Fleet World October 2023

Stay ahead of changing fleet tax rules

business

John Challen editor

Make a u-turn if possible!

When I started typing these words, a story was breaking about how Prime Minister Rishi Sunak was “considering weakening” the Government’s green plans, including potentially ditching the 2030 deadline for the sale of new diesel and petrol cars. Not 24 hours later, the deed was done and the UK is back in line with the EU’s end date of 2035. That’s right, precisely where the country was, before ‘we’ decided to try and win the zero emissions race by bringing that date forward by half a decade. By the time you read this welcome, who knows what the latest plan might be? There is a still a lot of uncertainty around the whole situation and the decisions made by those ‘in charge’ are often too hard to predict…

Political points-scoring aside, I’m not sure the U-turn will make much difference to manufacturers. I’ve been in plenty of meetings, interviews and press conferences over the past couple of years where car makers are only too happy to tell assembled journalists that they are either on target – or ahead of it – to meet the now-defunct 2030 deadline. Maybe it gives them more time and it’s easier to plan on a European level now, who knows?

On a business-level, fleets are also well on their way to transitioning to EV and have found life without internal combustion engines is not as horrendous as some might suggest. What I do know, is that the announcement isn’t helpful. In a world that has experienced a turbulent few years, most people just want stability. Even if the general public don’t totally agree with big decisions, certainty enables them to plan with confidence, knowing that the goalposts won’t move. That stability breeds confidence and has the potential to enable growth – add in any variables and business plans can be left in tatters.

On a related note, the subject of managing and controlling fleet finances graces the pages of this issue. With businesses facing rising costs from all directions, they need all the help they can get, so our experts are on hand with some streamlining suggestions. They might not all work for you and your business but, as someone once told me: “There are no bad ideas when brainstorming.”

MILTON KEYNES MEET-UP...

The great and the good – and everyone else – of the fleet industry will be returning to Milton Keynes on Wednesday 17 April 2024 now the date for next year’s Great British Fleet Event is confirmed. Once again, the Marshall Arena will play host to the fleet extravaganza, which encompasses high-level seminars, an exhibition and networking opportunities. If that’s not enough, the Great British Fleet Awards 2024 gala dinner will take place after the daytime festivities, honouring the best vehicles, people and products in fleet. Read more about the 2024 Great British Fleet Event and keep an eye on greatbritishfleetevent.co.uk over the coming weeks for the latest news.

“Political pointsscoring aside, I’m not sure the U-turn will make much difference to manufacturers”

The Smooth Operators

156 PS | Zero CO2 | BiK 2 % | 80 % charge 30 mins

Up to 258 mile range

Fuel economy and CO2 results for the Vauxhall Astra Hatchback and Sports Tourer Electric Range 115kW (156PS). Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to: 258 miles Hatchback / 255 miles Sports Tourer (WLTP). The range and electric consumption figures mentioned comply with the WLTP test procedure, on the basis of which new vehicles are type approved from 1 September 2018. They may vary depending on actual conditions of use and on different factors such as: vehicle load, accessories fitted (post registration), speed, thermal comfort on board the vehicle, driving style and outside temperature. The charging time depends in particular on the power of the charger on board the vehicle, the charging cable and the type and power of the charging station used. Please contact your Vauxhall Retailer for further information. Or call us on 0203 885 4562

FLEET15

Sarah Worthington corporate sales manager, Select Fleet Solutions

What is your ambition in your current job role?

To continue to grow the Fleet Solutions brand, launched in November 2021. We will continue to find innovative ways to provide a seamless end-toend solution for fleet drivers.

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

As a child I was really sporty, so my dream was to be an athlete at the Olympics. Then I got a job in sales, which I loved, started earning good money and everything changed!

What’s the proudest moment in your career?

My first job in the automotive market was with Mini as a business development manager. In my first year, I won the title of ‘Rookie of the Year’, which was a real honour.

The best takeaway food? McDonalds. Specifically a Big Tasty with bacon and sour cream dip. Washed down with a Coke.

Favourite James Bond?

I’m not really a film person, so I’ll say Daniel Craig, because he’s the only one I know.

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

A house or cottage in Dittisham, near Dartmouth. I’ve got lots of childhood memories from there and we still visit about three times a year.

Three car dream garage?

Lamborghini Urus, BMW M4

Competition and a Suzuki Jimny

What are the biggest challenges facing fleets at the moment?

The transition to EV, especially educating drivers who might be resistant to change. Downtime management is also an issue.

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

Night in or night out?

A night out dancing with my girlfriends.

Your supermarket of choice?

Marks & Spencer.

What car do you currently drive?

Tesla Model 3.

Tea, coffee or other?

Tea. Not too strong, no sugar.

Books or magazines?

I’m not a big reader, but I do like a good book on holiday.

Who is your idol in life and work?

It’s going to sound cheesy but, in work, it’s Graham Conway, our MD. He is a real leader and works hard, but maintains a good work/life balance. In life, it would be my aunt and uncle, who had really successful businesses in the car industry, then retired and lived life to the fullest.

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Road to 2030 ICE ban gets a f ive-year delay

Fleet

2030 is a date almost indelibly marked on the UK fleet sector’s psyche but that could be about to change under a major government policy shift.

Three years after the 2030 ban on the sales of new conventional petrol/diesel cars and vans was first announced by former Prime Minister Boris Johnson, the Government has pushed the ban back five years to align with the EU and other markets.

PM Rishi Sunak confirmed the delay in a hastily arranged news conference late September, after the plans were leaked to the BBC the day before. He also pushed back the deadline for replacing gas boilers and announced an increase in boiler scrappage grants.

