Fleet World March 2023

publisher Jerry Ramsdale jerry@fleetworldgroup.co.uk

editor Fleet World

John Challen john@fleetworldgroup.co.uk

editor-at-large

Alex Grant alex@fleetworldgroup.co.uk

business editor

Natalie Middleton natalie@fleetworldgroup.co.uk

editor Van Fleet World

John Kendall john.kendall@fleetworldgroup.co.uk

account directors

Claire Warman claire@fleetworldgroup.co.uk

Ian Frost ian@fleetworldgroup.co.uk

circulation manager

Tracy Howell tracy@fleetworldgroup.co.uk

head of

Luke Wikner luke@fleetworldgroup.co.uk

designers

Victoria Arellano

Dan Bennett

John Challen editor

A step too far, or maybe too soon

The 2030 deadline for the end of internal combustion engine car sales in the UK looms large, with a lot still to be done with EVs and their recharging networks. With that date in mind, the industry must have been pretty dismayed by the images on social media – and subsequently traditional media – around Christmas of EV drivers in long queues for chargers. Even when taken with a pinch of salt, the images don’t make great viewing, but are also indicative of an infrastructure that seems to continuously playing catch up.

As you might expect, it’s not as straightforward as that and both Alex Grant and Paul Hollick address the situation in this issue of Fleet World. They also touch on drivers who have either switched to EV, but then come back to the ICE side and also those who are happy to stick with petrol power (or, to a lesser extent, diesel power). You can read more about the issues faced by drivers from them and also how more eduction is needed.

So what about potential solutions? Or, to put it a better way, what is the least worst path the EV from now? Because, setting aside the drivers who have successfully transitioned to electric vehicles, it appears to be a major issue. Could the government revise the date for shifting to EVs back to 2035, like other countries? We’ve seen a few political ‘u-turns’ recently, so it wouldn’t be the biggest surprise! More investment in charging stations? Difficult to justify as the country teeters on the brink of recession and is in the midst of a cost of living crisis.

One thing that the automotive industry does have on its side is the fact that it is almost always easier and cheaper to drive than get the train. Whether its strike-affected services or budget-busting ticket prices, a stampede for public transport is unlikely anytime soon.

Great British Fleet Event 2023 build-up

Transitioning to EVs is just one of the big issues facing fleets – alongside factors such as managing budgets and keeping drivers happy. Within the pages of Fleet World, we try to offer advice and guidance – check out the fleet management feature for help with that area of the business – and our Great British Fleet Event 2023 on Tuesday 25th April 2023 in Milton Keynes another opportunity to improve your business. Companies already signed up to exhibit include: Mazda; Shell Fleet Solutions; MG; Athlon; Michelin; Suzuki; Fleet Operations; Northgate; Geotab and many more. Make sure you are there too – more information at the website www.greatbritishfleetevent.co.uk

“Could the government revise the date for shifting to EVs back to 2035, like other countries? We’ve seen a few political ‘u-turns’ recently, so it wouldn’t be the biggest surprise!”

– FUEL CONSUMPTION AND CO 2 FIGURES FOR NEW DS 7: MPG L/100KM: COMBINED 48.7/5.8 TO 250/1.1, CO 2 EMISSIONS: 106 - 26 G/KM. ELECTRIC ONLY RANGE UP TO 43 MILES (WLTP). The fuel consumption or electric range achieved, and CO2 produced, in real world conditions will depend upon a number of factors including, but not limited to: the accessories fitted (pre and post registration);

FLEET15

Colin Paterson head of corporate marketing, RED Driver Training

What is your ambition in your current job role?

To help apply my work experience and knowledge in driver training and driver/road risk management to support the company’s growth ambitions.

What job did you want to do when you were growing up?

Being born in Liverpool, I wanted follow in the footsteps of my early hero Kevin Keegan and play for Liverpool F.C. Sadly more passion than skill prevented this!

What’s the proudest moment in your career?

Making a really successful move from a marketing role in a commodity business-to-business sector to the then-pioneering technology business at Tracker.

The best takeaway food? Curry (typically a Dhansak).

Favourite James Bond? Daniel Craig – exactly what I’d expect of a British top-class undercover agent.

If money was no object, what’s the first thing you would buy?

A heavenly Lake District bolthole (nicely equipped) bothy.

Three cars dream garage? Alfa Romeo Alfasud 1.3Ti, Porsche 911 and Polestar 1.

What are the biggest challenges facing fleets at the moment?

Energy crisis conflicting with move to EV, continuity of new vehicle supply and increasing need to share the road safely with more vulnerable users.

You’re on your dream holiday. Where are you?

‘Les Trois Vallees’ in France with my entire family, skiing.

Night in or night out?

Night in, with mandatory catchup on ‘Happy Valley’ Series 1 and 2 – and a Dhansak!

Your supermarket of choice?

If my wife is reading this, Tesco. If she’s not, bargain hunting in Aldi.

What car do you currently drive?

A tremendously competent and reliable Audi A6 Avant.

Tea, coffee or other? Coffee. Too much. Flat white.

Books or magazines?

Books. I currently love the clever simplicity of Richard Osman’s ‘Thursday Murder Club’ series.

Who is your idol in life and work?

Life – still Kevin Keegan; work –Dame Sharon White, chair of John Lewis. She’s got a tough gig!

ANALYSIS GREEN TEST

The UK needs to adopt a “new approach” to reach net zero carbon emissions by 2050, including swift work to implement the ZEV mandate and to cut public charge point VAT to drive EV adoption.

A340-page ‘Mission Zero’ report has warned that the Government must do more to reap the economic benefits of green growth as it highlights areas where the UK is lagging behind.

Within the report, former energy minister Chris Skidmore, the review chair, warned the UK has “reached a tipping point” and that the “risks of ‘not zero’ are now greater than the associated risks of taking decisive action on Net Zero now”.

Commissioned by the Government last autumn, the document makes 129 recommendations designed to maximise economic investment, opportunities and jobs while working towards achieving legally binding targets, across a wide range of areas.

It includes a host of recommendations impacting those across automotive, fleet and transport. Key measures that have been called for include swift delivery of the ZEV mandate, which was announced in the October 2021 Net Zero Strategy and is due to apply from 2024, but has still not been detailed. The report adds that this needs to be balanced with maintaining regulations and funding to support the uptake of electric and other zero emission vehicles, and continuing to drive emission reductions from internal combustion engines.

The report also calls on the Government to equalise VAT on public and

By Natalie Middleton

private electric vehicle charging in 2024 – a move that campaign groups include Fair-Charge, backed by the RAC, have been calling for over the last year but the Government had previously rejected.

OTHER TRANSPORT-RELATED PROPOSALS INCLUDE:

• Joint government and industry work to set out a clear programme by 2024 to accelerate decarbonisation of the wider freight sector through modal shift and deployment of new technologies, building on the Future of Freight Plan

• The Government to reduce delays to anticipated reforms by bringing forward the delayed Future of Transport Bill this Parliament.

• By autumn 2023, HM Treasury should review how policy incentivises investment in decarbonisation, including via the tax system and capital allowances

• Government to publish the Low Carbon Fuels Strategy in 2023

• Work to help drive the choice of active travel or public transport, or using shared services, and cut the costs of public transport

• Enable the provision of long-term finance, required for initiatives to decarbonise the existing transport fleet Skidmore said the UK should be proud of the lead it has taken in tackling climate change, but stressed the areas where government policy is lacking. He also promoted the opportunities for “strong economic growth”.

INDUSTRY REACTION

The BVRLA welcomed the publication of the review and stressed the need for continued public and private sector collaboration to achieving its ambitions. Gerry Keaney, chief executive, said: “The sheer scale, depth and ambition of the Net Zero Review demonstrates the importance of this topic. Decarbonisation is not a choice. The review should be taken seriously by companies and governmental departments in every sector. Led by fleet, the automotive sector has long been a trailblazer in decarbonisation.

Meanwhile, Zemo Partnership, formerly the LowCVP and working to accelerate transport to zero-emissions, was involved in the report and welcomed the findings that Government needs to set clear, robust and consistent policies and rapidly implement them if we are to reap the full benefits from this transition

“The report makes clear that working in partnership across sectors and well beyond existing silos will be required,” commented chief executive Andy Eastlake. “It also highlights that the public need to be properly informed so we can move forward together on this journey; both areas in which Zemo has specialised and focused efforts and resources over the last 20 years.

“The Net Zero Review shows that we are heading in the right direction but also that we urgently need to step up the pace as well as bring everyone along with us,” he added.

DRIVALIA has leapt onto the European stage and enjoyed strong growth, achieved by building the platform from a ‘what do customers need?’ perspective.

Expanding its existing European operations and service capability into the UK, DRIVALIA – backed by FCA Bank Group and Credit-Agricole – already offers fleets an extensive portfolio of fleet services, and its all-new leasing service, enhances the company’s product offering further still.

DRIVALIA’s European footprint is significant, operating over 55,000 vehicles, and it is now active in 7 European countries: United Kingdom, Italy, France, Spain, Portugal, Denmark and Greece. With over 650 electrified Mobility Stores in Europe, and over 1,600 fully-owned charging stations on the continent, DRIVALIA is also a pioneer in electric mobility.

Tailored to the UK market...

In the UK, DRIVALIA is already providing customers with short-term rental services, boasting a fleet of 2,500 vehicles, which will double in size this year, across more than 20 locations nationwide and offering a high-quality, low-cost car rental experience with friendly service. As part of DRIVALIA’s expansion in 2023, the shortterm rental fleet is set to double in size, providing greater accessibility for customers and reflecting the desire for increased flexibility.

DRIVALIA’s short-term rental services incorporate Contactless rental – with online booking, no queues and 100% contactless key collection from secure smart boxes; Van rental – providing the right rental van for every need at great prices; and DRIVALIA’s vehicle subscription-based service – allowing customers to drive whenever and wherever they want.

Welcome to Planet Mobility

Mobility company DRIVALIA launches new leasing service for UK fleets

DRIVALIA is also committed to the electrification of its fleet and proudly offers four rental locations that offer a great range of electric vehicles. With each electric car rental, a charging card is provided, which may be used to charge the EV at any of the 3,000+ charging stations across Europe.

Longer term mobility solutions...

The all-new leasing platform – providing a traditional B2B contract hire leasing service – helps DRIVALIA offer a completely proprietary product portfolio to fleets, ensuring excellent customer service and peace of mind, compared to the more common ‘outsource’ approach.

The insourcing of DRIVALIA’s fleet means the ability to provide an extremely dynamic offering, ensuring the right vehicle for corporate customers can be supplied quickly, and at a competitive price. DRIVALIA’s ‘My Car’ will also provide the same flexible leasing service B2C, direct to consumers.

Supporting its all-new leasing service, DRIVALIA’s ‘Partners’ channel provides brokers with a leasing platform with expanding added-value products that will help meet the growing needs of the driver community.

Furthering the holistic approach to mobility, DRIVALIA serves the retail market, offering flexible vehicle finance for new and used vehicles via both OEM and non-franchised dealer networks.

Flexible, centralised service for fleets...

In short, DRIVALIA wants to represent the “Planet of Mobility” of the future, creating a frictionless and centralised solution for fleets, exceeding the constraints of simply providing contract hire. This means providing its customers with the widest range of mobility solutions: from car subscriptions, passing through short-, medium- and long-term rental.

We enter the UK space with multiple routes to market, built on huge European heritage, enabling us to immediately meet the needs of all customers

Commenting on the new leasing service, Duncan Green, responsible for the launch and management of the Drivalia Lease channel (above), said: “We enter the UK space with multiple routes to market, built on huge European heritage, enabling us to immediately meet the needs of all customers. In-house, Short-term Rental and Subscription channels operating hand in glove with our B2B Leasing and Broker channels, provide an incredibly supple asset platform to meet the growing and evolving mobility demand in the UK.”

