40 Week behind the wheel Seven days with the MG Cyberster
42 Our fleet Update on our long-termers
46 Fantasy fleet Seasonal Top Trumps
06 LCV telematics
10 New vans Iveco Daily range
12 Driven Nissan Interstar
publisher Jerry Ramsdale
jerry@fleetworldgroup.co.uk
editor Fleet World
John Challen
john@fleetworldgroup.co.uk
editor-at-large
Alex Grant alex@fleetworldgroup.co.uk
business editor Natalie Middleton natalie@fleetworldgroup.co.uk
editor Van Fleet World
John Kendall john.kendall@fleetworldgroup.co.uk
account directors
Claire Warman
claire@fleetworldgroup.co.uk
Tracy Howell tracy@fleetworldgroup.co.uk
Lloyd Ramsdale lloyd@fleetworldgroup.co.uk
head of production
Luke Wikner
luke@fleetworldgroup.co.uk
designers Victoria Arellano | Dan Bennett
head of marketing
Shona Hayes shona@fleetworldgroup.co.uk
published by
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Fuel economy figures and CO2 results for the MINI electric range: Mpg (1/1000km): Not applicable. CO2 emissions: 0g/km. Electric range 182 – 287 miles. The MINI electric models are battery electric vehicles requiring mains electricity for charging. Whilst recommended the battery for these vehicles are charged to 80% to help optimise the life of your battery, the electric range figure shown is the WLTP figure after the battery had been charged to 100%. WLPT figures are shown for comparability purposes. Only compare fuel consumption, C02 and electric range figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results which will depend on a number of factors including the starting charge of the battery, accessories fitted (post registration), variations in weather, driving styles and vehicle load.
Mini for business.
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John Challen editor
Embrace the future, whatever might happen!
Making predictions has never been one of my strong points – you’re reading the words of someone who thought Donald Trump would NEVER run for president again after the end of his first go, for example. Over time, for various reasons, my approach to life is that anything can happen and, maybe because of that view, I’m not really surprised when the unexpected becomes reality.
So, while many of the elements of this issue of Fleet World are the result of me asking people for their predictions, I won’t be gazing into a crystal ball myself. Instead, like some kind of fleet counsellor or therapist, I’ll just offer some thoughts about how to get through 2025, whatever it brings.
Firstly, try not to worry about things you don’t yet have to worry about – or before you know what you've got to worry about. There are – and have been – a lot of stories about the state of the auto industry recently, many of which may or may not have an impact on fleets and the fleet industry. But, in reality, we don’t know what’s around the corner or how bad things might be (a bit like the next four years in the US!). There is little point making knee-jerk decisions when you don't have the full facts, or in a sector that is regularly subject to disruption. For example, I write these words at a time when the ZEV mandate is up for discussion – and who knows what the outcome of those conversations will be? We all know about the 2030/2035 goalpost movement, so expect anything.
My second top tip for 2025 is to concentrate on the things in life you can influence. You have no control over vehicle supply, government policy or energy prices. Instead, what you can do is find the best vehicles and fleet solutions for your business. A strong foundation will lead to greater stability within your operation and more resilience against any tough times that might lie ahead. Also, make sure you look out for staff and colleagues by giving them the training, encouragement and support that they might need – and help them if they are struggling in any way.
I could sit here and tell you that everything is going to be OK, or I could warn you that there are tough times ahead. But, in reality, we don't know. It’s quite possible that both of those ‘predictions’ are true, in some way. But they might not be – that’s the thing about life, nothing is certain.
“So, while many of the elements of this issue of Fleet World are the result of me asking people for their predictions, I won’t be gazing into a crystal ball myself”
New faces
I recently spent some time with the people – and cars – from Skywell. If you didn’t know, it is another Chinese car manufacturer with big plans for the UK market. My time with the BE11 comes after experiencing the first UK offering from Omoda, another brand from the Far East and after BYD has settled in nicely with a growing product portfolio here. Drivers are now spoilt for choice, which is a good and bad thing, but let’s hope they are the real winners with products that fit the bill, wherever their country of origin may be! Read more about both on p38.
And on the subject of EVs, look out for the results of our 2024 EV SURVEY in association with E.ON, and sponsored by Ogilvie Fleet and Europcar, on p31.
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FLEET15
Jonny Miller
brand director, Genesis Motor UK
What is your ambition in your current job role?
To continue to grow the business and brand using the fantastic Genesis team we have in place alongside the synergies and backing of the Hyundai team in the UK.
What job did you want to do when you were growing up?
Like all kids, I wanted to be either an astronaut or footballer. The former fell by the wayside but I still play competitive football for a local ‘pub’ team.
What’s the proudest moment in your career?
Probably standing up at the first Genesis staff summer conference in 2022, having joined as employee number four and seeing how much we had grown the business and how far we had come from just a page on a screen.
What are the biggest challenges facing fleets at the moment?
The uncertainty in the market, due to the slowdown of EV sales.
The best takeaway food?
There is the most amazing Chinese near me – and its crispy duck is delightful.
Supermarket of choice?
We like to support local as a family so we try to go with the nearest farmers shop.
You’re on your dream holiday. Where are you?
I really want to take my family to the Maldives, to relax and enjoy the peace and quiet.
What’s your favourite film and why?
Star Wars (original trilogy); I was brought up on watching the films and having the excitement of Christmas and birthday presents being Star Wars figures.
If money was no object, what’s the first thing you would buy?
I’d have the most wonderful time at my nearest golf shop and be ultra-prepped for the Genesis Scottish Open next year.
Name three cars in your dream garage?
A 1993 Aston Martin Vantage, Porsche 959 and, obviously, a GV80 to cart the family around.
Night in or night out?
Definitely a night out, either down at pub or in a karaoke bar.
What car do you currently drive?
An Electrified GV70 Sport.
Tea, coffee or other?
I love a strong cup of tea.
Books, mags or podcasts?
Books – they really help switch off my brain at night.
Who is your idol in life and work?
A tough question and I don’t think I have one. I look at many people in work and life and take elements of their achievements, ways of working or attitude and try and combine them to make myself better.
ANALYSIS
BACK TO THE DRAWING BOARD
It’s crunch time for the ZEV mandate, nearly a year since the EV rules were enacted. Natalie Middleton looks at what’s happened
On 3 January 2025, it’ll be a year since the zero emission vehicle mandate – the former Conservative government’s pathway towards all new cars and vans being zero emission by 2035 – became law.
A lot can happen in a year. Since that date, we’ve had a new government, two new Transport Secretaries, confirmation of plans to return to a 2030 ICE phase-out – and a slowdown in EV take-up among private buyers.
It all came to a head in November when, after months of warnings, carmakers met with Business and Trade Secretary Jonathan Reynolds and former Transport Secretary Louise Haigh to outline their concerns, swiftly followed by Stellantis giving notice of plans to close the 120-year-old Vauxhall Luton plant, “within the context of the ZEV mandate”, putting over 1,000 jobs at risk.
Speaking straight after this, Jonathan Reynolds said he was “profoundly concerned” by the current state of the market and committed to a review of the ZEV mandate in consultation with the industry, saying the Government has “heard you loud and clear”.
But Labour has said it remains fully committed to reinstating the 2030 deadline for ending new pure petrol and diesel car sales.
The automotive sector has called for “urgent market intervention as weak demand and unsustainable business costs undermine UK industry”. It’s also warned that the outlook is even bleaker for van manufacturers, with market demand drastically behind the ambition set by the mandate.
REVIEW EXPECTED TO LEAD TO NEW ZEV MANDATE FLEXIBILITIES
According to reports, government ministers are refusing to back down on the deadlines for the penalties and are holding firm for now on the level of the fines but are open to new “flexibilities”.
The ZEV mandate requires zero-emission vehicles to make up increasing proportions of new car and van sales in the run-up to the ICE ban. For 2024, this is set at 22% of all new cars sold and 10% for vans, with a potential fine of £15,000 per non-EV sold, although vehicle makers can also comply with the mandate by reducing CO2 emissions from petrol and diesel sales, borrowing credits from future targets, and purchasing credits from other carmakers.
According to research organisation Rho Motion, only BMW, Mercedes and Geely are expected to meet the full 2024 ZEV mandate for cars. Major car manufacturers such as Toyota and Ford are expected to meet the 2024 minimum compliance level for cars but fall short of the full 2024 ZEV mandate which could lead to financial penalties, although they have flexibilities at their disposal. Ford has also warned that it could pull sales of ICE vehicles to meet targets.
Paul Hollick, chair of the Association of Fleet Professionals, said it had become clear that the ZEV mandate needs to change but warned that the real test of the Government would lie in the changes that it chooses to make.
He’s also warned that vans are the real issue; eLCV sales have been flatlining at around 5% for over a year due to
“Policymakers need to ask themselves a simple question: are they prepared to risk the incredible progress the UK has made in moving towards a cleaner, more sustainable transport system”
range, payload and charging facilities concerns. And that large numbers of fleets are planning to stick with their existing diesel vans for the foreseeable future, no matter what percentage of new vans manufactured are electric.
Hollick also said it was potentially a concern that the Government says it remains fully committed to the 2030 deadline for ending new pure petrol and diesel sales “because there will probably need to be some flexibility, even if just around the definition of hybrids”.
But ChargeUK, which represents the UK’s EV charging operators, stated it was “foolish” to alter the zero-emission sales targets “when the charging industry is busy deploying the infrastructure that is essential for the automotive sector to sell EVs and for the UK to meet its net zero goals”.
Meanhwile, Octopus Electric Vehicles called for the Government to stand firm on the mandate and instead invest in targeted support for manufacturers committed to the electric transition and jobs in the UK.
Finally – and just a month after the UN Emissions Gap Report warned that “climate crunch time is here – the Climate Group has warned of impacts on UK business investment and also decarbonisation from any U-turn.
Dominic Phinn, head of transport, Climate Group, said: “As the UK government launches its ZEV mandate consultation, policymakers need to ask themselves a simple question: are they prepared to risk the incredible progress the UK has made in moving towards a cleaner, more sustainable transport system?
“Any changes to this world-leading legislation will seed uncertainty among businesses – threatening investments, business cases, and the clear and confident path so many companies across the country have put themselves on.”
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INCOMING
SUZUKI e VITARA
What is it? An ‘emotional versatile cruiser’, apparently When is it available? Mid-2025
Biggest changes? A new model for Suzuki – and its first EV Fleet appeal? Choice of batteries; new BEV-focused platform
In the beginning
It might have a familiar name, but the e Vitara’s roots can be found in Suzuki’s eVX concept, from 2023. As the brand’s first electric vehicle, e Vitara is looking to make an impression, so the new model comes with two battery options – 49kWh and 61kWh units –and two- or four-wheel-drive options.
Let’s off-road
Away from the Tarmac or in snowy conditions, drivers who go for the Allgrip-e 4WD version of the e Vitara will benefit from an additional 65hp electric axle at the rear. As well as extra power, this model will offer better control and responsiveness, while a ‘Trail’ mode will also provide extra confidence in the car’s capabilities.
SUV styling
According to the company, the e Vitara’s design theme is ‘High-Tech and Adventure, embodying the advanced feel of a BEV and the robust nature of an SUV, inspiring a sense of adventure’. Translation: big tyres and long wheelbase on the outside; a nice mix of screens, tech and buttons on the inside.
Platform news
The new model gets a new EV-specific platform, with Suzuki’s Heartect-e underpinning e Vitara. The lightweight structure incorporates high-voltage protection and enables a spacious interior thanks to the car’s short overhangs. Suzuki has confirmed that the platform will be used in further BEV models as it looks to catch up with others in the marketplace.
VERDICT
Many specific details – such as driving range, prices and grades – haven’t yet been revealed, but drivers will know what to expect from an electric Suzuki. The Japanese company prides on its off-road capabilities and, while that might not the the main consideration for fleets, it will appeal to many. It might be yet another electric SUV, but it will certainly stand out from its competitors.
Fuel economy figures and CO2 results for the MINI electric range: Mpg (1/1000km): Not applicable. CO2 emissions: 0g/km. Electric range 182 – 287 miles. The MINI electric models are battery electric vehicles requiring mains electricity for charging. Whilst recommended the battery for these vehicles are charged to 80% to help optimise the life of your battery, the electric range figure shown is the WLTP figure after the battery had been charged to 100%. WLPT figures are shown for comparability purposes. Only compare fuel consumption, C02 and electric range figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results which will depend on a number of factors including the starting charge of the battery, accessories fitted (post registration), variations in weather, driving styles and vehicle load.