He still, however, reckoned that the UK would get to net zero by the 2050 target but by a “fairer, better approach” – although the Climate Change Committee has already voiced its concerns.

The shift in key green policies is being positioned by the Government as a “pragmatic, proportionate and realistic approach that eases the burdens on families”, although Sunak has been accused of ‘electioneering’.

At the time of Fleet World going to press, the full details of the delay to the ICE ban, including whether there’ll be a further exemption for hybrids or if the market will still go EV-only by 2035 as already planned, are yet to be released. But it’s sent shockwaves across industries that were working flat out for the 2030 ICE ban deadline.

A HUGE HEADACHE FOR MANUFACTURERS?

Understandably, the move to the goalposts has scored a strong reaction from carmakers. This includes Ford, which said: “Our business needs three things from the UK government: ambition, commitment and consistency. A relaxation of 2030 would undermine all three.” But Jaguar Land Rover said the delay was “pragmatic” while Toyota welcomed the announcement.

The Society of Motor Manufacturers (SMMT) trade body stated that the industry’s commitment to a zero-emission new car and van market would remain unchanged. It also pointed to the forthcoming zero emission vehicle mandate. This is due to come into place from 2024, but again details had still not been announced as Fleet World went to press. However, the BBC said Business Secretary Kemi Badenoch had confirmed the mandate would come into effect as expected.

As the SMMT has said, the mandate is the “single biggest mechanism to deliver net zero”. It’s expected to set carmakers a target for 22% of units sold to be electric in 2024, increasing to 80% in 2030 and reaching 100% in 2035 – in line with the EV-only deadline in both the old and new government plans. This would help drive EV availability. However, as one carmaker apparently told the BBC, forcing firms to hit a target on electric vehicle sales, while pushing back the ban on new petrol and diesel car sales, would make it harder for firms to sell the electric ones.

BREATHING SPACE FOR FLEETS BUT STILL FULL CHARGE AHEAD

Both the BVRLA and AFP said the ICE ban delay would bring some relief to businesses running fleets but expressed wider concerns.

Gerry Keaney, BVRLA chief executive, said: “Those that have made huge financial and strategic investments in this technology and mobilised their customers and workforces for decarbonisation will be worried that government is applying the brakes. Others will be grateful for the extra breathing space this delay provides. They will be hoping that it gives more time for costs to come down and consumer attitudes to change.”

AFP chair Paul Hollick warned that the sector’s reaction was “largely negative” and said its members had assumed the Government would “provide more support, not move the goalposts”. He also warned of dangers to the value of existing EVs and investment in charging infrastructure.

Elsewhere, charge point operators and charging stakeholders lamented the lack of certainty but highlighted that charging investment and the switch to EVs would happen regardless.

World on the shock announcement of a five-year delay to the planned 2030 ICE ban and what it means for fleets.

INCOMING

End of the ICE age

MINI COOPER

What is it? Fifth generation of an iconic supermini

When is it available? Customer deliveries Q1 2024 Biggest changes? Electric powertrain, OLED display and new OS Fleet appeal? EV-only, with up to 250-mile driving range

Evolution not revolution

There are always going to be comments on the design of new cars, especially when they are as recognisable as the Mini. The front-end pays homage to the classic Mini, but also moves the appearance on with a single light cluster. Flush door handles are new, but the overall look still adopts the ‘wheel in each corner’ winning formula for the car, regardless of size.

Inevitable, but the new Mini Cooper is only available with battery power. Drivers have a choice of either the E or SE models, which offer 190 miles and 250 miles of range respectively. The E features 40.7kWh capacity and an 184hp electric motor that provides 290Nm. The SE’s 54.2kWh capacity enables the longer range, as well as 218hp and 330Nm of torque.

How may I assist you?

Not content with Parking Assistant, Mini has added an optional Parking Assistant Plus to – apparently –make parking even easier. The added tech comes with 12 ultrasonic sensors and four surround-view cameras. The system will identify spaces and also undertake space-constrained manoeuvres on demand. Choose ‘Explore Mode’ and you can park your car by smartphone too.

Touch-tastic

In a move that will no doubt infuriate a number of drivers, the new Mini has gone large on touchscreens, via what it is claiming to be the ‘world’s first OLED [organic light-emitting diode] display’. The 240mm screen works with Mini Operating System 9, which enables all functions to be operated via touch or voice.

VERDICT

Given the huge success of the previous four generations of Mini, it’s hard to see this one being anything other than popular, even despite the powertrain and infotainment changes. The driving range is good – and dynamically it hopefully retains the all-important driverfocused characteristics – which will please a lot of fleet drivers.

AT LARGE

As you read this, the Grant family is about six months into life with an electric car. We bought a sevenseat Peugeot e-Rifter in March and, considering reviews focused on its 170-mile range, it’s been a very easy transition. A full charge lasts several days, and the kids need longer, more frequent mid-journey stops than the car, so we combine comfort breaks with a short top-up. Range isn’t an issue and charging is cheaper and more convenient than refuelling our old petrol MPV, but that’s largely because we have off-street parking.

This is a dividing line as the electric vehicle market gathers pace. We’re often told that home charging is one of the biggest perks of going electric – and that it’s where drivers normally plug in. However, Department for Transport data suggests 24% of vehicles are parked on-street in England, so drivers miss out. Home charging isn’t a prerequisite for going electric, but it makes that process a lot easier.