INCOMING

BMW X5

What is it? The latest (and possibly last) version of an iconic SUV

When is it available? TBC – but expect cars later in 2023 Biggest changes? Driver assistance and operating systems, plus upgraded hybrid tech

Fleet appeal? More electric-only miles and mild-hybrid tech across the range

Engine evolutions

The presence of an M model in the X5 from launch means anything else is going to feel inferior, however, drivers probably won’t be left wanting too much. The xDrive50e, for example, is powered by a straight-six engine and electric motors to produce 490hp and 700Nm. For comparison, that’s up 96hp and 100Nm on the outgoing models! Countering the ICE numbers, the xDrive50e boasts a pure electric driving range of up to 68 miles (WLTP).

Interior design

On the outside of the new X5, it’s very much a case of ‘if it ain’t broke, don’t fix it’ – subtly is very much the key here. Step inside the SUV, however and the changes are more noticeable. At the heart of the upgrade is a curved display that combines a 12.3-inch screen behind the steering wheel and a 14.9-inch one in the centre of the car. However, that means fewer buttons as more commands are completed by touch.

Driver assistance upgrade

Safety levels within the new X5 are improved thanks to the integration of ‘active lane return’ to BMW’s Lane Change Warning system. Meanwhile, the rear crossing traffic warning feature gets an upgrade with the addition of braking and exit warning functions. The Evasion Assistant and Crossroads Warning are now also standard.

The electric experience

Taking the lead from other EVs from the BMW lineup, the xDrive50e plug-in hybrid also features IconicSounds Electric technology as standard. That means that drivers get to experience a ‘soundtrack’ developed in collaboration with Hans Zimmer, which differs depending on what driving mode is selected! The same model also offers eDrive Zone as standard, which can switch to EV mode when entering city centres.

VERDICT

Such is the surge of new pure electric models, many BMW drivers might have expected (feared, maybe) that the new X5 would be battery or nothing. Not so, says the company, which has read the room well in terms of offering something for everyone. It’s not cheap, but it’s bound to be popular.

Alex Grant

As the UK’s electric vehicle population swells, it’s time for a strategic approach to curing bottlenecks in the charging network

To the casual observer, social media exchanges over Christmas would suggest electric vehicles have hit a bump in the road. Photos of long queues at service station chargepoints and one columnist’s furious rant about his electric driving woes both went viral over the festive period, often alongside suggestions that electric vehicles aren’t ready for the mainstream yet. I disagree, but I also think there are some issues to tackle here.

The UK’s charging network isn’t perfect. In ten years of driving electric cars, I’ve had several journeys disrupted by broken connectors, unresponsive credit card readers and glitchy apps. But, the important thing to note is that the situation is unquestionably getting better. Today, there’s almost always a Plan B, it’s unlikely to require a membership card and (unless you’re really pushing it) you’ll probably have enough spare range to get to it. The emerging problem is bottlenecks – and there isn’t a silver bullet cure.

Queues are hardly surprising. In 2022, one in six new cars was electric (16.6%) and one in 16 (6.3%) was a plug-in hybrid – a total of 368,000 vehicles. Ten years on from diesel’s peak 50.8% market share, new cars are twice as likely to have a

charging port (22.9%) than a diesel engine (9.6%, including ‘mild hybrids’). This popularity creates an influx of additional demand for public charging and a population of new EV drivers who are still learning what their cars can do.

Case in point; while using one of Gridserve’s 350kW ultra-rapid chargepoints last summer, a friend and I helped a neighbouring driver plug in their Peugeot e208. They were unaware that they needed to remove a second plastic cap to uncover the rapid charging pins and assumed the unit was incompatible with the car. As the chargepoint then whirred into life, it showed their battery was already 85% charged – enough for a return journey to their destination 75 miles away without plugging in at all.

This is the least efficient way to use a rapid charger. Electric cars top up quickly when the battery is low, then slow down as they get closer to 100%. That final 20% can take a lot longer to recover than the previous 80%, so it’s almost always quicker to factor in another short stop later on. According to Fastned’s charging graphs, our neighbour’s e-208 was drawing a third of its maximum power at the time, extending what was already an

unnecessary charging session while also paying a premium to use the fastest chargepoint. Pitfalls that should really be addressed during the vehicle handover.

User error isn’t the only issue. Range is still a selling point. So a typical 200ishmile family car will typically have at least twice the battery capacity of an early Nissan LEAF with two times faster rapid charging to keep top-ups at around 20-30 minutes. Charging networks haven’t always kept up with that change. According to Zap-Map, two thirds of rapid chargers top out at 50kW – which is the limit of an early LEAF – and I’ve found lots of faster units don’t have an adequate power supply to meet their advertised speeds. The result is the same in both cases: an extended charging stop for the latest vehicles and more potential for queues.

So there’s more to this than simply filling gaps. Genuinely rapid rapid charging is every bit as important as installing extra chargepoints and drivers need to have at least some idea how to use what’s already there. After all, it doesn’t take many overrunning charging sessions to create a queue – nor many viral social media threads to make a bump in the road seem unsurmountable to the casual observer.

“Queues are hardly surprising. In 2022, one in six new cars was electric (16.6%) and one in 16 (6.3%) was a plug-in hybrid –a total of 368,000 vehicles”

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*Compass 4xe: CO2 emission (weighted, combined) (g/km): 48 – 44. Fuel consumption (weighted, combined) (l/100 km): 2.0 – 1.8; Values calculated on the basis of WLTP procedure (Regulation (EU) 2018/1832).

Fuel consumption and CO2 figures are provided for comparative purposes only and may not reflect real life driving results, which will depend upon a number of factors including the accessories fitted (post-registration), variations in weather, driving styles and vehicle load. Only compare fuel consumption and CO2 figures with other cars tested to the same technical procedure.

^ These figures were obtained after the battery had been fully charged. The Compass 4xe is a plug-in hybrid vehicle requiring mains electricity for charging. Figures shown are for comparability purposes. Only compare fuel consumption, CO2 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 upon a number of factors including the starting charge of the battery, accessories fitted (post-registration), variations in weather, driving styles and vehicle load.

Scan for more info

Fleet World’s Great British Fleet Event 2023 provides a central meeting hub for the entire fleet industry, and this year there will be a particular focus on essential advice for increasing operational efficiency... Especially important with the fast-moving shift to electric vehicles.

Centrally located in Milton Keynes, the event – encompassing a busy exhibition, unmissable Masterclass conference sessions and an invitation-only Awards ceremony – brings fleet decision makers and suppliers together in a focused, business-to-business networking environment.

MARGINAL GAINS

Fleets are facing pressure to improve efficiency across the business. Fortunately, the industry offers a wide range of management solutions, products and services to cut costs, improve productivity and give managers more control over their vehicles. Here are just a selection...

EFFICIENCY IMPROVEMENT

For fleets, fuel is more costly than ever, so ensuring vehicles are working smarter – not harder – is key. One way of achieving this is by implementing an intuitive route optimisation programme that both keeps customers informed and ensures that a fleet is being utilised as efficiently as possible.

experience developing solutions and helping fleets to implement cutting edge technologies and software,” adds Guise. “These are adaptable to fleets of a variety of sizes and provide intelligence and insights that reduce risk and boost efficiency across their operations.”

CHANGE HERE FOR NEW MOBILITY OPTIONS...

As we continue to see wider business travel considered under an overall mobility strategy – rather than separate travel, car and operational vehicle policies – the industry is once again innovating to support businesses and their employees. The obvious evidence of this is the growth in Mobility as a Service (MaaS) solutions and the use of travel budgets, sometimes as a replacement for a perk company car. While this approach will work for some employers and employees, a one-size-fits-all approach is not going to work for everyone.

Route optimisation considers a range of factors to decide the most efficient routes for your fleet, helping to reduce operating cost and improve driver productivity. By considering mul-tiple factors, ranging from fleet size, traffic conditions, number of drop-offs and even customer requests, Trakm8’s software has proven capabilities in improving end-user delivery experience.

Route optimisation software helps fleets to make the most of a vehicle’s journey, intuitively plotting delivery points to ensure each fleet asset is being utilised in the best way. Not only can such software help businesses achieve savings on fuel expenditure, but it also maximises productivity, too.

Like cash allowances, offering employees a travel budget could be one way for businesses to put a simple and cost-controlled solution in place to cover work travel costs. However, it’s important to understand each employee’s travel requirements, what they value as an individual in business travel, and ultimately what is ‘in it for them’.

Providing employees with a car has always been more than just covering

By providing drivers with intuitively planned routines, fleet assets can be driven more efficiently – ensuring drivers can fulfil more orders, without increasing time on the road or fuel expenditure. What’s more, the route planning platform can be totally personalised by delivery businesses, with a function that enables them to send real-time updates to their customers on the progress of their order.

“Optimisation of fleet operations can be revolutionary for fleets,” says Nick Guise, group marketing manager, Trakm8. “Especially when working in busy periods, optimisation not only helps achieve game-changing savings on fuel costs, but it allows drivers to maximise their delivery routes and save time.

“At Trakm8 we have a wide range of

business miles – it’s a ‘perk’ or benefit for that particular role and a hugely emotive one. Following the ‘dash for cash’ the industry is seeing a huge change in employee behaviour and a return to the company car. This is heavily supported

SHARING IS CARING

Corporate shared mobility is often overlooked, but can be one of the most effective levers to cut costs and increase utilisation within fleets. With shared mobility solutions, vehicles are used more often and more efficiently, enabling the fleet manager to remove unnecessary vehicles and provide a convenient, safe and cost-effective mobility solution for employees.

Studies show that shared corporate fleets can manage their normal operational activities with 5-10% fewer vehicles, with no negative impact on employee mobility. Targa Telematics’ Corporate Car Sharing solution utilises keyless technology to provide a seamless user experience and can be implemented on ICE, PHEV, and full electric vehicles, enabling fleet managers to gradually introduce EVs to the company fleet, whilst monitoring their adoption and suitability for different employee groups.

by low BiK charges on electric vehicles and the re-popularisation of salary sacrifice schemes, coupled with changes to buyer behaviour and individual appetite to risk.

A hybrid approach could work well for businesses wanting to offer employ-

Along with the introduction of corporate shared mobility, fleet management solutions can further assist companies in reducing costs and their environmental footprint by providing dedicated tools to manage the process of fleet electrification. Targa4electric, the new EV suitability assessment tool from Targa Telematics, empowers fleet managers to make in-formed decisions about the transition to electric vehicles by analysing telematics data from their fleet and detailing the most appropriate

vehicle type and model in each case. Many variables are considered in the analysis, including the location, speed and distance of jour-neys travelled, driving style, number of stops, and availability of charging points. The fleet manager receives clear recommendations, including where additional charging infrastruc-ture could be required, enabling them to understand the operational and financial viability of transitioning each vehicle. Once EVs have been introduced to the fleet, Targa Telematics’ fleet management solution ensures the benefits are realised by monitoring the correct charging and usage of the vehicles.

ees a valuable incentive. Providing a choice of options such as a travel budget to use on any form of transport or a vehicle funded via salary sacrifice, will give the employee greater flexibility and choice over what they need from a travel point of view.

From the employee’s perspective, they need to fully understand all costs involved whatever the option they choose. This is exactly what JCT600 does with its customers and their employees via the Origo driver portal and the ongoing consultation.

GO GEOSPATIAL

The transition to EVs isn’t easy or simple. Any unnecessary complications, or fears of factors such as range anxiety quickly put off potential drivers, who may feel daunted by the mindset change that EVs necessitate.

Range anxiety is a common issue when it comes to both current EV users and those considering making the jump to electric. A fear of going without fuel is easily remedied by the frequency of petrol stations, but without the reassurance of charging infrastructure to support EV drivers, the fear of being left stranded with a drained battery is a common one.

