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
Victor Zhang, executive VP, Omoda & Jaecoo UK
The road user pricing debate
latest SUV, the Terramar At large
price and value in premiums
basics of fleet – explained
John Challen editor
“The realisation that I need to change my ways was triggered by my pet hate –screens and, as an extension, technology in cars. A lot of it is a solution to a problem that doesn’t exist”
The generation game
Despite the occasional – very kind – person saying I’m young, there is no doubt that, at 46 years old, middle age has arrived. However, I’m trying to fight it. Not in a ‘I’m off to Turkey for a hair transplant and buying a sportscar’ midlife crisis type way, but more trying not to live up to the curmudgeonly ‘Back in my day…’ stereotypical man that probably countless younger folk assume our generation to be like.
The realisation that I need to change my ways was triggered by my pet hate – screens and, as an extension, technology in cars. A lot of it is, as I’ve said before, a solution to a problem that doesn’t exist. But that’s just my view. I’m fully aware that younger people (and probably some older people) welcome the advances of fewer buttons, voice control and a minimalist automotive interior, but that group doesn’t include me. However, quite frankly, it’s pretty arrogant to think that these cars should be designed with me in mind. So I’m learning to be a bit more open and willing to accept the advances in technology – encourage them, even – if they make the lives of others better.
I might not have the ability to “weave” like Donald Trump claims to, but there is a point to me reliving my epiphany above. And it’s to do with jobs. Specifically the fact that, in the automotive world, there is – like so many other industries – a skills shortage. Research last year suggested that nearly 42% of fleet-based businesses are impacted by driver shortages. Delve a bit deeper and there is evidence that finding the right people in fleetrelated businesses is getting more difficult.
Whether it’s the quality of the candidates, the packages on offer, or the general reluctance of millennials and Gen Zs to even contemplate a career in cars (or vans), something needs to be done. Or maybe it’s something to do with the current fleet workforce. It’s easy to be cynical (I could probably get a qualification in it) or resentful about your workload, role or peers. But, to help get out of the situation we’re in – and breathe new life into the industry – positivity and a sunny disposition would probably go a long way.
I’m not saying it’s going to be easy – life is hard! But, by being welcoming to new entrants and willing to talk positively and in a reasoned way to the next generation of the fleet workforce, it could make a difference – to them and you. You don’t need to sugar coat it or put a PR spin on it – in the same way you don’t have to exaggerate the negatives. Just realise that we’re all in this together – and other opinions and views could be just as valuable or relevant as your own. And in the meantime, enjoy the issue!
Also, we want you...
... to help us inform the industry of the direction of EVs in fleet, by taking our quick EV Survey 2024 and there’s a chance to win a fantastic two-night hotel stay on Dorset’s Jurassic Coast too. See page 47 of this issue for more information.
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.
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FLEET15
Victor
Zhang
executive vice president, Omoda & Jaecoo UK
What is your ambition in your current job role?
I am immensely proud to be part of the team leading the introduction of the Omoda & Jaecoo brand into the UK market. One of my main ambitions is to ensure the brand and its products are positively received by British customers in the same way that the Korean brands have been.
What job did you want to do when you were growing up?
I have always loved maths, numbers and logic and, as a child, I thought I wanted to be a mathematician in some form.
The best takeaway food? Obviously chow mein!
What’s the proudest moment in your career?
The recent first customer handover ceremony of an Omoda 5 at Arnold Clark in Glasgow. That moment represented many months of hard work from the team.
What are the biggest challenges facing fleets at the moment?
The shift to EV and costs. Fleet managers constantly battle against rising costs, which could be mitigated by them reevaluating the choices available to them. There are many new challenger brands, Omoda included, that can offer the greater value that fleet managers are looking for.
Supermarket of choice? Sainsbury’s.
You’re on your dream holiday. Where are you?
Anywhere in Norway.
What’s your favourite film and why?
Interstellar. It is so incredibly detailed and it shows the bigger universe, which has always held a great deal of intrigue for me.
If money was no object, what’s the first thing you would buy?
A house somewhere in the UK countryside, with a beautiful view and peaceful surroundings.
Name three cars in your dream garage?
Probably Omoda 9, Jaecoo 7 and a Land Rover.
Night in or night out?
Definitely a night in, preferably eating chow mein and watching Interstellar.
What car do you currently drive?
Omoda 5 1.6-petrol.
Tea, coffee or other? Coke Zero.
Books, mags or podcasts?
I wish I had more time for reading novels, but I do enjoy magazines, especially automotive titles.
Who is your idol in life and work?
That’s a tricky one, I am lucky to have had many influential people in my work and private life. I’d probably have to say my boss, Mr Chen; he is ambitious, tenacious and extremely well respected.
ANALYSIS NO WAY JOSÉ!
The Government has dismissed reports of an imminent announcement on a pay-per-mile road pricing scheme, allaying driver and industry concerns. By
Natalie Middleton
Reports that the Labour government is set to roll out a new payper-mile car tax system have been firmly quashed by an official government response.
Following weeks of rumours, Labour has responded to accounts that a scheme will be announced in the Autumn Budget.
“We have no plans to introduce road pricing,” a spokesperson said. “We are committed to supporting our automotive sector as we transition to electric vehicles in order to meet our legally binding climate targets.”
Chancellor Rachel Reeves had been urged to push ahead with road pricing to plug a multi-billion-pound revenue gap from the switch to EVs.
Campaign for Better Transport had written to Reeves, calling on her to take action and implement a charge levied on zero-emission vehicles (ZEVs) on a per-mile basis to ensure ZEV drivers pay their way.
The Council for Net Zero Transport had also urged the Government to get to grips with road pricing as it warned that the decarbonisation of transport is an urgent priority.
Chair of the council Lord Deben had said that now was the time to have an honest conversation about what will replace fuel duty, adding “road pricing cannot be dismissed”.
But the Department for Transport has now scotched the rumours, while a new piece of research now out has also said
that pay-per-mile road pricing and tax based on the negative impacts of driving on the environment aren’t needed for this parliament.
The study from New Automotive warns that pay-per-mile road pricing could stall strong EV take-up in the UK, based on sales figures from Iceland and New Zealand. Researchers at the independent transport research organisation say that road tax and fuel duty need “light reform” but radical tax changes to support the EV shift are unnecessary.
And the analysis also sets out that imposing road pricing to pay for the negative impacts of driving on society and the environment is needless.
EV TRANSITION “DOESN’T NEED RADICAL TAX REFORM”
New Automotive analysts reckon that air pollution and greenhouse gases will quickly reduce as a result of the EV transition, whilst the impacts on road wear and congestion from vehicle use are much smaller than commonly assumed.
The report, however, does call for the Government to introduce reform for road tax. This would replace the “perverse” increase in Vehicle Excise Duty for EVs scheduled for April 2025 and instead introduce an efficiencybased VED system which applies to electric, petrol and diesel cars alike, irrespective of age.
Under the current reforms planned for road tax policy, drivers of cleaner
“Pay-per-mile road pricing and tax based on the negative impacts of driving on the environment aren’t needed for this parliament”
cars will end up paying up to 10 times more than owners of some older, more polluting petrol and diesel vehicles. The mooted changes would tackle this by raising VED for certain cars sold pre2017 while ensuring that drivers of many cleaner cars – not just electric cars or newer cars – would pay less.
The report also calls for light reform to fuel duty to ensure petrol and diesel drivers continue to pay their way.
The analysis suggests that freezing fuel duty has not significantly undermined decarbonisation efforts to date –and that a gradual increase in fuel duty of 2ppl every three years will provide enough revenue to ensure drivers of internal combustion engine vehicles continue to pay their way.
Ben Nelmes, CEO of New Automotive, said: “Electric cars aren’t a sin to be taxed but a boon for the economy. Our recommendations suggest a way forward for the Chancellor that is simple and would avoid the kind of bad outcomes seen in other countries that introduce pay-permile charging on electric cars.
“Our recommendations would avoid the creation of an electric car tax penalty that is currently due to come into force in April 2025, and which may prevent more people from accessing the benefits of getting a used electric car. EVs can be good for motorists and the taxman – a win-win for people and the planet.”
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Peugeot Allure Care Warranty subject to exclusions and T&Cs. Visit Peugeot.co.uk. Preliminary range data not o cial WLTP. Fuel Consumption in MPG (l/100km) and CO₂ emissions (g/km) for the E-3008 range are: Combined N/A (N/A) and CO₂ 0g/km. Equivalent All Electric Range: 422 miles.
The electric range achieved in real world conditions will depend upon a number of factors including, but not limited to: the accessories tted (pre and post registration); the starting charge of the battery; variations in weather; driving styles and vehicle load. The E-3008 is a battery electric vehicle requiring mains electricity for charging. The WLTP (Worldwide Harmonised Light Vehicles Test Procedure) is used to measure fuel consumption, electric range and CO₂ gures. Figures shown are for comparison purposes and should only be compared to the fuel consumption, electric range and CO₂ values of other cars tested to the same technical standard.
INCOMING CUPRA TERRAMAR
What is it? Compact SUV
When is it available? Late 2024
Biggest changes? New model for Cupra Fleet appeal? Hybrid tech offers up to 70 electric miles
An electric-free zone
Drivers get a choice of five ICE powertrains in the Terramar, starting with a 1.5-litre 150hp mild hybrid. Then there’s the option of two 2.0-litre petrol engines with 204hp and 272hp respectively and a couple of eHybrid models. The petrol-electric duo offer 204 and 272hp respectively and up to 70 miles in electric mode.
Broad appeal
Yes, it’s another compact SUV entering the market but, to Cupra, it is an important part of the company’s expansion into new areas. With one eye on Ford Kuga and Volkswagen Tiguan drivers, the company is hoping to offer something a bit different to the norm. However, there will be no shortage of options or technologies for drivers.
Interior inspection
Inside there’s more ‘sportiness’, Cupra quick to point out the ‘driver-oriented cockpit’ and bucket seats. Those seats, by the way, feature materials that are either 100% or 73% upcycled yarn or textile/leather respectively (depending on the model). The HMI is new, with a 12.9-inch infotainment screen, which works with a 12-speaker Sennheiser sound system.
A design for life
Cupra is touting Terramar as ‘sporty’ in a bid to expand the audience to people who are ‘looking for more emotion and performance’. In reality, the new model retains the brand’s identity – such as the signature three-point headlights but overall it’s a slightly more conservative look, with nine exterior colours to choose from.
VERDICT
With small SUVs still commanding a lot of interest, it’s a good time for Cupra to introduce the Terramar and expand its lineup further. The omission of a pure EV version is a conscious one, but it makes sense. Costs are kept lower without a battery powered option and there’s no overlap with the likes of the Born.
One Stop Shop
Explore the entire Vauxhall electric range.
Fuel economy and CO2 results for the Vauxhall Electric Range Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to: 194 to 325 miles (WLTP). The range figures mentioned may vary depending on actual conditions of use and on different factors such as: vehicle load, accessories fitted (post registration), speed, thermal comfort on board the vehicle, driving style and outside temperature. Please contact your Vauxhall Retailer for further information. Or call us on 0203 885 4562.
AT LARGE
Alex Grant
Our editor at large has discovered a quick and easy way to double an EV’s energy storage – not that it’ll do much for its range
What is a kilowatt-hour? It’s a term that might need less introduction than it used to – having been thrust into the headlines by the recent energy crisis and momentum behind EVs –but it’s still abstract in isolation. You can’t spill a couple of kWh of electricity on your shoes while charging, for example – but what if I told you that was entirely possible if that energy was in liquid form?
The Grant household is home to a couple of very different long-term residents alongside the visiting press cars. We’re straddling a couple of sometimes vocally opposed groups, with a threeyear-old Peugeot e-Rifter on the drive and 33-year-old Volkswagen Polo G40 in the garage. They’re a useful case study for an otherwise abstract concept.
Every 30,000 miles or so, the Polo’s intricate supercharger requires a full rebuild –replacing the seals, belts and bearings that, at best, sap horsepower and, at worst, could lead to catastrophic failure. It’s a specialist job, requiring a few weeks of downtime and complex logistics, so I treated the car to some fresh fuel before recommissioning it. For perhaps the only time in its life, the Corsa Electric I was driving at the time visited a fuel station and left with some petrol on board – a jerry can of super unleaded. This got me thinking.
Figures vary a little, but a litre of petrol contains roughly 9kWh of energy, which
means my five-litre jerry can stores 45kWh of energy. That’s almost identical to the usable battery capacity of our e-Rifter – except, in energy-dense liquid form, I can carry it with one hand and it fitted into the Corsa’s boot. I’d need a roof rack, an intensive gym course and some extra air in the tyres to move the Peugeot’s battery around like that.