The alternative typically involves pricier public infrastructure and obstructive, inconsistent regulations. Drivers who are lucky enough to have an on-street parking space on their doorstep can’t install a charge point to go with it and won’t necessarily be permitted to run cables across the pavement to a socket on their own property. With no national rules on the latter, it’s

up to local authorities to decide whether to permit it as a helpful step to encourage electric vehicle uptake or ban it as an obstructive trip hazard.

Local authorities themselves have more flexibility. Permitted development rights were extended in July, enabling third parties to install charge points on their behalf, and support is available through the On-Street Residential Charging Scheme and (in England) the Local Electric Vehicle Infrastructure fund. But infrastructure planning takes time and effort – and recent BVRLA research found only 37% of local authorities had a strategy in place, while 40% hadn’t engaged with fleet operators to assess their needs. The association’s Fleet Friendly Charging Pledge is aimed at encouraging those conversations, recognising that councils have competing transport priorities and often lack the resources and funding to do this alone.

In the meantime, close-to-home charging is a hurdle for businesses encouraging car drivers to go electric, but a much bigger headache for commercial vehicles where ranges are typically shorter and convenient top-ups are vital. The Association of Fleet Professionals has raised concerns that members are slowing their electric van uptake, having faced challenges with range, payload and charging.

I’ve heard similar stories first-hand, with operators waiting months for grid connection upgrades at depots and citing issues providing solutions for home-based drivers parking vans on street.

There isn’t much time to close those gaps. The Government’s zero-emission vehicle mandate has encountered some political pushback recently but, as it stands, 10% of new vans will have to be electric in 2024, rising to 19% in 2025. However, according to the SMMT, electric vans recorded an almost identical just-over-5% market share from January to August 2023 as they did 12 months previously. Unsurprisingly, 93% of BVRLA members believe that the UK’s electric van transition is behind schedule and there are concerns that infrastructure headaches could push operators to hang on to what they already have.

At the very least, it would be nice to see some consistency. Perhaps, as a stop gap, a nationwide approach allowing cabletrailing as long as drivers use high-visibility covers and with penalties for non-compliance, setting baselines for safer charging while offering more options for drivers. As I’ve been finding out first hand with my own electric van, limited range isn’t a dealbreaker if there’s a convenient spot where you can claw it back.

Pending deadlines for the phase-out of fuel-burning cars and vans are perhaps a moment to stop and re-think approaches to on-street charging, says our man

Alex Grant

“Drivers won’t necessarily be permitted to run cables across the pavement to a socket on their own property”

Fuel economy and CO2 results for the BMW i5. Mpg (l/100km): Not applicable. CO2 emissions: 0 g/km. The i5 model range electric range: 284-357 miles. Range figures obtained after the battery had been fully charged. The i5 is a battery electric vehicle requiring mains electricity for charging. Figures shown are for comparability purposes. Only compare electric range figures with other cars tested to the same technical procedures.

100% ELECTRIC

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.

MONEY MATTERS

Whetherbuying,leasingorrenting,it’simportantforfleetstohaveastrong grasponhowmuchitcoststoacquireandrunitsvehicles.Ourexpertslook atexistingandnewwaystokeepcostsdown,withoutimpactingefficiency

The importance of being agile

As we navigate an ever-changing commercial and transport landscape, traditional business models continue to be reimagined. Companies are striving to become more agile, nimble, frictionless and dynamic to ensure their operations are cost optimised, that they’re future-ready and protected against unforeseen circumstances. The importance of doing so was reinforced by the impact of the Covid pandemic – and the economic and business environment remains volatile and unpredictable.

The shape of the UK leasing and rental market has evolved to keep pace, with the industry understanding that one size can no longer fit all.

The traditional three-year contract hire vehicle is no longer standard issue. Flexible mid-term leases, short-term hire and daily rentals have all become more regular fixtures in the fleet financing mix. Although these alternatives may be more expensive, the lease

or rental costs can be more than offset by avoiding a long-term commitment and the associated penalties of conventional contract hire.

Fleet operators face early termination fees if they need to return vehicles before their contracts end, but flexible options allow fleets to adjust the number of vehicles as needed without incurring such charges. This prevents unnecessary expenses during fluctuations in demand or changes in business requirements. Flexible leasing is also proving a compelling option when it comes to the electric vehicle market. Shorter contracts enable businesses to swap out vehicles more easily for EV equivalents, again without having to incur early termination costs.

Currently, some businesses and employees may also be reluctant to commit to long-term lease contracts, with the pace of technological development meaning future generations of EVs will become more attractive – and increas-

ingly affordable. Shorter contracts with more adaptable terms allow a toe to be dipped in the water, with EVs trialled before a commitment is made to a longerterm finance arrangement.

Jayne Pett, sales and marketing director, Fleet Operations

In uncertain times – there should be no set rules. Factoring in EV transition targets, vehicle supply, cost of new vehicles, future residual values, future maintenance budgets, future tyre budgets, fleet policy and Total Cost of Ownership (TCO) means there’s so much to consider.

As a result, fleets are more different than they’ve ever been and flexibility is required.

From a finance perspective, there are questions about fleet and asset management. One of the first steps is to find out which approach works best for a fleet: full service operating lease; short- to long-term rental or subscription? Many fleets might not know, or are possibly considering a shift to salary sacrifice as an alternative.

These are all proven ways to help fix your TCO and remove risk, but a more flexible and tailored approach may also help with the uncertainty of future TCO – and the differing needs of the differ-

ent assets. These elements include: pay for use maintenance; finance with extendable retention (finance lease) and mix and match services (accident management, remarketing etc). These methods are especially proven for the less risk averse fleet operator.