Mini for business.
AT LARGE
Alex Grant
Is an EV really the only viable option for company car drivers? Our editor-at-large hails recent breakthroughs in the world of plug-in hybrids
It’s taken more than a decade to get here, but I reckon the plug-in hybrid concept might just have reached fruition. I recently spent a week driving the new Volkswagen Passat eHybrid in entrylevel ‘Life’ trim and, as all-rounders go, it takes some beating. A spacious estate car with an 81-mile electric range (60-65 in the real world) and zero pretence of sportiness to blunt either efficiency or comfort. Then, within days of handing it back, the Government pulled the rug out from under its biggest target market.
We should perhaps be thankful for some clarity after a decade of political U-turns – last-minute changes to diesel company car tax, a rollercoaster ride for EV BiK and over-hyped delays to phasing out nonhybrid cars and vans in 2030. The Autumn Budget was a clear statement from Labour that it wants to wean drivers off PHEVs and get them into BEVs. However, I can’t help wondering if it’s a bit early to clobber them with steep tax rises just as they’re becoming a genuinely useful part of the fleet toolbox.
Consider this: the Passat travels at around 3.0mpkWh of energy in electric mode, which admittedly isn’t that efficient compared to an EV, but the result is enough range for most drivers’ daily needs. Use it as intended and you’ll get EV-like CO 2 and cost reductions, less air pollution in town (where it’s most important) and the
battery is big enough that you don’t need to plug it in every day – a bugbear of older PHEVs.
This drive cycle then saves the petrol engine for the longer, mostly motorwaybased, journeys it’s best suited to. I was getting 50-55mpg with the EV range depleted, which is about 11-12p a mile, based on current pump prices. It’s very easy to do long distances in an EV, but much costlier if you’re depending on rapid chargers to do so. At 4.0mpkWh, you’re looking at around 20p a mile on a rapid charger, which is equivalent to around 31mpg in fuel costs. If diligent PHEV usage is your priority, then the Passat can rapidcharge from 0 to 80% in around 23 minutes – it’s about time this was the norm. Tax rises are inevitable, especially for a Chancellor trying to fill a £22bn ‘black hole’ in the country’s finances, but the Budget’s treatment of PHEVs feels a bit heavy-handed with that versatility in mind. From April 2028, vehicles emitting between 1-50g/km CO2 will move into a single 18% company car tax band, regardless of EV range. Based on today’s prices and spec, a 20% taxpayer in the Passat would get an overnight rise from
£51 to £115 at that point. And that’s overlooking the £100 rise in first-year VED rates – and £10 rise in annual renewals –that come into effect from April 2025.
Put your pitchforks down for a minute, because I’m a paid-up member of the EV owners’ club. I’m familiar with the horror stories of early PHEV deployments and I reckon most transport-related Budget policies were sensible this time around. However, I’d have been a bit more cautious in the Chancellor’s position; still incentivising longer electric ranges but raising the thresholds by 10-20 miles and looking towards PHEV-specific, Advisory Fuel Rates as a nudge towards better driver behaviour. And why not reduce the VAT on public charging?
Ultimately, PHEVs will have a short-term role. The ZEV mandate will limit them to 20% of new car registrations and 30% of vans in 2030, then phase them out completely five years later – and that’s ignoring the lure of cheaper, more versatile EVs. However, net zero is a transition, not an overnight switch – and PHEVs are a step in the right direction. If the goal is cutting CO2 and improving air quality, then I’d be wary about pulling the rug so quickly.
“Put your pitchforks down for a minute, because I’m a paid-up member of the EV owners’ club”
– FUTURE OF FLEET –
in association with
HOW TO SURVIVE IN
Life didn’t get much easier for fleets in 2024, with hurdles surrounding transition to EV, rising costs and vehicle supply remaining from the previous year. Could those headaches ease in 2025? The hope remains but, in reality, fleets shouldn’t get too carried away that there will be huge leaps forward and quick fixes to all the problems.
However, there are reasons to be cheerful –and our fleet experts looking at different elements of the fleet world, have considered what lies ahead.
Turn the page to find out their thoughts...
>>
PARKING
PARKING HOLDS THE KEYS TO FLEET OPTIMISATION
For years, parking was merely an afterthought for fleet managers and fleet users, a logistical detail handled upon arrival at a destination. However, as the vehicle landscape has evolved and the UK’s roads have become more crowded, the critical role of parking is coming to the forefront of fleet optimisation.
Fleet managers are increasingly recognising the impact that parking-related issues can have on operations – from time wasted searching for spots, to the inefficiencies of reactive parking strategies. This situation is before businesses start factoring in the financial penalties as a result of not planning ahead when it comes to parking.
Innovations in parking solutions are transforming fleet management. Platforms such as YourParkingSpace have pioneered various tools that streamline the parking process, enhancing operational efficiency.
OPTIONS LIST GROWS
Fleet managers now have access to options such as pre-booking parking for their vehicle users, meaning a parking space is guaranteed for the driver at their destination, usually for around 30% cheaper. With roughly a third of motorists delayed by up to 30 minutes for a meeting, according to latest YourParkingSpace research, the true impact of pre-booking parking goes much further than the potential cost savings.
Moreover, features such as billing via invoice allow employees to park without immediate payment as the company receives a consolidated bill at the end of the month for all fleet vehicles. This process simplifies expense tracking and reimbursements of company employees while also reducing the administrative burden for multiple functions within the business.
Another crucial service is the sourcing of parking spots equipped with EV charging stations. As fleets increasingly incorporate electric vehicles, the ability to charge on-site becomes essential, ensuring vehicles are ready for the road without detours to charging stations.
WHAT THE CUSTOMER WANTS
Interestingly, about 60% of the YourParkingSpace electric vehicle (EV) inquiries are for overnight charging facilities. EV
fleet users prefer charging overnight or during meetings, instead of waiting at service stations where possible. As more fleets switch to electric, it’s crucial to develop charging strategies. Although rapid charging is needed, there’s an opportunity in using parking spaces for charging. Fleet vehicles are often parked for hours, making this an ideal time to charge without detours.”
Flexible season tickets add another layer of convenience, with options for Monday to Friday, Monday to Sunday, or even any three days a week, catering to diverse operational schedules.
A simple change in parking habits can yield substantial benefits. Moving from a reactive to a proactive approach – such as pre-booking parking – can save time, reduce stress and improve overall efficiency. Fleet managers who embrace these changes and innovations will find themselves better equipped to optimise their operations and navigate the challenges of modern fleet management.
“As fleets increasingly incorporate EVs, the ability to charge onsite is crucial”
Brannan Coady I CEO I YourParkingSpace
REMARKETING
HOW DIGITAL TECHNOLOGIES CAN HELP BOOST PROFITS
Jason Symes I sales director I Dealer Auction
What are the biggest drivers affecting how we remarket fleet vehicles today?
Speed and profit are still at the heart of every fleet’s decision to dispose of their assets. In pursuit of this goal, we know providers are being driven more and more to support manufacturers in keeping stock in group. Stock availability is still a major challenge in the industry; therefore, it is more pressing than ever for fleets to support manufacturers and their retail networks – and better for their business overall. Fleets need a means to engage with this audience to improve relationships and get the right vehicles in front of the right people. Digital platforms are rapidly evolving to cater for these needs and deliver the foremost closed network buying options.
How has technology evolved to help fleets put their end-of-life vehicles in front of the right buyers?
Digital remarketing holds the key for fleets to maximise their profits, ensure a quick asset turnaround and engage effectively with retail networks or existing buyers. At Dealer Auction, we have built
a platform that has been designed to provide the optimal user experience. Combining a slick and enjoyable interface with smart filters and real-time data to empower buyers to make faster on-site decisions, retail networks can enjoy a bespoke experience tailored to them and their brand. We also support end of life by aggregating from several defleet sources. The proof is in the pudding, as stock turns around in an average of 2.9 days on Dealer Auction.
Beneath the shiny interface of the Dealer Auction platform sits a flexible framework helping fleets to optimise sales. We are constantly evolving and updating our platform in line with
customer feedback to provide the best experience possible. One of those recent updates was to build auto-cascading, a feature designed to maximise the conversion rates of vehicles by offering them in several different channels and listing types.
You mention auto cascading, what does that look like in practice?
We wanted to shift the dynamic, giving buyers a better and fairer experience, while improving conversion. For example, a vehicle can start with a 24-hour auction in an exclusive closed network, allowing fleets to sell their best vehicles at the best price point. If a vehicle doesn’t sell the first time or reach its ideal price point, it can auto cascade into a different listing type or different network. We work with our customers to design a bespoke solution that enables them to sell stock how they want, when they want and to who they want, delivering an optimal turnaround and return. This gives fleets better feedback on the pricing of their stock, providing multiple opportunities for stock to sell at the right price.
the
More control with a choice of selling formats Over 5,000 active buyers who are ready to bid 24/7
Digital remarketing platforms are rapidly evolving to cater for fleets’ needs
SALARY SACRIFICE
Prior to the salary sacrifice scheme launching in 2022, employees at Nokia had company fossil fuel cars with a fossil fuel card. As a result, Nokia wanted to do something that was in-keeping with its environmental targets. Inclusivity was also important, so that the majority of employees would be eligible to participate in the new benefit.
The range of vehicles was a key factor, as well as the overall cost to employees and the benefits it provided to the company. The team at Nokia saw the added value to using a salary sacrifice scheme over retail. Nokia’s incumbent fleet provider didn’t offer EVs, so the team shortlisted several salary sacrifice companies which would meet their requirements.
CHOOSING A NEW PROVIDER
With its focus on reducing carbon emissions and commitment to offsetting, Tusker was the obvious choice to provide the car scheme. Particularly as with the Tusker scheme, there are options to choose a low emission or fully electric scheme to suit the needs of the customer. The company made the decision to go for a fully-electric scheme.
“Tusker showed confidence, knowledge and ability to answer questions straight away. We were really impressed and it didn’t take long at all to make a decision to work with
PRIORITIES FOR
A
NEW CAR SCHEME
Tusker,” explains Sue Marsaco, country people specialist at Nokia.
“Tusker was able to demonstrate the savings that were available, suggested options for the scheme and how we would implement it appropriately.”
“Tusker was able to reassure employees and help them make the right decision for them”
SUPPORTING THE TRANSITION TO EVs
One of the most important factors to Nokia was to sell the benefit to employees so that they understood the benefit as they did with the company car scheme. Having insurance, road tax, servicing and maintenance, breakdown cover and replacement tyres included was a massive selling point, as this wasn’t included with their company car package.
“We were concerned that EVs weren’t for everyone, and that there would be concerns for those who live in a flat or for those who drive large mileages,” adds Marasco. “Tusker was able to reassure employees and help them make the right decision for them.”
“Our employees feel that they can
contact Tusker at any point to discuss is-sues or queries when they need some help and support about their car,” she added.
RESULTS
The scheme has been well received and, not only were employees choosing to leave their owned fossil fuel cars, but those entitled to a cash allowance were choosing to use it for the car scheme. Previously, company cars were only available for those of certain levels but, with the car scheme, almost all employees could choose to get a car.
That list of employees included Marasco. “I took the Polestar 2 – it’s a fantastic car and I absolutely love it,” she says. “It was simple to make the switch – I thought I’d have a lot of range anxiety, but I travel from Reading to South Wales regularly and have no issues at all.”
Alison Argall I business development director I Tusker
INSURANCE
PREMIUM PREDICTIONS
What can you expect from your insurer in 2025?
Ashbourne Insurance’s Peter Smits offers some insight
As we approach the end of another year, we all start to reflect on past performance for the 12 months just gone and ponder the prospects for the year ahead – and insurance is no different.
My overriding view is that the motor insurance industry has some work to do to repair the reputational damage sustained as a result of poor service levels in recent years. It will certainly take some time and effort to build confidence among the insurance buying public again.
While it could be argued that the repair networks have been at the mercy of a perfect storm – Brexit, a global pandemic and the conflict in Ukraine – the industry has compounded this with very poor service levels from the insurers themselves.
Those companies that out-source ‘first notification of loss’ for claims or rely on accident management companies to handle inter-insurer correspondence have been sadly lacking any clarity or urgency in the past few years.