In considering the overall business mileage mobility strategy, MaaS products will increase in popularity, but there will still be a desire for a car that can be used not only for business use but also commuting and private use too. Businesses that lead with the employees’ needs will excel in the future of mobility.

Christopher Caddick, head of business

Accessible, dynamic and smart software here is essential: drivers, whether for their professional role as a courier or as an everyday user, need to know where chargers are, which ones charge quickly, and if they are in use or even working at all. Fleet managers – and delivery and courier companies – need to know their whole fleet’s charging schedule is optimised when they’re charging overnight or between shifts.

The latest software is essential – for drivers making the most of the chargers we do have, and fleet managers making the most of the downtime needed to use them. Furthermore, with this software, real-time geospatial data can be collected and analysed – vital, particularly in the early stages of the EV revolution, as every mile driven or journey completed adds new insight into the range of each driver, car and battery.

Aidan McClean, CEO, UFODrive

“Offering employees a travel budget could be one way for businesses to control work travel costs”

AI ADVANTAGES

The pressure to optimise cost and efficiency continues to impact commercial fleet managers everywhere, but against the backdrop of today’s economic climate, it is proving increasingly more demanding. In a recent survey of more than 1,800 fleet operators, Teletrac Navman found that rising fuel costs (39%), disruption due to COVID-19 (32%), and supply chain pressure (31%), presented the biggest challenges.

While these hurdles continue to obstruct the path of fleet owners, advances in technology are having a positive impact on driving cost reductions and operational efficiencies. One such solution that is paving the way for the commercial fleet market – specifically telematics – and aiding in the quest for more efficient and cost-effective fleets, is artificial intelligence (AI). The smart technology can be used to analyse and interpret telematics data in real-time, to deliver valuable and actionable insights that fleet managers

can turn into informed decisions that can cut through the adversities to truly have an impact.

Traditional telematics platforms require users to spend an excessive amount of time analysing digital reports to identify opportunities for improvement. However, AI-powered and machine learning platforms completely remove the data analysis period for users. As a result, fleet managers are now empowered with a much greater sense of productiveness and control.

Solutions such as Teletrac Navman’s TN360 enables businesses to recognise patterns of efficiency and crucially, inefficiency, to highlight instant shortcomings and opportunities. Areas of analysis include route planning, logistic workflows, maintenance, compliance, driver behaviour, and fuel management – with the latter two closely linked.

Barney Goffer, UK product manager, Teletrac Navman UK

FIX YOUR FLEET...

DAVIS Fleet is a flexible, automated fleet management software that gives users the ability to customise settings, processes and workflows to suit their fleet strategy. Fleet management can be complex, particularly when there are many data streams involved. With DAVIS Fleet the data is simplified, summarised, and consolidated so that users can access everything they need to help steer their fleet to efficiency.

DAVIS Fleet includes vehicle, accident, and mileage management as well as CO2 analysis and fleet compliance. This new software will measure a fleet’s environmental impact quickly and accurately and enables users to set clear emission targets and drive towards a greener future.

The efficiency dashboard of DAVIS Fleet displays CO2 emissions and MPG statistics, allowing users to measure the environmental and financial impact of different vehicles or fuel

TELEMATICS ON TREND FOR EVS...

Geotab’s Electric Vehicle Suitability Assessment (EVSA) tool is powered by the largest da-taset for realworld Electric Vehicle (EV) performance. It uses telematics data to under-stand a fleet’s specific needs and makes considered recommendations for fleet operators considering a transition to zero emission vehicles.

It does this by measuring real-world EV performance metrics against existing fleet vehicles, thereby uncovering potential real-world financial savings and environmental benefits to help fleets electrify with confidence.

By analysing a fleet’s unique driving profiles and patterns, the tool is able to identify the vehicles in your fleet best suited for EV replacement, giving fleets personalised recommen-dations down to the make and model, as well as taking

into consideration local availability, EV performance in extreme weather conditions, and financial costs related to procuring the vehicles themselves. By using the tool, three key questions can be answered: Which vehicles can be transitioned? Does it make economic sense to go electric? What are the environmental benefits of electrification?

Transitioning to electric vehicles is not the only way to reduce a fleet’s carbon emissions, of course. There are many best practices, powered by data-driven insights, that are delivered through the EVSA tool, that fleet managers can use to make their entire fleet more sustainable. Fleet rightsizing, route optimisation and idling time reduction provide some of the biggest opportunities to reduce carbon emissions from fleet opera-

tions, while also reducing costs.

Geotab recently conducted a research study to better understand how compelling the ‘switch to electric’ can be for fleets. Using a de-identified dataset of driving patterns for 46,000 connected ICE vehicles across 17 European countries, the company found compelling evidence around the return on investment (ROI) and the positive sustainability impact of switching to EVs today.

“AI technology can be used to analyse and interpret telematics data in realtime, to deliver valuable and actionable insights that fleet managers can turn into informed decisions”

type. The new and improved vehicle profile tab now includes the P11D value, benefit in kind (BiK) percentages, number of electric miles and if fuel benefit is received too.

Vehicle lifecycles are intuitively presented in DAVIS Fleet and users have a complete view of all vehicles on order, in life and disposed. Users gain an instant overview of their contracts for proactive management of those that are informally extended or due to expire. Fleet managers can review contracted mileage against contract length and reallocate vehicles where necessary.

DAVIS Fleet also features a maintenance tab which populates MOT and road tax data, as well as any servicing or maintenance due/completed on a vehicle and users can add windscreens, tyres, etc helping you to keep on top of your vehicle compliance.

The platform has been developed to be flexible enough to manage assets, which is a useful benefit for companies with equipment and machinery that requires service management.

THE RIGHT TOOLS FOR THE JOB

Sombre economic forecasts reinforce the need for fleets to double down on their efforts to make efficiency savings and to keep a lid on operating costs.

The actionable insights imparted by telematics solutions – and the streamlined processes they offer – sit at the heart of the go-to resources that can help cut spend and ensure 2023 budgetary targets are hit.

Fuel prices may have fallen from their peak last summer, but they remain notably higher than the average prices in recent years. All the while business journeys, for most fleets, remain an operational necessity.

The functionality of systems such as Webfleet – including everything from visibility over real-time vehicle movements, fleet mpg and driving performance to maintenance reporting and intelligent routing and scheduling – offer genuine cost saving opportunities.

Fuel usage patterns and the causes of fuel waste can be easily identified, more efficient routing and vehicle utilisation introduced and driver performance improvement programmes initiated.

Furthermore, they offer dedicated tools to support the cost-efficient transition to electric vehicles – from insights into real time battery levels, remaining driving ranges and energy usage to charging processes and vehicle charge levels. Faced with soaring energy costs, the optimisation of EV operations has become more important than ever.

Telematics data can also help to ensure robust service, maintenance and repair (SMR) pro-cesses. Vehicle diagnostic information and malfunction alerts, for instance, mean repairs can be carried out quicker. Maintenance planning tools allow fleet managers to plan maintenance intervals more efficiently based on real measured mileage, while integrated camera systems, incorporating the latest in machine vision and artificial intelligence, can help mitigate costly behaviour behind the wheel.

Beverley Wise, Webfleet regional director, Bridgestone Mobility Solutions

More of the car you need for a lot less. From £13,795*

MG is a lot more than just a badge. We have a car for every kind of driver with our range of SUVs, estates and hatchbacks. From petrol to plug-in hybrid to fully electric models, all backed up by a comprehensive 7 year warranty. Get more with MG. A lot more.

SWOT

Strengths, weaknesses, opportunities and threats of four mid-size SUVs are analysed by the Fleet World quartet of industry experts

WEAKNESSES

SH Although slightly more practical, it looks a bit pricey. Drivetrain doesn’t deliver the more palatable CO2 emissions of the others.

MJ The e-CVT gearbox is efficient but a bit noisy under acceleration. The 7-inch screen is smaller than competitors.

MW CO2 levels are not particularly low, while the CVT gearbox can be heard a bit too much.

JW Lacks a bit of driver and curb appeal. It doesn’t really stand out – could be easily overlooked.

MW Honda has hit the right spot with the hybrid CR-V: good looking; economical and high quality.

JW Consumers wanting to play it safe with a reliable, well-built and well-equipped vehicle can’t go far wrong with the CR-V.

THREATS

SH Honda is rebuilding its relationship with fleets now it has relevant products – but CR-V needs to be a bit more competitive.

STRENGTHS

SH The CR-V certainly has size on its side, as well as familiarity –with almost 30 years of heritage.

Honda’s renowned for reliability.

MJ Spacious cabin, excellent seating and a comfortable ride and good safety equipment. Also, CRV delivers good economy.

MW Very economical, with a

great hybrid system. There is plenty of room for passengers and luggage as well as a highquality, luxurious interior.

JW Build quality and ride comfort improvements make this CR-V the most refined version to date. A good driving position, too.

OPPORTUNITIES

SH If some drivers are still nervous about the transition to EV, or don’t have home charging, the CR-V could be a decent stepping stone.

MJ Honda’s reputation for durable, well-engineered products continues to help maintain fierce loyalty from drivers.

WEAKNESSES

SH Slightly outlandish looks might deter some drivers, but it doesn’t seem to be hurting sales so far.

MJ Touchscreen switches are not to everyone’s taste. Others might be put off by the headlight layout.

MW It might look a bit expensive, compared with some other large SUVs.

JW One element that makes this car so good – the styling – may be off-putting to traditional Tucson owners. More dynamic competitors available.

MJ Honda has modest volume ambitions for the UK, which risks reduced brand awareness.

MW Hondas are still regarded –incorrectly – by some customers as cars for ‘older people’.

JW The competition is tough and options are plenty. Also, it has the highest BIK here, which doesn’t help from a fleet perspective.

MW Style sells – and the Tucson is oozing in style. There’s nothing to dislike about the latest version.

JW Consumers are far more engaged with Hyundai – new models have sparked the interest of a younger demographic.

THREATS

SH Hyundai needs to take care with volume. Tricky when rivals have supply issues – temptation to fill gaps will soften used values.

STRENGTHS

SH Now a well-established userchooser vehicle – and this hybrid version offers a great balance of performance and fuel economy.

MJ Hyundai replaced the conservative looks of the previous model with a modern and distinctive look – and it works.

MW The new Tuscon looks good

and is a massive improvement on the previous model. It offers a very premium look and feel.

JW Bold, dynamic styling, generous equipment levels and some great technology.

Premium feel inside with a great ergonomic design and quality materials.

OPPORTUNITIES

SH Tucson hybrid is a great showcase for what the brand offers, so could potentially win more conquest sales for other models.

MJ Tucson is a global success and a strong 2022 UK sales performance shows the broader appeal of the latest version.

MJ There is a lot of competition in this sector. Plus, the momentum driving EV adoption – even for SUVs – cannot be ignored.

MW There are so many good options in this sector – it’s up against some real crackers.

JW Tucson is in a highly competitive segment, with offerings from nearly all manufacturers.

Jon Wheeler > JW Head of vehicle valuation services, CDL Vehicle Information Services

Simon Harris > SH Head of valuations, UK Vehicle Data

Mark Jowsey > MJ Head of TCO AutoTrader

Martin Ward > MW Manufacturer relationship specialist

HONDA CR-V • HYUNDAI TUCSON • KIA SPORTAGE • NISSAN QASHQAI

Honda CR-V

Hyundai Tucson

STRENGTHS

SH Retains an edge over its rivals for depreciation at the moment –a great looking and capable car.

MJ A serious player in this important sector, with bold styling and a good level of worthwhile standard equipment. Improved interior too.

MW The latest Sportage is the

best one, by far. It does everything so well.

JW Bold looks and premium interior with generous equipment levels. Loads of space and tech –and excellent value for money.

WEAKNESSES

SH Doesn’t have the lowest CO2

in this comparison, although this is offset in BIK tax with competitive pricing.

MJ Not the most dynamic drive, which will be important to some potential suitors.