But which approach is more reflective of the current fleet landscape? Fleets whose vehicles have different roles – and different needs – may need to be financed differently. If a fleet is financing vehicles the same way –when they have different life cycles – it could be a case of leaving money on the table and off the bottom line.

In short, vehicle funding has never been more important. In uncertain times, certainty from fleet finance suppliers is required. That means financial products that are tailored to fleets, with flexible fleet finance and management options and those that consider cost control objectives, the role each vehicle plays, retention parame-

ters and your stakeholder needs. Bynx can provide the fleet finance and fleet management sector tools that underpin these flexible product and service deliveries. And our modular software solutions enable the fleet finance industry to deliver the support that fleets need. Ultimately, that means certainty in uncertain times.

Gary Jefferies, sales and marketing director, Bynx

Vehicle funding has never been more important

“The traditional three-year contract hire vehicle is no longer standard issue. Flexible mid-term leases, short-term hire and daily rentals have all become more regular fixtures in the fleet financing mix”

Inflation has put enormous pressure on fleet managers. It has impacted the cost of vehicles, fuel and repairs just when resources are needed to transition to zero-emission vehicles aligned to sustainability targets.

Providing flexibility in leasing solutions is a key approach to navigate these prevailing challenges faced by businesses. Lingering economic uncertainty makes capital investment a potential risk for fleet operators. Consequently, we’re seeing increased interest in flexible-term contract hire products as a way to adapt to market shifts and operational demands without committing to substantial upfront financial outlays.

A second strategy to improve cost efficiency and optimise operational expenditure stems from leveraging

The cost of inflation

the capability of telematics technology. Harnessing data analytics empowers businesses to make informed decisions based on vehicle usage patterns, monitoring mileage, unexpected breakdowns and many other elements of their fleet. This data can optimise the efficiency of each vehicle across its lifecycle and bring running costs down across a fleet.

As the transition from ICE vehicles to electric alternatives gathers pace, data-driven decision-making tracking driver behaviour within a comprehensive feasibility assessment becomes even more imperative in order to make informed renewal decisions and minimise any BAU impacts.

Fleet decision-makers will need to either invest in data management tools

or work with a leasing company with dedicated data and account management teams. The result will be implemented combined data solutions now, ready for fleets to make futureproofed cost-effective financing choices. Within charging infrastructure alone, fleet managers must contend with more than 100 different charge point operators across approximately 40,000 chargers in the UK. As a result, we’re seeing growing interest in a one supplier approach. Consolidating suppliers with one end-to end finance solution can streamline and simplify operations, saving money and time in the process.

Jon Lawes, managing director, Novuna Vehicle Solutions

What is the optimal funding solution?

One of the core questions for fleet operators as they transition to zero-emission vehicles is “what is the optimal funding solution?”

A battery electric vehicle (BEV) compared to an ICE powertrain sees average cost increasing by £10,000 (car), £17,000 (van) and £200,000 (truck). For a fleet of 250 vans, this represents an additional £4.25m initial capital outlay, so it is more important than ever to focus on the funding implications of tying up larger amounts of cash.

To establish optimal, long-term investment method – whether this is outright purchase or leasing – accurately evaluating options and accounting for all relevant cashflows, including cost of funds, will be crucial in making informed decisions.

Our recent case study across a range of small, medium and large vans demonstrated that although BEV equivalents had higher capital costs, contract

hire was the optimal funding method, yielding average annual savings of £600,000 (9%) for a 250-van fleet.

Funding via contract hire also provides protection from the currently volatile second-hand market for BEVs –a risk that could impact financial statements. Switching from purchasing to leasing will shelter fleets from these impacts. Funding fleets on contract hire allows your business to free up capital for further investment opportunities while de-risking an asset portfolio.

The same is also true in the consumer market and when coupled with employer-backed schemes, low Benefit-in-Kind, as well as the ability to spread payments, we are witnessing a shift to salary sacrifice cars and private leasing from private ownership.

Salary sacrifice schemes give fleet managers the opportunity to enhance reward offerings, addressing cost-ofliving concerns while reducing carbon emissions and can create a savings

potential for sharing with drivers. For fleet operators making the switch to cleaner technologies, decisions will focus on vehicle cost, suitability and other practicalities. A review of funding options should also form part of a fleet’s strategy, helping support informed decisions and optimising its budget allocation.

Fiona Massey, fleet consultant, Zenith

Seven savings solutions...

1) Mix and match funding > Contract hire might be the most popular funding method in the UK but, depending on VAT status and whether running cars, commercial vehicles, or both, a blend of funding options might suit better.

2) Benefits Box > Compare the perks, crunch the numbers, look at cash-for-car options, the company car scheme and explore EV salary sacrifice to ensure drivers get the right benefits.

3) Look at the bigger picture > When analysing costs, don’t stop at the monthly lease amount. Think about fuel/electricity costs, maintenance, tax, and insurance – and everything else contributing to whole life costs.

4) Beyond the usual suspects > Supply chain disruption over the past few years might have made things trickier, but it’s also opened doors to new players. It’s worth looking at new OEMs entering the UK market and whether they meet fleet and drivers’ needs.

5) Think electric > Low Benefit-in-Kind rates, incentives and emissions targets have meant fleets have been at the forefront of EV adoption. There’s also the benefit of some manufacturers prioritising production of electric vehicles over petrol/diesel models.

6) Flex your choices > If a fleet needs to change, flexible rental can provide fast access to cars and vans from stock. There’s no long-term commitment so fleets can simply return or extend.

