, though increasingly the imposition of Clean Air Zones in other cities will also provide a push towards alternative fuels.

With the London Congestion Charge currently set at £11.50 per day and a further £12.50 to be imposed on non-Euro 6 diesel vans by the ULEZ, running within the centre of the capital is set to become an expensive business. However, even without these external incentives, some fleets may find that the low daily running costs and reduced maintenance required by an electric van, could provide a much earlier break-even point than had been assumed.

vanfleetworld.co.uk • 055

DRIVEN

Iveco Daily 40C14 NP Hi-Matic Opting for natural gas, provides Iveco’s Daily with additional carrying capacity, says Dan Gilkes.

As we move towards alternative power sources for vans, the news that the government will permit car drivers to get behind the wheel of a 4.25-tonne electric LCV, without requiring a truck licence, was welcomed by many. It meant that the additional weight of the batteries could be offset, to allow the newcomer to compete on equal payload terms with a traditional 3.5tonne diesel van.

What grabbed less of the headlines was the fact that this change in the rules applies to all alternatively-fuelled LCVs, including those running on compressed natural gas (CNG). For Iveco, this meant that not only did its Daily Electric become more competitive, but the Daily Natural Power gas van could also boast an improved load carrying ability.

This 4.0-tonne Daily NP is powered by the firm’s 3.0-litre CNG engine, which produces a healthy 136bhp and 350Nm of torque. It drives through the excellent eight-speed Hi-Matic automatic transmission, to the twin rear wheels.

With the van plated at 4.2-tonnes, this short wheelbase, high-roof model delivers a payload of 1,590kg, putting it well ahead of many 3.5-tonners. It also boasts a load volume of 10.8m3, though there are much longer bodies available,

056 • vanfleetworld.co.uk

with capacities right up to 19.6m3.

There are several advantages to making a move to gas, along with a couple of not insignificant drawbacks.

Performance is similar to diesel, though the engine is considerably quieter, by as much as 4dB. Iveco predicts fuel cost savings of up to 35% compared to diesel can be achieved too, with the government recently confirming that it will maintain the different fuel duty rates for alternative fuels until at least 2032.

The biggest benefits are to the environment however, with CNG delivering 5% lower CO2 readings than diesel. If you opt to run on sustainable biomethane, the CO2 reduction can be as high as 95% on a well-to-wheel basis. CNG engines also produce 12% less NOx and 76% lower particulate matter emissions.

The downsides of course are the infrastructure required to operate on gas. At present, public gas stations are fairly few and far between. However, fleet operators can install gas refilling stations within their own depots, with suppliers often using ongoing gas charges to forego any initial cost.

Should you run out of gas on the road, the van also has a small petrol tank, to allow the van to continue to a filling station. However, this does reduce the engine outputs to 82bhp and 230Nm, to ensure that it is only used in emergencies.

In normal driving the Daily NP is just like a very quiet diesel model. The eightspeed automatic does its job without fuss, leaving the driver free to concentrate on the road and the Daily has a comfortable cab for day-long use.

SPECIFICATION MODELS Iveco Daily 40C14 NP Hi-Matic BASIC PRICE £44,200 ENGINE 4-cyl 2,755cc FUEL INJECTION multipoint MPI POWER 136bhp @ 2,730-3,500 TORQUE 350Nm @ 1,500-2,730 WEIGHTS (Kg) GVW 4,200 KERB WEIGHT 2,610 PAYLOAD 1,590 MAX TRAILER WEIGHT 2,800 DIMENSIONS (mm) LOAD SPACE LENGTH 3,130 LOAD SPACE WIDTH 1,740 LOAD SPACE HEIGHT 1,900 WIDTH BETWEEN W/ARCHES 1,032 LOAD VOLUME (m3) 10.8 COST CONSIDERATIONS FUEL TANK CAPACITY 194 litres CNG RANGE 236 miles COMBINED CO2 203g/km OIL CHANGE six months/25,000 miles WARRANTY 3year/unlimited miles

THE VERDICT If you can sort the gas supply issue, there are financial and environmental benefit to be had with a move to CNG.

RATING

DRIVEN

Volkswagen Crafter Rear-wheel drive vans complete the diesel Crafter line-up, says Dan Gilkes.