Five litres of super unleaded set me back £7.50, which is actually quite cheap. My posh petrol costs around 16p/kWh, whereas the e-Rifter is charging at 22p/kWh when it’s plugged in at home. Yes, I know, we should be using a dualrate tariff and charging overnight, but we haven’t got there yet.
However, EV efficiency more than closes the gap. Our aerodynamically compromised, seven-seat e-Rifter can travel between 130 and 140 miles on 45kWh of electricity – whereas the smaller, lighter Polo consumes as much energy (in liquid form) within 45-50 miles, if it’s driven gently. On a ‘tank’ to wheel basis, the e- Rifter comes in between 7.0 and 7.6p a mile, compared with about 15p for a motorway trip in the Polo.
Calculating carbon emissions is tricky,
as neither vehicle gives the full picture. National Grid ESO (Electricity System Operator) publishes accurate carbon intensity, from source to plug, for the UK’s electrical grid, but an EV’s trip computer doesn’t include energy lost while charging (WLTP data does). Petrol cars have the opposite problem – no leaks while refuelling, but published CO2 figures don’t include extracting, refining or transporting the fuel.
However, with a lifetime average of 3.2mpkWh, the e-Rifter comes in at 29g/km CO2 on a tank-to-wheel basis (using last year’s 149g/kWh average from National Grid ESO). The Polo doesn’t have a trip computer but, at 35-40mpg, it’s emitting between 164 and 187g/km CO2 on the same basis. Sure, two-minute refuelling times sound appealing, but I can’t fill up with super unleaded on my driveway. Of course, Polo miles are fun miles and our driveway’s permanent residents have very different talents – neither of which I’m in a hurry to give up. But as a dweller of the grey area between unusual old combustion engines and battery power, it’s hard to question the void in jerry can range between them.
“Figures vary a little, but a litre of petrol contains roughly 9kWh of energy, which means my five-litre jerry can
stores 45kWh of energy”
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BEST OF BOTH WORLDS
Instead of choosing between price and value when it comes to vehicle cover, Ashbourne Insurance’s Peter Smits suggests going for both
I’m often asked what the benefits are of transferring insurance from singlevehicle policies to a motor fleet policy – particularly among new or developing businesses where vehicle numbers are on the increase. Those who are used to progressing through the no-claim bonus scale, earning bigger discounts year-on-year are nervous about the possibility of relinquishing this benefit. Equally, others are concerned that a single claim on one vehicle could impact all vehicles on the same fleet.
Both of these concerns are very valid. However, they should not be used as a barrier to getting a much more flexible insurance solution. It is true that there is a critical mass regarding the number of vehicles owned before the fleet option would become available: while some insurers would consider just two or three vehicles to quote for a fleet, these are few in number and any real price benefit would need a minimum of five vehicles. Remember, all vehicles must be owned in the company name or at least registered to a company director for them to be considered under a fleet policy (the policy would be in the name of the business with directors’ interest noted, if relevant). When first transferring from singlevehicle policies to a fleet policy, we would advise that any premium savings would
be negligible. It’s not always true but, in reality, what you are buying in the first year is flexibility.
One insurance provider and policy with a single renewal date for all vehicles is much easier to administer. All drivers would be issued with the same contact details for claim reporting – and for most vehicles you could specify ‘open’ driving. That means if your employees meet a certain criteria for age and experience – dictated by you prior to inception – then anyone with your permission can drive any vehicle.
There may be restrictions for highperformance or high-value vehicles, but these would tend to be business owners’/directors’ vehicles, which you wouldn’t want any random person to drive anyway.
A price to pay
Most policies would have pricing differences for ‘any driver aged 21+’ as against ‘any driver aged 30+’; the older the restriction: the bigger the discount. No claim bonus discounts for single -vehicle policies are still valid for up to three years past expiry so, if the fleet option doesn’t prove to be suitable in the long run, you haven’t lost your previous benefit. However, I very rarely see any business return to single-vehicle policies after having experienced the fleet option; ‘open’ driving certificates for
single-vehicle policies are now almost impossible to obtain.
Individual claims affecting all other vehicles’ premiums within the same fleet is also a bit of a myth. Fleet underwriters work on frequency of claim rather than one individual claim. Indeed, it could be argued that one ‘large loss’ – let’s say £10,000 – is better than five smaller losses of, say, £2,000.
Once you do convert your vehicles to fleet insurance you will be issued with an annual declaration of ‘confirmed claim experience’ or ‘CCE’ as well as a claim listing showing circumstance, value, fault or non-fault, vehicle registration number and driver name. This information gives you access to your own claim performance –again, much easier than administering multiple single-vehicle policies.
As your motor-fleet experience builds then so does the number of insurers that will quote and as a consequence you will see premium reductions, subject to the CCE.
As I said, most insurers are looking for patterns rather than individual claims – and once you have had three years’ fleet experience you will see the most competitive rates offered, again subject to CCE. In my view it’s a no brainer – and fleet-rated business is currently cheaper than individual policies.
If you haven’t already, challenge your insurance provider to get you a quote!
“One insurance provider and policy with a single renewal date for all vehicles is much easier to administer”
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supplier stories
Keeping track of your fleet monitoring needs can take time and resources. Not only that, but it can be stressful having to make sure records are regularly kept up to date and compliant. Thankfully, Driver Verification Services is now in a position to help fleets up and down the country.
Providing risk management solutions to different industries since 1996, we have a proven track record of dealing with companies of all sizes. Within our experience we are more than willing to offer bespoke versions of our systems to suit the client – in fact we would welcome it. We aim to offer a wide range of services in order to provide our clients with a onestop-shop for all of their customer verification and fleet motoring needs.
What’s on offer
Our core products that are available to fleets include driver licence checks that have a direct link to the DVLA. Within that service, we provide reliable and accurate reporting on driving licence information and the checks are both quick and easy to
FULLY VERIFIED
The evolution of Driver Verification Services continues, with the company recently announcing its entry into the world of fleet, explains director Bekki Leaves
use. Essentially, they have the ability to validate any endorsements and confirm licence types within seconds.
By diligently implementing driving licence checks alongside tachograph data, you create a comprehensive framework for maintaining accurate records of driver activity and enhancing road safety standards.
Meanwhile, scheduling automatic rechecks of the DVLA information is easily managed through our system. As a result, the DVLA information you hold within your business records is as up-todate as you want it to be.
Our secure service facilitates ongoing checks, automatically scheduling re-verifications of DVLA information. That means you can enjoy peace of mind, knowing that your driver records are always up-to-date and compliant.
The system is completely user-friendly, which means managing the process is effortless, ensuring the most current DVLA data is at your fingertips at any time. Driver Verification Services enables you and your business to stay on top of regulations and
“Providing risk management solutions to different industries since 1996, we have a proven track record of dealing with companies of all sizes”
maintain a safe and qualified driver workforce, thanks to the reliable and efficient ongoing licence check process.
Face facts
In addition to the more traditional products that we offer, we are also finding more clients are using our facial ID verification and anti-money laundering checks. These services provide a smart automated solution to managing your fleet, giving you time back to focus on the things that matter to your business. The reports are easy to read, jargon-free and instant.
For those running commercial vehicle fleets, managing driver checks at the same time as CPC and tachograph data couldn’t be easier. Once submitted, clients feel at ease knowing that the checks can be scheduled in advance for a further check at a date they dictate.
Over the years we have also worked with a number of clients on custom APIs. Having our own internal IT development team is a real benefit as we can understand the clients’ requirements directly.
evfleetworld.co.uk
EV FUNDAMENTALS is intended to provide an essential reference point for all things EV.
Here we take a look at charging, mobility, taxation and vehicles – providing drivers and fleets with key information in the switch to electric vehicles...
in association with
ADDRESSING THE COMMON CONSIDERATIONS FACING FLEETS SWITCHING TO E-MOBILITY...
“Fleets transitioning to EVs may need to rethink their energy procurement policies”
TOTAL COST OF OWNERSHIP AND THE COST SAVINGS OF EVS
Total cost of ownership (TCO) – also known as whole-life cost (WLC) – is a long-established way of determining the actual costs associated with operating a vehicle over its fleet life.
For cars and vans, it’s a far more effective alternative to using monthly leasing costs but is also equally important for outright-purchase vehicles, giving the most accurate forwards estimate of the real costs to the business.
It’s also a critical part of the transition to an EV fleet where there are many different factors to contend with compared to ICE cars. While list prices and lease rates are typically a lot higher for electric cars, there are considerable savings on fuel and tax. Latest real-world data also indicates that service, maintenance and repair (SMR) costs for electric vehicles are almost half those of internal combustion engine (ICE) cars.
Running whole-life costs means fleets can compare the real-life running costs of vehicles over the long term, saving thousands of pounds – and hundreds of thousands for larger fleets.
ENERGY PROCUREMENT FOR BUSINESSES AND THE DIFFERENT OPTIONS
As with petrol and diesel for internal combustion-engined cars, power for electric cars forms a large part of the cost base.
This means that fleets transitioning to EVs, particularly larger corporates and commercial vehicle operators, may need to rethink their energy procurement policies to ensure they are minimising costs while also incorporating their wider decarbonisation strategy.
The UK energy market has been deregulated since 1989, delivering competition to drive down prices for consumers and businesses.
By working with the right suppliers, businesses can find the best contract to meet their needs, taking into account capacity, unit and daily charges, as well as sourcing greener energy if the company has ESG (Environmental, Social and Governance) or Corporate Social Responsibility (CSR) frameworks.
More and more businesses, both large and small, are turning to Power Purchase Agreements (PPAs). Effectively, a long-term agreement between a renewable developer and a consumer for the purchase of energy, PPAs enable businesses to decarbonise their electricity consumption while also benefiting from long-term pricing certainty. That’s a key consideration given the huge volatility seen in wholesale power prices since 2019 and particularly over 2022. Options for PPA price models include fixed, floating or hybrid, but fixed is the most popular.
UNDERSTANDING YOUR INFRASTRUCTURE REQUIREMENTS
As electric mobility becomes the new norm, workplace charging is fast ramping up as businesses recognise the benefits. Recent research indicates almost one in three (32%) businesses are planning to install EV chargers this year.
Having onsite charging opens up the accessibility of EVs to more employees while also cutting the cost and time taken for staff to charge compared to using devices. It’s also worth noting that there will always be a significant number of people who will never be able to charge up at home; workplace charging is a lifeline for those drivers to go electric.
Businesses can also use charging to provide a valuable service to visitors and even make it available to the general public, particularly at times when it’s not being used by drivers or customers, potentially providing another revenue stream.
When working out infrastructure requirements, companies should conduct a holistic review of their site to assess energy needs. This should look at current and future fleet size, vehicle capabilities and the operational business profile – are vehicles return-tobase or will some/all be taken home by staff? Will charging be done by day or overnight? Can you use smart charging or load management?
Businesses should also assess their current grid capacity against needs. For some fleets, it may also be worth looking at battery energy storage to support EV charging. This can negate the need for grid upgrades and help manage peak demand.
Other considerations include leasehold approval and renewable energy considerations – the latter again factoring in ESG and CSR commitments.
All this must be future proofed, planning for business growth and increased EV uptake, to ensure your workplace charging stands the test of time.
Mark Main
EY UK Transport Lead
WHY TOTAL COST OF OWNERSHIP IS AMONG THE TOUGHEST CHALLENGES FOR THE UK’S EV TRANSITION VIEWPOINT
There are a range of complex challenges facing the UK’s electric vehicle (EV) transition, including a lack of charging infrastructure, consumer sentiment issues and limited range. However, based on experience of working with and advising large fleet operators and lessors, one of the most significant hurdles currently impacting EV sales growth is the total cost of ownership (TCO) challenges associated with EVs.
Relatively speaking, EVs are still in their infancy. However, we are seeing a rapid pace of change in battery and charging technology. This is causing certain vehicles to become obsolete very quickly, while accelerating depreciation for some models.
The TCO for EVs is a justifiably high priority for businesses we advise when considering key decisions around fleet electrification and the wider EV transition. Equally, our clients are keen to understand EV running costs and broader EV market trends before they electrify their fleets. While there is no denying that there are several further issues that make the EV transition an incredibly complex and nuanced challenge, businesses should prioritise understanding TCO, how it may change in the future, and how they can reduce TCO as part of their decision-making.
The market was initially expecting that EVs would eventually become cheaper to operate than internal combustion engine (ICE) vehicles but, in reality, that is not the case. This is driven by several different factors.