7) Fleet risk is not a burden > It’s time to see it as an opportunity. LeasePlan can help you manage and minimise the specific risks faced by fleets and make businesses work more safely and effectively.

Alfonso Martinez, UK country manager, ALD Automotive | LeasePlan UK

LOOKING AHEAD TO AN ELECTRIC FUTURE

2023 marks 120 years of Vauxhall an iconic British brand which has manufactured vehicles in the UK since 1903. The celebrations have included the launch of the all-new Astra Electric – the next step in Vauxhall’s journey to becoming an electric-only brand by 2028. Vauxhall is one of few brands to offer fleets and businesses a fully electric variant across its entire light commercial vehicle line-up.

New Corsa Electric

BEST-SELLING ELECTRIC MODELS

Vauxhall’s diverse range of electric vehicles regularly tops the new car sales charts in their respective segments:

• The Corsa is the UK’s best-selling supermini so far this year and the second best-selling car in the UK market overall

• The Corsa Electric leads the Small Electric Car (Electric B-Hatch) segment year-to-date

• The Mokka Electric is the UK’s best-selling Small Electric SUV (Electric B-SUV) so far in 2023*

Vauxhall also remains the UK’s best-selling electric light commercial vehicle (e-LCV) manufacturer – nearly one-in-three electric vans sold this year have been a Vauxhall.

The New Corsa becomes the final model in Vauxhall’s passenger car range to adopt the distinctive Vizor – a single, smooth panel that sits between the LED headlights and has the new Griffin badge as its centrepiece – that has become the face of the brand’s latest generation models. New for Corsa Electric is Vauxhall’s advanced 51kWh battery, which is paired with a 115kW (156PS) motor. This combination delivers a compelling blend of power and efficiency, with 0-62mph in 8.2 seconds and a potential range of 246 miles (WLTP), making the model perfectly well suited for short hauls and longer trips alike.

Astra Electric

Launched in 1980, the Vauxhall Astra is now in its eighth generation, with over 3.1 million units carrying the nameplate sold in the UK. And now, the Astra is also available as a fully electric model, completing the journey of this iconic car to electrification.

The Astra Electric features Vauxhall’s nextgeneration 54kWh lithium-ion battery, providing up to 258 miles of range between charges (WLTP), and is available with Intelli-Drive. 2.0, Vauxhall’s most advanced and intuitive suite of driver assist technologies.

Astra Electric is available in three wellequipped trim levels – Design for a lower P11D value, then sporty GS and top-of-the-range Ultimate. The Astra Sports Tourer Electric will join the line-up later in 2023.

With zero-emissions-in-use, the Astra Electric qualifies for a BiK rate of just 2% (2023/24), making it particularly well suited to business users.

Britain’s leading e-LCV manufacturer

More than one-in-four electric vans sold in the UK so far this year has been a Vauxhall Vivaro Electric, making it the UK’s best-selling e-LCV. Vauxhall has been the UK’s best-selling e-LCV manufacturer for the past two years and leads the sales charts so far in 2023.

The Vivaro Electric achieves a WLTP range of up to 205 miles and comes with a maximum payload of up to 1,226kg.

Having manufactured vehicles in the UK for 120 years, Vauxhall is currently the only mainstream automotive brand to produce vans in Britain. Ellesmere Port is dedicated to electric vehicle manufacturing, where it produces the Vauxhall Combo Electric. Vauxhall’s compact electric van is capable of up to 175 miles on a single charge (WLTP) and features an identical 4.4m³ load capacity to its diesel counterparts. Combo-e is now the second-best selling LCV in it’s segment.

Vauxhall continues to explore alternative options for fleets to complement its fully electric LCV line-up, with Movano Hydrogen Van now confirmed to go on sale in 2025. In 2023 and 2024, hydrogen trials will be run with key fleets to enable evaluation of the zero-emission technology.

A diverse electrified line-up

Alongside the Astra Electric and New Corsa Electric, Vauxhall’s electrified passenger car lineup includes the Mokka Electric, featuring a 50kWh battery offering a potential range of 209 miles (WLTP).

Plug-In Hybrid power is also available across Astra, Astra Sports Tourer and Grandland. Powered by 1.6-litre four-cylinder petrol engine and a 14.2kWh lithium-ion battery, the Grandland Plug-in Hybrid has an electric-only range of up to 41-miles (WLTP, EAER). With CO2 emissions as low as 28g/km, the Grandland Plug-in Hybrid qualifies for a Benefit-in-Kind (BiK) rate of 8%.

Electric Streets of Britain

Vauxhall’s Electric Streets of Britain initiative will help accelerate on-street residential charging across the UK and ensure that the transition to electric vehicles is as easy as possible for all.

Vauxhall is creating a national database of where current and future EV drivers want to see chargers installed. This data will help local authorities to make more informed decisions on where to install them. Find out more about the campaign and register your charging needs at www.electricstreets.co.uk

STRENGTHS

Strengths,

weaknesses, opportunities and threats of a PHEV hatchback quartet are analysed by the Fleet World’s fab four AUDI

proliferation of packs (perhaps some of which should be standard) could be off-putting.

JK A rather confusing naming convention and a constantly changing pack structure makes the right car a little hard to find.

MW A3 is yet again evolutionary and not revolutionary, which might leave people wanting more.

JW Sport trim level offers a more cost-effective solution for drivers due to its lower BiK. S Line ride is a bit unsettling on UK roads.

wheel option, the official range is 40 miles – good for drivers.

JW Arguably the most aspirational badge here, yet the cheapest, most cost-viable option of the bunch. Conquest opportunities.