Volkswagen’s Crafter van has a model for every sector of the market. That means rear-wheel drive as before, but also front- and all-wheel drive vans and chassis cabs. All three come with six-speed manual and eight-speed automatic transmissions.

Front-drive arrived first in the UK, along with 4Motion. Rear-drive Crafters, with a choice of single or twin rear wheels, have come later.

The 122bhp engine is only available with twin rear wheels on the heavier CR50 model, the 140bhp gets single rear-wheels on CR30 and CR35 vans, while the range-topping 177bhp engine is the only one that can be ordered with the optional eight-speed automatic transmission.

There are two rear-drive wheelbases, though the longer chassis is available

with a choice of two body lengths. The shorter vans can be had with a low or a high roof, while the longer models get the high roof as standard, or an optional super high roof. Rear-drive load volumes range from 9.9m3 through to 16.1m3, with this long wheelbase, high roof delivering 14.4m3.

There are two trim levels, Startline and Trendline, though buyers can add a Business Pack to the Trendline van, including an alarm, Climatic air conditioning, overhead storage, parking sensors front and rear, The pack costs

SECTOR Large van POWER 122-177bhp CO2 192-237g/km PRICE £25,010-£40,940

£1,518, a saving of more than £1,345 over the individual options.

In normal road driving you’d be hard pressed to tell which wheels are doing the work. You will notice the RWD axle when loading though, as the floor sits 100mm higher in a rear-drive van. The RWD is also around 100kg heavier, cutting into the payload and will consume slightly more fuel and produce a little more CO2 than its FWD counterpart. If you need the benefits of a driven rear axle though, these are unlikely to be insurmountable problems.

RATING

Telematics & Tracking

Our panel of leading suppliers helps you get the most out of your fleet...

Go beyond vehicle tracking with Trakm8 Trakm8 is a leading provider of telematics, vehicle cameras and fleet optimisation. We are one of the only telematics providers to design and manufacture our telematics devices in the UK, and are proud to hold the Made in Britain marque.

Trakm8 focuses on delivering actionable insights to its customers, enabling them to improve efficiencies, reduce risk and cut carbon emissions. As a result, our clients benefit from lower insurance premiums, reduced fuel, maintenance and repair overheads, and higher workforce productivity.

Trakm8’s solutions include the market-leading RH600 4G telematics camera; innovative new Insight telematics platform; and award-winning fleet optimisation. Our Optimisation solution goes beyond basic route planning to increase vehicle utilisation and cut total fleet mileage, with clients reporting efficiency savings of up to 20% and productivity increases of up to 30%.

Trakm8 also specialises in dash cams, multi-camera systems for FORS accreditation; driver behaviour analytics, digital tachograph integration; trailer tracking; and telematics for plant equipment. Furthermore, it is an acknowledged leader in vehicle health alerts and optimising ultra-low emission vehicles. Fleet managers are increasingly turning to Trakm8 as a single-source supplier, providing an integrated, user-friendly fleet management solution.

Trakm8 has more than 250,000 live devices connected to its servers. Customers include Colas, Iceland Food and ScottishPower. www.trakm8.com

058 • vanfleetworld.co.uk

SUPPLIER DIRECTORY DAILY RENTAL

CONTRACT HIRE, LEASING & FINANCE

RISK MANAGEMENT

TAIL LIFTS

FLEET MANAGEMENT SOFTWARE

Nexus Vehicle Rental 0871 984 1947 www.nexusrental.co.uk

ALD Automotive Tel: 0370 00 111 81 www.aldautomotive.co.uk

DriveTech (UK) Ltd Tel: 01256 610907 www.drivetech.co.uk

DEL Equipment (UK) Ltd Tel: 01993 708811 www.del-uk.com

Chevin Fleet Solutions Tel: 01773 821 992 www.chevinfleet.com

Arnold Clark Vehicle Management

Full listings online at

Tel: 0141 332 2626 www.acvm.com

fleetworld.co.uk

Penny Hydraulics Tel: 01246 811475 www.pennyhydraulics.com

Promote your company here and online for just £400/year.