MW Kia needs to look carefully at the pricing to ensure it remains competitive in this ultra important sector.

JW Not the most dynamic car to drive and, from a fleet perspective, the PHEV Sportage would be a better choice BiK choice.

OPPORTUNITIES

SH With variants including petrol, diesel and plug-in hybrid – as well as this full hybrid – the Sportage covers a lot of potential conquest sales.

MJ Kia has increased not just market share but actual sales volumes. Sportage was one of the UK’s best-selling cars in 2022.

drive to the wheels via a fuelled petrol engine charging a battery, takes some explaining.

MJ For company car drivers, CO2 emissions – at 122g/km –are too high to offer the same BiK savings that PHEVs do.

MW The infotainment system isn’t as slick, or easy to use, as some in this sector. Luggage space lacking a bit, too

JW Relatively low residual value and you’ll never feel special driving one, as they’re regularly one of the best-selling cars in the UK.

MW Designed and built in Europe, so has intrinsic appeal for all age groups for Europeans.

JW As with Hyundai, Kia has been bringing some genuinely exciting and well-built vehicles to market recently.

THREATS

SH It’s a sector loaded with good vehicles, so a new incentive elsewhere, or price cut, might take the shine off the Sportage’s appeal.

MJ UK obsession with SUVs continues, so the only major threats are the breadth of competition and the growth of full BEVs.

MW The ride quality in the rear of the Sportage can feel a bit harsh on certain roads, particularly over uneven surfaces.

JW The list of competitors is far too long to mention!

MW The new hybrid system works well and offers a stepping stone to those who are not prepared – or able – to go full EV.

JW The Qashqai was the first vehicle in this crossover segment and, as such, is a household name with a strong reputation.

THREATS

SH No PHEV to bridge the gap between this Qashqai and the Ariya might reduce appetite from drivers seeking lower BIK tax.

STRENGTHS

SH Recognition is second to none. Nissan popularised this sector 15 years ago and the Qashqai is still popular.

MJ Calling Qashqai a hybrid understates the technology; torque delivery is almost like an EV.

MW The Qashqai was the original and the pioneer in this

segment many years ago – and still has plenty of loyal followers.

JW Solid build quality, sharp looks and improved interior. Qashqai is a very dependable family car for the urban environment.

WEAKNESSES

SH Like the Honda, the electric

OPPORTUNITIES

SH Arriving a year after the launch of the third-generation Qashqai, the hybrid should revitalise fleet interest in the car.

MJ Qashqai virtually invented this sector – and the third generation product should continue to attract new drivers.

MJ There is a real risk that drivers don’t recognise the value of the E-Power system over PHEVs.

MW Although the Qashqai is a strong contender, it doesn’t offer the best all-round package.

JW Nearly every other manufacturer has caught up with, or overtaken, the Qashqai.

Kia Sportage

Nissan Qashqai

“Sportage is a serious player in this important sector, with bold styling and a good level of worthwhile standard equipment”

SWOT

THE VERDICT

Kia Sportage 1.6h GT-Line

OTR: £34,750

P11D: £34,515

CO2: 129g/km

RV: £15,914 (46.11%)

BiK: 30%

SMR: £2,344

Fuel costs: £8,857

Insurance: £3,801

Finance: £4,659

NI: £4,675

VED: £490

Cost per month: £1,207

OTR: £37,730

P11D: £37,455

CO2: 131g/km

RV: £16,334 (43.61%)

BiK: 31%

SMR: £2,379

Fuel costs: £9,021

Insurance: £3,321

Finance: £5,056

NI: £5,242

VED: £530

Cost per month: £1,297

Standard equipment:

Bluetooth, USB

Satellite navigation

Voice control

High level brake light

Suede upholstery

Hill decent assistance

Options:

Metallic paint: £650

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

Panoramic sunroof

Tinted windows

Voice control

Wireless phone charging

Options:

Metallic paint: £665

Pearlescent paint: £665

OTR: £38,140

P11D: £37,905

CO2: 122g/km

RV: £15,765 (41.59%)

BiK: 29%

SMR: £2,105

Fuel costs: £8,400

Insurance: £4,011

Finance: £5,117

NI: £4,963

VED: £490

Cost per month: £1,313

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

Wireless phone charging

Intelligent park assist

Powered tailgate

Remote central locking

Options:

Pearlescent paint: £745

Metallic paint: £575

Premium sound system: £590

OTR: £36,580

P11D: £35,950

CO2: 151g/km

RV: £16,232 (45.15%)

BiK: 35%

SMR: £2,064

Fuel costs: £10,410

Insurance: £3,801

Finance: £4,853

NI: £5,681

VED: £885

Cost per month: £1,318

Standard equipment:

DAB, USB, online services

Satellite navigation

Blind spot assistance

Roof rails

Privacy glass

Leather upholstery

Options:

Floor mats: £750

Metallic paint: £650

Towbar: £715

Jon Wheeler > JW Head of vehicle valuation services, CDL Vehicle Information Services

Simon Harris > SH Head of valuations, UK Vehicle Data

Mark Jowsey > MJ Head of TCO AutoTrader

Martin Ward > MW Manufacturer relationship specialist

Hyundai Tuscon 1.6h N Line S

Nissan Qashqai 1.5h e-Power Tekna

Honda CR-V 2.0h eCVT

Dear DfBB...

Got a fleet-related question or something on your mind? Let the team at Driving for Better Business know and it will (hopefully) make all your worries go away!

Dear DfBB,

We’re a small construction company starting to take a more proactive approach to the management of our medium-sized fleet and expect this to save fuel costs and maybe cut insurance premiums. However, others in the company have expressed concern that we will end up with slower delivery times which will hit our KPIs. How do I put forward a case supporting my recommendations?

DfBB says:

This is a regular concern: it is likely that your HR reps will be alert to the potential negatives of damaging headlines involving your employees and liveried vehicles. Your CFO will recognise the overheads of running costs such as fuel, tax and insurance, as well as the additional expenditure of vehicle maintenance, downtime and replacement in the event of damage. All senior management, including the CEO, need to understand their responsibilities and liabilities.

Proper attention to the health and safety of employees, subcontractors, client staff and the community within which the company operates is a key element of effective business management. Collisions are not inevitable.

Management of fleet risk is particularly important as it affects all road users.

It’s a huge area and you are on the right track to bring the whole team along.

Start first using our simple gap analysis

to evaluate your current performance and identify any gaps in your risk management. When you register for the ‘7 Steps to Better Driver Management’ in the Driving for Better Business Programme you are on the journey to reduce road risk in your organisation – and the evidence suggests you can enjoy a wealth of business benefits as a result.

Take a look at the organisations that have clearly demonstrated those business benefits by sharing their own stories. See the challenges they faced, how they met those challenges and the benefits they’ve seen as a result – across all areas of their business.

Overall, you can expect to make savings from: fewer at-fault collisions and third-party insurance claims; less business disruption from unplanned vehicle downtime; lower spend on routine servicing and maintenance and improved fleet utilisation. There are also added advantages such as reduced fuel consumption, yearon-year drops in fleet insurance premiums

and fewer emissions across the fleet.

As your company is in construction, you’ll be aware that – according to the HSE – on average, each year, about seven workers die from accidents involving vehicles or mobile plant on con-struction sites. A further 93 are seriously injured. Your management team will be acutely aware of the risks on-site and will have focused on eliminating hazards in the workplace for years now. The days of building sites being used as playgrounds are long gone. But the bigger risk is often on the road itself. Many construction sites have a sign on the entrance saying ‘Safety Starts Here’ but it doesn’t – it starts the moment your staff get in a vehicle to drive to the site.

And the construction industry is starting to lead the way on managing risk on the road, recognising that any vehicle becomes part of the workplace and there are many case studies from the sector, from some of the biggest to smaller operators to help you to see parallels.

Driving for work is one of the highest-risk activities that most employees undertake. It is also a major cost to the business. Employers that manage this issue well have peace of mind that they are legally compliant, are regarded by staff as better places to work – and perform at a much higher level of efficiency than those that don’t.

Six years ago Toby Kernon, CEO of Wagonex began extolling the virtues and possibilities of the subscription model of car ownership. It’s fair to say he’s made some progress

FLEXIBLE FRIENDS

Wagonex was a result of being a frustrated car owner for many years. Going against my father’s advice, I didn’t buy a house, but bought a car on hire purchase instead. I love cars and going through the process of buying and selling them over the years, I always felt that I was the one being taken advantage of and was consistently left out of pocket.

I believed there had to be an easier, more flexible, customer-centric, digital first way of owning a car and started to learn about the subscription model. Everyone from the music industry to razor blade manufacturers were going into subscription and I saw the move happening with cars in the US, so thought the UK would be 12 to 18 months behind. It seemed like the perfect solution, so I took the plunge.

There were lots of ups and down to the point we’re at now.

I spoke to nearly every fleet manager, vehicle leasing and car manufacturer I could find, telling them about Wagonex and the subscription model. I would be politely listened to, patted on the back and ushered out the door. Eventually I found an insurer that believed in me and the way the market was going, and partnered with them. After more door knocking, we went on to manage vehicles for PSA Finance (Peugeot, Citroën

and DS) at the end of our third year in business. Attitudes were changing and bigger car manufacturers began listening to us and considering subscription.

Covid was a game-changer.

Because of Covid – and thanks to companies such as Cinch and Cazoo – buying a car online became normal for many consumers. Recent statistics show that now more than 60% of people considered buying a car online, compared with 40% pre-pandemic. The rise of those online car retailers helped consumers realise they can buy cars online from the comfort of their own home.

E-commerce in the automotive trade is still in its early stages, but digital first is becoming the norm in many other sectors such as property and transport, and we believe it will soon for our sector too.

Outside investment is a sign of change.

The move to further consumer digitisation is probably one of the factors that helped us secure investment from Admiral Group’s fintech investment arm Admiral Pioneer. It was the first time the company had invested in a business outside the Admiral Group and was a phenomenal endorsement for us as a business – and for the concept of subscription.

Digital transformation in the industry will continue to develop in the coming

years, shifting consumer expectations for digital first and more flexible products. I believe that car ownership will be something our parents and grandparents did, as new business models are developed and the focus on usage based models increases.

Subscription is here to stay.

To try and manage the current economic pressures, we envisage that by the end of 2024 most major industry players will launch subscription products, the majority of which will use a third-party provider to build a platform (such as Wagonex), instead of building their own in-house.

This will further cement car subscription’s position as a mainstream automotive product. The subscription model will continue to increase its market share from rental and leasing and I believe will overtake combined volume of both by the end of the decade.

The pressure is on for car manufacturers and dealers to diversify.

Competition is fierce and only those willing to change are going to excel. Jumping into subscription using an easy ‘off-theshelf’ product, which dealers and manufacturers can use to diversify their revenue streams, is one way they can do that quickly and easily.

The Wagonex team (l to r): CTO Leon James, CEO Toby Kernon, COO Ella Hastings

Automakers urge German EV charging network expansion

Arval announces personnel changes

Vehicle leasing business Arval has appointed Dan Boiangiu as general manager of Arval Belgium and Julie Meynard as director of the Arval International Business Office (IBO). The news follows Laurent Loncke’s nomination as the new general manager of BNP Paribas Fortis Retail Banking.

Boiangiu joined Arval in 2006 and, following a successful run as commercial director, he became general manager of Arval Romania in 2014. Since 2021, he has been director of Arval’s IBO, where he managed a multi-cultural and multilingual team of international fleet management experts, to support Arval’s strategic international clients.

The German government should be doing more to scale up the number of charging stations for electric vehicles, according to a report in one of the country’s newspapers. The call has comes from Mercedes-Benz and Volkswagen Group who believe that the infrastructure expansion is key to the continuing growth of electric cars in the country.

The news follows an announcement in October 2022 that a plan to spend €6.3 billion had been approved to scale up the number of German charging stations. As part of the agreement, measures to speed up state approvals to build the stations were proposed.