THREATS

SH Newer PHEVs in this sector could offer greater EV range, taking them into a lower BiK tax bracket, which dates the A3.

SH Looks relatively well-priced for P11D in this group, while a premium badge will appeal more to many user-choosers.

JK The Audi brand is still a strong draw, reinforced by an interior that makes drivers feel a bit special.

MW Regardless of it being a plug-in, the A3 is a brilliant car –

with or without electrification. Impressive in every area.

JW One of the logical choices here. Premium badge appeal and build quality, decent EV range, lowest OTR price, strong RVs.

WEAKNESSES

SH Confusing range structure and

OPPORTUNITIES

SH Many might not yet grasp how mainstream hatchbacks have caught up with premiumbadge vehicles on price.

JK PHEV models are priced from under £36,000 and, with pretty strong RVs, A3 has surprisingly competitive rentals.

MW With the smaller 17-inch

power output, makes the 308 look a little expensive.

JK PHEV models are only available in higher-specification Allure and GT trims, which makes competitive pricing a challenge.

MW Lack of room in the rear and, compared with others here, a little disappointing to drive.

JW The small steering wheel hinders the view of the dials. Not the most dynamic to drive and RVs don’t quite hold up against the Germans.

JK The third generation of the car was launched in 2013 with a facelift in 2016, so A3 may suffer from being a little too familiar.

MW Interior could be better. It’s still good, but not a leap forward from previous models.

JW Audi doesn’t have a fully electrified A3 option and will not for some time, which arguably distances green fleet customers.

great styling cues. As we know, design sells

JW The 308 was always a decent fleet proposition. Introducing a PHEV variant taps into the growing demand for eco-friendly, cost-efficient vehicles.

THREATS

SH VW Group and the Korean brands have had the PHEV sales in this sector to themselves. Peugeot might find it tough to be seen.

STRENGTHS

SH Striking design and premium feel make the 308 worlds apart from its predecessors.

JK The latest model from an ascendant brand. Peugeots have a bit more flair than some offerings.

MW A strikingly handsome fivedoor hatch, which looks great from every angle.

JW A chic interior and exterior, presenting a touch of daring compared to its rivals. Smooth ride and premium materials position it as a strong competitor here.

WEAKNESSES

SH A higher P11D than the Audi, combined with the joint-lowest

OPPORTUNITIES

SH All brands within VW Group offer PHEVs in this sector, as well as other rivals, so 308 gives Peugeot access to new customers.

JK Previous models were not the most desirable or competitive so the latest model might not have appeared on drivers’ shortlists.

MW Such an attractive car, with

JK The avant-garde approach to design may be eye-catching, but it isn’t for everyone.

MW Some drivers won’t get on with the small steering wheel. It’s a bit Marmite.

JW As prices continue to balloon, many new and existing competitors could disrupt the UK market with more cost-viable models.

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

Simon Harris > SH Head of valuations, UK Vehicle Data

Jason King > JK Head of OEM insight and data supply AutoTrader

Martin Ward > MW Manufacturer relationship specialist

A3 SPORTBACK • PEUGEOT 308 • VAUXHALL ASTRA • VOLKSWAGEN GOLF

Audi A3 Sportback

Peugeot 308

STRENGTHS

SH Bold contours and athletic design make the Astra visually appealing. Electric range of 40+ miles and a favourable 8% BiK rate.

JK Offers a far more dramatic exterior design than recent models. The angular vizor design language is certainly striking.

MW A good blend of value, ride

quality and interior comfort make the Astra stand out.

JW Desirable premium style cues and a great quality interior. Competitive residual values and low SMR costs.

WEAKNESSES

SH Although not priced quite as

high as the 308, drivers might need an explanation as to why it’s more expensive than the Audi A3.

JK Despite the dramatic exterior, the interior is a little too minimalist and might be bordering on bland to some drivers.

MW Not as entertaining to drive as some close rivals. Rear legroom could be better.

JW Suspension can feel a little stiff. Petrol equivalent, priced almost £7K lower, could be a more cost-effective choice.

OPPORTUNITIES

SH With BiK tax at 8% (the same as for the 308), the Astra has much to recommend it against more established rivals.

JK Good looks, driving dynamics and strong specifications – the Astra is the enigmatic option.

MW The Astra has sold for over 40 years based on value-for-

it once was, Volkswagen has to work much harder to win business in this sector than it used to.

JK A relatively expensive option. Good spec but maybe a difficult sell when an ID.3 offers lower RRP and BiK.

MW Infotainment is still fiddly and software problems have been reported.

JW The GTI style smile only lasts whilst the battery is charged, then you’re left with just 150hp. Higher OTR costs, combined with higher BiK, could push it out of reach for some.

money motoring. This PHEV should carry on that tradition.

JW In a market heavily pushed towards electrification, the Astra ticks all the boxes when it comes to drivetrain options.

THREATS

SH RVs are lower than some here, which shows how much work Vauxhall needs to do to change its image among used car buyers.

JK Does the Vauxhall brand have the necessary appeal to attract company car drivers at a higher price point than an Audi?

MW Cheaper trim levels look better value – less competitive the higher up the range you go.

JW Vauxhall risks distancing its core clientele by making its UK staple model unattainable for many, due to aggressive pricing.

MW Golf is desirable whether it’s compared to the mainstream or more expensive premium models.

JW A chance for drivers to adopt electrification for tax benefits, without losing all the performance and sporty aesthetics.

THREATS

SH This generation of Golf has never quite hit the mark in the way its predecessors did.