This situation can’t be resolved overnight and I suspect there is more pain ahead for those who suffer claims as we move into 2025. However I do think that there is an acknowledgment among insurers that things need to improve. Unnecessary delays in repair just serve to cost everyone more money and if insurers are to address claims inflation, they need to do their bit.
Like all industries, artificial intelligence continues to be the hot topic, with industry spokesmen and women commenting that insurance is lagging behind other sectors with regard to its adoption.
That said, I know of many insurers who are ready to adopt and implement AI systems to help speed up and streamline administration processes. One insurer I spoke with recently, from one of the largest motor insurers in the UK, will start to adopt AI to review, grade and approve claim applications early in 2025. Perhaps this next step is the answer to some of the poor service levels that have been experienced in recent years?
It could be argued that insurers have been using AI pricing for many years –after all, a premium quote is only ever someone’s best estimate based on previous experiences. None of us, drivers included, can foresee potential claim patterns in the year ahead.
We’ve been talking about event- and usage-based insurances for years and maybe AI is the key to unlocking the puzzle by providing real-time pricing to unlock new capabilities. If I’m honest, I still think, as an industry we are a long way off AI being adopted by the mainstream. However, we might just see a few niche insurance markets introduce some offerings in 2025.
Finally to the contentious issue of pricing
“I think we are still going to see price increases, although I do believe we have now seen the peak –and that 2025 will have more modest increases”
What are my hopes and aspirations for the cost of your insurances in 2025? Well, I think we are still going to see price increases, although I do believe we have now seen the peak – and that 2025 will have more modest increases.
Prestige and exotic vehicle marques will again suffer more than most, as worldwide sanctions mean that theft of these vehicles remain high to meet the demand from certain quarters.
Insurers are still struggling with pricing EVs – the complex and digital nature of these vehicles result in a hike in repair costs, although this can also be attributed to technology in today’s (very modern) normally aspirated models as well.
Insurance cost is more often than not most people’s pain-point, however more and more of our customers are no longer looking for simple financial protection from their insurance solution. They want their insurer to provide a customer-centric, tailormade solution that ensures risk protection, claim intervention and prevention.
As well as competitive pricing, I am hoping for insurers that can focus on purpose, rebuild trust and deliver an agile organisation with processes that can meet emerging customer needs. Let’s see what happens...
MOBILITY
PEOPLE MOVERS
David Rowan, head of UK fleet and leasing sales at Enterprise Mobility, analyses the future of employee mobility
It is clear that businesses want and need more innovative and creative approaches to employee travel in order to tackle the complicated web of requirements and priorities. Customers often ask how to reduce total cost of ownership (TCO), cut carbon emissions, interweave cars with other transport and ensure the best driver experience.
A lot of employees don’t have company cars and need mobility for day-to-day business trips. Add to this that 65% of business travellers are now millennials and Gen Z – and these younger employees have new, ‘greener’ expectations of the travel experience. Yet, research has shown that many work-related journeys are only possible in a car.
And then there is the challenge of managing grey fleet travel, while understanding where discretionary travel costs sit – and keeping an increasingly hybrid workforce mobile.
A lot of the insight required in order to undertake a behavioural shift comes down to understanding and influencing employee travel behaviours. Knowing when, how, where and why employees travel is key to encouraging what makes sense on each
occasion: virtual meetings, active travel, public transport and/or motoring.
Data provides the necessary insights for an in-depth analysis of travel behaviours and can be used to create solutions aligned with the business requirement. For example, telematics, connected cars, travel booking apps and journey patterns can all be used to create a personalised profile for different employee groups to identify better ways to move people and goods.
That analysis can be used to devise programmes that change behaviours and transform travel from unmanaged to managed. Pool cars used by employees could be replaced by a dedicated on-site car club – or by installing car club telematics in existing vehicles – to drive better utilisation and reduce the number of vehicles needed.
Replacement vehicles could be managed more seamlessly, reducing downtime with a connected, transparent ecosystem of information that ensures everyone from end user to fleet manager to bodyshop is informed at the same time. Data, combined with mobility expertise, allows fleet managers to imagine smart, progressive solutions.
When looking at the future of employee mobility, sustainability and reducing emissions is often top of mind. Electric vehicle usage is one way to further nudge behaviours in the right direction.
Even just putting the electric option at the top of the list when employees hire a car online can increase the number of EV users. Ensuring company car or salary sacrifice drivers waiting for a new EV have an EV as their lead-in vehicle has a similar impact.
At the same time, EVs will not meet the requirements of every journey or employee need. The electric transition is only one in
a series of measures that can help to make business travel more sustainable.
Encouraging drivers out of – usually older – grey fleet cars and into low-emission alternatives could perhaps be even more effective in reducing emissions than replacing an entire fleet with EVs. Placing greener, more fuel-efficient vehicles within easy reach of grey fleet users means they are less likely to jump into their own cars.
The future of mobility brings an opportunity for organisations to think creatively and create a better travel experience for employees. There are transport options available today that didn’t exist 10 years ago – and opportunities for capturing data that enable businesses to focus on mobility holistically.
Consultancy and analysis help businesses select the right transport choices, in line with company objectives. The travel policy of tomorrow is going to reflect that. Employees already expect low-emission travel as standard. They also want round-the-clock accessibility and flexibility. Remote and hybrid workers want mobility wherever they are. They will need the same level of convenience using a rental or pool car as they get when using their own vehicle.
The good news is that this is all achievable for fleet managers who engage in partnerships, enabling them to manage employee mobility today and for the future.
“Data provides the necessary insights for an in-depth analysis of travel behaviours”
in
INDUSTRY INSIGHT
CENTRE STAGE
Matt Hammond, board member, Association of Fleet Professionals, explains why now is the time for fleet managers to shine
It’s commonly said that, right now is the most exciting time there has ever been to work in fleet. The drive for electrification, to decarbonise our fleets and to deliver corporate environmental objectives all mean there has never been such a high degree of focus on our area of business. What is perhaps less often mentioned is how this impacts on individual fleet managers. How do we embrace the moment and become what our employers need? At a point when fleets are transitioning from being arguably the forgotten function to finally being front and centre in many organisations, how do we make sure that we shine?
It’s a safe bet that few people reading this left school with fleet as their intended career destination. More likely, they fell into the profession or were passed the responsibility of the fleet as part of an already busy job description. However, things are changing. The industry is now actively seeking people who are much more than administrators who place vehicle orders and check driving licences. They want professionals who can deliver a complete strategic understanding of their fleet and its future.
This scenario can be seen in the way that when you look at any organisation, fleet is increasingly impacting on other
major departments – human resources through driver benefits, finance through total cost of ownership and payroll for driver taxation calculations. There’s also the benefits team, who would like a salary sacrifice scheme but need the fleet department’s expertise to make it happen – and the executives who rely on people like us to protect them from the potentially heavy legal implications of non-compliant vehicle operations.
In my view, fleet managers should use this moment to grab the microphone and make themselves heard. As the custodians of major change within our organisations, we need to be highly visible when it comes to creating and delivering a map of the journey that our employers should make.
My question to readers of Fleet World is, have you thought about how to maximise this moment? Are you keeping pace with the rate of change? Are you fully aware of the legislative changes coming down the track, the impact of the Zero Emissions Vehicle Mandate, corporate carbon reporting requirements, or a dozen other current issues?
FLEET: FUTURE-PROOFED
The bottom line is that professional training and personal development have never been so important to fleet managers – and
that’s not a sales pitch for AFP membership or the AFP Academy, although I can highly recommend both. It’s about ensuring fleet managers are future-proofed and ready to lead change within their organisations.
It’s easy to make arguments for not investing in yourself. There’s always too much to do and not enough hours in the day. However, the risk is that one day, you will head into the office and find someone else doing the strategic thinking that you are better equipped to undertake. Your best chance to make sure that this doesn’t happen is by learning and growing.
The huge opportunity available now is that everyone in fleet is faced with almost a blank sheet of paper. A few years ago, no-one knew how to start to electrify company car operations, but active fleet managers learnt together, supporting and advising each other through the early days, leading to the current moment. Much has been learnt, but the journey to zero emissions is far from over – and we should aim to be part of that ongoing process.
Yes, these are exciting times in the fleet industry – exciting because every fleet manager can influence the future. So, make sure that you invest in yourself, play your part in whatever is coming, maximise your potential and take this chance to shine.
“Fleet managers should use this moment to grab the microphone and make themselves heard. As the custodians of major change within our organisations, we need to be highly visible”
SAFER DRIVING MIXED MESSAGES
Mark Cartwright, National Highways’ head of commercial vehicle incident prevention unit, ponders how slogans on moving vehicles could be more effective
Long motorway journeys can be dull, so it’s a personal – and professional – interest of mine to check the visible signs of poor or outstanding operation of commercial vehicles. As part of that process, it’s often mildly entertaining to read the slogans on HGVs and vans. Who doesn’t enjoy puzzling over “For all your egg solutions” or better still “Eat more chips” when moseying down the motorways around the country?
Some of the biggest household names have messages about carbon footprint, animal welfare and care of our planet on their haulage vehicles. As well as being thought-provoking, these comments demonstrate a commitment to operating responsibly and, being highly visible, they are seen by millions of road users every year.
But it got me thinking: would any haulage company use its mobile message boards to signal that it takes road safety seriously? To remind all road users that, on average, every single day, five lives are lost on our roads? That it’s up to every one of us to make sure that everyone gets home safe and well?
I’m sure all readers of Fleet World will have vehicles, drivers and processes in
place that are compliant and manage risk well. But, in the world of risk management, there’s too much emphasis on the stick rather than the carrot: the fines, penalties and prosecutions. Commitment to reducing risk can become just a tick sheet unless there’s real dedication to operating to the highest standards to safety.
Driving for work is statistically the most dangerous activity most employees undertake. Up to a third of all road traffic collisions involve someone who is driving for work at the time – accounting for more than 500 fatalities (four times the 135 RIDDOR-reportable workplace fatalities during 2022-23) and almost 40,000 injuries each year. An adult of working age has something like a one in 25,000 chance of dying as a result of a crash in the next year; compare that to the one in 43m chance of winning the lottery and I think that gives some perspective.
When you look at it from that point of view, reaching for a tick-box exercise when it involves real people starts to feel inadequate.
Next steps to safety
So what can we each do to make things
“Slogans, whether they are worthy, witty or downright baffling, are there for all to see and can liven up the dullest journey”
even better for 2025? First things first –make sure your managed fleet (with company logos proudly on display) is operated brilliantly. Adopt the same approach when it comes to your ‘difficult’ fleet – those driving company cars and their own cars for work are still your responsibility.
Outside of your own operation, it pays to expect the same high standards of your suppliers. And the same goes for their supply chain. In short, it’s time to wake up to the cost to potential damage to your reputation if one of your company vehicles is involved in a serious collision –never mind the impact on bottom line and business continuity.
Your liveried vehicles are out on the road. Slogans, whether they are worthy, witty or downright baffling, are there for all to see and can liven up the dullest journey. Your vehicles are a highly visible manifestation of your company and what it stands for.
So ask yourself: would you – or your company lawyers or PR advisors – have the confidence for the slogan on your HGV or van to declare your commitment to the safety of every road user?
INDUSTRY Driving Sustainability – the benefits of fleet rental in improving business efficiency FROM THE
AAs companies work towards sustainability goals, those in the fleet industry are making key decisions on whether they purchase or rent their fleet vehicles. Whilst both options have sustainability implications, fleet rental offers several advantages for building a more business friendly, and eco-friendly, operation.
Nexus Rental, the industry leading vehicle and plant hire solution, plays a pivotal role in supporting businesses with fleet rental needs. With access to over 550k vehicles from over 300+ UK suppliers in 2,000 locations, Nexus provides the flexibility and scale that businesses need to operate sustainably and successfully.
A pressing concern for fleet operators is reducing their carbon footprint, especially as the UK moves towards net zero. And whilst there is no definitive answer on whether renting or owning is better for carbon reduction, rental does offer a flexibility that can help make more sustainable business decisions. For example, businesses that own a full fleet will have vehicles sitting unused during off-peak periods, whereas with rental these can be hired for peak periods only and returned when they are no longer needed. This flexibility means businesses can tailor the requirements based on fluctuating demands, seasonal variations, and specific project needs.