"The future of the car is electric,” said Ola Kallenius, CEO of Mercedes-Benz. “By the end of this decade, we want to be ready to completely transition to electric cars in our market segment, wherever the market conditions allow it.”

Top 10 vehicles* in Europe

Replacing Boiangiu is current mobility observatory director, Meynard. She has spent 18 years with the company and has extensive experience of different markets and also previously worked for seven years in the B2B international sales department of a French OEM.

Light vehicle sales

January 2023

Region Sales +/– (% yr-on-yr)

United States 1.03 million 6.1

Canada 96,000 1.6

Western Europe 927,000 9.3

Eastern Europe 196,000 -19.0

Japan 380,000 16.5

Korea 114,000 4.4

China 1.67 million -33.1

Brazil/Argentina 178,000 12.4

(Source: Jato) *Registrations

(Source: LMC Automotive)

Dacia Sandero Sandero led the overall model ranking by model in January thanks to strong demand in France where it topped the ranking and in Italy as the country’s third best-selling vehicle.

Dan Boiangiu Julie Meynard

Tobias Kern managing partner, Fleet Competence Group

Check your fleet insurance strategies

As a result of the overall economic situation fleet mangers are facing major cost increases caused by the energy shortage, hyperinflation and rising interest rates. Combined with the impacts from the general turmoil in the automotive industry resulting from the post-covid effects such as supply chain disruption and vehicle shortage, total fleet cost increases of up to 30-40% throughout Europe are not uncommon.

Consequently, this situation triggers the key challenge for fleet operators in 2023: managing budgets by keeping cost increases as limited as possible. One lever that could help is a thorough investigation into the fleet’s insurance strategy. To the opposite of the overall cost trend, all insurance tender programs executed by the fleetcompetence Group for our Clients last year showed that a re-design of the insurance set-up has still the potential to result in effective P&L relevant savings. Depending on the expiry terms of the current insurance agreement, cost reductions impacting 2023 can be reached if people acts swiftly.

From an overall perspective, the approach towards the revision of the insurance strategy depends on the maturity of

the current set-up and historic TCI (total cost of insurance). Therefore, the different options for the overall strategy design, the savings potentials and the risk strategy of a revised insurance program is recommended to be assessed first.

When redesigning the insurance program, the starting points will differ between fleets. For example: insurance set-ups with full comprehensive coverage embedded directly in the lease contracts; self-insured models; stop-loss arrangements; centralised versus completely decentralised set-ups, etc. Interestingly, independent of the current maturity status listed above, cost reductions could be achieved, as tendering results from 2022 show.

Insurance is often ‘all about statistics’ – as well as finding the right insurance provider that has a strategic appetite to either stay or enter into an insurance contract. Hence, the flexibility to engage with insurance providers in addition to the ‘normal insurance candidates’ – among which brokers typically create competition – is key for success. Obviously, this requires a holistic view and deep expertise of the insurance supply market.

Additionally, a revision of an insurance program has hardly any direct impact on

the vehicle users, nor does it typically take a lengthy approval process by works councils. A revised program still needs a thorough implementation phase. However, from an operational perspective, the claims handling as part of an overall accident management service executed as single point of contact for the driver can still remain with the leasing company or an independent specialised supplier, independent of the insurance set-up.

Overall, one may include the revised insurance program as part of a mid-term health and safety strategy with the side effect of saving achievements. On the background of the savings potentials, those might be invested in (online) driver training sessions. Having analysed the impact of such training programs for our clients, they typically show a ROI of its own by even further reducing total cost of insurance and reducing employee off-times. Most importantly, however, they show a positive impact on the avoidance of injuries and fatal casualties.

In a nutshell: effective savings means no impact on drivers and improved health and safety. So, why not pick insurance as one of the very rare low hanging (saving) fruits in 2023?

Polestar on the right path

Having made big strides with sales and new model announcements in 2022, Matt Hawkins , head of sales at Polestar, tells John Challen why the electric brand is hoping for big fleet success in 2023 and beyond

How optimistic are you feeling about 2023 for Polestar?

MH: Very! Last year, we couldn’t really catch a breath – the demand for our products grew so dramatically and so rapidly that our focus was on how to develop our processes, develop our systems and tweaking our approach to the fleet market to make sure that we are improving the service levels. There were a lot of things at the early part of last year that we weren’t particularly happy with but, thanks to the experience of the team working with the leasing companies, we were able to prioritise the most important elements and fix them. It was important to sit down with those key fleet partners and ask them about their priorities and how we could help.

I genuinely don’t think there is another organisation in automotive that has improved as much as we have in the last 12 months. We’ve still got a long way to go, but we’re still a very young brand. But the quality of the product that we have means that that demand is just going to continue growing – hopefully! Polestar 3 will be on the market soon and then Polestar 4, 5 and 6 will follow in the next few years. We will continue to grow, but

make sure that we do so in line with the demand, rather than try and force product into the market.

How can you protect value in the vehicles?

MH: It’s really important for us that we maintain strong residual values and commit to a really robust remarketing strategy. We’re working hand-in-hand with leasing companies to support them when it comes to disposing of their cars at the end of their first life. We need to make sure the demand is still there for them to want to keep keep working with us. It’s fundamental that we we get that right.

How have drivers reacted to the brand and how it operates?

MH: The feedback is unilaterally positive, especially when they come to one of our physical ‘spaces’. They are greeted and welcomed and treated as an individual customer, not a company car driver. With some drivers, there is an expectation that the level of enthusiasm would drop from staff when they hear that, but it doesn’t happen with us. We are keen to engage with all customers, in a way that is informal and conversational, set in a relaxed environment.

When that driver goes away and talks to work colleagues or friends, they will hopefully talk about how it was a positive experience, which spreads the message about us further.

When we spoke last year, you suggested fleet would account for about 70% Polestar’s business. What about 2023?

MH: We are looking at slightly over 80% of our business being in fleet in 2023. If the market conditions stay as they are –such as BiK incentives towards businesses and carbon reduction targets –that will be the percentage split. As more and more businesses start to pick up on the benefits of Salary Sacrifice, it draws customers away from the retail space. The benefits of an EV on a salary sacrifice scheme far outweighs any benefit of an internal combustion car, so it presents plenty of conquest opportunities for us.

One of the great benefits of the Polestar setup and the way that we’ve positioned ourselves is that because there’s no dealer or traditional dealer network, there’s no captive finance company. There is nothing that says that we have to force cars into a retail channel or a fleet channel. For us, it’s just about each driver

Where are you seeing conquest customers come from?

MH: There’s a mix of drivers coming from traditional manufacturers and other EV brands. There are manufacturers in the marketplace who were considered new five years ago, but are now established players. At the same time, there are other startups coming into the market now, who would consider us to be an established brand, even though we’ve only been here for two years. The industry is going through so much flux and change, but we need to focus on our job. That means putting ourselves out in the market and demonstrating to drivers and potential drivers how we differentiate from all of those other brands, whether they are legacy manufacturers or new entrants.

What has been the reaction from fleets to Polestar 3 and how will it fit into the fleet proposition?

MH: It has been very well received by the people that have seen it, but it’s still very early days and we haven’t even had a car in the UK to showcase yet. A key part of our approach with the car is to ensure there is a big focus on getting key fleet players to come and see it as soon as they

can. It’s is a much bigger, more expensive and niche vehicle than Polestar 2 so we know it will attract a different audience. It’s more of an aspirational car that builds the Halo-type proposition that we’ll eventually have with the likes of Polestar 5 and 6.

The fact that it appeals to a different

customer means that we need to be very conscious of how that organic growth is going to look for Polestar 3. It’s positioned extremely well, particularly from an equipment and specification point of view. But also from a price point of view it’s very, very attractive and I think that will be part of the core of its success.

“Polestar 3 is positioned extremely well, particularly from an equipment and specification point of view”

Paul Hollick

Association

A CHANCE TO CHANGE EV CHARGING

Headlines in The Sun (“Watch as Tesla drivers are forced to wait hours”) or The Express (“EV drivers face massive wait”) might not carry too much credence, but when it comes to the current situation regarding public EV charging, they probably have a point.

Social media paints a similar picture, with images of long queues to access public chargers all too common. Especially, it seems, from new EV drivers bewildered and annoyed that they face perhaps hours to simply access enough power to get them to their destination.

From across the AFP, we know that almost every EV driver – and certainly every EV fleet manager – has their own war stories about waiting to get their vehicle charged at moments when their range was down to almost zero.

To an extent, we understand it is inevitable that the relatively rapid electrification of the car and van parcs will bring moments when there is a mismatch between vehicle numbers and public charging provision. However, it does feel as though there is no plan in place that will see the current situation really improving.

Recently, Labour accused the government of being “asleep at the wheel” when it

comes to new charger capacity and, in a completely politically agnostic manner, it is difficult not to agree. Fewer than 9,000 public chargers were installed in 2022, bringing the national total to just over 37,000. The official target is for 300,000 by the end of the decade so you don’t have to be a maths whizz to know that a massive increase in the rate of installations needs to be happening.

There are a mass of complicating factors, of course, most notably whether new chargers are being installed in places where they are genuinely needed. Certainly, almost every fleet manager is aware of pinch points around the country on major routes while, at the opposite end of the spectrum, there is an almost complete absence of on-street charging outside of London.

This situation, of course, places massive pressure on the existing public charging network but here too, there are a long list of difficulties. Payment remains an issue for some users with a variety of apps required. Many older chargers are simply too slow for the latest models, meaning company vehicle drivers get stuck waiting through something that feels very much like trickle charging. Frustratingly, we even hear of complaints about brand new higher powered chargers that are operating at

nothing like their advertised rating. Plus, as any EV driver knows, public chargers seem to simply break down. A lot.

For electric van operators there is the added problem that many charging bays are just not big enough for them to use – an oversight which appears less and less justifiable with the passing of time. Did no-one think electric vans were on their way?

To us at the AFP, the obvious answer to this is some kind of regulatory body to take charge of the situation. We hear that government is resistant to this idea because it wants to leave room in the market for innovation but the situation is that we are in danger of charging issues choking off EV adoption by any business that relies on public charging.

The reality is that our national EV public charging network is as important as any other piece of infrastructure that has a direct impact on the economy – and all of those other infrastructure essentials have some form of strong and effective regulatory authority.

When it comes to speed of public charger installation, where they are sited, the means of payment and the speeds available, there are simply too many weaknesses in the current network for the market to solve the problem. More direction is needed right now.

Electric vehicle adoption is growing and considered a major success. However, the experience of running an EV is being tainted for many by the recharging infrastructure

chair,

of Fleet Professionals

“The bottom line is that our national EV public charging network is as important as any other piece of infrastructure that has a direct impact on the economy”

Will queues such as this one become commonplace for EV charging?

SUPPORTING THE SUSTAINABILITY JOURNEY

The corporate fleet sector is leading the charge in the adoption of EV. According to the latest SMMT data, while private motorists accounted for more than half of all new vehicle registrations in 2022, fleets and business buyers were responsible for the lion's share of battery electric vehicles. They accounted for two thirds (66.7%) of all BEV registrations and 74.7% of the volume gain for the year.

Winning hearts and minds in the race to zero

But fleet managers still face many ‘unknowns’ about electric motoring that are causing roadblocks in the acceleration of EV adoption. There is also resistance to making the switch because of fears about costs.

Recent Europcar research found that over 40% of motorists surveyed do not agree with the end to the exemption of vehicle excise duty in 2025. In a separate poll 60% said they had been put off switching to an EV because of the current cost of electricity. This is underlined by RAC research which suggested that the cost of rapidcharging an electric car using a public charging network had increased by

about 50% in the past eight months.

However the RAC’s research found that those who charged at home were still getting "great value”. No surprise, therefore, that a Europcar poll found that 59% of motorists preferred to charge at home compared to 23% at work and 18% ‘on the go’.