Firstly, we are seeing volatility in used EV prices, with a number of lessors reporting reduced profits on their portfolios. Over the last 12 months, residual value data aggregators have reported used EV prices have declined over 30% and are now typically at parity with or lower than their ICE equivalents. EVs are therefore proving more costly to operate for lessors and businesses than ICE vehicles due to higher levels of depreciation for the first user.
Secondly, from our experiences of advising fleet operators and insurers, we note that insurance for EVs can be more expensive than for equivalent ICE vehicles. This is due to the higher cost of repairing an EV. This also affects EV maintenance costs, with requirements for new tools and staff training for mechanics driving up costs associated with servicing and repairing vehicles.
Brakes and suspensions are seemingly in need of replacement more frequently in EVs too, due to their heavier weight. Tyre costs are also more expensive for EVs than ICE equivalents, due to increasing vehicle weight and torque requirements.
In summary, the volatility in EV residual values, coupled with higher costs of insurance and servicing, is driving TCO up. Businesses will need to actively manage their costs and drive efficiencies in their fleet operations to ensure electrifying their fleet can be a financially feasible and sustainable move. www.ey.com
“While there is no denying that there are several further issues that make the EV transition an incredibly complex and nuanced challenge, businesses should prioritise understanding TCO.”
• EV CHARGING
Charge points’ maximum power output is measured in kilowatts (kW), and networks tend to install units based on the length of time vehicles are likely to be parked.
Home, workplace and ‘destination’ chargers typically offer an output of up to 7.4kW, adding around 30 miles of range per hour, while rapid chargers (over 50kW) tend to be located close to the strategic road network and are designed for mid-journey top-ups of 30 minutes or less. The fastest can output up to 350kW which, in theory, could add more than 200 miles of range in 10 minutes.
However, charging speeds also depend on the vehicle. Batteries for larger, longer-range vehicles take longer to fully charge at a given speed, and no cars or vans are capable of charging at 350kW. The new Porsche Macan is one of the fastest, topping out at 270kW and restoring over 150 miles in 10 minutes. Plug-in hybrids rarely offer rapid charging capability, as it’s assumed that drivers will use the combustion engine to travel longer distances. Chargers will automatically limit their output to suit the vehicle.
HOME CHARGING
For drivers with a suitable parking space, charging overnight home is by far the cheapest and most convenient way to use an electric vehicle. Most homeowners are no longer eligible for grant funding, but drivers in flats and rented properties can still claim up to £350 or 75% towards the unit and installation costs and there’s conditional support for those who park on-street too. Employers can pay to install chargers at drivers’ houses and, even if they’re charging a vehicle for private use, that cost isn’t taxed as a Benefit-in-Kind.
Businesses, charities and public sector organisations can claim grant funding and tax relief for installing their own EV chargers. The Workplace Charging Scheme provides up to 75% towards procurement and installation costs, capped at £350 per connector, and units which can charge two vehicles qualify twice. Applicants can claim for 40 connectors in multiple rounds, including rapid chargers for vehicles with shorter turnaround times.
Organisations can also deduct 100% of the equipment costs against their profits before tax, while commuters plugging in at work do not pay Benefit-in-Kind on the energy used – even if they’re charging at their passenger’s workplace.
PUBLIC CHARGING
The UK has one of the world’s most advanced public charging networks, comprising almost 70,000 devices at more than 34,000 locations, including shops, restaurants, motorway services and residential areas across the country. They’re also increasingly easy to use. From November 2024, networks will be required by law to provide membership-free contactless card payments for new chargers over 8kW, and all existing units with an output of more than 50kW. The regulations also mandate an average 99% reliability, 24/7 helplines and clear pricing information by the same date. However, contactless payment is often the most expensive way to charge. Most networks offer discounts for drivers who register an account, with further reductions for regular users paying a monthly membership fee. Several fuel card providers also enable drivers to pay for charging as they would petrol or diesel.
CONNECTORS
All new plug-in hybrid and battery-electric vehicles sold in Europe use the same system of charging connectors, which was standardised in 2013. This has two parts – the near-circular Type 2 (Mennekes) connector for slower AC chargers, while vehicles capable of DC rapid charging have two additional pins below compatible with the Combined Charging System (CCS) connector.
Almost all slow charging points have a Type 2 socket, and manufacturers supply a cable to convert this to whatever is on the car, while rapid chargers have tethered CCS cables to handle higher power outputs and sometimes include a second CHAdeMO DC connector for early vehicles – such as the Nissan Leaf. Zapmap includes a filter to help drivers find compatible units.
DATA plays a hugely important role in running your business and it’s crucial in understanding your fleets’ operational requirements and shaping your electrification plans.
An upfront assessment – one that generates the right data and interprets it meaningfully – can also help prove the benefits of electrification to your organisation’s decision-makers.
By using telematics to track the activities of a representative selection of vehicles over a defined period, you can record vehicles’ mileages, whereabouts and dwell locations/times. This will give you supporting evidence for prioritising vehicles to transition and for specifying EV models, chargestation power, charging locations and operational charging schedules.
Drax Electric Vehicles can design and manage your assessment – and explain the projected impact of electrification. We’ll even use the results to help you build a business case. Assessing your fleet’s EV suitability and your sites’ infrastructure suitability is the first step to a successful transition.
Naomi Nye head of sales, Drax t 0345 646 1630. e naomi.nye@drax.com w energy.drax.com/ev
MORE THAN 80% OF NEW PLUG-IN HYBRID AND ELECTRIC VEHICLES ARE REGISTERED TO FLEETS, SUPPORTED BY A GENEROUS PACKAGE OF INCENTIVES. HERE’S HOW IT WORKS...
LEASE AND PURCHASE INCENTIVES
Although the Plug-in Car Grant ended in 2022 (excluding a handful of wheelchair-adapted vehicles), there are still incentives for businesses to electrify their fleet.
Businesses leasing or renting vehicles for 45 days or more can offset 100% of the monthly payments against pre-tax profits, as long as they emit 50g/km CO2 or less. That rate is reduced to 85% for vehicles emitting 51g/km or more
Battery-electric vehicles are also eligible for a 100% First-Year Allowance, enabling businesses to write off the entire purchase cost against their pre-tax profits. This falls to 18% for models with 1-49g/km CO2 emissions (most plug-in hybrids) and 6% for anything over that threshold.
COMPANY CAR TAX
New company car tax bands came into force in April 2020, accommodating higher CO2 figures produced under the WLTP fuel economy standard, and renewing incentives for vehicles emitting less than 50g/km. Rates for the 2022/23 tax year have been frozen until 2024/25.
SALARY SACRIFICE
Low company car tax rates have also reignited demand for salary sacrifice schemes. These enable drivers to lease a car through their employer, often with a fleet discount, and pay for the monthly rentals from their pre-tax salary. As long as that vehicle emits no more than 75g/km CO2, BiK and NICs are based on its taxable value instead of the much pricier monthly rental cost.
It’s made salary sacrifice one of the most affordable ways to drive an electric car, while reducing employers’ tax bills. BVRLA members’ combined salary sacrifice fleet tripled in size in the three years to July 2024, and most deliveries are electric.
VEHICLE EXCISE DUTY
The Vehicle Excise Duty (VED) system was overhauled in April 2017, introducing a CO2-weighted First Year Rate for new cars, with a flat Standard Rate for subsequent renewals. Electric and hydrogen fuel cell vehicles (both rated at 0g/km CO2) qualify for a zero rate, and there is a £10 discount for hybrids. Rates increase annually, in line with inflation.
FOR EXAMPLE... comparing the Volkswagen ID.3 Pro Match EV (0g/km CO2) with the Golf 1.5 eTSI petrol (121g/km CO2), the taxable value would be calculated as follows:
ID.3 (EV) >
value)
BiK for drivers is calculated based on their income tax rate (typically 20% or 40%), while businesses pay Class 1A National Insurance Contributions (NICs) at 13.8%.
Continuing the examples above:
Annual Benefit-in-Kind: 20% taxpayer
ID.3 (EV) > £730 (taxable value) x 0.20 (tax rate) = £146 (£12 per month)
Golf (Petrol) > £8,606 (taxable value) x 0.20 (tax rate) = £1,721 (£143 per month)
Annual Benefit-in-Kind: 40% taxpayer
ID.3 (EV) > £730 (taxable value) x 0.40 (tax rate) = £292 (£24 per month)
Golf (Petrol) > £8,606 (taxable value) x 0.40 (tax rate) = £3,442 (£287 per month)
Discounts will end 1 April 2025, putting all cars onto the same Standard Rate, even if they are already on the road. New EVs priced at £40,000 or more will also attract the ‘expensive car supplement’ – an additional charge (currently £410) on top of the first five annual renewals. Rates are shown in the following table:
SALARY SACRIFICE allows more employees to drive an Electric Vehicle (EV) than ever before, making it more accessible than traditional company car schemes. As EVs become ever more popular but their P11D values remain higher than petrol cars, salary sacrifice provides an affordable option to drive the latest electric car technology. There’s no need for a deposit, and costs for servicing, maintenance, breakdown cover and insurance are all included. With EVs benefiting from the lowest Benefit-in-Kind rates, employees not only make fuel savings but also save money as the fixed monthly amount is taken from gross salary, so they pay less income tax and National Insurance. Tusker are the market leaders in salary sacrifice. With over 16 years of experience, around 2,000 live customer schemes, and more than 48,000 cars on UK roads, Tusker are the experts in delivering salary sacrifice car schemes that work for UK organisations.
Kit Wisdom managing director, Tusker t 0333 400 7431 w tuskercars.com
• EV VEHICLES
MILD HYBRID (MHEV)
Half of new diesel and a third of petrol cars registered in the UK last year were ‘mild hybrids’, according to the SMMT. These feature a small electric motor which provides light assistance while accelerating, recovers energy to a battery while slowing down, and enables the engine to shut off when approaching junctions or coasting on the motorway. Additional costs are low – sometimes less than exhaust aftertreatment for an equivalent diesel engine –with a claimed 5% improvement in fuel economy and almost no change to the driving experience.
e.g. Ford Puma EcoBoost Hybrid
ELECTRIFICATION OFFERS A HUGE CHOICE OF POWERTRAIN OPTIONS – BUT WHICH ONES ARE RIGHT FOR YOUR FLEET?
The UK is working towards becoming a net-zero carbon economy by 2050 and, although that sounds like a distant deadline, it’s already influencing the way we move. New fuel-burning cars, vans and trucks (up to 26 tonnes GVW) will be phased out by 2035 and, from this year, manufacturers will be fined for not meeting strict zero-emission vehicle (ZEV) targets as a share of new registrations. Similar policies are in place across Europe.
However, this is a transition process and fleets have a much broader choice of technologies at their disposal, all of which can help reduce CO2 emissions if they’re deployed correctly. Here’s what you might encounter:
FULL HYBRID (HEV)
Sometimes marketed as a ‘self-charging hybrid’, full hybrids are already a familiar technology – Honda and Toyota have sold them in the UK for 25 years. These feature one or more electric motors which not only assist the combustion engine but are usually also powerful enough to propel the car without using any fuel. There’s no option to plug in, the car is effectively harvesting energy that would otherwise be lost as heat or noise, so it charges while driving. Although the electric range sounds short, at typically less than a mile, it’s metered out in short bursts to save fuel instead of enabling endto-end journeys on battery power.
e.g. Toyota Corolla Hybrid
BATTERY ELECTRIC VEHICLE (BEV)
Battery electric vehicles have no combustion engine at all. They feature an even larger-capacity battery supplying power to one or more electric motors, and they are evolving quickly. There’s an ever-increasing choice of bodystyles available, most new models offer a range in excess of 200 miles, and ever-faster charging means drivers can replenish a most of that range in less than half an hour. With rated CO2 emissions of 0g/km, BEVs also qualify for the most attractive financial incentives for fleets.
e.g. MINI Cooper Electric / Tesla Model Y
PLUG-IN HYBRID (PHEV)
Bridging the gap with electric vehicles, plugin hybrids are a HEV with a larger battery and the ability to charge using mains electricity. A typical range of around 40-50 miles for the latest models means local journeys can be completed on battery power, and drivers can refuel like a petrol or diesel car when going further. Their low CO2 figures offer tax advantages for fleets, but real-world fuel efficiency depends on regular charging and a large share of short journeys. Long-distance drivers, and those who can’t plug in at home, might find an efficient HEV or diesel car is better suited to their needs.
e.g. BMW 330e
FUEL CELL ELECTRIC VEHICLE (FCEV)
Fuel cell vehicles are effectively BEVs that can make their own electricity, instead of storing that energy in a large battery. The system combines oxygen from the air with hydrogen stored on board, producing electricity for an electric motor. Range and refuelling times are similar to liquid fuels, but the technology is expensive and environmental benefits rely on a growing supply of hydrogen made from renewable energy. Fuel cells are likely to find favour with commercial vehicles first, as it avoids the payload compromises of using heavy batteries. Renault, Stellantis, Toyota and Ford are all working on hydrogen-powered LCVs. e.g. Vauxhall Vivaro-e hydrogen
THE Drive to Zero for business needs to balance the requirements of fleets. To identify the optimal solution for your business, over the fleet cycle, a thorough evaluation is required. Electric vehicles will need to form part of a wider vehicle fleet solution; which means considering all aspects such as initial outlay, running cost versus internal combustion engine (ICE), total cost of ownership (TCO), charging needs at home/work/on-the-go and suitability for your needs.