Rental provides access to newer, more energy-efficient models. Vehicle aging is a big concern, with businesses getting stuck with outdated vehicles due to budget or time constraints. With rental, businesses can make use of alternative fuel vehicles such as hybrids and electric (EV) and have the option to maintain a newer fleet overall. This flexibility also supports businesses that are wanting to experiment with EV before they make a larger commitment and
Stuart Miles Chief Revenue Officer Nexus Rental
develop processes for when the UK’s EV infrastructure is fit for purpose for commercial operators.
Renting vehicles also means businesses can meet any specific needs immediately. For example, if a business needs a van or HGV customised to a certain specification, but only on a handful of times throughout the year, it is much more sustainable and cost effective to rent the vehicle. It also allows the business to avoid long term commitments that may have an impact on turnover and profit margins, and work with suppliers that have similar sustainability priorities.
Access to industry leading technology is another benefit of fleet rental. For example, with Nexus’ Iris® software, clients can make data driven decisions for their business, leading to less unused vehicles, reduced fuel consumption and lower emissions. The technology also provides access to an incredibly large network of suppliers that would not be available in an owned fleet. Although Nexus is driven by its technology, it is powered by its people. Businesses gain access to more than just the technology, they have access to incredibly knowledgeable customer support, who are there to provide advice and resolve issues as quickly as possible.
In conclusion, while fleet ownership vs rental is dependent on a business’s specific needs, rental often offers superior benefits in key areas such as sustainability, flexibility, cost reduction and risk mitigation.
I’m in desperate need of a long-term plan but our business is so unpredictable in a way we can’t control
Unlock forward-thinking commercial solutions with the UK’s leading B2B vehicle and plant hire solution.
Innovation and technology can be game-changers
At the heart of Nexus’s strategy is the integration of technology to streamline operations and enhance customer experiences. The company’s proprietary platform, IRIS (Intelligent Rental Information System), is the cornerstone of this approach, enabling businesses to book, manage and monitor vehicle rentals through a user-friendly interface. IRIS provides real-time availability and pricing information across a vast network of suppliers, allowing customers to compare options and make informed decisions quickly. The platform also automates invoicing, reporting and compliance checks, reducing administrative burdens for clients.
Diversity in the workplace
Nexus adopts a strategic approach to vehicle variety, offering access to over 550,000 vehicles from a network of more than 200 rental suppliers. The fleet includes passenger cars, vans, HGVs –and electric vehicles (EVs). This expansive range ensures Nexus can provide
“We place an emphasis on environmentally friendly solutions and have been actively expanding our electric and hybrid vehicle offerings”
supplier stories
REWRITE THE RENTAL RULEBOOK
Scott Haddow, CEO of Nexus Rental, explains why his company is good for fleets and how renting vehicles can play a big role in the future
tailored solutions for various business needs, from last-mile delivery to largescale infrastructure projects.
Moreover, we place an emphasis on environmentally friendly solutions and have been actively expanding our electric and hybrid vehicle offerings to support clients aiming to meet sustainability goals and reduce carbon footprints. This aligns with broader industry trends and demonstrates Nexus’s adaptability in addressing emerging market demands.
Give the customer what they want Flexibility is a cornerstone of our business strategy. Unlike traditional vehicle rental models that rely on fixed-term contracts, we provide highly adaptable rental terms, including daily, weekly and monthly options. This flexibility allows businesses to scale their vehicle requirements up or down based on fluctuating demand, such as seasonal peaks or project-specific needs.
Additionally, Nexus offers services such as short-notice delivery, long-term leasing options and specialist vehicle sourcing. By addressing these dynamic needs, the
company positions itself as a reliable partner for businesses seeking cost-effective, bespoke mobility solutions.
Clean living and driving for the future Sustainability is an increasingly big focus for Nexus. By integrating electric and hybrid vehicles into our fleet and encouraging customers to opt for greener alternatives, Nexus contributes to the reduction of emissions in the transportation sector. Furthermore, the IRIS platform aids in monitoring fuel usage and vehicle efficiency, enabling customers to make data-driven decisions about their fleet’s environmental impact.
We also support compliance with government regulations, such as the introduction of Clean Air Zones (CAZs) in the UK. The platform provides insights into vehicle emissions and helps customers avoid penalties by selecting compliant vehicles.
Look after the people as the market evolves
Nexus’s strategy extends beyond technology and operations to building lasting relationships with clients. Through personalised account management and a commitment to understanding each client’s unique challenges, we foster trust and loyalty. Nexus regularly gathers customer feedback to refine its services, ensuring alignment with evolving business needs.
We also keep a close eye on the sector and can demonstrate agility in responding to market changes, such as shifts in consumer preferences, regulatory environments and technological advancements. Our proactive approach to integrating electric vehicles and preparing for autonomous vehicle trends ensures a long-term relevance.
Nexus Rental
supplier stories
Drax Electric Vehicles
Naomi Nye, head of sales at Drax Electric Vehicles, explains the importance of technology and collaboration as she looks ahead to 2025
I’ve worked with a number of different companies within the EV sector over the past decade, but what drew me to Drax was the USP that we are experts in the energy space. We’re part of the national critical infrastructure and largest supplier of renewable electricity. EVs have their own fuel source – electricity – and electrification is important because transport is such a huge contributor to greenhouse gas emissions. Companies are doing it in slightly different ways. At Drax, it’s very much about a partnership with our customers to help them get a better understanding of the limited resource that is energy.
If we’re turning places into fuel stations, which is essentially what we’re doing now with depots and offices and other premises that weren’t designed for that purpose, we need to put in infrastructure in a slightly different way. That means thinking about it more as an asset to the business, not only in terms of electrifying vehicles, but looking at the bigger holistic picture.
Keep track of technology
We’re able to build bespoke solutions around the needs of our customers and our team is always looking at products,
propositions and regulations that work best for their organisation. Technology moves really fast – you only have to look at mobile phones and how they can be out of date within a month, because the replacement has just been released. Our job in the EV space is to put in technological solutions that are flexible, future-proofed and that will continue to grow with an EV strategy. When we’re talking to customers, particularly when we’re looking at multi-site locations, we need to put together a strategy that’s going to work for those companies now, but also in a year’s time – and also in five years’ time.
Drax offers an end-to-end turnkey solution and all of our installers are inhouse, so we have control of the complete picture. But, importantly, the way that we work on a consultancy basis with customers makes the real difference. We understand, first and foremost, the business model, needs and requirements – and then we look at how we can integrate all the bells and whistles.
Collaboration is key
The whole industry relies on people working together and it can really help to bring lots of different companies together. It’s probably one of the only industries that doesn’t really have a specific target market, because chargepoints could be required anywhere a car is parked. So all of the businesses that are at the end of the line will have different needs and requirements.
We’ve worked with FI Real Estate around the issues of installing charging infrastructure and the questions that come with that: how do we pay for it? Who pays for it? How do we know who’s
using it? We also have a long-standing relationship with SES Water and helped it with initial EV trials and provided bespoke solutions that benefit its customers and its business.
Expect more technology in 2025
We’ll continue to foster relationships with customers and provide them with everything they need. As we move forward, we’ll see technology change and developments around energy and how we’re managing it – and will manage it in the future. The more EVs on the road, the more charge points are required and the more energy we’re consuming. The big questions will be around how we manage increased demand and the existing infrastructure that’s already in place? Technology will help – and we’ve got that at the moment with load balancing and various smart charging technology and flexibility services that we can offer where we can shift some of that usage of energy into potentially different times of the day. We’ll also see more technology emerging around vehicle to grid in the future – we know it works but, commercially, it needs more impetus to cut through to customers.
“Our job in the EV space is to put in technological solutions that are flexible, future-proofed and that will continue to grow with an EV strategy”
At work
A modular approach to fleet electrification
Here at E.ON, we’ve developed an exclusive EV solution for fleets that enables companies to get started on their transition and scale up with ease.
We can help you navigate the 3 core areas; charging at work, charging on the road, and charging at home.
We supply hardware, install, operate and maintain packages to ensure professional installation and smooth operation (including online management, hotline, maintenance, billing and dynamic load management).
On the road
With the E.ON Drive app your employees will have access to over 400,000 public charge points across Europe. Your company is billed for electricity used when charging over the course of their journeys — as simply and transparently as you’re used to with conventional fuel cards.
At home
We’ve created a simple online journey for your employees to order their own home charger. This is then linked to your account to provide a clear view of how much your drivers are spending on home-charging, giving you the vital data you need to manage an accurate reimbursement process.
2024
in association with sponsored by
ELECTRIC EVOLUTION
With growing pressure on businesses to reduce operating costs emissions, electric vehicles are taking an everlarger role within today’s fleets. The Survey 2024, in collaboration with E.ON, Fleet and Europcar, surveyed decision-makers to find out how they’re making a success of that transition.
EV SURVEY
1 Smaller businesses need a net zero boost
From regulatory push to consumer pull, decarbonisation impacts almost all businesses in the UK. Three-quarters (75%) of survey respondents either already have a net zero CO2 strategy in place (47%) or are working towards one (28%), but the maturity of that process differs enormously based on the size of the business.
Large and listed businesses must publish Scope 1 (direct) and Scope 2 (indirect) energy use and emissions within their financial reports. Scope 3 (supply chain) emissions reporting is optional, but organisations who do so can influence smaller partners’ strategies too. This scenario shows in the results:
2 Nearly all fleets are in transition to EV
Fleet electrification is a cornerstone of businesses’ decarbonisation plans. Almost all (94%) of respondents with a net zero strategy have deployed electric vehicles, compared to just half (49%) of those who don’t have this initiative in place. Nine out of 10 fleets who have EVs (90%) said they had reduced their CO2 emissions as a result.
3 Vans lagging behind cars on EV uptake
The UK will phase out new petrol, diesel and hybrid cars and LCVs by 2035, and manufacturers must meet annual zero-emission vehicle (ZEV –battery electric or hydrogen fuel cell) sales targets in the meantime. Buy-in from fleets and businesses, which account for over half of new car registrations and the majority of LCVs, is vital to help avoid fines.
HOWEVER... uptake differs. With plenty of choice and strong tax incentives, electric vehicles had a 24% share of new company-owned car registrations during the first six months of 2024, according to the Department for Transport. That compares to just 5% of LCVs, which still have cost, payload and range compromises compared to diesel versions.
Asked what was driving their EV roll-out, fleets said:
SUSTAINABILITY
81% wanted to reduce their CO2 emissions
32% were focused on air quality
PERCEPTIONS
39% said EVs were good for their brand image
26% were influenced by driver demand
COSTS
39% are seeking lower fuel costs
25% were attracted to tax savings
Differing uptake from cars to LCVs was reflected in our results:
78% of respondents have electric vehicles, and… 98% of car fleets have electrified at least one car, but…
58% of LCV operators have switched some of their vehicles to electric
4 More public chargers are required
Access to convenient and cost-efficient charging is vital for EV fleets, but the results show there’s still room for improvement. Almost half (48%) of fleets said there are not enough public chargers to meet their needs, while 38% said they could be easier for drivers to use.
Thankfully, fleets have more options than they had with fossil fuels. Most (79%) said their vehicles are plugged in overnight, supplemented by charging during drivers’ break times (23%) or dedicated mid-shift stops (21%) –and the locations differ between vehicle types:
Still room for improvement for convenient, cost-efficient charging
What are the benefits of home charging?
What are the benefits of home charging?
5 Home charging benefits are appreciated by most
Charging at drivers’ homes reduces the cost and operational challenges of deploying electric vehicles – unsurprisingly, 75% of respondents are doing so. Although two-thirds of fleets (64%) said drivers pay to have chargers installed, the remainder almost evenly split between paying for it for all employees (18%) or only for those with a job need (17%).
Employer-funded home charging points are Benefit-in-Kind exempt, can deliver lower operating costs compared to public charging and enable reimbursement to be automated too. All new home chargers installed since 30 June 2022 must include a data connection – and some can automatically invoice employers for the cost of energy used.
6 Workplace charging really does work
Three-quarters (74%) of surveyed fleets said they had installed workplace charging, either exclusively for employees (such as a depot) or available to visitors too. The advantages can be similar to home charging; drivers don’t pay Benefit-in-Kind for the energy, even if it’s for private journeys, while fleet operators can reduce their dependence on more expensive public networks.
Despite those benefits, fleets saw the most value integrating workplace charging within their decarbonisation strategy. Operators with their own charging points were also more likely to be generating energy from renewables (37% vs 33%) and have solutions for energy storage (18% vs 10%) and load management (33% vs 22%) than the overall average.