Making a steady switch

The key now is for those responsible for business vehicles – whether it’s just one or two or hundreds – to truly understand what’s the right fit for right now – as well as planning for the future. Businesses are keen to ‘try before they buy’ to really understand what electric motoring means in real world conditions. They are also keen to

ensure the transition to zero doesn’t have any short-term negative impact on operations and business costs.

Making a steady switch, moving from older, higher polluting vehicles to low emissions and eventually to zero is being adopted by many employers. And Europcar is offering a partnership approach on the journey. From low and zero emissions cars and vans to flexible on-demand vehicle solutions Europcar is helping organisations develop robust environmental policies for present and future operations.

It is also focused on offering attractive alternatives to vehicle ownership for those organisations not yet ready to move to zero. Renting ICE vehicles when needed, rather than owning, naturally reduces mileage and the resulting environmental impact. And if the vehicle is chosen to match the needs of a specific journey this increases efficiency and reduces unnecessary emissions from driving too big a vehicle.

And for new EV adopters, Europcar is offering a rental solution for electric that gives businesses the chance to assess the operational and commercial impact of electric vehicle use and to satisfy driver concerns.

Vauxhall Astra GSe

An electrified performance sub-brand is born, with a nod to motoring’s past. By John Challen

Electric vehicles are becoming the norm for an ever-increasing number of drivers as more and more models hit the market. Others, for whatever reason, are not keen to engage or acknowledge the movement towards battery power, so require a bit of encouragement.

That’s not the only reason why Vauxhall has created the GSe – or Grand Sport Electric – nameplate, but it does reinforce the view that driving on battery power need not be boring or slow. In fact, GSe ensures that drivers get a top spec Vauxhall that delivers – according to the company –‘precise handling, sporty design and a higher-performance electrified drivetrain’.

As well as powertrain upgrades, there are more driver-focused chassis upgrades, which sit comfortably alongside zero emissions motoring. Like all of the manufacturers, Vauxhall has specific targets when it comes to shifting to EV. In the UK brand’s case, it has committed to offering an electrified version of every model by next year, with only pure electric models on sale from 2028. The GSe brand – and the introduction of the Astra and Grandland models – is designed to kick-start the process, starting from a solid and reliable base.

The Astra GSe offers 225hp, a combination of a 1.6-litre engine and 12.4kW motor

also providing 360Nm of torque. In comparison, the Grandland version boasts a turbocharged engine of the same size, with a larger (14.2kW) motor and 300hp and 520Nm. Like BMW and others, Vauxhall has gone down the aural pleasure route, with a specific GSe ‘engine’ sound developed for the cars when in electric driving mode. In reality, that’s potentially 40 miles driving on the battery only (up to 86mph), a setup that helps record CO2 figures for the Astra of 25-26g/km (27g/km for the Grandland).

heated steering wheel. The wheels are new, too – 18-inch numbers that are inspired by the Manta GSe concept.

On the road, you can instantly feel the improvements made to powertrain, chassis and overall driving experience. The zero to 62mph time of 7.5 seconds might not be lightning quick but, in reality, there’s more than enough power under the hood (and floor) for real world driving. Dynamically, the steering is sharper with more feel than the standard car, while in Sport mode, there’s a delayed activation of the ESC, which enables the limits of the car’s handling to be explored more easily. There’s more body control, meaning extra stability while cornering, adding to the entertainment factor of the GSe.

Coming back to the chassis, the GSe cars offer a 10mm lower ride height, suspension that features frequency selective damping from industry specialist Koni, revised steering and bespoke ESC calibrations. The majority of the remainder of the Astra is, understandably, carried over from the standard car. However, there are specific GSe touches, including Alcantara AGR-certified heated front sport seats and a bespoke GSe

The GSe might not attract huge numbers of drivers, but it certainly helps spread the message that EV driving can – and will – be more fun than some people think!

IN BRIEF

WHAT IS IT? Sporty electrified hatch

HOW MUCH? from £40,550

ECONOMY? 256.8mpg

EMISSIONS? 25-26g/km

Key fleet model GSe

EV driving range; quality interior

Performance for some drivers; price

7-word summary Faster Vauxhall scratches a sought-after performance itch Also consider SEAT Leon e-Hybrid / Peugeot 308 Hybrid / Volkswagen Golf GTE

“Powertrain and chassis upgrades sit comfortably alongside zero emissions motoring”

Peugeot 408 hybrid

The French manufacturer’s first all-new model since the RCZ is a shrewd move, believes John Challen

In an automotive group the size of Stellantis, brands are under pressure not only to deliver in terms of sales, but also stand out against their stablemates. One way to do that – especially in a increasingly congested SUV landscape – is to offer something a little bit different.

In truth, 408 is a good-looking car that does indeed offer something a bit different. Sitting on the popular EMP2 platform, the car will launch with PHEV and ICE options, with an all-electric version to follow at a later date. It is very much seen within the business as a conquest car –with opportunities presenting themselves from within the C and D segments.

Sitting 4cm higher than a standard C segment car, 408’s increased ground clearance and ‘commanding driving position’ may make a lot of drivers feel they are not missing out by jumping on the SUV train, because they have a viable alternative. Elsewhere, rear passengers can enjoy 188mm of knee room – the most space for legs available within the entire Peugeot range. Around the whole of the car (boot space excluded) there are a total of 33 litres of storage available. Talking of the boot, the maximum volume in the hybrid is 471 litres (petrol: 536 litres), which can be increased to 1,545 litres (petrol: 1,611)

when the rear seats are folded. Spec-wise, the fastback offers plenty, much of it based around Peugeot’s icockpit, which features raised ventilation – for more efficient heating and cooling – and up to eight driver profiles. The squared-off steering wheel that has become a key feature of Peugeots is retained, which adds to the ‘sporty’ feel and look of the car. Although some drivers might be put off by the fact that the top bar can get in the way of the driver display. The wide range of options include a heated steering wheel, an air purification system and massage seats.

larger wheels, more safety packages and extra convenience features.

We drove 408 in PHEV guise, of which two options are available, one with 180hp, the other with 225hp. One 130hp petrol version is available and all three are mated to an eight-speed gearbox. The electric driving range of 40 miles (AER combined) helps 408 tuck into the 8% BiK band but, in reality, we only managed 28 miles EV driving in the real world. The 408 is a pleasant car to drive and has a dynamic element that is endearing and afforded by the new body style, compared with with many SUVs on the market. There’s limited body roll, loads of room in the cabin – front and back – and it is refined, even at higher speeds.

From a safety point of view, there are a total of 30 driving aids, supported by six cameras and nine radars around the car. Innovations on the 408 include: adaptive cruise control; night vision; long-range blind spot monitoring (to 75m) and rear traffic alert. There are three grades of 408: Allure; Allure Premium and GT. As you move up the range, typically there are

Peugeot says the volume seller is expected to be the Hybrid GT and fleet is expected to make up half of all sales of the 408. For drivers who are looking to stand out, it’s well worth considering.

IN BRIEF

WHAT IS IT? C-segment fastback hybrid

HOW MUCH? from £39,900

ECONOMY? 211.3-270.3mpg

EMISSIONS? 26g/km

Key fleet model GT Hybrid

interior space and quality; refinement

Boot isn’t huge; rear headroom limited 7-word summary Perky Peugeot delivers in a new segment

Also consider Audi Q3 Sportback / Citroën C5 X / Cupra Formentor

“From a safety point of view, there are a total of 30 driving aids”

WEEK BEHIND THE WHEEL

RENAULT MÉGANE E-TECH

Seven days spent with the battery-powered French model resulted in some surprises for John Challen

DAY 1

It was dark when the Renault Mégane E-Tech turned up at Challen Towers and the first journey was early the next morning up to the UK’s midlands. As a result, I didn't actually get a proper look at the car until I stepped out to charge at Banbury. What did impress me on first meeting with the French EV in the dark was the large new-style Renault logo’d puddle lights, which activate upon unlocking the car. A small touch, but a welcome one – literally!

DAY 2

For a car that represents the future of Renault – in everything from design to technology – I was amused to see the same audio controller/scroller design that had been a staple of models from the French manufacturer for many years. A case of ‘if it ain’t broke’ don’t fix it’? Maybe, but it is functional, effective and a physical item, rather than a haptic or touchscreen-only option. Such throwbacks are welcomed by many drivers, even on a car that signifies a step into the future

DAY 3

In recent months, there have been numerous stories of EVs suffering from temperatureaffected driving ranges. The week spent with the Renault avoided the worst of that weather, but the miles available still weren't quite as many as I – or other drivers – might have liked. I am completely on board with the thinking that the average driver only travels a fraction of the possible range in a day, but for longer journeys, stopping to recharge and getting to your destination in one hit makes a big difference. I have an ‘acceptable’ threshold of 200 miles in an EV and, while the quoted figure is 280 miles, I failed to reach that on the longer trips in the E-Tech over the course of my week with the car, the best being 174 miles from full charge.

DAY 4

It’s fair to say that the Mégane ETech is a really entertaining car –and also one that attracts plenty of attention. It might be ‘just’ a Renault, but in the seven days I spent with it, there were numerous people who stopped to ask what it was (the styling differences are subtle, but also enough to stand out). It’s not slow, either – which, thinking about it, might be partly why I couldn’t reach my holy grail of 200 miles from a full recharge. Plant your foot down and the car’s 217hp and 300Nm can really be felt, powering the car along nicely from moderate speeds.

DAY 5

A quirk that is not exclusive to the Renault, but one that I found more frustrating on it than any other car, is the voice control and recognising names from my phone book. That meant that the clever computer thought I wanted to call Joseph Stallin, not my son, Joseph and sometimes, it simply didn't understand me at all. Admittedly I’ve become a bit of a convert to shouting commands at a car while on the move, but it’s so much nicer when the machine actually knows what you want to do!

DAY 6

Renault is famed for creating desirable and very capable hot hatches and the Mégane E-Tech deserves to follow in their footsteps. It might be bigger than a Renault 5 GT Turbo and not quite as quick as the likes of the Clio Williams or 172 – and definitely not the V6 – but there is a lot to love about the performance of the E-Tech. With electric power alone, the 7.5 seconds it takes to reach 62mph from a standstill feels much quicker.

DAY 7

Being based on a standard ICE car, the Mégane E-Tech doesn’t look out of place, which –as we’ve mentioned before – isn’t a bad thing. One thing that impresses in the French hatch is the aerodynamic improvements – such as fully flush door handles – work seamlessly and don’t look out of place. They are one of a number of subtle touches that make the car stand out without it looking too futuristic, putting off potential drivers. The push button boot opening is another example of style AND substance. Clever, but simple. JC

“The E-Tech is a really entertaining car and attracts a lot of attention”

Areturn to pre-pandemic levels of events means that the V90 Cross Country has, quite literally, been across country a few times recently. As you might imagine, it is a fine motorway companion – refined, comfortable and frugal, with the big Volvo’s diesel engine regularly

VOLVO V90 Cross Country B5 AWD Plus

THE NUMBERS

front of me), having worked overtime in some pretty grotty conditions on the road. I had a slight bit of trouble trying to locate the bonnet release – resorting to actually checking the manual – as it discreetly blends into the fabric on the footwell. Instead of user error, I’m claiming that as a design win!

contributing to fuel economy returns of 56mpg+

What it also offers is physical buttons for driver controls – items that seem to be diminishing as new models continue to appear on the market. Having spent time in some cars that have hardly any, it’s always nice to get back in the

big Swedish estate and know where everything is and make adjustments without having to go either a) shout at the car or b) go through various menus on a big central screen.

Talking of screens, the screenwash reservoir finally ran dry (or, the warning note appeared in

FORD KUGA PHEV ST LINE X EDITION

Finally, with the youngest Challen almost out of booster seats, the built-in ones in the rear of the Volvo were a welcome discovery. Not exactly a major fleet requirement, but an illustration of the attention to detail – and quality – that goes into this car.