Fleets also need to consider tax implications for employees for the vehicles as well as how the electricity used both at the employees’ home and work can be paid for within current and future tax rules. The UK has always been a global leader in fleet solutions, and there will continue to be a period of transition ahead where EV and ICE vehicles will continue to be needed and with each having its part to play depending on the solutions required by modern fleets.
Spencer Davi UK sales director, Northgate t 03301 081 960 w northgatevehiclehire.co.uk/drive-to-zero
Paul Hollick chair, Association of Fleet Professionals
TAXING TIMES industry insight
What stance should fleets take when it comes to the subject of EV tariffs?
The EU has recently announced the level of tariffs that it is going to impose on Chinese electric vehicle (EV) manufacturers – ranging from Tesla with 9% at the low end to 46.3% for SAIC at the other extreme. These will added to an existing 10% general tariff.
The arguments for these moves are, in some ways, undeniable. The Chinese government has been handing huge amounts of cash to these companies – BYD has received £3.6 billion, for example –giving them a massive commercial advantage over domestic equivalents in Europe. It’s all about trying to create a level playing field.
However, in international trade, nothing is simple and there are fears of retaliations by the Chinese authorities regarding exports of cars sold there. Interestingly, Germany – home of Audi, BMW and Mercedes – abstained from the vote that put these tariffs into place. Furthermore, all of this is given an additional edge by widespread reporting that the Chinese EV market is suffering from huge overcapacity – while, in Europe, EV sales are simply lower than domestic manufacturers were expecting. For both, there is some scrabbling to switch back to hybrid production as a transitional move.
Following Brexit, the UK is something of a minor bystander to this but, with its own domestic manufacturers to protect – BMW Mini, Jaguar Land Rover, Nissan, Stellantis, Toyota and others – there could well be a growing discussion about whether to follow suit. So far, Labour has said that there are no plans to do so and the UK motor industry has been quiet on the subject. Instead, as new EV sales continue to increase more slowly than once thought, industry talk is instead about the EV ZEV mandate and cutting VAT on new EVs. What this stance could create is an interesting situation where the UK becomes something of a testbed for allowing cheap imports of Chinese EVs while just across the Channel, protectionism will ensure that, as a whole, prices are higher.
At a crossroads
How should fleets respond to this situation, if at all? Certainly, some like to support the UK motor industry where they can –although few have 1970s-style “Buy British” purchasing policies – and we’re not generally known for unquestioning loyalty to local manufacturers. However, it’s certainly possible that if there was a widespread perception that buying Chinese EVs was directly damaging our domestic base, some fleets may modify their purchasing, however informally. This is complicated by the fact that some familiar European manufacturers, such as Volvo, are now Chinese owned, and several others make cars in China. Balanced against this is the possibility that some of the EVs that soon make their way to the UK may be very cheap indeed and the market certainly needs cheaper EVs to stimulate wider acceptance. So far, what we have largely seen from Chinese EV makers here is what could be described as keen pricing but as international competition increases, there could be a temptation for some to
dump stock in our non-EU tariff market. There are other considerations. The Chinese motor industry appears to be on the brink of a quite dramatic cull. The research company Marklines has said that out of a current 50 or so Chinese EV manufacturers, only 10-12 will be making vehicles on a large scale by the end of the decade. The recent insolvency of Hi Phi could be the thin end of a sizeable wedge. What these developments mean to fleets is that it’s not always easy to know which manufacturers are here for the long term. Some, such as MG/SAIC and BYD, look like safe bets but when it comes to other, middle rank players, it’s much more difficult to tell.
Drawing conclusions from all of this is difficult. Will the EU tariff approach prove best? Will the UK non-intervention stance be more productive? Which Chinese manufacturers will come to play a sizeable part here and which European manufacturers will be damaged or lost in the fallout? All of these questions are sizeable debates in themselves.
“The Chinese EV market is suffering from huge overcapacity – while, in Europe, EV sales are simply lower than domestic manufacturers were expecting”
Dear DfBB...
Dear DfBB, One of my best drivers is off work for stress. I didn’t realise the pressures he has been under. What can I do to help him and others in my team?
DfBB says:
It’s easy to miss the signs. In England, men are three times more likely to take their own lives, three times more likely to become alcohol-dependent and more likely to use drugs than women.
Your colleague may have had family, personal, health or financial issues to deal with, but driving can be stressful and isolating. Commercial vehicle drivers are overwhelmingly male and have a much higher suicide risk than a man of the same age in a different job. On the whole, unfortunately, men are less likely to discuss their feelings or seek help.
The transport and logistics industry has seen an increased demand for drivers with a fall in the number of drivers available to meet the demand. Due to this situation, drivers are experiencing a number of issues that can impact on their mental health.
These include longer hours on the road away from family and loved ones as a result of driver shortages, as well as being put under pressure from managers or superiors to meet time-sensitive deliveries. The scarcity of drivers is also causing those currently in the job to deal with changes in regulations and technology, increased traffic and incidents on the road and – in the case of drivers of HGVs – basic human necessities with little access to adequate showering and truck stop facilities.
Ensuring good mental health at work is as important as managing physical health – especially as mental health problems can affect driving performance. Stress, anxiety, depression and other mental health issues can affect a driver’s judgement, reaction times and driving style in a variety of unsafe ways. So it is crucial that employers make sure that their drivers are mentally as well as physically fit to be behind the wheel.
Watch out for the signs
Safe driving relies upon focus, alertness and good cognitive function. Poor sleep quality, poor diet and dehydration can negatively affect mental health, while poor mental health can cause poor sleep quality and poor self-care. An outward indication is driving becoming more risky, erratic or impulsive.
How you can help...
Talk to people! Ask them if they are OK. If there are issues that are stressing or distracting them, you can help, even if only by listening. Keep an ‘open door’ to encourage people to talk. We now know that ‘human factors’ – stress, fatigue, anxiety – are the root cause of many incidents and accidents, because the driver’s mind was elsewhere. Uncovering these issues can be the key to genuine driver improvement.
You can also encourage better selfcare. Drivers need decent food, sufficient hydration and around seven hours’ highquality sleep to drive safely for extended periods. Training sessions should include well-being, while shift patterns should regularly be looked at to try and spot fatigue or issues with drivers. Ensure that operations and schedules do not place unreasonable stress on drivers.
Away from the work environment, encourage out-of-hours team activities such as walking, or five-a-side football sessions – or negotiate a corporate deal for gym membership. Social interaction and exercise are both important, especially for people who are alone in a vehicle all day.
Prioritise mental health
Personnel-wise, train mental health firstaiders in your business. Also, it might be an idea to educate managers so they know how to identify and address potential mental health concerns and also how to respond appropriately if they are approached by an affected employee.
Finally, make sure drivers know that seeking treatment can protect them and their jobs – whereas driving with an undiagnosed mental health condition can put them and others at risk.
“Safe driving relies upon focus, alertness and good cognitive function”
INDUSTRY
FUTURE-PROOFING THE JOURNEY
The role of financers in a more sustainable industry
FROM THE CA
Auto Finance, sits within Crédit Agricole Auto Bank, one of the leading independent, multi-brand players in the vehicle and mobility financing and leasing sector. Both come under the umbrella of Crédit Agricole, the biggest retail bank in the European Union and the 10th largest in the world. All are deeply committed to bettering our planet and the two former, specifically through supporting the sustainable motor transition that is happening across the country. It is an incredibly transformative time for the automotive industry, and finance companies have a vital role to play as they provide the necessary liquidity to subsidise and fund this evolution.
Across the sector we understand the uncertainty around residual value of EVs, but from our experience, we predict this will stabilise. From a fleet perspective, we have seen an uptake in contracts and subscriptions as organisations strive towards netzero goals and changing company cars to EVs remains a quick and impactful way to ramp up progress. As such, we believe it is a definite trend that the UK’s fleets will continue to become more sustainable.
Looking forward, we expect the role of financers will develop from just providing capital to offering more flexible products such as leasing models to best serve the EV market. We’re very fortunate to have been born from a captive, meaning we’re one step ahead as we understand what these products should look like, and how they can best be tweaked to suit all business needs. Through Drivalia, a subsidiary of Crédit Agricole Auto Bank, an industry leading company focused on mobility in the automotive sector we currently provide reliable, innovative and convenient solutions that better meet customer needs whether that’s through contract hire, subscription, electric car sharing or daily rentals..
Equally, we are already, attentively measuring the second-hand market to ensure we’re prepared to support the industry as all these new and technologically innovative cars start coming back as used vehicles.
CA Auto Finance is well positioned to offer support during this important transition as we have a strong position in the UK market with more than 11 manufacturer partnerships. As a result, we believe with the right partner, companies can efficiently finance their new future in a way that is seamless and future proofs operations.
Giacomo Carelli CEO of CA Auto Bank and Chairman of Drivalia
“Looking forward, we expect the role of financers will develop from just providing capital to offering more flexible products such as leasing models to best serve the EV market”
STEPS IN THE RIGHT DIRECTION
How to manage a mixed fleet at a time of transition
While a lot of fleet drivers are already running EVs as their daily vehicle, many others are still in petrol, diesel or hybrid models, which can lead to headaches for fleet managers. Given that not everyone is willing or able to go electric, what is the best way to maximise fleet efficiency, keep running and maintenance costs down at the same time as meeting possible sustainability and net zero targets within an organisation? Our experts offer some words of wisdom
SYNERGY CAR LEASING
Will Voisey, managing director
Fleets are driving growth in the electric vehicle market. Sustainability policies no doubt have a role to play – and the low Benefit-in-Kind (BiK) tax rates and salary sacrifice EV and plug-in hybrid schemes make electric an attractive proposition for employees – but what about the business?
One of the quickest financial wins from leasing EVs is the impact on cashflow. Leasing eliminates the capital investment associated with buying vehicles and replaces it with fixed monthly payments. In addition, the maintenance costs associated with EVs are lower than their petrol or diesel counterparts. This makes EVs easier to maintain, keeping your fleet on the road with less downtime. Taking advantage of leasing company-negotiated rates for optional service and maintenance plans will also help you reduce
fleet finance
costs and manage unexpected expenses.
Used EVs currently have low residual values. By leasing your EV fleet, you reduce that depreciation risk, as well as the hassle of selling vehicles at the end of their term. It’s also important to look at the whole-life cost of your EV fleet. Swapping fuel costs for electric charging means big savings, which are amplified by the number of vehicles in your fleet.
You may require vehicle charging points at your business premises. Your EV charger installer will advise whether you are eligible for grants towards this –such as the Workplace Charging Scheme – and your accountant will tell you whether installation costs can be treated as capital expenditure in your accounts.
Sustainability policies are driving the change to greener fleets in many organisations. In the desire to build greener supply chains, commercial decisions are increasingly being made on suppliers’ sustainability credentials – and it’s important to consider these wider business benefits of building a greener fleet. Indeed, many businesses make it clear on their van fleets that the vehicles are electric, as it’s a positive brand message.
The average EV driving range has increased threefold since 2011. Leasing electric cars and vans over a fixed term enables you to keep up with this technological evolution. With an average contract length of three years, leasing means you
“One of the quickest financial wins from leasing EVs is the impact on cashflow”
are regularly updating your fleet. Employees drive the latest vehicles with the latest gadgets and safety features; and the business enjoys the financial benefits of improved fuel and running costs that come with newer models.
HIYACAR
George Webb, senior business development consultant
Car sharing technology is helping NHS and local government organisations significantly reduce emissions and costs. By adopting digitally disruptive solutions such as Hiyacar, these organisations are less reliant on employee-owned vehicles, resulting in fewer cars on the road and contributing to the Government’s goal of lowering emissions by 65% by 2030.
While the NHS received an additional £2.4bn in revenue funding allocated by the Chancellor in March 2024, over 60% of NHS executives indicate they’ll require additional government funding within the next year to improve their prospects of achieving efficiency targets. NHS organisations are currently experiencing some of the most severe financial constraints in years.