7 Drivers would like less charger complexity
For a lot of fleets, deploying chargers will be their first experience managing their own ‘refuelling’ infrastructure. Just over a third (36%) of survey respondents said the fleet manager procured chargers, while facilities (27%) and finance (13%) were also commonly involved. Almost a quarter (24%) said multiple departments have a say.
This process can be complex. Only 45% of fleets said they had enough chargers to meet their needs, while 54% said installing this infrastructure was challenging. Asked who they would expect to work with when procuring charge points, survey respondents showed a much stronger trend towards specialist suppliers for workplace installations compared to home chargers.
Only 45% of fleets said they had enough chargers to meet their needs
8 Data is key to fleet cost reductions...
Understanding how vehicles charge is a useful step to ensure that process is handled efficiently – and the resulting benefits. Two-thirds (64%) of EV fleets said they are recording data about charging sessions, covering several key metrics:
79% are recording the amount of energy used
76% are observing the cost of that energy
70% are collecting data about where vehicles charge
63% are studying how long vehicles spend charging
Although monitoring CO2 emissions (71%) and controlling costs (60%) were the most common reasons for recording data, forward-thinking fleets are using it to steer their electrification strategy too.
38% are identifying where they need additional workplace charging
35% are using it to help manage energy demand at their facilities
26% are finding new opportunities to electrify their fleet
9 Cost and choice of EV are biggest fleet hurdles
With a structured pathway for OEMs to phase out combustion engines and longterm visibility of EV incentives to the end of the decade, fleets are confident about further expansion. Most (88%) respondents expect to have more electric vehicles on their fleet in five years, while a further 11% think this will stay the same. The pace of that change is influenced by:
10 Fleets set to add their own charging networks
With almost all fleets expecting to deploy more EVs over the next five years, charging is high on the agenda, both politically and within businesses’ strategies.
The UK government has set its sights on a network of 300,000 public chargers by the end of the decade (a four-fold increase, according to Zapmap) to meet incoming demand, and recently extended home charging grants to properties without off-street parking. Most fleets (65%) expect increased home and public charging coverage to cater for future needs, but they are looking at their own networks too.
have installed an additional electricity supply for more chargers
are considering adding on-site renewable generation and/or storage
will use smart charging to manage the fleet energy demand
BUSINESSES GIVEN THE INCENTIVE TO GO ELECTRIC
THE AUTUMN BUDGET STATEMENT, DELIVERED ON 30 TH OCTOBER, GAVE BUSINESSES A CLEAR SIGNAL OF THE NEW LABOUR GOVERNMENT’S INTENT TO SUPPORT THE UK’S TRANSITION TO NET ZERO. UNDERPINNING THE TAKE-UP OF ELECTRIC VEHICLES, THE INCENTIVES FOR COMPANY CAR DRIVERS HAVE BEEN EXTENDED UNTIL AT LEAST 2030, ALONG WITH COMMITTED INVESTMENT IN CHARGING INFRASTRUCTURE.
The key now is to give more business drivers the confidence to make the switch, as the latest data from Europcar’s EV Barometer for Quarter 3 2024 shows there is still an underlying resistance from employers to switch. However the good news is challenges with charging, and the cost and choice of vehicles are holding back slightly fewer businesses from switching to a more sustainable fleet. EV knowledge is also increasing.
The key to better EV performance
Removing barriers and dispelling myths about EV driving is a vital step towards carbon neutral mobility, and Europcar is offering invaluable support
to those businesses taking steps towards greener travel.
“When business drivers have the opportunity to try out electric motoring for themselves, in real-world conditions, confidence increases significantly,” explained Tom Middleditch, Head of Electric Mobility, Europcar. “By renting electric for a few days, a week or more, charging at different locations can be experienced as well as how different chargers work and how much they cost. That’s something a standard test-drive is rarely going to be able to deliver. And long-term rental delivers the latest EV technology without a business having to make a financial commitment that might not be the right fit in the longer-term.”
A growing EV fleet
A growing fleet of BEV and PHEV cars and vans from Europcar give businesses and individuals wide choice for every journey. And that includes the recent addition of the Kia Niro EV. As part of the company’s ambitions to offer a wide range of net zero vehicle options, the new all-electric Kia Niro EV adds to the already well-established fleet of Tesla Model 3s, Mercedes-Benz EQ models, MG4s, Jeep Avengers and the Skoda Enyaq. Plus the Vauxhall Combo Electric and award-winning Renault Kangoo eTech have been added to Europcar’s Trucks and Vans fleet.
Usership vs ownership
Europcar is also empowering businesses to go greener in their mobility, even if they’re not ready to switch to electric. Focused on widening awareness of the role vehicle rental can play in helping businesses and individuals reduce their environmental impact, Europcar champions the idea of vehicle usership over ownership.
“Moving a business to electric requires clear thinking, detailed planning and hands-on real-world experience,” added Tom Middleditch. “Our carefully designed EV solutions are future-proofing the whole mobility process and already support many organisations as well as private motorists on their sustainability journeys. And used alongside petrol and diesel vehicles that are fully compliant with clean air and ultra-low emission zones, organisations can start to prepare for a zero emissions future.”
Rental delivers the latest EV technology without a business having to make a financial commitment that might not be the right fit in the longer-term.
To find out more about how Europcar can help your business transition to net zero, visit electric.europcar.co.uk
Vauxhall Grandland Electric
The
There are often slightly derogatory comments online about the arrival of yet another electric C-SUV but, when they make up 40% of the EV market, what do people expect? With the arrival of the Grandland, Vauxhall is hoping to grab some of that battery-powered pie and improve on the 24.7% electric car sales mix that it achieved in October 2024.
Already used by Peugeot in the e-3008, Stellantis’ STLA Medium platform gets its first use in a Vauxhall in Grandland – a car that is all-new. Designed to maximise comfort and efficiency, the platform can accommodate a battery pack up to 97kWh – a model using this capacity will arrive in 2025 offering up to 435 miles (WLTP).
As it is, Grandland launches with a 73kWh unit with an ample 325 miles available (WLTP). That works with a 210hp electric motor to help power the Grandland from zero to 62mph in nine seconds flat. With the ability to rapid charge at up to 160kW DC, replenishing the battery from 20-80% can take 26 minutes. There are three levels of regenerative braking – activated by steering wheel paddles – with Eco driving mode helping to eek every possible mile out of the battery, when required. A heat pump is fitted as standard to fully maximise efficiency and driving range.
The exterior of the car has been fully refreshed with the new brand face –encompassing the 3D Vizor and illuminated Griffin badge. Step inside an there’s a premium Focal stereo system with 10 speakers, an extra 20cm of legroom in the rear (thanks to the longer wheelbase) and innovations such as the Pixel Box, which
“The exterior of the car has been fully refreshed with the new brand face – encompassing the 3D Vizor and illuminated Griffin badge”
can store mobile devices and prevent distractions with an opaque front. Infotainment-wise, there’s a 16-inch touchscreen on the GS and Ultimate models (the base Design version offers a 10-inch screen), as well as a 10-inch driver display. There's a sensible mix of touchscreen operations and buttons for the most-used items, including head-up display adjustment (something that came in useful during our drive). Grandland also features Pure Mode, which declutters the screen by swiping, to leave only essential
information to reduce driver distraction. There’s also voice control and connectivity with the ‘Hey Vauxhall’ App.
From a sustainability point of view, all interior fabrics feature recycled content, while drivers will remain comfortable thanks to Vauxhall’s Intelli-Seat ergonomics technology and support, which is standard on every Grandland model. There is also the option of increased comfort with seats certified by AGR, featuring adjustable side bolsters and two air cushions.
It’s an impressively specified vehicle with a great interior and loads of range. It also feels a lot smaller than its 4,560mm and has limited body roll. However, the ride is a bit fidgety over different surfaces and the brakes aren’t the most inspiring –with a fair bit of travel in the pedal. But, overall, Grandland hits more targets than it misses and the standard kit and competitive prices will be enough for many drivers to take the plunge
IN BRIEF
Key fleet model GS
Interior quality; spec; comfy seats
Ride quality; average performance
7-word summary Big Vauxhall will make a big impact
Also consider Peugeot e-3008 / Renault Scenic E-Tech / Škoda Enyaq
all-new SUV means that every Vauxhall variant has an electrified version. By John Challen
Skywell BE11
YAnother new name from the East has arrived, but does it have the products to match? John Challen finds out these days. There’s also a lack of some major ADAS, such as lane keeping assist, due to a timing anomaly around the times of the latest legislation’s introduction.
ou’d be forgiven for not being able to keep track of the number of Chinese brands that have arrived – or are planning to arrive – in the UK’s automotive scene. Some make an instant impact –BYD has made great inroads in a short space of time – but not all of them will be afforded that luxury. The fear is that Skywell – a joint venture between Skyworth Group and the Nanjing Golden Dragon Bus Company – might be one company that finds it tougher than others, for a number of reasons.
For example, David Clark, Skywell’s general manager tells us that Omoda effectively nipped in before it to nab a lot of the retail outlets that Skywell was hoping to operate from. Then there is the issue that the company doesn’t have a huge name behind it, something that Clark also admitted finance companies were a little concerned about.
And then there’s the vehicle itself. While BYD models and the likes of the Omoda opposite fit in nicely, there’s something lacking – or a few things – about the BE11. But first let’s focus on the positives. It’s competitively priced, from £36,995 and going up to £39,995 to ensure it fits in underneath the government’s ‘expensive car supplement’ threshold of £40,000.
Then there’s a choice of battery options: either 72kWh (which provides up to 248 miles WLTP) or an 86kWh version (304 miles WLTP). All versions – albeit there’s one trim level for simplicity – use the same 198hp motor (sourced from BYD). There are also interesting quirks, such as the ability to fold in one wing mirror at a time and user interface that can be easily accessed by both driver and passenger.
“While, cars from BYD and the Omoda opposite fit in nicely, there’s something lacking about the BE11”
There’s ample room and the quality of the materials is probably what you’d expect for a car pitched around this price, such as wood veneer and suede and leather-style seats. On the outside, there are LED lights, 19-inch alloy wheels and and electric tailgate with motion sensors. However, for a car that was described to us as ‘a fully loaded SUV’ there were a few glaring emissions. For example, there is no heating for the seats or steering wheel –something that UK EV drivers kinda expect
On the road, the BE11 is not the most confidence-inspiring vehicle. The steering is very light, with close to zero feel around the centre – and the car has a tendency to wheel spin out of junctions, even at relatively low speeds. The ride is OK, but there’s also a fair amount of body roll through even slight bends. The infotainment and Bluetooth connection was a bit glitchy on our drive out, but we’ll reserve judgement a little bit here because other cars didn’t have the same issue.
The BE11 has already been revised once, but there’s still work to be done. However, there are more Skywell products on the way, including a sporty hatchback, which will be hoping for a better reception in the UK.
IN BRIEF
WHAT IS IT? Electric Large SUV HOW MUCH? From £36,995
RANGE? 248-304 miles (WLTP)
CHARGE? 20-70% in 36/45 minutes (72kWh/86kWh) (100kW)
Key fleet model Long Range
Nice interior touches; space; value Ride and handling, no heated seats
7-word summary More of a miss than a hit
Also consider Nissan Ariya / Škoda Enyaq / Vauxhall Grandland
Omoda E5
A new brand for the UK Market brings more EV choice for drivers. John Challen gets behind the wheel
The news that the Chinese are coming to the UK automotive market is nothing new and has been touted for some time – much to the concern of some drivers. However, in the case of Omoda, it’s somewhat of a known quantity, the company’s owner being Chery, which currently has 12 million drivers around the world with its different auto brands.
The task for Omoda is to grow the European proportion and the goal is to achieve sales of 30,000 in 2025 and 40,000 by 2026. Kicking things off is the Omoda 5 and its electric counterpart, the E5, which is what we’ll focus on here. It’s a car built for Europe and developed in Europe, specifically on UK roads – historically a benchmark for manufacturers to hone ride and handling.
Going for the volume, it’s another CSUV but, with prices starting at £33,055 (the 1.6-litre petrol equivalent comes in at £25,235), it is aiming to be more like a Bsegment contender – and straddles the two sectors, size-wise. The spec certainly helps the value proposition with two 12.3inch screens, the second angled slightly towards the driver for a better view. The driver’s screen is clear and customisable, with essential information such as speed, range and power usage detailed. There’s
voice control included for easier instruction inputsm, while Omoda says a remote control app is on its way.