John Challen

THE NUMBERS

P11D £38,855

BiK* 12% I £78 (20%) /£156 (40%)

ECONOMY 256.8mpg

CO2 EMISSIONS 26g/km ON FLEET 68.4mpg

Peugeot 508, so it’ll be interesting to see how family life deals with the transition from traditional family estate to a more modern crossover.

For all the talk around both crossovers and electrified models in all their forms, it’s odd how the Ford Kuga can sometimes be forgotten amongst its newer crossover rivals.

The Kuga was the fourth bestselling PHEV in the UK in 2021

and the ninth best-selling car overall in 2022 (outselling even the Fiesta). In other words, while it may not get much credit, it’s still a popular choice and keeping the lights on for Ford –although the Puma was more than 8,500 units ahead.

With Ford also making headway with its electrified van range, I thought it was worth taking a closer look at the Kuga PHEV, which is why I’m running it for the next three months. My past with plug-in hybrids is well documented with my previous

My first impressions are good though and we love the Chrome Blue paintwork (a £600 option) along with the ST Line styling kit and 18-inch alloy wheels with red brake calipers. A bit out of sync mixing sportiness with the frugality of a plug-in hybrid? Perhaps, but there’s no question that this is a smart-looking combination. The next three months will see if that beauty runs more than skin deep.

Nat Barnes

o far, our Karoq has proved to be comfortable, helpful and more than up to the rigours of everyday life – and it’s an impression borne out by its behaviour behind the wheel.

Its light steering at low speeds, manoeuvrability and easy visibility

ŠKODA KAROQ SE Drive 1.0 95hp

THE NUMBERS

includes a 150hp 1.5 TSI and the 2.0 TDI 150PS DSG 4×4. As mentioned before though, there’s no hybrid option though.

If you were compiling a list of the most impressive cars Volkswagen offers, I’m afraid the Taigo wouldn’t feature near the top – it offers too little over the Polo to justify its extra front-end cost, while not having the chunky SUV appeal of the slightly larger T-Roc.

The Taigo does, however,

have made it very at home in the suburban environments it’s largely been tested in. Despite being the entry-level engine, the 110hp 1.0litre TSI in our test model has also proved up to the task with plenty of low-down momentum, enabling it to pull away quickly

and cleanly at road junctions.

It doesn’t feel underpowered on motorways either, although there is some engine noise. It certainly feels quicker than its 062mph time of 11.2 seconds suggests. For those seeking something keener, the line-up

VOLKSWAGEN TAIGO 1.0 TSI 110 R-Line DSG

Ride quality is decent too and does well at soaking up today’s ubiquitous pothole-encrusted roads, with just a bit of a bump the other side. It’s also extremely com-fortable on motorways and great at making a long-distance journey less laborious.

This isn’t a car aimed at those wanting sporting prowess – for that, there’s rivals such as the Karoq’s SEAT Ateca sibling – but it is one that’s comfortable, capable and easy-going.

Natalie Middleton

THE NUMBERS

P11D £28,870

BiK* 31% I £149 (20%) /£298 (40%)

ECONOMY 47.8mpg

CO2 EMISSIONS 134g/km ON FLEET 39.5mpg

£151 for a base rate taxpayer. For a business, this Taigo will cost around £330 a month on a threeyear/30,000-mile deal.

appear in a list of the most readily available Volkswagens currently – with supply still limited due to parts shortages, the Taigo is one of the few Volkswagens you can actually buy at present.

The question is, should you choose one? On paper, it stacks up well thanks to its economical 1.0-litre petrol engine, returning

a claimed 47.8mpg (I’m currently averaging nearly 40mpg while is mainly down to much of my commute being stop-start driving in built-up areas).

CO2 emissions are on a par with the rest of the small SUV class – 134g/km equates to a 31% benefit-in-kind banding for 2023/24 and a monthly bill of

By comparison, a Ford Puma 1.0 EcoBoost 125 ST-Line automatic undercuts the Volkswagen – a Ford Finance lease deal on the same parameters costs £299 a month, while BIK tax for the same tax payer is £141.

In many ways, the Taigo is getting its chance to shine because the lights have been dimmed on its more impressive stablemates. While it’s not a bad car, there are better Volkswagens out there (if you can find them).

Julian Kirk

“Ride quality is decent too and does well at soaking up today’s ubiquitous potholeencrusted roads”

As the brightness of spring rapidly approaches, it is a dark day for the FW Fleet, as the all-electric Born has returned back to Cupra HQ after nine months and 9,000 miles.

And what a pleasure those miles have been, with the Born –two electrical issues that were

CUPRA BORN V3 58kWh

THE NUMBERS

P11D £38,335

BiK* 2% I £13 (20%) / £26 (40%)

RANGE 264 miles

ON FLEET RANGE 256 miles

EFFICIENCY 4.5mpkWh

though the 77kWh version adds more miles for £2.5k extra.

I also said early on that the Born was the best company car for BiK, style, value, range and comfort, and I still stand by that. It’s not perfect, but it is incredibly good, and is the only car in 20+ years that I have genuinely considered keeping. Which says it all really. Luke Wikner subsequently rectified by software updates aside – running faultlessly and efficiently throughout the changing seasons.

As we discovered, the range tailed off in the colder months, but not as much as expected, and the heated (massage) front seats and general spot-on specification of

the V3 trim meant that winter with a full EV was dispatched with ease. Having a cabin heater not relying upon engine warmth definitely helped in this respect too.

As we said before, V2 trim in eBoost form is probably the pick of the range and the 58kWh battery gets the balance about right, even

TOYOTA COROLLA COMMERCIAL 1.8 Hybrid

DE-FLEET REPORT

Our time with the Corolla Commercial is up and the last job we carried out with it was to drive to the launch of its successor at Toyota’s Burnaston plant near Derby. We will bring you

more on that another time, but let’s just say that the changes make a desirable car-derived van even more desirable.

Toyota has made no changes to the bodywork, so the load area

remains the same as in our test van, with the rear side doors ensuring that access to the load area is good for a van of this type. The non-slip flooring is a real bonus, able to hold things like a toolbox in place

THE NUMBERS

PRICE OTR £24,003

PAYLOAD 425kg

ECONOMY 55.6 - 61.4mpg

CO2 EMISSIONS 105g/km ON FLEET 59.8mpg

without them moving around.

It’s the driving experience that has really helped us to enjoy the Corolla Commercial, with the CVT transmission switching seamlessly between electric and engine power and making driving in stop/start traffic so simple. Then there is the high level of standard equipment from adaptive cruise control to heated seats and reversing camera and automatic dipping LED headlamps. Add to that the impressive fuel consumption which has remained consistently around an indicated 60mpg (petrol) and the Corolla makes a convincing case for itself.

John Kendall

FANTASY FLEET

MOBILITY OUTSIDE THE BOX

It’s fair to say that a lot of people are currently thinking about streamlining operations, cutting back where they can and reducing outgoings. In the world of fleet, mobility options are being explored and cars being evaluated on how much they are ‘fit for purpose’. However, it’s unlikely that anyone is looking at downsizing in the way that The Little Car Company goes about its business.

The Bicester-based outfit specialises in junior car variants – hand-built in limited production runs – of classic and/or iconic models of the past. For example, the current lineup includes a DB5 from Aston Martin, the Bugatti Baby II and Ferrari’s Testa Rossa J.

The shrunken Prancing Horse (Prancing Pony, maybe?) is a 75% scale reproduction of the much-adored 250 Testa Rossa and has been developed and built using original drawings that are kept within the hands of classic enthusiasts at the Italian manufacturer. It’s an official Ferrari product, too, which means drivers can expect the highest quality materials, craftsmanship and performance from their tiny Testa Rossa. In fact, up to 160 hours is spent on each of the Ferraris, the production of which is limited to 299 vehicles. Many of the items – including the paint, steering wheel and pedals – come from official Ferrari suppliers, while the tyres are, as you might expect, Pirellis.

In order to cater to the widest range of drivers, there are four driving modes:

Novice; Comfort; Sport and Race. These distinctions ensure a power spread of between 1kW and 12kW under the bonnet, with top speeds ranging between the modes from 24km/h (15mph) to 80km/h (50mph). The electric powertrain is comprised of three batteries, positioned at the front of the car. Depending on how enthusiastically the car is being driven, they will offer up to 90km (56 miles) of fun!

Ferrari Testa Rossa J

Price Starting at c.£80,000

Power Between 1kW and 14kW

Driving modes Four

Dimensions 3.1m x 1.2m x 0.7m

Rivals (for your affection)

Aston Martin DB5; Bugatti Baby II

Likelihood of making it onto the fleet? 3/10

(It might not do the most miles on the fleet, but they will be the most enjoyable!)

encourage every driver to create memorable experiences today and for years to come’. One of the wider goals is to build a community among little car owners, helped by every purchase coming with a lifetime membership to The Little Car Club.

One of the latest offerings from The Little Car Company for the Ferrari is the Pacco Gara race pack, which features performance enhancements to the electric powertrain – to 14kW – creating a more track-friendly offering. Other components given a makeover include the steering rack, which gets a quicker ratio, dampers, and brake discs. There’s also a removable roll cage, for extra protection for those drivers who might be temped to be a bit over-zealous on the track. The company says it wants to ‘produce beautiful cars that allow our clients to share the love of driving across generations and

The recent announcement of an expansion to the Bicester Heritage Centre will shine an even brighter light on these mini masterpieces. In fact, it was during a visit to the site that we discovered the business premises, having caught a glimpse at some of the models being given a little shakedown outside of the production site. The Little Car Company has big plans, so it’s worth keeping an eye on what other models might pop up next.

“It’s an official Ferrari product too, which means the highest quality materials”

words John Challen

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John Kendall VFW editor

Reinventing the LCV...?

Van fleet managers will have more choice over the coming years than has been the case recently. That’s because electrification is bringing new manufacturers into the market place. Companies like Arrival, Watt Electric Vehicles and Volta. There are, perhaps inevitably, some similarities among them. New materials, new production methods and new approaches to doing business.

Equally inevitable is the impact this is having on our existing vehicle manufacturers. Ford is currently re-inventing itself to rise to the challenges of the electric age and you can read about Mercedes-Benz’ latest all-electric eSprinter on page 6 of this issue. We’re seeing new approaches to vehicle production, made possible by electric drive systems which allow more compact drive systems. Can the long-established franchised dealer model survive as a younger generation of vehicle buyers more used to ecommerce move into fleet management roles?

We also need to factor in the impact all this is having on fleet managers – the front-line customers for the products. Do they stay with existing manufacturers, whose fleet sales teams have built up relationships with them, often over many years? On the strength of those relationships the fleet sales teams may have pulled off deals for them that may not otherwise have been likely.

Or do they take a leap into the dark and try out a completely unknown quantity – a brand new vehicle from a brand-new manufacturer? There may be new ways of selling or servicing vehicles and new ways of financing them too.

Fleet managers are likely to approach all this with their usual caution, just as they have done with existing electric vehicles. We can expect strategic trials of vehicles where they will make the most sense, before making wide reaching decisions. Not all of the new manufacturers will survive, just as in the early days of the automotive industry over 100 years ago. Picking the winners will be quite a challenge.

“We’re seeing new approaches to vehicle production, made possible by electric drive systems”

FOR PURPOSE FIT

There’s a mass of products on the market when it comes to van racking and accessories such as beacons, light bars, roof racks, ladders and pipe storage, so choosing what suits a fleet’s needs may seem tricky. When selecting van racking, it’s important not only to utilise as much storage space as possible, but also to keep the weight low. This will maximise fuel economy and it will also ensure that the maximum authorised mass (MAM) LCV limit of 3.5 tonnes is not exceeded.