Car sharing via well-managed vehicle pools is helping to alleviate the pressure of tight government budgets by transferring business miles travelled in employees’ own vehicles to modern greener less costly alternatives. These savings allow NHS organisations to allocate funds more effectively towards critical services and patient care.
Car sharing supports ambitious targets and promotes sustainable, cost-saving practices across the NHS and public sector. For example, in partnership with the Norfolk and Suffolk NHS Foundation Trust, Hiyacar successfully reduced emissions by 18.91 tonnes of CO2 and is estimated to save £53,000 annually using our booking portal and keyless technology. By shifting grey miles from employees’ personal vehicles to an efficient green pool fleet, the trust cut costs related to pence per mile payments, taxi fares and daily hires. The pool
initiative also led to a reduction in emissions, as the average employee car, typically an eightyear-old conventionally powered vehicle, was replaced by pool vehicles that are less than three years old and are electric or hybrid.
Meanwhile, many local authorities are keen to extend the availability of their pool vehicles beyond regular office hours and weekends. This approach offers dual benefits: it enhances mobility options for council taxpayers, many of whom struggle with affordability, while also generating revenue to offset vehicle operational costs. Hiyacar data highlights weekends and holidays as peak times for car sharing rentals, providing approximately 170 highprobability opportunities for additional income each year. With a rental rate of £50 a- day, this could potentially yield £8,000 per vehicle annually, optimising budget allocation and reducing the financial burden on the public sector.
“Car sharing via well managed vehicle pools is helping to alleviate the pressure of tight government budgets”
Technology meticulously records data such as mileage, duration of use and routes taken for each vehicle booking, ensuring efficient tracking aligned with operational needs. Crucially, the platform also captures information on driving standards and styles during critical events, such as accidents.
A recent study conducted by the climate charity ‘Possible’ revealed that many lowwage rural care workers spend as much as £150 a month solely on petrol. Urging ministers to consider implementing a social leasing scheme for electric vehicles, the charity aims to help these workers save large amounts of money and reduce emissions.
For NHS and public sector employees, car sharing presents an opportunity to save money and alleviate stress amidst the current cost-of-living crisis. As a business, we are actively addressing the financial challenges associated with individual vehicle ownership. Through convenient mobile app reservations, workers can save time compared to traditional handover processes and reduce the need for costly long-term parking solutions, especially in urban areas. Providing accessible mobility options at strategic locations also promotes the use of public transport for commuting.
No engine, no problem
The first Maserati Folgore electric models have arrived – and the Italian manufacturer has high hopes for them in the fleet market. By John
Challen
Cast your mind back not too many years and the idea of Maserati having a range of electric cars to seriously tempt fleet drivers would have been scoffed at by many. However, that scenario is now reality, with the introduction of the Grecale and GranTurismo Folgore models now to the UK market.
Reaffirming what his boss Peter Charters told Fleet World back in our March 2024 issue, Howard Dalziel, national corporate sales and approved used manager at Maserati, admits the Italian brand will never be a volume player in the sector. However, the success of the standard ICE Grecale model has given Maserati plenty of confidence for the battery-powered version. What’s more, the brand’s reputation is strong and desirability remains high.
“Grecale is doing a great job as a Maserati SUV and, with the addition of the BEV version, it gives drivers a very different option for this important area of the market,” he says. “It’s seen as a great company car and we’ve already had a lot of order activity for the Folgore. Companies have come to us and are keen to
work with us – and we’ve had a lot of discussions with the leasing companies.”
Dalziel says it’s likely that the acquisition of a Maserati Folgore – regardless of whether it is the Grecale or GranTurismo – won’t be the driver’s first foray into the world of EVs. Despite that fact, he has found a huge enthusiasm among the potential customers.
“People’s knowledge of the Maserati brand is very impressive,” he reveals. “They often know everything about the new cars and the only questions they have are around when they are on sale and when they might be able to get one.”
PUT TO THE TEST
Maserati is the first Italian performance brand to go electric and with the Folgore models, no expense is spared, or area of quality compromised. The materials game is strong, with generous use of carbon fibre and leather, and with sumptuous carpet on the floor.
The car we sampled came with ADAS and ‘tech assistance’ packs as standard, which meant the likes of traffic sign recognition, active driving assist, head up display and wireless charging. The climate pack is a £1,600 option, with drivers gaining heated rear seats, ventilated front seats, leather steering wheel and more. As you might expect, the interior – like the exterior – is almost identical to the petrol version, although drivers will have a choice of leather, artificial leather or the more sustainable Econyl – formed from old fishing nets and other discarded fabrics. That might not sound very ‘Maserati’, but it still looks and feels good. Power comes from two electric motors with a combined output of 542hp, along with a 105kWh battery, of which 97kWh is useable. Performance-wise, that trans-
lates to a zero to 62mph time of 4.1 seconds – it feels quick and puts a smile on your face. The theoretical driving range is 310 miles, which is probably enough for most drivers, but seems a bit on the stingy side these days, when compared with some of the competition offering close to 400 miles.
Out on the road, the Grecale Folgore –like almost every EV – offers plenty of power from the off and the performance is pretty linear as you accelerate. Inside the cabin it’s pretty refined – an ‘engine’ soundtrack has been created, but it’s subtle. The car is more comfortable on motorways than in rural environments. There’s adaptive air suspension, but it still feels quite firm at times – even in the softest setting. It’s by no means harsh, but not class-leading, either.
The Grecale Folgore is not cheap – as tested, our car came in at £116,007 – but then it IS a Maserati and the legacy, status and kudos that the brand offers is a price worth paying for a lot of drivers. How many will make it onto fleets and car lists remains to be seen, but it would certainly be an attractive option for many.
“Grecale is doing a great job as a Maserati SUV and, with the addition of the BEV version, it gives drivers a very different option”
When it comes to the GranTurismo, everything is taken up a notch – including the price (as tested, the four-seater came in at £193,570). It might not attract as many company car drivers as the Grecale, but Dalziel still maintains there’s been an “encouraging levels of interest” from fleets. Quite frankly, it’s easy to see why. Like the Grecale, there’s a luxurious feel to the cabin, which is spacious and yet cocooning.
Contained within that price are comfort (£600) and tech assistance (£2,400) packs as well as two advanced driver assistance packs – both an extra £3,480. Speccing all of them does essentially guarantee pretty much everything you’d need – highlights being LED matrix headlights, adaptive cruise control a 360° camera.
One of the concerns among many (including me) was how an iconic Italian V8 (or V6 now in the standard ICE version of the car) – specifically, the noise it makes – could be replicated in an EV such as this GranTurismo. Interestingly, a pianist was called in to help create a series of sounds for the car, including an interpretation of the engine note. The jury is out on these sounds for many (including me), but it really works. Sure, it’s subjective and it doesn’t replace the roar of a physical engine, but it’s one of the best ‘sounds’ I’ve experienced.
The GranTurismo is home to a 83kWh battery and three motors with a combined potential output in the region of 1,200hp, which helps take the car to 62mph from a standstill in under three seconds. Impressive but, with a sensible head on, the 310 miles available (by WLTP standards) will be gone in no time driving like that… Especially if drivers try and hit the 199mph top speed!
The GranTurismo Folgore really is a thing of beauty, style and performance – even with an electric drivetrain as opposed to an engine…
The Grecale Folgore joins a petrol-powered version of the car in the model range
Polestar 3
After much anticipation, Polestar’s luxury SUV has arrived in the UK. John Challen finds out if it has been worth the wait
With the Polestar 1 now firmly consigned to history and Polestar 2 accounting for 30,000 of the vehicles on UK roads, the next model in the series – the Polestar 3 – has finally come to market. It’s being closely followed by the Polestar 4, which means these are busy – and important – times for the Swedish brand.
In the Polestar 3, drivers are presented with a luxury SUV that has the likes of the BMW iX and Audi’s Q8 etron in its sights. Only the ‘3’ isn’t a typical looking SUV. The design and engineering teams decided to get rid of some of the wasted space at the top of the car to create a more streamlined, almost coupé-like appearance. The exterior features Polestar’s trademark coloured callipers (yellow or gold, depending on who you speak to), smooth
lines and LED headlights front and back.
Step inside the car and the quality oozes out. Five sumptuous seats await the driver and passengers, with numerous storage areas, extensive use of sustainable materials and plenty of space for all passengers throughout the cabin. There’s a minimalistic feel inside, but not on the levels of, say, a Tesla or Volvo EX30 or EX90. Most settings are altered via the main 14.5-inch central screen – including the glovebox. After an initial concern about this particular option, having been scarred by it in the Volvo EX30, we were relieved that it was actually easy to use and access, via a simple tap of the screen’s main menu.
Elsewhere, the Google-powered UX system is easy to navigate although we did have a few teething issues with the Google-based navigation system –
however, these quirks aren’t exclusive to Polestar cars. Polestar believes that its customers will be happy with – and favour – the technological approach of using voice inputs to control functions throughout. Failing that, the screen features a prominent home button and shortcuts to enable easy routes to favourite apps, functions or widgets. There are two models currently available in the Polestar 3 lineup, both using a long-range, dual-motor setup; one with performance pack, one without. Other packs include the Pilot Pack (available as a £2,300 option and adding in pilot assist, lane change assist and a 360° camera) and the plus pack. The latter option (available for an additional £5,000) adds in a host of extras, such as the hugely impressive 25-speaker Bowers & Wilkins audio system, featuring Dolby Atmos
technology. We were encouraged to sample the level of aural pleasure offered and it was hugely impressive. Other options here include heated rear seats, steering wheel and wipers, and soft-close doors.
A long-range single-motor version of the Polestar 3 is available to order now and deliveries are expected in early 2025. With a starting price of £69,900, this model might be the one for a number of drivers who like the look of the car, but are concerned about the costs involved.
Polestar is aiming high with the 3, which translates to performance on the road as well as inside and outside the vehicle. The SUV gets air suspension, but
“In the Polestar 3, drivers are presented with a luxury SUV that has the likes of the BMW iX and Audi’s Q8 e-tron in its sights”
the ride can feel a little firm in places. There are three suspension settings to choose from, which do help. Likewise there are steering feel options, depending on how light you might like your setup. The dynamic result is a sporty feel that reflects the car’s zero to 62mph time of 5.0 seconds.
Power-wise, the model we tested offers 489hp and 840Nm of torque (the performance pack numbers are 517hp and 910Nm respectively). It’s a lot of power –possibly too much for some – but impressive nonetheless. Refinement is another area that Polestar has worked hard on, no doubt with the German competitors in mind.
VERDICT
Polestar is entering a competitive sector but, with the 3, it has the right product to go toe-to-toe with the established products and (typically German) brands that dominate here. The Swedish brand isn’t afraid to be different and believes that it is an approach that many drivers will appreciate and lead to further success to help welcome further Polestar cars in the months and years ahead.
IN BRIEF
WHAT IS IT? Large premium SUV
HOW MUCH? From £75,900
RANGE? 349-390 miles (WLTP)
CHARGE TIME FROM 30-80%? 10-80% 30 minutes (250kW)
Key fleet model Long-range, dual-motor Quality; performance; atypical SUV looks Firm ride; lack of buttons takes some getting used to 7-word summary Three is the magic number for Polestar
Also consider Audi Q8 e-tron / BMW iX / Mercedes-Benz EQE SUV
Peugeot E-5008
NThe electried flagship delivers on seats and driving range, but what about on the road? John Challen finds out and GT), with prices starting at £48,550 and £52,350 respectively. On a safety level, the base model features the latest generation of advanced emergency braking, with radar technology, while other standard features include electric folding door mirrors, 19-inch wheels and LED headlights. GT drivers will get adaptive cruise control, a foot-operated electric tailgate and heated front seats.
ow that there are more electric C- SUVs on the market than seemingly any other type of car, OEMs are looking elsewhere to attract drivers to their battery powered offerings. Granted that’s not a difficult sell to fleet drivers who benefit from the 2% BiK, but the cars have still got to be good, to get the deal done. With its broad EV lineup, Peugeot says it doesn’t consider itself a legacy manufacturer, instead preferring the description of ‘a leading electric brand’. You can kind of see the logic, especially when it comes to electric vehicles – Peugeot has increased its BEV market share four-fold since 2023.
The 5008 model range covers hybrid, plug-in hybrid and this, the electric E-5008. Two of the most noticeable features about the car are an eight-year warranty and – arguably more relevant for business drivers – a theoretical driving range of 415 miles. That distance is possible with the long-range single-motor 98kWh version, currently not yet available, so we tested the single motor 73kWh e-5008, which still musters an impressive 311 miles from a full charge.