STRENGTHS

SH On paper, perhaps the most car for the money and the biggest punch per pound in this group.

JK From its introduction as a performance hybrid using the GTE name in a nod to the iconic GTI, the Golf has a strong following.

MW Regardless of which model, and power unit, choosing a Golf

is almost always a good decision.

JW The Golf is a well-established product within the sector and the GTE badge adds sportiness. Attracts performance drivers in search of a hybrid powertrain.

WEAKNESSES

SH No longer the default choice

OPPORTUNITIES

SH Some of the GTI magic can rub off on the GTE – so it could be seen as an enthusiast’s choice.

JK Not as strong dynamically as the GTI, GTE still offers a rewarding drive, with the added benefit of a decent electric-only range.

JK With Volkswagen investing in full BEV technology, the Golf can feel a little like a model belonging to a previous generation.

MW Maybe the plug-in model’s biggest threat is from the everpopular, efficient diesel engine.

JW It’s a busy sector with plenty of competition to deal with, including VW Group models from within the VW Group.

Vauxhall Astra

Volkswagen Golf

“Bold contours and athletic design make the Astra visually appealing. It also offers an electric range of over 40 miles and a favourable 8% BIK rate”

THE VERDICT

Audi A3 40 Sportback 1.4TFSIe PHEV S Line

P11D: £39,530

CO2: 30g/km

RV: £16,469 (41.66%)

BiK: 12%

SMR: £2,420

Fuel costs: £6,316

Insurance: £3,930

Finance: £5,337

NI: £2,055

VED: £340

Cost per month: £1,246

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

Cruise control

Intelligent park assist

Traction control

Heated seats

Options:

Adaptive cruise control: £625

Towbar: £770

Customised paint: £2,600

P11D: £41,735

CO2: 27g/km

RV: £17,907 (42.91%)

BiK: 12%

SMR: £2,087

Fuel costs: £6,057

Insurance: £4,155

Finance: £5,634

NI: £365

VED: £1,120

Cost per month: £1,290

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

High level brake light

Rear diffuser

Artificial engine noise

Cloth upholstery

Options:

Rear side airbags: £360

Adjustable suspension: £875

Heated seats: £315

P11D: £40,995

CO2: 24g/km

RV: £15,787 (38.51%)

BiK: 8%

SMR: £1,701

Fuel costs: £5,663

Insurance: £4,266

Finance: £5,534

NI: £1,452

VED: £1,120

Cost per month: £1,287

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

Traffic sign recognition

European mapping

Heated door mirrors

Cornering control assistance

Options:

Climate controlled seats: £2,100

Leather upholstery: £2,100

Metallic paint: £600

P11D: £40,585

CO2: 24g/km

RV: £14,545 (35.84%)

BiK: 8%

SMR: £1,701

Fuel costs: £5,619

Insurance: £4,266

Finance: £5,479

NI: £1,438

VED: £1,120

Cost per month: £1,307

Standard equipment:

Bluetooth, USB

Satellite navigation

Blind spot assistance

Head up display

Electronic brake assist

Speed limiter

Options:

Branded sound system: £800

360° camera: £450

Massage seats: £900

Volkswagen Golf 1.4TSI PiH GTE Discover Nav Pro

Vauxhall Astra Hatch 1.6 PiH Ultimate

Peugeot 308 Hatch PHEV 1.6 GT

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

Simon Harris > SH Head of valuations, UK Vehicle Data

Jason King > JK Head of OEM insight and data supply AutoTrader

Martin Ward > MW Manufacturer relationship specialist

Concerned about rising fleet costs?

Companies looking to curb rising vehicle leasing costs are finding they can making savings of 10% or more through a fully managed multi-bid contract hire solution.

Put simply, through a multi-bid arrangement Interactive Fleet Management (IFM) will place every order through its buying platform which connects to an approved panel of the leading contract hire providers in the market.

This enables the IFM team to review quotations from every funder, enabling them to place the order with the most competitive on the day.

Rates have rarely been so volatile due to frequent manufacturer discount fluctuations and interest rate rises, making it impossible for a fleet manager to know if they are getting the best deal at any given time.

That concern is quashed with Interactive Fleet Management’s solution with savings, in some cases, of more than 10%.

A recent review of customers using the multi bid platform showed an average saving of £1,800 per vehicle on a 3 year replacement cycle.

It’s a fully managed service from delivery to return, with vehicles across multiple funders centrally managed on IFM’s award-winning OSCAR365 fleet management system.

This software comes as a complimentary part of the service; something that is certain to catch the eye of businesses who have been looking to licence a fleet management system but now realise they could benefit from both a system and a team to manage their fleet for them.

A further 15% saving can also be achieved through ‘pay as you go’ maintenance, rather than opting to have the fixed cost maintenance included in the rental. This solution is also suitable for companies who purchase their vehicles outright and are looking to drive down their maintenance costs.

Every time a vehicle needs a service, repair, tyre or fast fit item, IFM arranges and manages the booking to ensure you are only charged for the correct level of work at its preferential parts and labour rates. You also enjoy the simplicity of one consolidated invoice at the end of each month.

Through IFM’s i-Select system, drivers can also make simple vehicle comparisons through to placing their order, and IFM will apply all available discounts (from vehicle stock to manufacturer order) to secure the best deals. The vehicles are then carefully managed during their time on road through to a complete key-for-key exchange and disposal solution.

Shaun Redhead Head of Business Development Interactive Fleet

Management

ELECTRIC RVs ON THE RISE

It’s no exaggeration to describe what has happened to electric vehicle values over the last year as a crash, with drops of 30% for some models far from unknown. It’s something that has sent shivers down the collective spines of not just fleets but every business with a stake in EV remarketing.