Beneath the floor of the E5, there’s a 61kWh battery pack, featuring lithiumiron phosphate (LFP) chemistry for a more efficient offering and balance of range, performance and cost. It’s a single motor configuration, with 201hp and 340Nm of torque. That’s enough power to take the E5 to 62mph from a standstill in 7.6 seconds.
“The spec certainly helps the value proposition with two 12.3-inch screens, the second angled slightly towards the driver for a better view”
In keeping with a lot of the European competition, there are three drive modes: Exo; Comfort and Sport. The WLTP driving range for the E5 is quoted as 257 miles.
Two grades are available on the E5, Comfort and Noble (the latter priced from £34,555), with the base model being a decent spec. The Chinese brand clearly recognises the importance of having creature comforts and a certain level of quality
in order to compete offerings with legacy manufacturers. That means on the Comfort there are LED lights all round, a 3D camera for parking assistance, powered tailgate and six-way power adjustment for the driver’s seat – and much more. Choosing the Noble version adds that capability to the passenger seat, as well as seat heating, dual-zone climate control and a heat pump. There’s also an upgraded stereo here, a Sony surround sound system that sounded decent on our test drive. All models come with 11 airbags, a large suite of ADAS and Apple CarPlay and Android Auto compatibility.
The Omoda E5 might surprise some people, but it shouldn’t because the brand knows what it takes to get buy-in from drivers. On the road, it’s a very capable companion in town and out on A roads – quiet, comfortable and plenty of room up front. In a sector this crowded, you could do worse…
IN BRIEF
WHAT IS IT? Electric C-SUV
HOW MUCH? From £33,500
RANGE?
Key fleet model Noble
Value; spec level; comfort
Brand awareness; limited rear space
7-word summary A promising debut from the new entrant
Also consider Kia Niro EV / MG 4 / Volkswagen ID.3
WEEK BEHIND THE WHEEL MG Cyberster
Electric two-seater sports cars are in short supply, so John Challen didn’t pass up the opportunity of putting one through its paces
MONDAY
“Is that a Lamborghini?” is not the first question I expected to be asked just after I took delivery of the MG Cyberster. I’m not sure if it was the bright sunshine, the car’s silhouette or those scissor doors that made the youngster enquire, but he was certainly impressed. He’s got a point – in a world that is largely dominated by SUVs, a bright two-door convertible is a relatively rare sight on the roads these days and, at a glance, the MG could easily be confused with a supercar.
TUESDAY
Spending more time inside the Cyberster revealed a few frustrations that I’d heard elsewhere. From the driver’s seat, the left- and righthand screens of the three that are offered (four if you include a small one by the gear selector) in the car are obscured by the steering wheel. This issue could’ve been partially fixed by switching the air vent and the left-hand screen around but the designers clearly had the final say, which is a shame.
WEDNESDAY
As well as looking the part, the Cyberster has some pretty impressive performance to match. The range-topping GT has a bigger battery than the base model (77kWh versus 64kWh) and more power – 496hp compared with 310hp (the mid-range Trophy grade has 335hp). That power translates to a zero to 62mph sprint in just 3.2 seconds in the GT, compared with 5.0 or 5.4 for the other models.
THURSDAY
While the Cyberster isn’t tiny, it’s not the biggest two-seat convertible, either (length is 4,535mm; width,excluding mirrors, is 1,913mm. The result is a limit on storage space, the largest area being the boost, the capacity of which is 249 litres. There is a convenient space behind the seats – enough for a laptop or small bag but, like any budget airline these days, storage space is definitely at a premium.
SATURDAY
It’s safe to say that the interior of the MG two-seater isn’t the most conventional and the layout and controls take a bit of getting used to. It’s partly a packaging issue, but there are – and I can’t believe I’m saying this – almost too many buttons! Quite a few of these are means to open the doors. I think I counted four or five different ways to trigger the scissored items, my preferred choice being the button mounted at the bottom of the door (which is actually above you when the door is open)!
FRIDAY
There are some neat design touches on and around Cyberster, such as the bonnet lines, the prominent MG badges front and rear, and also the arrowed rear lights. The convertible is quite a departure from the rest of the current MG range – EV or ICE – which is possibly why the car gets so much attention. From a marketing/heritage point of view, the mix of modern and classic design is very clever because the Cyberster harks back to not only the MGF, but also the likes of the MGB and others from that era.
“The Cyberster’s mix of modern and classic design is very clever”
SUNDAY
Our time with the Cyberster comes to an end with fond memories of a car that fills a gap in the market where there is currently little competition. While it’s not the perfect package, it comes close in most regards and the mix of performance, styling and the ability to stand out from the crowd is a bonus. With the added bonus (if you like that sort of thing) of it being mistaken for a supercar! JC
FIRST REPORT
ON FLEET
CUPRA FORMENTOR V1 eTSI DSG 150PS
If you’re going to make the switch back from an electric car to an ICE, you might as well do it in style. With the departure of our Škoda Enyaq having left us wondering how to fill the EV void, the Cupra Formentor looks set to put paid to any such concerns.
The brand’s first standalone model not based on a SEAT, the
Formentor was updated earlier this year with a redesigned exterior, uprated technology, plus latest cabin and engine changes.
Our test model comes with the latest 1.5-litre e-TSI mild hybrid petrol outputting 150hp and linked to a seven-speed DSG auto transmission. It sits above the 150hp non-electrified TSI petrol
while the line-up also includes e- Hybrid 204 and e-Hybrid 272 PHEVs with up to 77 miles of electric range, and the 2.0-litre 333hp TSI, only available in toprung models. A TSI DSG-auto 265 is on the way too.
The PHEVs, of course, are the lowest-emitting; their 9-10g/km of CO2 emissions (WLTP) and electric ranges slot them into the 5% BiK bracket for 2024/25, while our model’s 133g/km puts it in the 31% bracket. However, the higher-powered e-Hybrid 272 PHEV is only available from the VZ1 grade upwards and has a P11D of £44,790; nearly £10k more than our model.
We’re in the lead-in V1 grade. But it certainly doesn’t feel like it. Our Formentor is equipped with 18-inch alloys in machined silver, LED headlights and tail-lights with dynamic indicator and dynamic range control, rain-sensing wipers, 12.9-inch infotainment screen with voice control, keyless start, wireless Apple
GENESIS GV60 Premium 77.4kWh
November brought the first really cold weather of the year and, for the GV60, the challenge these conditions might pose to driving range. The cold snap coincided with a visit to the Stellantis press garage to spend a day with a Vauxhall Movano-e, so I had a day of electrically powered transport, with some snow thrown in.
I didn’t have to charge the GV60 the night before so, inevitably, defrosting and warming the car was at the expense of driving range. All went well on the 100-mile journey there and I reasoned that there would be plenty of charge for the return leg. I hadn’t factored in the dropping temperatures and the need
for the battery to be ‘conditioned’, as a result. For conditioned, read heated, which started to gobble its way through charge at quite a rate.
The car suggested that I would need to recharge to get home but, while I initially dismissed the message after the conditioning stopped, it returned later and
THE NUMBERS
ECONOMY 44.1-47.9mpg ON FLEET N/A
CarPlay and wired Android Auto, wireless phone charger, predictive adaptive cruise control and front and rear sensors.
The only option on our version is the Magnetic Tech Grey metallic paint – which costs £630 but accentuates the sharp styling.
From the chiselled lines and new ‘shark-nose’ front end on the outside, to the copper detailing, sports seats with copper stitching and ambient lighting, it’s no shrinking violet.
All in all, the Formentor is a bit of a stunner that’s turned us back around to ICE quicker than its 9.0-second 0-62mph time.
Natalie Middleton
THE NUMBERS
P11D £61,005
BiK* 2% I £20 (20%) / £40 (40%)
with it, the need to stop. At least I have discovered another charging station I didn’t know about. It’s just off junction 16 on the M4 near Swindon, a bank of InstaVolt chargers a bit tucked away near industrial buildings – not too inviting on a dark evening. It’s a short walk to a nearby coffee shop and, by the time I had returned with a hot drink, the car was ready to go. It really does charge quickly on a 150kW unit.
The GV60 remains a delight and passengers are still keen to travel in it. Heated seats front and back will probably help it to retain passenger appeal…
John Kendall
VOLKSWAGEN ID.7 Pro Match 77kWh
It seems like the ID.7 has been a long way in all directions (apart from south, because I’d end up in the sea) recently, bringing up 4,000 miles with me behind the wheel. Most of the recent miles have been on the motorway, as I travelled to/from events to drive a selection of other models –including some of the ID.7’s
stablemates. It was very rare that I came away disappointed that I was taking the VW back, as opposed to whatever else I'd been driving that day. I think that’s testament to the excellent ride, comfortable seats and pleasant surroundings of the ID.7.
One small gripe (and it is a small one) is with the wipers. For
Ione, they make a bit of a squeaky din when they are doing their thing, even when there’s plenty of moisture on the screen. The other thing is that the end of the wipers clearly don’t make the best connection, as I end up with a smear in the middle of the glass and on the left-hand edge. I’ve cleaned them and topped up the
SEAT IBIZA Anniversary Edition FR 1.0 TSI 115hp
t’s official, the SEAT Ibiza is capable of helping you move house! Granted, it takes a few trips – and relies upon not having any items larger than a substantial coffee table – but it shows that it can be done. Just.
The car probably wouldn’t be the first choice for would-be movers, but when the friend that you’re helping out neither has a driving licence nor access to van hire... in the land of the no-car, the Ibiza is most certainly king.
The journeys in question were, it must be said, rather short but they were an exercise in expert tessellation that I intend to take the majority of the credit for. The rest of the plaudits are reserved for the compact Ibiza’s surprisingly spacious cabin (front seat and footwells included).
However, as sure as hubris is paired with nemesis, my selfcongratulation was short-lived when I realised I might have inadvertently turned left at a no-left turn during recent biblical rain,
so await my fate. It just goes to show also that however much company car drivers intend to be 100% focused on the road ahead, there will always be distractions or minimal lapses in concentration and observation that lead to fines or possibly worse.
The Ibiza Anniversary Edition
continues to impress, with the only niggle of note being slightly juddering windscreen wipers on their intermittent setting, which obviously invokes intermittent displeasure. A first-world problem for sure, but it’s reassuring that the car, like the driver, isn’t perfect.
Luke Wikner
reservoir, but it’s still not completely fixed the issue.
However, the Android Auto connectivity seems to have sorted itself out and the only issue I had with connections was my own fault when my phone was having a bit of a meltdown. The cold snap has seen the available range take a bit of a hit. After fully charging it one time, I was left with 300 miles, which isn’t ideal. It got even worse when I put the heated front screen on and suddenly only had 217 miles! Thankfully that was just a temporary measure and the system reverted to type.
John Challen
DE-FLEET REPORT
ON FLEET
RENAULT MEGANE E-Tech Iconic
And so my time with the Renault Megane E-Tech has finally come to a close. Having previously lived with a succession of SUVs, I was certainly glad of the Megane’s smaller dimensions and its improved fuel efficiency. My 3.5mpkWh average over the course of my six-month tenure and just over 6,500 miles would have been better if I hadn’t had so many lengthy motorway journeys to undertake during that time. There’s no question that
dropping your motorway average speed to around 60mph would undoubtedly have pulled my average up, but I rarely had enough spare time on a journey to warrant doing that.
I admit that I was a little concerned about the size of the Renault’s 60kWh battery and I never saw anything close to its claimed 280-mile range; my highest was 255 miles in summer and, as the colder autumnal nights started to bite, a full charge even
AUDI A3
Ifind it strange how many people still focus on the list price of a car, rather than taking the more holistic view of looking at monthly costs – after all, how many people actually buy a brand
THE NUMBERS
dropped as low as 220 miles.
However, the reality was that the smaller battery only ever became an issue when I was charging at public chargers on longer journeys and needed to maximise my range.
Otherwise, my time with the Megane was pretty plain sailing. I can only think of two occasions when, going away over the school holidays, that I would have wished for a slightly larger boot. A larger infotainment screen
wouldn’t have gone amiss and Apple CarPlay was frustratingly hit and miss in whether it would function or not. On regular occasions it would just seize up mid-journey and stop working entirely for no reason whatsoever.
Offering the larger 87kWh battery from the Scenic would make the Megane even more desirable in my opinion, but as a Scenic is replacing it, it’ll be interesting to make a back-toback comparison with the two.