To add to the user experience, there’s more space for driver and passenger, with the new 5008 being 15cm longer
(4.79m) and boasting a longer wheelbase, by 6cm, taking it to 2.9m. As a result, there is more than enough room in all seats – including the sometimes troublesome third row, to which access is made easier (it really is; we tested it out) with a one-touch operation of pulling down the second-row seat.
“Peugeot says it doesn’t consider itself a legacy manufacturer, instead preferring the description of ‘a leading electric brand’”
From the driver’s viewpoint, there’s a 21-inch panoramic i-Cockpit, which shows information clearly and sensibly and is easy to navigate. The less said about the driver display, which is slightly impeded by the (small) steering wheel, regardless of where you position it. Peugeot says that customers like that element, but it’s not something that works for us.
However, what does work is the very plentiful specification, regardless of model – there are two trim grades (Allure
On the road, the E-5008 doesn’t feel like a big car. It’s nimble enough to operate in town and down narrow roads, with enough power (but not too much, which can be a good thing) when you head out onto A-roads and motorways. There’s minimal road noise and it rides well, but if you’re looking for a driver’s car, this probably isn’t the one for you. What does work in Peugeot’s favour is a limited number of direct rivals – as in seven-seat EVs – so it should attract quite a few drivers who need that capability.
IN BRIEF
WHAT IS IT? Large seven-seat SUV
HOW MUCH? From £48,550
RANGE? 319-415 miles (WLTP)
CHARGE? 20-80% in 20 minutes (160kW)
Key fleet model Allure
Interior layout; practicality, design
Small steering wheel divides opinion 7-word summary Spacious seven-seat SUV with great spec
Also consider Mercedes-Benz EQB / Kia EV9 / Škoda Kodiaq iV
UNDERSTANDING OF ELECTRIC MOTORING GROWS AMONGST BUSINESS DRIVERS
The lack of charging infrastructure has also become a greater concern for people who drive for work. In Q2 2024, 36% of business drivers said lack of charging options were holding back their employer from making the switch, compared to 34% in Q1.
However, more promising is the fact that businesses appear to be more confident in their EV knowledge. “It is encouraging to see that business drivers believe knowledge of EV motoring is growing amongst employers,” commented Tom Middleditch, Head of Electric Mobility at Europcar.
“It seems that the lack of charging infrastructure is still holding back a significant proportion of businesses, perhaps concerned about downtime and inefficiency during business hours. However, the UK’s public charge point network has grown by 49% in the past 12 months and is set to grow even quicker over the next year.”
With electric motoring being unfamiliar, a lack of knowledge around
what it is really like to drive and charge an electric vehicle, and manage an electric fleet, has been a significant challenge for fleets hoping to switch to electric from the outset. Europcar is helping businesses experience EV driving in the real world, with flexible durations and a variety of makes & models available to rent.
“We have invested in resources to help inform drivers of the reality of EV driving, as well as constantly adding to our fleet to provide the widest possible choice for renters,” explained Tom Middleditch.
“We also took to the road this summer to prove that driving electric is much easier than the headlines would suggest.
The key to better EV performance
“Smooth, steady and consistent driving, reading the road and anticipating the conditions ahead are key to getting better performance. It’s not actually much different to what you should consider when driving a petrol or diesel vehicle. But the pay-off in an EV is probably that much more immediately noticeable. Gentler acceleration and letting the regenerative braking do the hard work to get the energy back are also good disciplines.
“And the experience underlined just how useful it is to rent an EV for a few days, a week or more. Experience charging at different locations; learn how different chargers work as well as 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 having to make a financial commitment that might not be the right fit in the longer-term.
“Moving a business to a zero emissions strategy requires clear thinking, detailed planning and handson real-world experience. Our carefully designed EV solutions are futureproofing the whole mobility process and already support many organisations as well as private motorists on their sustainability journeys.”
ON FLEET
FIRST REPORT
Having had an Audi e-tron GT and Jaguar I-Pace for longterm test cars at the end of last year, the chance to sample a premium EV with driving range stretching over 300 miles was too good to miss. So when the Genesis GV60 recently joined the FW long-term test fleet and I was offered it, I couldn’t turn it down.
The best-selling GV60 in the UK is the two-wheel-drive Premium, offering a range of 321 miles (WLTP combined). With a fair bit of travel in the diary for the next month, it will be interesting to see how well that range stands up to a variety of journeys.
First impressions of our Saville Silver GV60 are very good. There’s
a lot of white in the cabin which might be a challenge to maintain in pristine order, but it brightens up the interior, helped by the panoramic sunroof, fitted with an electric blind to reduce the cabin temperature in hot weather and reduce air con energy consumption. There’s a lot of standard equipment, from safety kit to
ŠKODA ENYAQ 85 Edition
Alast-minute holiday gave another chance to head off to the West Country again in the Škoda over the summer break.
While I may have been a bit complacent about our last trip away, this holiday’s 150-mile journey each way and concerns over destination charging meant I was less lackadaisical.
My Driving Miss Daisy impression meant that I arrived at our destination with a figure of 4.6mpkWh and actually plenty of miles left but it was clear that I’d either need to charge again before leaving the following week or stop on the way back, which I wanted to avoid.
Several reccies of the bustling
sister campsite over the road showed that the two connectors onsite were frequently occupied and also regularly ‘ICEd’ by guests and campsite staff alike.
There were no other chargers in our village, but a venture into the next town revealed a 22kW device with two connectors. Run by SSE, it was mercifully partly unoccupied
THE NUMBERS
P11D £61,005
BiK* 2% I £20 (20%) / £40 (40%)
RANGE 321 miles
ON FLEET RANGE 261 miles
EFFICIENCY n/a
heated seats front and back and more besides. Given its all-up £61,000 price tag, compared with some rivals, you get a fair bit for the money, although there’s a lot of choice for similarly priced petrol/hybrid rivals. It looks and feels like a premium product. With a 100% charge, range is registering 261 miles, some way short of the 320 miles combined figure, but I shall be monitoring this carefully to get a more accurate figure. The car will be with us through the winter so we should build up a good picture of how far it will take us. I’m looking forward to it.
John Kendall
and seemed to save the day. Until I checked the Škoda app to find the other driver had disconnected our car from charging at some point. Luckily, a late evening trip over to the main campsite eventually sorted me out.
One other thing I appreciated on this trip was the Enyaq’s Škoda Connect navigation. While I normally connect wirelessly to Android Auto and use Google Maps for latest traffic info, the lack of signal in Devon lanes on my return journey meant I couldn’t plot a route this way for the first half an hour, but I could access the in-car navigation.
Natalie Middleton
VOLKSWAGEN ID.7 Pro Match 77kWh
More miles for the ID.7 and more friends being made along the way as Volkswagen’s flagship EV attracts a lot of attention. While its overall appearance is conservative enough for it to blend in, it’s got a presence that means you almost can’t help but
notice it. The size is one thing – it’s a pretty long car – but also elements of the styling such as the light bar that stretches across the front of the ID.7.
It has to be said that these are all positives and people seem more impressed when they get inside
the car. I’ve mentioned the seats before – finished in ‘Art Velours’ microfleece with added support –and they are ideal for keeping you comfortable on long journeys. And that’s where a lot of ID.7s are likely to come into their own – motorway cruisers that benefit from nearly 400 miles of driving range.
Elsewhere, the boot has been called into action recently when required for some deliveries – the 532 litres being more than ample for the load that featured various items that needed to be distributed. Given its size, the only thing I would’ve liked is one of Škoda’s ‘Simply Clever’ solutions, with boot supports that keep smaller items in place.
The warmer weather is helping keep the available mileage reasonable, but it has dropped a bit due to a few more shorter, urban journeys this month. I’ve got a couple of longer runs lined up, so I’m hoping the trip computer and clever electronics will drag it back up closer to the WLTP and manu-
facturer stated maximum. Out on the road, meanwhile, the ID.7 is serene and makes good progress effortlessly. There is minimal noise throughout the cabin, plenty of power when required and the regen braking system – operated by the steering wheel mounted gear lever – works like a treat. It’s even more comfortable since I turned off the IDA voice assistant. Too many occasions where it would spring into action and then be a faff to cancel meant it got put on the subs bench for a while. I’ll go back and revisit it down the line, but I’m enjoying not having the interruptions right now!
John Challen
ON FLEET
RENAULT MEGANE E-Tech Iconic
Ask any parent and they’ll tell you that holidays with children can be anything but relaxing, especially if they involve lots of driving. The endless snacking, the moaning, the constant toilet stops – and the children can be pretty bad as well!
Add EV charging into that recipe and the stress is heightened still further. Two days after an overnight trip to Cornwall, I headed down to north Devon with my son for our family holiday. The Megane’s range would just about make it there but, without destination charging at our rented cottage, we would be entirely dependent on public chargers.
In fact, I took the decision to stop halfway at an InstaVolt, underlining its partnership with McDonalds at many locations. While personally I prefer to try and keep heart disease and obesity at bay a little while longer, for anyone with children, it’s an easy win. They get to have lunch and you get a convenient rapid charge
at the same time – exactly the way it should be, charging because you need to stop, not stopping because you need to charge.
Charging on the rest of the week’s holiday wasn’t quite so easy, however. A recent survey by Drax found that just 6% of city hotels provided access to EV charging and we think holiday lets and Airbnbs will soon need to start thinking about this too. As with WiFi provision, it’s a question that
they’ll be increasingly asked and many, like our location, wouldn’t allow charging via a three-pin granny cable, which would have solved our charging issues.
North Devon isn’t exactly overencumbered with rapid chargers of 50kW and above, so instead I was forced to keep doing odd 20 to 30-minute top-ups here and there where possible and muddle our way through.
The problem is that none of
AUDI A3 SPORTBACK Black Edition 35 TFSI S tronic
Amonth or so living with our A3 leads me to believe it is the sweetspot in the range thanks to its combination of style, performance and affordability.
For a start, its ‘S3-lite’ looks really appeal in Black Edition trim – the black styling accents and the graphite grey wheels make it look like the full-house S3, but at a more affordable level.
And while its 150hp 1.5-litre engine can’t compete with the all-singing S3’s turbocharged 330hp 2.0-litre, it has enough get up and go for everyday use. (And it’s nearly £10,000 cheaper at the front end).
Of course, the plug-in hybrid A3 is probably the best route to go down for a cost-conscious driver, but for a user-chooser who wants looks and performance at an affordable level, our Black Edition A3 is a decent compromise.
Talking of compromises, potential buyers need to be aware that the great looking 19-inch alloy
THE NUMBERS
P11D
BiK
these infrastructure issues are the fault of the Megane, which can charge at a creditably fast rate at an ultra-rapid device – and also proved superbly comfortable transport through the holiday. The boot was large enough to swallow almost all our holiday luggage and it was hard to imagine many EVs that would have better fitted the size/range/practicality brief much better than the Renault.
With us already staring down the barrel of it leaving us late next month, we’re going to miss it. But I’ll just have to vacuum half of Westward Ho! beach’s sand out of the boot first…
Nat Barnes
wheels and low profile tyres do generate plenty of road noise, so this model probably isn’t the best choice if your driving involves a lot of motorway work.
Other quibbles? A piece of plastic trim surrounding the gear selector has worked loose (very un-Audi like) and there is a sporadic engine warning light relating to an emission control function. I’m not sure if it really is a fault in the emissions system, or simply a problem in the dashboard because it will show up for a journey and then disappear for weeks. However, I’ll be getting it booked in at my local dealer for a check.
Julian Kirk
SEAT IBIZA Anniversary Edition FR 1.0 TSI 115hp
Isaid in the first report that this engine is the pick of the Ibiza range and the last 1,000 miles or so – mainly urban with a touch of motorway driving – have confirmed my initial thoughts
It also appears to be something of a fuel economy star, regularly clocking up over 60mpg on the SEAT’s trip computer – and that’s genuinely without really trying, which makes it even more impressive.
The Ibiza is incredibly easy to drive too – and whilst it’s true that at low revs, in higher gears, it can feel a little lacking in oomph, it’s nippy when it needs to be.
There is good refinement on the motorway as well, which I discovered on a recent annual camping trip and it proved more than capable of swallowing all the required kit. Yes, there would have been more space for stuff in business editor Natalie Middleton’s Enyaq – who had a similar bank holiday experience – but it was perfect for me.
Recent sunny days have also further highlighted the value of the panoramic sunroof – fitted as part of the Ibiza’s 40th Anniversary Edition specification – which really does make the Ibiza’s cabin a great place to travel many miles.