Bri-Stor uses lightweight highstrength steel across

Choosing the right accessories when looking to outfit a van is an important process. Matt MacConnell looks at some of the options

its product range. The company’s Elite racking system has a modular design and insert storage boxes available in widths of 580mm, 830mm, 1,120mm and 1,620mm. According to Greg Howell, business improvement manager for Bri-Stor Systems, there has been a greater push from fleets for alternative lightweight materials recently. To meet the request, Bri-Stor uses more aluminium, plastic and composite products in its design concepts and is currently in the process of launching a new racking range.

Racking and accessories company Sortimo offers a solid floor platform called SoboPro and this has integrated connection points for racking mounting. This means that when the LCV is being fitted out, the outfitters don’t need to drill into the vehicle floor pan.

The use of lightweight materials and solid floor platforms shows that companies that are moving toward a greener future by using EV fleets are supported by reputable racking outfitters – and a lot of products are already EVfriendly. Lightweight materials help keep electricity costs low, while the use of a solid platform ensures that the vehicle batteries, which are often found under EV floors, are safe and

untouched during the fitting-out process.

Sortimo offers various box systems that snap into its SR5 exoskeletal racking system, allowing fleet operators to carry tools and other equipment with ease. These can then be disconnected from the racking system and be taken on-site if required. Sortimo claims that installation takes around one day to fit the SR5 but, of course, if anything further is required it will take longer. If fleet operators are on-site and don’t need a box full of equipment, Sortimo also has a product called ProClick. This is a tool belt with modular pouches that can be hooked onto the end of the SR5 system.

Fleet managers are currently challenged due to vehicle shortages in the UK so it’s important that companies provide accessories that can be attached to any LCV. Sortimo offers a crash-tested roof-mounted racking system called TopSystem, which can be fitted to any LCV thanks to its interchangeable ‘feet’ and can be paired with a clever side or rear ladder lift system, making the lives of fleet operators a tad easier when offloading or loading ladders onto van roofs.

The TopSystem can be kitted out with an aluminium transport tube for pipes while various lighting equipment, such as beacons and light bars, can be fitted also. “Visibility is high on most fleets’ tick list, whether that’s external to protect drivers with the use of beacons, hi-visibility graphics or LED lighting,” says Howell.

Visibility is high on most fleets’ tick list

PLAYING IT SAFE (& SECURE)

While there’s almost no end to what fleet managers can fit their vans out with –including crane systems that can lift up to 250kg, vices that turn vans into mobile workshops, power inverters that can deliver direct current (DC) and health and safety equipment – it’s in the fleet manager’s best interests to keep not only the drivers safe but to secure the van’s tools and equipment against theft.

According to recent research carried out by Volkswagen Commercial Vehicles, van theft has risen dramatically in the UK, with 47% of van drivers falling victim to theft in 2021/22. With the average van holding around £2,500 worth of tools, this works out to a total of £4.4 billion of replacement tools on average each year. According to the report, most thefts happened in London while 45% were in Scotland – a rise over 2020/21 figures, just 22% for Scotland.

It’s believed that the annual rate of van theft could rise to more than 20,000 vans by 2030, claims Comparethemarket.com. According to reports by Direct Line, around nine vans were stolen each day day between September 2021 and August 2022, with most taken from the street. It’s claimed that more than half (57%) of drivers admitted to leaving their tools in their van overnight while almost a third didn’t take extra precautions to protect their kit.

“With vehicle lead times and acquisition currently very challenging, fleets are keen to focus their attention to protect and prolong the life of the assets,” explains Howell. “We work

with numerous partners to offer various aftermarket security systems from additional locks, trackers and CCTV as well as working with fleets to design security into their racking configurations.” While not completely guaranteed against theft, extra measures such as locks and signage, not only prolong a break-in but can also act as a visual deterrent.

Various companies offer a jail celllike cage made from steel with a thickness of up to 40mm to help prevent ‘Peel and Steal’ theft, a crime where thieves exploit a weakness in the van’s side doors. Depending on the van size, installation can take from two to three days. Of course, there are other ways to help protect your van and its contents such as locking your van when it’s unattended, being cautious not to advertise what’s inside your van, removing anything expensive, using a secured lockbox for your keys, being careful where you park and, if possible, park under a CCTV camera.

A HELPING DEFLEET HAND...

If fleet managers are thinking of making the change to EV, or are due to change their LCVs at the end of a lease agreement, there are some companies that can offer a de-fleet service.

This means that fleets can hand their LCVs over for end-of-life decommissioning where the removal of any aftermarket liveries or modifications will take place, including any lights, graphics or racking installed. Accessories can then be reused for new builds, transported to a storage location selected by the fleet manager or can be disposed of.

Sortimo claims that there has been a greater need from their customers for an end-to-end service and that they work with their customers to help roll out new vehicles, liaising directly with leasing companies, and they will also ensure that the old vehicle is ready for auction.

“Fleet managers are currently challenged due to vehicle shortages in the UK so it’s important that companies provide accessories that can be attached to any LCV”

Mercedes-Benz eSprinter

A new eSprinter is coming, but not until next year – and it will be replaced by a new model in 2025

The next eSprinter will be available with a more comprehensive range of body types and sizes than the current generation when it arrives in the UK next year.

Details of the new van have been released by Mercedes-Benz and include two lengths of panel van as well as chassis cabs with factory-made dropside and refrigerated body options. Currently, the eSprinter is only available in one size with a 11m3 capacity, but the new model will have a load space of up to 14m3

The 85kW motor is replaced with a choice of two new permanent magnet synchronous motors producing either 100kW or 150kW and three battery options of 56kWh, 81kWh and 113kWh will now be available, providing an upgrade to the 55kWh pack in the current eSprinter.

The enhancements are due to the new modular setup of the forthcoming van. The rear plays home to a brand-new axle containing the electric motor, while new high voltage components and control systems are in the front portion of the van.

Battery options range from 470kg for the smallest pack up to 850kg for the largest, with the eSprinter’s gross vehicle weight now topping out at 4.25tonnes to accommodate the heavier

system, while still delivering a maximum 1,575kg payload. It’s an overhaul that enables more flexibility in the range and ensures the eSprinter can compete with rivals including the Ford E-Transit and Maxus E Deliver 9.

However, the revamp is still just a stopgap ahead of the introduction of the Mercedes van.ea platform in 2025, which will form the basis of future large electric vans, as well as mid-sized vans and passenger vehicles. Despite not arriving in the UK until 2024 and even with the imminent arrival of van.ea models, Mercedes claims that the only carryover component for the driveline in the new eSprinter is the charging port in the grille.

This latest generation van is Mercedes’ flexible solution to meeting demand for EVs while still producing ICE vans. The modular elements of the eSprinter allow Mercedes to quickly and easily ramp up or reduce production as required.

Although a significant upgrade to the current eSprinter, the new vehicle has been simplified and is more closely linked to the combustion engine vehicle. The introduction of the MBUX infotainment system brings the electric Sprinter into line with the diesel model, having

previously made do without the system. The installation of its modular high voltage battery and rear axle system are also more attuned to the ICE product manufacturing. This has enabled more derivatives to be produced and helps when it comes adding bodies to the new chassis cab variant.

The introduction of van.ea models will add to the number of products on offer. Simplifying the range of combustion models and pushing suitable customers towards zero-emission products will allow both powertrains to work side by side.

While only a handful of off-the-line derivatives will be produced at first more models will become available as the electric vehicle market matures. For now, the focus is on striking a balance between the current products and market needs and the future van.ea models and anticipated production of 70% zero emission vehicles by 2030.

Ultimately, the Sprinter range will see a reduction in the choice of combustion engines and an increase in electric vehicles. The latest eSprinter is the beginning of a transition but also a push to succeed in a fast-paced game they have, until now, been behind in.

IN BRIEF

WHAT IS IT? Heavy van

HOW MUCH? TBA

GROSS PAYLOAD? 1,575kg (max)

RANGE? TBA

DRIVE? 100kW or 150kW motors.

Battery: 56kWh, 81kWh or 113kWh.

Free classes and resources for van fleets

Toyota Corolla Commercial

It may look familiar but Toyota’s latest MY23 car-derived van offers big improvements, says John Kendall

Some of the smartest vehicle improvements are often those that you can’t see. Elsewhere in this issue we carry the last report on our long-term test Toyota Corolla Commercial car-derived van, yet before you know it, it has been superseded by a model that looks just like it but benefits from a number of tweaks designed to improve the driving experience as well as performance and economy.

The easiest way to spot the difference between the outgoing model and the latest is to get inside. A subtle redesign of the dashboard and instruments tells you that you’re sitting in the latest model. The instrument panel immediately ahead of the driver has been revised and there are some slight differences to the switchgear.

The focus has been on bringing in Toyota’s fifth generation hybrid technology which brings improved performance, reduced fuel consumption and more safety features. In terms of performance, the latest Corolla Commercial delivers 138hp, compared with the 120hp from the previous model, while combined fuel consumption falls from 61.4mpg at best to 64.3mpg (WLTP combined) Toyota claims that the van will reach 62mph from rest in 9.4 seconds, 1.7 seconds faster than previously. Components in the latest

hybrid system have been designed to weigh less and be more compact.

There’s a new power control unit that is more efficient and quieter. The electric motor is smaller and the transaxle 15% lighter. Low viscosity oil reduces internal friction. Gear cogs are smaller and feature re-profiled teeth, resulting in a smaller and lighter differential. The battery is now made from lithium-ion and is smaller and lighter but with more power. It is both 14% lighter and 14% more powerful.

These changes show up on the road where performance is brisker than before while feeling more refined. Where fuel consumption in our long-term test vehicle hovered around the 60mpg mark, we saw around 62mpg on our brief test drive. Toyota says that the drive system gathers more data than before so is able to predict how a driver will drive on a regularly used route and can suggest that the driver lifts off earlier to reduce fuel consumption and is also able to increase engine braking where needed.

Other changes include automatic overthe-air software updates meaning the van won’t need to be taken to a dealer for those. There is a new front camera, allowing for a wider range of hazards,

including motorcycles, to be identified. A number of other features will be barely noticeable while improving safety.

Drivers are not likely to notice how some of the improvements work for most of the time they are behind the wheel. For instance, there’s a safeguard against sudden unintended acceleration at low speed, which could help to avoid accidents in queueing traffic. Overtake prevention support will prevent unintentional overtaking on the wrong side of a vehicle.

What hasn’t changed is the van’s load area or 425kg payload. It still offers a useful load area for light loads such as that needed by service engineers carrying tools and spare parts.

For a fleet vehicle, the improvements in safety will be welcome too and could contribute to fewer accidents and less accidental damage to vehicles

IN BRIEF

WHAT IS IT? Car-derived van

HOW MUCH? From £24,503 (ex-VAT)

GROSS PAYLOAD? 425kg

ECONOMY? 64.2mpg (WLTP)

DRIVE? 138hp from the combined 1.8-litre/hybrid drive system.

VERDICT

The many tweaks to what was already a good car-derived van will make the Corolla Commercial an even better proposition, with safety and fuel economy improvements increasing the Corolla’s fleet appeal.

TEMPERATURECONTROLLED VANS

FridgeXpress (UK) Ltd Tel: 0800 612 8902

www.fridgexpress.com

ABAX Tel: (+44) 1733 907 583 www.abax.com

WVL Leasing Tel: 01753 851 561 www.wvl.co.uk

PRINT + ONLINE

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

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

Full listings online at vanfleetworld.co.uk

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

Total Motion Vehicle Management Tel: 0116 248 8160 www.totalmotion.co.uk

Fleetondemand Tel: 0330 123 1089

www.fleetondemand.com

Arnold Clark Car & Van Rental Tel: 0141 567 0561

www.arnoldclarkrental.com

Europcar Mobility Group UK Tel: 0871 384 0140

www.europcar.co.uk/business

NORTHGATE Tel: 0330 042 0903

www.northgatevehiclehire.co.uk