Ratcliff Palfinger Ltd Tel: 01707 325571 www.ratcliffpalfinger.co.uk

Bynx Tel: 01789 471600 www.bynx.com

SHB Hire Ltd Tel: 01794 511458 www.shb.co.uk

ACCIDENT MANAGEMENT Selsia Tel: 0845 468 6800 www.selsia-vac.co.uk

Enterprise Rent-A-Car Tel: 01784 221 300 www.enterprise.co.uk

Lex Autolease Tel: 0344 824 0115 www.lexautolease.co.uk

Europcar Tel: 0871 384 0201 www.europcar.co.uk

Volkswagen Group Leasing Tel: 0870 333 2229

CLAIMS MANAGEMENT TELEMATICS & TRACKING

www.volkswagengroupleasing.co.uk

www.quartix.net Tel: 0870 013 6663

Venson Automotive Solutions Tel: 08444 991402 www.venson.com

www.opus.claims

Telogis Tel: 0203 005 8805 www.telogis.co.uk

Tel: 0345 055 8555 Ctrack www.ctrack.co.uk

Tel: 01792 222133 www.daysrental.co.uk

Promote your company here and online for just £400/year.

Fourways Vehicle Solutions Tel: 0344 8000 385 www.fvsl.co.uk

Teletrac Navman Tel: 0345 604 8813 www.teletrac.co.uk www.navmanwireless.co.uk

0845 2172 608

AMBER CONNECT Tel: 01789 774413 www.amberconnect.co.uk

CanTrack Global Ltd Tel: 01908 330385 www.cantrack.com

Alphabet (GB) Limited Tel: 0370 50 50 100 www.alphabet.co.uk

Fleet Operations Ltd Tel: 0844 567 8000

www.fleetoperations.co.uk

STEPS AVS Steps Ltd Tel: 01939 235900 www.avssteps.co.uk

Full listings online at fleetworld.co.uk

FUEL MANAGEMENT

www.themilesconsultancy.co.uk

TRACKER Network (UK) Limited Tel: 0845 604 6091 www.TRACKER.co.uk

FLEET MANAGEMENT

daysfleet.com

Zenith Tel: 0344 848 9327 www.zenith.co.uk

TMC Tel: 01270 525 218

Opus Claim Solutions Ltd 01905 641664

VAN LINERS

DRIVER LICENCE CHECKING

United Vanliners Ltd Tel: 01778 561900 www.unitedvanliners.co.uk

Promote your company here and online for just £400/year.

TMC

VEHICLE CCTV Exeros Technologies Tel: 020 8303 1188 www.exeros-technologies.com

Tel: 01270 525 218 www.themilesconsultancy.co.uk

.uk etworld.co • vanfle 2018 mber Septe September 2018 • vanfleetworld .co.uk September 2018 • vanfleetworld.co.uk September 2018

CE L EBR

BP Oil UK Ltd Tel: 0845 603 0723 www.bpplus.co.uk

euroShell Card Tel: 0800 915 6021 www.shell.co.uk/euroshell

I BRAT CEL E ING CE L EBRAT

ATING

rld.co.uk • vanfleetwo

NG

CEL E

BRATI

NG

For more information, please contact Tracy Howell on 01727 739160 or email tracy@fleetworldgroup.co.uk

p70 p72

p70

6 x 2 = MASTER

p72

p73

6 x 2 = MASTER

E-CRAFTER

Renault Trucks' 6.0tonne 6x2 van takes on a 7.5-tonne truck

Volkswagen joins the electric van club

p73

p73

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p72 p7

E-CRAFTER

joins the Volkswagen electric van club

SUPPLIER DIRECTORY

p73

MASTERCLASS et Advice for LCV fle ing telematics & track

vanfeetworld.co.uk • 059

Have your say on making London’s lorries safer The Direct Vision Standard (DVS) forms part of the Mayor and TfL’s Vision Zero approach to reducing road danger.

The DVS rates Heavy Goods Vehicles (HGVs) on the level of a driver’s direct vision from the HGV cab.

Under the proposals all HGVs over 12 tonnes would need to meet the minimum direct vision requirements or fit a ‘Safe System’ to improve the vehicles’ safety. Permits will be available from October 2019.

We would like your views on our final scheme proposals, including the Safe System and permitting proposals.

To have your say visit VÄŤ IQX WM FKTGEV XKUKQP UVCPFCTF or write to Freepost TfL Consultations. &QPUWNVCVKQP YKNN ENQUG QP )GDTWCT[