As it is though, I’m genuinely sad to see the Megane drive off into the distance and the Scenic has a tough act to follow indeed. Nat Barnes
SPORTBACK Black Edition 35 TFSI S tronic THE
extra charged at the front end over ‘his’ S line wasn’t worth the additional outlay.
I can see his point, to a certain extent – it’s a lot of money for some black exterior trim and fancy alloys – but in terms of monthly finance payments there’s little in it. ‘My’ A3 costs around £430 a month on a three-year/60,000-mile lease deal, compared to around £410 for an S line.
new car outright these days?
I was chatting with a friend who has recently ordered a new A3 in S line trim; he wanted the Black Edition looks of our FW Fleet car but thought the £1,700
For my friend, an extra £20 a month is not going to leave him penniless and, when I told him that there really wouldn’t be much in it on monthly payments, he seemed almost surprised. I did console him with the news that his car on slightly smaller 18-inch alloys will be a little more forgiving on UK roads. I guess he’ll find out in about six months’ time when his car is ready, which seems a long time to wait for a fairly prosaic mid-size hatchback.
Elsewhere, fuel economy is
ticking up and I’m nudging a 40mpg average, which is impressive given the mainly urban driving I do.
I’ve also had time to adapt to the gearbox, which I initially didn’t like as it seemed so sluggish to respond to inputs. This DSG unit really works best with much lighter throttle inputs, such as when trying to get out of a junction quickly – floor it and you sit there with wheelspin and the faint whiff of being a tragic middle-aged boy racer; more gently yields quicker results without the obvious tyre-smoking embarrassment.
Julian Kirk
Although Scotland had a passably dry autumn this year, there were a few rainy spells that transformed the leaves to a slippery mush, but this was no problem for the D-Max. Similarly, its 1,530mm wide bed came into its own while we emptied our shed of tat and other junk. We also decided to climb
Kinnoull Hill in Perth, so I coated the rear seats with a thick blanket to make our Siberian Husky comfortable – and to protect the D-Max’s interior from dirt and hair. Naturally, the floor mats became dirty, but with these being rubber, removing them was easy and cleaning took mere seconds with a vacuum and water.
Over the 65-mile round trip to Perth, there were zero complaints from my wife and dog because of the D-Max’s ample interior space. There are many back roads around our house and the D-Max requires a bit more wheel turning when navigating these. Likewise, its suspension feels firm over an average UK pothole and over the
few months spent with the pickup, it returned an average of 37mpg. The short trip computer logged figures as high as 40mpg on longer journeys, which impressed.
I’ll admit, I was feeling a bit blue as I watched the D-Max drive off into the sunset. The Utility guise offers big bang for its buck, although it would be nice to have reversing assistance as I often had to ask my wife to help me back up. That omission aside, the DMax never let me down and was always ready for the next challenge. Therefore, if you need a budget pickup, you should consider the D-Max Utility.
Matt MacConnell
FANTASY FLEET
words John Challen
Ah, Christmas! A time of spending time with the family, eating and drinking too much and generally having a relaxing time forgetting about work and everything fleet-related (unless you want to check out the Fleet World website or browse this very issue, of course).
But when you’ve had your fill of turkey, chocolates and Prosecco – and you can’t decide what to watch on TV in the time between Wallace and Gromit and the FINAL final Gavin and Stacy episode, what is there to do? You could scroll on your phone through endless social media posts about the perfect Christmas day, but a much better option would be to actually engage with those people you don’t see much of during the busy working week –your family – and play a game.
Thankfully, help is at hand from the legendary folk at Top Trumps, who have announced the arrival of six new sets of the iconic card game. Whether you want to compare sports cars, supercars, 4x4s or models from The Fast and Furious (just the original film), Top Trumps has you covered. Fancy mixing it up with something beyond cars? Try the Grand Prix Heroes series, or James Bond set – they literally are fun for all the family.
The great and the good of cars feature in
the sports car and supercar sets, with everything from a Ferrari F40, to the McLaren F1 to the much more recent Pagani Huayra featuring in the former. In the Supercars edition, there are a total of 30 models, with vehicles from Aston Martin, BMW, Porsche and even Lykan (nope, I hadn’t heard of it either!)
The Grand Prix heroes pack transports you back in time and give you the opportunity to learn more – or remember – about the facts and figures of greats such as Fittipaldi, Schumacher and Senna. But if fantasy is more your thing, indulge yourself by reliving some of the very best gadgets – and cars – from the world of James Bond. Revel in the technological advances ranging from the Geiger counter in Dr No, through to the wrist dart gun, to the all-singing, all-dancing watch worn by Daniel Craig in No Time To Die. If that wasn’t enough, then there are iconic vehicles such as the Q Boat and the Aston Martin Vanquish to compare, too.
Price: £6-8
New versions: Six
Hours potentially lost playing: Too many to count Risk of tantrum after losing: Very high Target age: 0-100
Likelihood of making it onto the fleet? 9.9/10
“Whether you want to compare sports cars, supercars or F1, Top Trumps has you covered”
evfleetworld.co.uk
vanfleetworld.co.uk
John Kendall
VFW editor
Double trouble for pickups
One change to taxation in the recent Budget seems to have slipped through almost unnoticed. That is surprising, given its similarity to a proposal from the previous Conservative government, which caused such a furore that it was quickly and unceremoniously dropped earlier this year.
I’m referring to the decision to change the tax treatment of doublecab pickups which will, in most cases, result in these vehicles, to quote from HMRC’s Employment Income Manual, being treated as cars for BIK and capital allowance purposes. “It therefore follows that from 6 April 2025 most double-cab pickups are expected to be classified as cars when calculating the benefit charge.”
This amendment has been proposed following a Court of Appeal ruling. It is presumably designed to deter employees from choosing a double-cab pickup which, at the moment, attracts the BIK treatment of vans – usually more favourable than cars.
VAT will be treated separately, though. To quote again from that Employment Income Manual: “HMRC will no longer align its interpretation of the terms ‘car’ and ‘van’ for tax purposes with the definitions used for VAT purposes.” On that basis, business double-cab users would still be able to reclaim VAT on the vehicle should the payload be 1,000kg or greater.
The move has caused little uproar this time. In theory, since the definition of a double-cab includes that it has four doors that can be opened independently, manufacturers could redesign their double-cab pickups with gull-wing doors to circumvent the new rule. Don’t hold your breath though. The cost and complexity of doing so for one market, even one where double-cab pickups sell well, won’t make it attractive for manufacturers. Expect double cab pickup sales to take a dive after April 2025.
What can be done to help retain driver engagement? Matt MacConnell investigates what conversions are available to van fleets
Driver engagement is a factor for all fleets, regardless of size. Engaged drivers are less likely to be involved in an accident, which can help keep insurance costs sustainable and create a safer workforce environment. Another reason for putting a greater emphasis on engagement is driver stress reduction, meaning a driver is less likely to speed, spending less on fuel and lowering the chances of racking up speeding fines.
As the digital age grows, more technology becomes readily available – and many fleets are already looking to reduce costs by switching to a partial or full EV fleet. Similarly, increasing safety for LCV occupants and pedestrians has become a priority for numerous van manufacturers, with the majority including stacks of safety tech as either a standard feature or an option when releasing a vehicle.
According to a report issued by the Government, 188 fatalities involving LCVs were reported in 2023, an 8% decrease from 2022. In that time, 38 LCV operators died because of an accident. Road casualties involving LCV occupants were down
by 4%, with 3,815 incidents recorded. From 2019 to 2023, 29% of van accidents that involved injuries were a result of the driver speeding, being under the influence of alcohol or drugs, not wearing a seatbelt, or using a mobile device. A large contributing factor to all motoring fatalities in 2023 was distraction or impairment, while speeding topped the list.
MORE MONITORING PLEASE
Monitoring driver engagement can help fleet managers coach and implement defensive driving practices. This process can be as simple as rolling out AI cameras or installing logging software that can alert fleet managers whenever there’s a negative shift in a driver’s behaviour.
“AI-powered analysis will enable the telematics system to understand where issues exist and take the appropriate steps to resolve these exceptions. It can increasingly be used to interrogate a wide range of data and video sources — behaviour, incidents, near misses, fuel usage, speed limits, location, weather conditions — to create a holistic view of driver performance,” says Steve Thomas,
managing director at Inseego UK, an LCV technology supplier. “A fleet manager can use a telematics system to create a true picture of fleet risk by combining multiple data sets. Someone speeding, in the rain, outside a school is clearly a higher risk than someone marginally over the speed limit in dry conditions on a motorway. But most current systems would not differentiate, making it harder to prioritise intervention.”
Thomas believes that the industry will soon start to see telematics handle many aspects of fleet management, including, training, compliance, vehicle usage and working hours to take on much of the hard work.
“Many driver engagement processes will soon move from human intervention to automatic system management, leaving the fleet manager to deal with the 2-3% that truly requires their attention,” he predicts.
Meanwhile, SureCam has launched a driver coaching system to help van fleets make the most of their smart vehicle cameras. The software solution is designed to remove over 90% of vehicle
“AI-powered analysis will enable the telematics system to understand where issues exist and take the appropriate steps to resolve these exceptions”
alerts while, at the same time, automate coaching processes to effectively manage driver engagement, remediation, and escalation.
Sam Footer, the company’s partnership director, explains that there is a growing number of intelligent dashcams that can not only capture footage but also engage directly with drivers regarding distraction and fatigue. “Organisations can now identify risk-generating events behind the wheel and automatically prompt the driver to change their behaviour with real-time voice instructions,” he says. “Event alerts are then sent back to base to ensure coaching and training is focused and relevant to their drivers.”
Of course, implementing various systems that can monitor fleet operations means a level of uptake will be required by back-office staff. Fleet operators are struggling to handle the avalanche of alerts and video uploads generated by AI cameras, claims Footer.
HOW TO REDUCE RISK
The challenge of fleet and video telematics is often how to best compile, review and then act on visible trends, which is where the risk reduction and return on investment sits, says Vernon Bonser, UK sales director at Queclink Wireless Solutions.
“The time needed to simply examine daily driver behaviour events for a medium- or large-sized fleet is significant and would be impossible for a single person or a small department to achieve efficiently,” says Bonser. “When you add video into the equation, imagine how much more resource is required to review the gathered vehicle and driver footage.”
AX Innovation says that telematics software plays a big role in engaging fleet and company car drivers by providing realtime data that creates hugely valuable insights. It’s vital that this data-driven feedback is used so that drivers buy into the concept for businesses and staff to realise the full benefits.
“The data collected by these systems can be used to protect and reward drivers rather than simply penalise them,” says Vince Powell, MD of AX Innovation. “By highlighting positive behaviours, such as smooth braking or fuel-eff icient driving, companies can create incentive programmes that recognise safer driving.”
In a bid to reduce driver and fleet risk, Drivetech has recently launched Halo Insights, a fleet data aggregation platform. It consolidates fleet data into a single interface and gives fleet managers an overview of driver risk, operations and fleet costs. Halo Insights will be available in 45 languages and the AA plans to roll it out to 70 other countries.
“If you look at fatalities as a graph from almost the 1960s through to today, you’ll see these great drops in the number of fatalities over time, thanks to better-managed speed limits and seat belt usage,” says Bill Chambers, commercial consultant at Drivetech. “From 2011 onwards, it begins to creep. Unless you, as an organisation, are engaging with the driver, you’re never going to have an impact.”
Halo Insights creates an environment that uses real-time telemetry that comes from the vehicle’s data logger. API then creates specific insights and allows the fleet manager to tailor tuition on where the driver’s behaviour can be improved.
“It allows fleet managers to assign reporting to the various line managers that look after specific drivers. We can
then create a dashboard specific for line managers that can contain information such as: here are your worst top five drivers,” adds Chambers.
Halo collects information on fuel consumption, accident management, insurance, telematics and fleet costs. This process allows fleet managers to check how well a fleet is performing. Fleets need to look at all these elements rather than just one.
“For example, someone on your fleet might have no recorded incidents, but a driver could be racking up speeding fines, or their van could have poor mpg and a high pence per mile cost,” reasons Chambers. “Therefore, with all the data combined, we can give a single risk score to an individual. Engaging with the driver is a triggered intervention. Using realtime data from the telematics is used to ping an SMS to the driver, so they are engaged with the information. This can then be escalated into content and the driver will be given tailored events to help tackle any behaviour such as constant harsh cornering or harsh braking”.