It’s not all been plain-sailing though, as the otherwise excellent
infotainment system doesn’t seem to respond when when I fast-forward adverts on my longjourney podcasts.
I am still trying to work out if it’s the car, my iPhone’s weedy Bluetooth, or me, but it’s frustrating (and distracting) all the same.
Luke Wikner
We are looking for an experienced Business Development Manager from the rental or leasing sector, to nurture and grow SOGO’s client base. We seek a proactive leader to drive growth by identifying new opportunities, building client relationships, and developing strategic partnerships. The role focuses on expanding our customer base, increasing revenue, and supporting sustainability and responsible leasing practices.
After meeting Mr Kendall, who’s filed the first two reports for our Isuzu D-Max Utility, for a spot of lunch in Preston, it was soon time for me to drive the D-Max back up to Scotland. It's not exactly built for long motorway slogs, but I was surprised at how well it did the job.
In John’s last report, he mentioned it has a low first gear. This caught me off guard while setting off for the first time, but you get used to it and a rapid up-shift does soothe the agricultural soundtrack – and help keep the revs down as previously mentioned.
Setting off, the fuel readout
showed 510 miles – the tank being roughly three-quarters full. The 1.9-litre has enough shove to keep up with modern traffic. Likewise, sinking your right foot in sixth gear while doing 60mph on the motorway gets you past slow-moving vehicles without shifting down. The six-speed manual feels clunky,
THE NUMBERS
P11D
but in the best possible way; it’s exactly how you would want a tough utility pickup to feel.
Its supportive seats kept my back intact on the 205-mile journey back to my home in Scotland. Cruise control, albeit not ACC, made the drive easy and the noughties-like double DIN Pioneer head unit, complete with blue backlighting, was entertaining. It was a reminder of simpler times and how basic tech is all that’s really needed.
Arriving home, the fuel readout showed 320 miles, half a tank left – and an economy readout of 36.3mpg.
Matt MacConnell
SUPPLIER DIRECTORY
FANTASY FLEET
MOBILITY OUTSIDE THE BOX
First it was the astronauts, now it’s the billionaires who are blasting off into space. As Jared Isaacman, along with engineer Sarah Gillis, became the first nonprofessional crew to perform a spacewalk (as opposed to a Moonwalk) in September, it’s quite possible (but probably very unlikely) they were thinking the trip would be made even more special if they had a car to drive up there.
Well, thanks to Toyota, that dream could soon be a reality, as the Japanese manufacturer is in the midst of developing the Lunar Cruiser. A collaboration with the Japan Aerospace Exploration Agency (JAXA), the vehicle is being created as part of the Artemis space programme. Full disclosure, Mitsubishi Heavy Industries is also involved, but that’s with the development of the Lunar Polar Expedition (LUPEX), as opposed to on the JAXA side of things.
What’s the point? Well, Toyota says the Lunar Cruiser will enable it to ‘apply the finetuned technologies used in the moon’s
words John Challen
extreme conditions back on Earth’. Whether those wheels and tyres will make it to a production passenger car, or styling cues are taken from the split front windscreen, remains to be seen.
However, there are other innovations and technologies in the pipeline that could be adapted to vehicles used by us mere mortals back on planet Earth.
These include: radio signal navigation; safe driving route generation; an intuitive driving control, and driving assistance with a superimposed display.
According to Toyota: ‘All learnings will favour safe driving on all kinds of terrain on Earth too. Other possible applications could be the remote and automated scan-
“All learnings will favour safe driving on all kinds of terrain on Earth too”
Price: Out of this world!
Power: Fuel cell
Seats: Four
In production: 2029
Tyres: Bridgestone
Wheels: Six
Likelihood of making it onto the fleet? 0.54321/10
ning of disaster areas or goods transportation in dangerous zones.’
Inside the Lunar Cruiser, as you may imagine, space is at a premium (no pun intended). There is technically room for four crew, but the quartet could be living and working together for up to a month. To make things easier – or more bearable – for the duration, Toyota says it is putting an emphasis on user experience, driving performance and automated off-road driving.
We’ll have to wait until 2029 for the fuelcell-powered masterpiece to enter service, but the Lunar Cruiser’s development will benefit from the LUPEX project, which will head to the moon in 2025.
Toyota Lunar Cruiser
evfleetworld.co.uk
vanfleetworld.co.uk
John Kendall
VFW editor
“Electrification is delivering new opportunities”
The dawn of commercial vehicle reclassification?
Visitors to the recent IAA Transportation Show in Hanover could not complain of a lack of light CVs. The latest Volkswagen Transporter was given its global unveiling, Kia brought its concept electric vans to Europe for the first time, Ford launched the E-Transit Courier and hybrid Ranger, Renault unveiled its Estafette last-mile delivery concept and launched its Master fuel cell prototype, while Toyota also gave us a hybrid variant of the Hilux pickup.
We also saw a pretty clear indication that manufacturers from China are taking a serious interest in European sales. BYD displayed a range of commercial vehicles from vans to trucks and Maxus launched its latest product, the eTerron 9 electric pickup. Staying in Asia (to a degree), Iveco’s partnership with Hyundai yielded the eMoovy electric model, based on a Hyundai light CV, to be sold with Iveco badges.
If you take the Renault Estafette concept, Kia concepts, BYD E-Vali and even the Ford E-Transit Courier, they are all models that don’t fit the existing European light CV order of small van, compact high cube van, medium van and heavy van. If they all go on sale, they will cross some of those boundaries and even compete with other models in their range.
It also shows that electrification is delivering new opportunities. IAA Transportation also included an indoor test circuit for e-cargo bikes and other local delivery vehicles, which also offer an alternative to the established van sector. For urban areas and cities with Clean Air Zones in particular, they have a lot to offer.
Economic viability will be key for new entrants to the market, faced with the challenges of aftersales support – but it’s clear that the world of light CVs is changing.
WEIGH IT UP
From tippers to cranes, Matt MacConnell finds out what conversions are available to van fleets – and how they can help businesses improve efficiency
Whether a fleet manager is looking to expand their fleet or simply replace existing vans, there is a lot to consider when purchasing a new LCV.
Beyond considerations about what it will be used for and how far it will be travelling, there’s also the shift to EV – a topic that extends deeper into increasingly familiar territory. And then there’s conversions – an important factor to fleets running commercial vehicles to consider. Conversions make up a sizeable portion of LCVs, particularly for larger vans with a gross weight of 3,500kg, but fortunately, there’s a lot of choice from OEMs and converters for EV and ICE vehicles.
Electric vehicle technology is evolving. Larger batteries increase range; faster charging allows operators to meet work schedules and little floor space is lost to batteries. If fleets choose to convert an electric van, it’s essential that the work doesn’t interfere with the battery and electrical system. Vehicle security company TVL Security stresses that modifications to electric vehicles should be carried out by highly trained professionals according to the manufacturer’s guidelines, to guarantee not just the integrity and functionality of these components, but also that the final product meets the necessary safety standards and regulations.
CURRENT CONVERSIONS
Maxus provides a range of LCV electric vehicles, from the eDeliver 3 to the eDeliver 9. These are split into various categories: milk float, sliding side door, crew van, chassis cab, low-floor Luton and tipper. The OEM offers a full electric van conversion service, as do Nissan and Renault for their LCVs. Meanwhile, hop onto the Ford Transit chassis cab configurator and you will find four options:
Maxus,
like some rivals, offers an electric van conversion service
single cab, double cab, skeletal chassis and E-Transit chassis single cab. Opt for the latter in electrified form and you’ll get a 1,714kg maximum payload. Stick with the entry-level ICE guise and that figure increases by 1,269kg. It’s easy to get lost in the Ford configurator – there are lots of options to choose from – but Ford offers various conversion prep packs that remove seats and can add roof modifications.
“Weight management is another important consideration. Conversions should avoid increasing the vehicle’s weight as this can negatively impact the vehicle’s range and overall performance,” reasons Laura Moran, TVL Security’s managing director. “Using lightweight materials – such as opting for aluminium frame racking – and incorporating efficient design principles are essential to mitigate these effects.”
Refrigeration units represent a complicated affair because of the technology involved – but there’s still plenty of choice from OEM and converters. Renault uses Kerstner e-CoolJet refrigeration bodies for its new Master E-Tech (below left), which allows the driver to control the temperature via a touchscreen inside the cab. If a fleet wishes to convert an existing van, Blackburn-based refrigerated LCV converter CoolKit can assist. The company offers van conversion kits for those wishing to do the work in-house as well as full conversions: the conversion area on the company premises can hold up to 300 vans.
COLD AS ICE ALTERNATIVES
Refrigeration units require power, which could cause concern when running a fleet of electric LCVs, but according to CoolKit, its conversions do not draw power from the van’s battery. Each refrigeration unit is powered by independent lithium-ion batteries. If the units require additional power for whatever reason, they can also draw power from the van’s batteries up to certain levels. This allows for optimised payload capacity without weakening the unit’s capabilities. Its vans can also be fitted with solar panels to help take load off the main battery system. CoolKit supports multiple van models such as the Renault Kangoo E-Tech, Maxus eDeliver 3 and 9, Vauxhall Vivaro Electric, Mercedes-Benz eVito, Toyota Proace Electric, Renault Master E-Tech and Ford E-Transit.
Clitheroe- and Huddersfield-based catering business Total Foodservice Solutions approached CoolKit for
“Refrigeration units represent a complicated affair because of the technology involved –but there’s still plenty of choice from OEM and converters”
refrigeration units and has since driven away with 22 conversions. The vans used were 3.5-tonne Mercedes-Benz Sprinters.
Meanwhile, Alphabet recently helped transform the fleet of life safety system installer Protec. The company operates a mixed fleet, with around 160 small and medium-sized vans, and before working with Alphabet, Protec managed its fleet management and acquisition programme in-house.
“We used to own and operate a basic van fleet; engineers had no air conditioning or sat nav and a simple loading area conversion,” recalls Gawin Davies, group service director at Protec. “Alphabet has helped us to introduce a highquality vehicle lineup.”
TIPPER TOP CONVERSIONS
Tipper bodies have always been popular in the construction and forestry sectors. Manufacturers such as Citroën offer Ready-to-Run ICE tippers from its own conversions range, which are available in L2 single cab or L3 crew cab forms. The L2 will carry a payload up to 1,222kg while the reduced bed size of the L3 crew cab carries 1,033kg. Likewise, Citroën also offers a dropside. This model is
available as an L2 (1,441kg payload), L3 (1,366kg payload) or an L3 crew cab (1,253kg payload). Curtainside vans, box vans low-floor Luton vans and standard Luton vans are also available.
When it comes to heavy lifting, there are a few crane options available. Having a vehicle manufacturer-approval stamp on a conversion, however, may not only help resale value but will also reassure a fleet manager that the conversion is done correctly.
Penny Engineering (formerly Penny Hydraulics) is a Volkswagen Commercial Vehicles-recognised converter. The Derbyshire-based company offers LCVmounted cranes and loading platforms. Its swing lift crane can lug between 100500kg, while its hydraulic cranes, which are mounted to a tipper bed, can lift anywhere between 500-2,650kg – with a boom reach of 2.47m to 6.79m, depending on the option chosen.
FIT FOR PURPOSE
What are the options if a fleet manager wishes to upgrade an LCV’s current conversion? Of course, finding an outfitter to apply the latest the industry has to offer for an existing van won’t be too
much of an issue, but what about the old conversion? Companies can scrap existing parts, but this soaks up time and resources. Another option is to approach an asset auction company.
According to BPI Asset Disposal Solutions, selling unwanted or aged LCV conversions generates capital that can be reinvested back into the business. Partnering with an asset disposal company, such as BPI, means vehicles don’t need to be sent to a large auction house. A reputable asset disposal specialist should already have a database of potential buyers or a marketing function to find them.
“Until recently, most fleet managers would simply send their light commercial vehicles to the usual dealer network or an auction,” says Kev Gardner, BPI’s commercial manager. “Now, more are choosing to optimise value by working with an asset disposal specialist. One of the reasons for this is that large auction houses often require all the vehicles to be sent to them to be catalogued and put up for sale, which is a huge logistical operation and an additional burden for fleet managers – something that we can avoid by selling directly from your site.”
Asset disposal not only prevents these vehicles from taking up valuable space, but also plays a crucial role in supporting the circular economy. By auctioning these assets, they are given a second lease of life, extending their operational lifespan, claims BPI.
“Asset disposal specialists can advise contractors on the best practices for repurposing their assets, ensuring compliance with environmental regulations, helping them to make the shift towards net zero emissions or meet ESG goals and contributing to a more sustainable future,” adds Gardner. “We find that there are various other reasons why businesses might consider asset disposal, ranging from fleet renewal through to restructuring, change of business focus, relocation or liquidation.”