If no result is generated with the content, Drivetech has 300-plus driving trainers that will get into the cab with the driver for physical training.
PLAY THE GAME
Gamification techniques can also be included and may be the way forward if fleets have issues relaying specific information to the drivers involved. A few companies run incentive programmes that are tied to driver scores and, if a driver consecutively follows implemented safe driving rules, they are then rewarded with vouchers or a bonus.
Drivetech is device agnostic, meaning it doesn’t matter what telemetry is installed in the LCV. For initial set-up, it will liaise with the fleet manager and any existing supply chain. After this step, there will be a month of observation to understand which drivers should be targeted.
Intelligent dashcams can now not only capture footage but also engage directly with drivers regarding distraction and fatigue
Drivetech’s Halo fleet risk data platform
Why it’s game over for punitive fleet culture – and how gamification is the key to long-term fleet success
For too long, fleets have relied on outdated practices to manage driver performance – think retrospective feedback, disciplinary action, and training courses that take drivers off the road for days at a time.
The trouble is, even if these methods result in positive improvements, the effects are often short-lived. Studies have shown that any psychological and behavioural effects found immediately after skills-based training typically wear off between 1-3 months, with drivers’ previous habits soon reappearing.
It’s time for fleets to embrace a solution that prioritises driver mental health and wellbeing, creates a positive working culture, and delivers continual engagement and improvement: gamification.
Gamification is the process of applying game-based elements (such as competitions, scoring systems, and prizes) to a workplace setting. This can help to incentivise desired behaviours in employees – for example, driving more safely and efficiently – by providing your workforce with ongoing positive feedback that increases their motivation and improves their performance.
Essentially, by recognising and rewarding the behaviour you want to see more of, instead of solely focusing on and punishing instances of undesired behaviours, you are opting for the carrot over the stick. In today’s world, this is considered the more effective of the two methods for achieving organisational goals.
Gamifying safer driving habits works because it locks drivers into an ongoing engagement cycle where they are constantly encouraged to keep their performance high, ensuring sustained results week after week. It also helps to grant drivers more autonomy by making them responsible for their own performance – whilst simultaneously freeing up management time by removing unnecessary admin and awkward conversations with those drivers who would usually underperform.
By gamifying the driving experience, you can also create a positive culture within your fleet where drivers feel appreciated rather than penalised, which in turn helps you to attract
Lightfoot’s- award-winning
gamification technology can help you accomplish all this in your fleet and more. The advanced solution is comprised of two core components – the in-cab coaching device and the Lightfoot driver app.
By connecting to your vehicle’s onboard computer, the Lightfoot device builds a true picture of how each individual fleet vehicle is being driven, and coaches drivers accordingly. By providing real-time feedback, Lightfoot ensures drivers can correct their handling in the moment, preventing instances of dangerous driving from occurring and instilling safer, more sustainable driving practices in your fleet, leading to lower emissions, reduced downtime, and less vehicle wear and tear.
After each journey, drivers receive a score for their performance, with a weekly target of 85% to reach the Elite Driver level. Without the in-cab device, only 3% of drivers will routinely reach this standard of driving – with Lightfoot installed within the vehicle, 80% of drivers hit the target every week.
Drivers that achieve the 85% weekly score become eligible to win exclusive prizes through the Lightfoot app, where they can regularly enter new competitions and prize draws. Cash prizes typically range from £2-£100 as part of the Drivers’ Lottery, but bonus seasonal giveaways and special competitions feature much bigger rewards. The monthly Elite Driver Championship has seen Lightfoot drivers win cash prizes of up to £4,000, whilst the first Fleet Driver of the Year challenge, sponsored by Allianz Insurance, will see one lucky fleet driver win an incredible £10,000 prize next year – Lightfoot’s biggest ever prize giveaway to date.
That’s not all drivers can win for their improved driving performance. Prize draws change weekly, with luxury hampers, high street vouchers, the latest tech, experience days, and trips away all up for grabs. A new initiative sponsored by HDI Global – Lightfoot’s Road To Rewards – will also see drivers able to win big-ticket prizes until the end of the year, including a £2,500 TUI voucher and a Merlin Annual Platinum Family Pass.
“The Lightfoot system is an encouragement to do my best to be a better driver,”
Rewards aren’t all there is to it either. Lightfoot also gamifies driving by introducing healthy competition into fleets. Drivers can keep an eye on their score and monitor their performance through the app, as well as seeing how they measure up against their friends and colleagues via the in-app league tables.
“The Lightfoot system is an encouragement to do my best to be a better driver,” says Manuel, a Lightfoot user from SES Water. “In the app, you can compare your driving style against the rest of the team – I like to see how far I am from the top. It’s a win for us. Even when we are driving our personal vehicles, we are thinking about driving behaviour.”
So what is the impact of all this gamification? Through Lightfoot, fleets see fantastic results in terms of savings, safety, and sustainability. The solution is proven to reduce fuel consumption by as much as 15% - this resulted in savings of over £31 million in fuel costs alone for Lightfoot’s customers last year. Similarly, fleet carbon emissions are reduced by up to 15% as drivers learn to adopt a more efficient driving style, which saw Lightfoot prevent 36,488 tonnes of CO2 from being released into the environment throughout 2023.
When it comes to driver safety, the difference is huge. Dangerous driving instances are reduced by 84%, whilst fleets can expect to experience 40% fewer at-fault accidents and 46% less speeding, all as a result of real-time driver coaching paired with a driver rewards platform.
Iveco Daily
Safety
is
top
of
Ithe agenda for Iveco’s latest LCV mainstay, says Matt MacConnell
veco will equip every model in its MY24 Daily and eDaily van range with GSR-B (General Safety Regulation) active and passive safety systems as standard. Passive systems include regular items such as driver and passenger airbags, along with new fuel tanks, a revised front crashbox and reinforcing to the chassis.
Active systems are based on the installation of radar and various sensors around the vehicle. They make possible a range of ADAS (Advanced Driver Assistance Systems), including those for vulnerable road user protection. They also allow Autonomous Drive Level 2 technology.
Among the ADAS on offer are Traffic Jam Assist, Advanced Lane Centring, Adaptive Cruise Control with Stop & Go, Intelligent Speed Assist and Traffic Sign Recognition. The latest Daily also comes with AEBS & City Brake, Turn Assist and a Blind Spot Warning system, along with Rear Cross Traffic Braking and Door Opening Warning.
The updated Daily vans come with a restyled dash with a 10.25-inch digital cluster as standard. A 10-inch colour display for the infotainment is standard on eDaily and an option on diesel models, which otherwise boast a 7-inch central screen. Options include keyless entry and go, smartphone and tablet holders in the cab, a 15W wireless phone charging system and USB A and C connectivity.
All Daily models now come with five
years of connected services. The Start Pack includes access to the Iveco ON portal for fleet managers, with uptime monitoring and management, along with the Easy Daily app for drivers. Electric models also get eRange Assurance and eRemote Control. Additional connectivity services are available for purchase in a range of bundled packages, including a Productivity Pack, a Safety Pack and a Driver Assistance Pack.
As the transport industry transitions to electric vehicles, Iveco is well-placed to deliver the eDaily range. Couriers were early adopters, followed by supermarkets – and utilities and municipalities are expected to be next in line. These are all Iveco sectors, making it easier to transition to electric. “We’re already positioned in these markets that are opening up to EV,” says Iveco UK Business Line director Mike Cutts.
Supermarket Tesco recently ordered more than 200 of the electric chassis cabs for its home delivery business. These are 4,250kg models with two battery packs, a Solomons body and a Thermo King fridge unit. Courier business UPS has also ordered eDaily vans recently, in both 4,250kg and 7,000kg gross weights.
Although the Government needs to finally sort legislation surrounding the use of 4,250kg GVW electric vans on a B car licence, Iveco is now able to offer a 7,000kg train weight across the full eDaily
range. That means that, while a 3,500kg eDaily can pull a 3,500kg trailer, the 4,250kg eDaily can now tow up to 2,750kg, making it a more attractive option for utility customers in particular.
Cutts admits that towing at full weight can reduce driving range by as much as 40%, but he believes that the ability to choose one, two, three, or now four battery packs on the longest chassis, will allow customers to tailor the vehicles to their specific mission.
With 60% of Iveco’s UK Daily sales based on chassis cabs, the Driveaway prebodied range is an important part of the business. There are 13 Driveaway vehicles available and they are currently being offered on a four-year 0% finance deal, primarily aimed at SME customers. Iveco is now offering a factory-built eDaily minibus, with up to 23 seats, available on 7,000kg models, while the Scottish Ambulance Trust is having an eDaily-based ambulance built by WAS on a 7,000kg chassis.
“We’ve had significant success this year with Driveaway, as it packages everything up nicely for the customer,” reports Cutts.
Looking to the future, the company is working with Hyundai on a fuel-cellpowered version of the eDaily, which should make an appearance with customers over the coming years. “It won’t be too long before we see hydrogen vehicles on UK roads,” confirms Cutts.
Nissan Interstar
Work better. Live better.
Your effective business partner available with a diesel or 100% electric powertrain with a range up to 285 miles. Both powertrains come with a platinum Euro NCAP rating, 5-year warranty and 5-year roadside assistance.
Nissan Interstar
Will Nissan’s latest large van impress as much as Renault’s Master? John Kendall finds out...
Nissan’s new Interstar range more or less replicates the Renault Master range, which is no surprise as the two vans are built on the same platform. Interstar is due to arrive in UK showrooms from January, with the battery electric Interstar-e following soon afterwards. We’ve had an opportunity to drive left-hand-drive versions of the van around Barcelona where it is built.
Interstar-e will give Nissan its first large electric van in the UK when it arrives and it will be available with a lighter and inevitably cheaper 40kWh battery for local use or an 87kWh battery for longer distance use. Nissan claims up to 285 miles of range from the larger battery, or 124 miles from the 40kWh battery. Battery choice also affects gross weight, with the 40kWh battery available with 3,500kg GVW or 3,800kg GVW and the long-range battery available with either 3,500kg GVW or 4,000kg GVW.
Van bodywork is available in three sizes: L2H2, L3H2 or L3H3 – two lengths with two roof heights – with body volumes of 10.8m3, 13m3 and 14.8m3 respectively. Maximum payload varies between 1,247kg and 1,847kg for dieselpowered models and 1,134kg and 1,544kg for electric models.
Diesel Interstars are available with four
power options, badged dCi 105, dCi 130, dCi 150 and dCi 170, with availability depending on gross weight. The dCi 105 for instance is only available with 3,300kg GVW models. Transmission options for diesels include a six-speed manual or nine-speed torque converter automatic from ZF. These vans will carry a fiveyear/100,000-mile warranty, while the period is extended to eight years for electric versions.
The design work for the Nissan Interstar was all carried out at Nissan’s design studio in Paddington. As with the Renault Master, it delivers a 20% reduction in air drag compared with the previous model, helping both EV range and fuel consumption. Combined fuel consumption for diesel models is said to be up to 37.8mpg, over 20% lower than before.
Nissan will offer a range of factory conversions alongside the panel vans, including tipper, dropside and Luton bodies. It also has some neat plug-in conversions, providing a modular interior fitted to a van body.
A brief drive in the diesel and electric variants, both carrying a sample load of 400kg, showed the new Interstar to be easy to drive and offering a pleasant working environment for drivers. The dashboard curves around the driver, simi-
lar to that in a heavy truck. It follows standard modern convention with instruments ahead of the driver and a large central touchscreen displaying a range of information and controls. Heater controls are separate from the touchscreen items so there is no need to scroll through to change the temperature. Unsurprisingly, the switchgear and layout is similar to that found in the Renault car and LCV range. Inevitably, there is a range of safety systems, From Lane Keeping Assist to Trailer Sway Assist. Items to recommend include the rear-view camera with interior mirror monitor, greatly improving all-round visibility. This item comes as standard with the higher spec Tekna models. Interior noise levels are low in both electric and diesel versions. I the EV, performance is brisk when you need it. We shall wait for right-hand-drive versions to arrive here to give it a fuller assessment.
VERDICT
The Interstar has impressed us in the same way that the Renault Master has. It’s a forward-looking design for all power options that will carry the Interstar into the electric future.
IN BRIEF
WHAT IS IT? Large van HOW MUCH? £32,780 | £39,145 (EV)