The Protec van fleet has been transformed by Alphabet which has introduced a range of equipment for its vehicles
CoolKit’s EV conversions are equipped with separate batteries for refrigeration. Solar panels can help reduce electrical load
SHOW REVIEW
LIGHT WORK
Europe’s largest commercial vehicle show, IAA Transportation in Hanover, took place in mid-September, previewing a number of production and concept vans and LCVs. John Kendall was there
// KIA
Kia gave its range of electric light commercial vehicle concepts their European debut at IAA. The first van to arrive after production begins next year will be the PV5, loosely a competitor with models around the size of the Ford Transit Connect. Kia plans to roll its models out in three phases. Following the PV5, the PV7 is scheduled for launch from 2027, which will then be joined by the larger PV9 – and possibly the smaller PV3 last-mile delivery vehicle from 2030.
“In the next 12 months, we’ll be looking at how do we go to market. Apart from getting the product right in terms of specs etc, we will also be making sure that we are ready and the network is ready,” Sjoerd Knipping, VP marketing and product, Kia Europe revealed. “We’ve got more than 600 Kia partners around Europe and our first go-to, also for the business, is our existing dealer network.” Kia knows that it will need further specialisation in the network for the larger models that will follow, but the company has the time and resources to ensure those are in place.
// RENAULT ESTAFETTE
Renault revived a name from the 1950s to grace its concept, developed as part of the Flexis joint venture with Volvo Group and CMA CGM Group, presenting a last-mile delivery vehicle concept. The Estafette shares something with the Kia electric van concepts in that it crosses the established European LCV categories. As Renault puts it, Estafette combines the length of the Kangoo L2, with the agility of the Clio and the load capacity of the Trafic L1H2. One of the targets, according to Yannick Bignon, LCV design project director, Ampere, was to optimise the ergonomics of the vehicle for the driver, as well as safety and security. “For the ergonomics, the driver does not need to leave the vehicle to access the cargo area, which helps to ensure the safety of the driver because he doesn’t have to go on the road side, so it is both ergonomics and safety. It also ensures the security of the load because it is not necessary to open the vehicle when the driver enters the load area.”
At 2.59m tall, there is plenty of standing headroom inside the vehicle, making it suitable for a range of activities including a mobile shop or service van. A rear roller shutter is intended only to load the vehicle at the start of the day and unload it at the end. Otherwise, access from the vehicle to the roadside is via the large sliding cab doors. The concept’s grey paintwork and yellow roof is designed to disguise the height of the vehicle. Renault plans to put the Estafette into production in two years’ time.
// BYD
Chinese manufacturer BYD followed a similar route to Kia and Renault with its E-Vali electric LCV, which made its world debut at IAA Transportation. It will be available with gross weights of 3,500kg and 4,250kg. BYD claims a load volume of between 13.9 and 17.9m3 and payload of up to 1,450kg. The van will offer standing headroom and the load area can be accessed via the rear barn doors or side sliding door. A door in the front bulkhead will provide access to the load area from the cab.
Interior features include electrically adjustable seats as standard, folding table in the centre console, fridge/cool box, storage boxes and pockets. A range of standard ADAS controls includes rear cross traffic alert.
Battery capacity is 81kWh with up to 335hp combined motor power for four-wheel-drive models. The battery can be rapid charged at up to 188kW, taking it from 10% to 80% in around 30 minutes. BYD claims a range of between 137 and 155 miles.
SHOW REVIEW
// VOLKSWAGEN
Volkswagen used home ground to launch the seventh generation of the VW Transporter at IAA Transportation. The joint development with Ford offers more space and payload as well as increased trailer weights compared with the sixth generation model. In addition to the expected diesel range, Transporter will also be available with plug-in hybrid and battery electric power.
Panel van and passenger-carrying Kombi and Shuttle versions will be offered. Transporter will be available with two lengths and two roof heights, providing body volumes of between 5.8m3 and 9.0m3. The short wheelbase standard roof model offers over 10% more space than before, while maximum payload is extended by 130kg to 1,330kg. Maximum braked trailer weight rises by 300kg to 2,800kg.
TDI diesel models will be available with 110hp, 150hp and 170hp power outputs. The 170hp variants come with eight-speed automatic transmission as standard. Meanwhile, 4Motion four-wheel drive will be available with 150hp variants. Hybrid variants will not be available until 2026 but will offer total system power of 230hp. Electric versions will be fitted with a 64kWh battery and put out 136hp or 218hp. Sales are due to begin in Q1 2025.
// MAXUS
Maxus may have been first to market in the UK with an electric pickup, but the T90 on which it was based was clearly an older product compared with the company’s more recent introductions. Even so, the eTerron 9 came as a bit of a surprise at the show. It is a four-wheel-drive electric double cab pickup with a 168hp motor driving the front wheels and a 268hp motor at the rear. Power is stored in a 102kWh battery pack, which can be charged from 20 to 80% in around 40 minutes at up to 115kW. Maxus quotes a range of up to 267 miles. The IAA vehicle displayed only offers a payload of 620kg, which would rule out VAT refunds for UK buyers.
Maxus LCV boss Richard Chamberlain told VFW that this will be remedied before the vehicle goes on sale and a 1,000kg payload will be available.
// IVECO eMOOVY
Iveco’s collaboration with Hyundai has given the company an electric light CV, now that access to the Stellantis LCV range is no longer available to the company. It offers an electric chassis-cab in the 2,500kg to 3,500kg sector, with a claimed range of up to 200 miles. Battery capacity is up to 76kWh. At present, however, there are no plans to offer the eMoovy in the UK.
RENAULT MASTER E-TECH 100% ELECTRIC
As winner of the coveted 2025 International Van of the Year award, New Renault Master E-Tech 100% electric represents a major step forward for the large van sector, offering advanced aerodynamics, reduced fuel consumption and an extended 285 miles (WLTP) driving range* for the battery electric variants.
Ashorter bonnet brings a more steeply raked windscreen, more streamlined roofline and air intake ducts, while offering the space you would expect from a van in this class. New Master E-Tech offers greater load lengths than its predecessor with up to 3,855mm and panel van load volumes up to 14.8m3. There’s a wider sliding side load door offering more flexible loading. A Europallet fits neatly through this door.
Practicality doesn’t end there. New Master E-Tech van will carry payloads up to 1,625kg* and provide a towing capacity up to 2,500kg. Although it’s longer than before, New Master E-Tech gets a shorter wheelbase, making it more nimble – the turning circle has been reduced by 1.5m.
The bold exterior and completely redesigned cab are reminders of Renault’s lengthy design pedigree. New Master ETech stands out from the crowd with its bold aerovan design, conveying dependability, durability and safety. The deep front grille incorporates the new Renault logo flanked by the full-LED headlamps in the signature C-shaped array around the grille.
Inside, the S-shaped dashboard brings car design into a van cab. High-grade materials come together with a standard 10-inch screen, seats from Austral E-Tech range and a steering wheel which comes from Renault’s passenger vehicle range. This is adjustable for height and reach, while versions with automatic transmission feature controls on the steering wheel, providing more space around the driver.
Safety is enhanced by up to 20 advanced driver assistance systems*. These include Automatic Emergency Braking, Trailer Stability Assist and Lateral Stability Assistance, as well as Intelligent Speed Assist, helping drivers to keep under the speed limit.
New Master E-Tech comes with the OpenR Link multimedia system as standard. Included is a 10-inch screen, with wireless Android Auto and Apple CarPlay connections, replicating a smartphone screen. This is the first Renault LCV to be fitted with the OpenR Link system with Google built-in*. Developed with Google, the system runs on Android Automotive OS 12. Google Maps navigation, the Google Play app catalogue and voice-controlled Google Assistant are all included.
New Master E-Tech offers 25% more cab storage space than its predecessor with 135 litres in total, including side cupholders, glove box drawers, generous two-tier door storage as well as overhead storage. Unlatch the middle seatback and it folds down to form a desktop, while there’s laptop storage in the
seat base and USB C-ports to quickly charge devices. It’s Master E-Tech as mobile office*.
New Master has been designed for a range of power options, including diesel and battery electric, with hydrogen power planned for the future. From launch, power options include three diesel engines offering 130hp, 150hp or 170hp. Thanks to New Master’s aerodynamic design, all use significantly less fuel than the previous model. Six speed manual or new nine-speed automatic transmissions are available.
New Master E-Tech 100% electric is powered by a 105kW motor delivering 300Nm of torque. Electric power is stored in an 87kWh battery providing a WLTP range of up to 285 miles. Using a 130kW DC rapid charger will add 142 miles of range in just 30 minutes. A 22kW AC home charger tops up the battery from 10% to 100% in just under four hours. Master E-Tech Electric completes the electric Renault LCV range, joining the Trafic E-Tech and Kangoo E-Tech electric models. Prices start from £42,500 for Master E-Tech electric and £33,500 for diesel power.
van of the year
Renault Master
Variety is the order of the day with Renault’s latest iteration of its large van, says Matt MacConnell
The Ford Transit has been the UK’s best-selling van for years now, closely followed by the Mercedes Sprinter. With that it mind, the pressure was on Renault to come up with something impressive if it stands any chance of closing the gap. Instead of throwing some new trim bits and integrating some modern tech into the third-generation Master and re-releasing it, Renault unveiled the all-new model in late 2023 and we’ve recently had a chance to drive it in the UK.
It’s business as usual with Master’s side and rear styling, but the front has been completely revised, giving it a sharper and meaner look. While the revised look is welcome, the changes serve a further purpose. Renault has optimised the Master’s aerodynamics to help improve efficiency and reduce interior noise levels. A shorter bonnet, combined with a streamlined roofline and mirrors, means that aerodynamics are improved by 20%.
Drivers can choose from the E-Tech Electric, with an 87kWh battery and a 285-mile range, or one of three diesel options, which span a power band from 128 to 168bhp. Likewise, there are three size options: L2H2, L3H2 and L3H3. The entry-level L2H2 is 5,680mm in length and has a load volume of 10.8m3, the L3H2 is 6,310mm in length and has a load volume of 13m3 and the largest L3H3 is the same length as the L3H2 but has a volume of 14.8m3 thanks to a higher roof.
But we’re going to concentrate on the internal combustion technology. The diesel units are offered with a 3.5-tonne maximum gross weight – and Renault claims that a heavy-duty L2H2 model will be able to cart up to 1,917kg, but this is capped at 1,419kg, for now.
Attempting to mount the Master’s driving seat can be somewhat tricky as there’s no grab handle, however a dashboardmounted cupholder helps here. Inside is a Google-powered 10.0-inch digital screen, which is compatible with both Apple CarPlay and Android Auto. There’s no option for a digital dashboard just yet, but Renault claims this is coming next year.
There are lots of cubby holes, cupholders and storage bins dotted throughout the cabin, which total 135 litres of space. For those who need an office spot while on the move, the middle seat folds flat and doubles up as a table. There are also USB-C charging ports to help keep devices powered.
Even with a 400kg weight in the rear, the 168hp feels pokey when pulling away and the six-speed manual gearbox is smooth, making it a pleasure to swap cogs. There’s a little body roll, which is more notable than in the EV. Still, nothing too dramatic. Despite its size, the Master feels very car-like in the way it drives and also thanks to the onboard tech such as the reversing camera, which makes it a doddle to park. Around town,
the 148bhp doesn’t feel too far behind the 168bhp van, but there’s a noticeable tailoff at around 3,000rpm, which makes joining busy motorways a tad trickier.
Both the 130 and 170 options can return 33.2mpg combined, while the all-rounder 150 gives a slightly better 34mpg. Note, that this is with the six-speed manual gearbox and not the nine-speed automatic.
There are two trim levels available –Advance and Extra. Both come with the crisp and quick 10-inch touchscreen but, for a little more, drivers get Google Maps and infotainment voice control, blue stitching, LED-lit load area and more 12V sockets with the Extra trim. If these additions aren’t required, you’ll still get electric windows, manual air conditioning, automatic wipers and lights, rear parking sensors and lots of other features with the base trim.
Prices start at £33,500 (excl VAT) for the L2H2 spec, while the range-topping 170 powerplant is an extra £5,000. Spec the 150 and it’s an extra £750 on the base price.
IN BRIEF
WHAT IS IT? Large van
HOW MUCH? from £40,200 (incl VAT)
GROSS PAYLOAD? 1,419kg (max)
ECONOMY? 33.2-34mpg (WLTP)
DRIVE? 2.0-litre diesel, developing 128-168bhp with 350Nm-380Nm