We’re now in a situation where forecourt prices for many EVs are not much higher than for comparable ICE vehicles, despite their much higher purchase prices. The scenario is especially acute for bigger, more expensive and more luxurious EVs. As one AFP member holding a number of these cars said to me recently: “the residual values (RVs) are nothing short of dreadful”.

What are the reasons for this? At the core is demand. While there are more buyers looking for used EVs emerging all the time, there are not enough willing drivers to keep values high. The outlook here could be especially difficult. With fleets set to start defleeting EVs in ever-larger numbers, there are worries that the consumers needed to meet that volume may just not exist.

An additional factor is that the types of EVs that have been generally available to fleets so far have tended to be larger and pricier than the average used buyer wants or needs, with a bias towards upmarket saloons and SUVs. This trend is starting to change now but that shift will take some time to feed through to the used market.

Finally, and perhaps most fundamentally, used buyers are only able or willing to spend so much on a used car. So, as volumes increase, EV values will always be dragged down to what people can afford, rather than what vendors may want to charge.

The Government’s delay of the electrification deadline until 2035 – introduced just as this article goes to press – does nothing to change this situation, in our view.

All of this adds up to an important fact: fleets need to do more to work with the remarketing sector to maximise EV RVs.

Step one is to ensure that the EVs you operate are being chosen with one eye on likely used demand. The market for big, luxury cars will always be limited, while mainstream hatches and smaller SUVs will always tend to find buyers. This is something that is arguably more relevant when looking at EVs than their ICE equivalents, and constructing your choice lists with this in mind could produce long-term gains.

Another important point is to recognise that the lifecycle of EVs may turn out to be quite different to ICE. Because of their higher acquisition costs, we are already seeing some fleets operate their electric cars on longer leases or operating cycles, perhaps up to five years. It could also be that most EVs enter the remarketing cycle older and with higher mileage than levels to which market has been accustomed. This situation obviously has implications for when it comes to keeping vehicles in good

condition and with watertight histories.

There are also parallel predictions that EVs will soon start to be sold to used buyers on longer leases or loans – and that their overall lives will turn out to be lengthier than for ICE cars. A potentially important adjunct to this approach is the arrival of the agency model for many manufacturers, which some see as partially a bid to control cars through their second or third lives, effectively being resold by the OEM – either directly or through their dealer network – until the car is around a decade old. This will affect fleet remarketing strategies, no doubt.

Additionally, EV operators need to put more pressure on the Government to do more to support the used sector, especially when it comes to EV infrastructure for those who don’t have drives on which to install chargers and are put off by the high prices often being charged at public sites. Low-cost charging is central to the appeal of used EVs.

However, perhaps the single biggest action for fleets is simply to talk to the remarketing sector in more depth and more often. Many used car retailers are still getting their heads around the EV situation and finding out on an almost week-by-week basis what they need to do to sell electric cars. Ongoing dialogue is essential to help the used EV market function in a manner that fleets want – and need – to see happening.

There are plenty of concerns within the fleet industry around the switch to EV, one of them being ensuring the figures add up. Let’s address an electric elephant in the room

Paul Hollick chair, Association of Fleet Professionals

“It could also be that most EVs enter the remarketing cycle older and with higher mileage than levels to which market has been accustomed”

The clock is ticking

Despite the revised 2035 deadline for an end to the sale of new petrol and diesel sales, many fleet-operating businesses are still planning to switch to electric. To support them in their journey to greater sustainability, the UK government has implemented financial incentives to help promote electric vehicle adoption, including tax exemptions and grants.

These include support with EV charge point installation, Clean Air Zone (CAZ) and Ultra Low Emission Zone (ULEZ) exemption, and a host of tax benefits. However, at last year’s Autumn Budget, the Chancellor announced that one of these tax benefits – an exemption from paying Vehicle Excise Duty (also known as car tax) – will end in April 2025, leading some businesses to question the impact this will have on their fleet savings.

The current landscape for EVs

The incentives referred to above make EVs more financially viable to businesses, which are, therefore, more likely to prioritise EV adoption at an earlier date. It’s an important pull for businesses where budgets may be tight, particularly within the context of rising interest rates.

But, with nearly 850,000 pure EVs currently on UK roads as of August 2023, the EV market is growing rapidly, and electric driving is now entering the mainstream. As such, the Government is reviewing its current policies as it strives for fiscal sustainability.

DUTY CALLS

What do the changes to Vehicle Excise Duty mean for businesses switching to electric? Neil Emmett, head of marketing at ALD Automotive | LeasePlan, explains all

Naturally, the removal of any financial incentives has the potential to impact public perception and may lead to a slowing down of the current rate of EV uptake we’ve seen these past few years. However, LeasePlan and Deloitte’s Fleet Funding and Taxation Guide, an easy-to-follow guide of the UK’s tax system’s impact on company vehicles, has found that businesses can still make considerable savings for both job-need and perk vehicles when calculating the whole-life costs (WLC) of an EV compared to a petrol model.

Financial implications of introducing VED to BEVs

A key finding from the case study is that the additional rate VED supplement for cars with a list price over £40,000 will have a material impact on the costs involved. In March 2023, the additional VED supplement adds £390 a year to the cost of VED, starting after the first year. Over a 48-month replacement cycle, this would add at least £1,560 to the overall cost of VED (although this number is likely to be higher after accounting for inflation).

The results for the job-need cars show that the introduction of VED for BEVs will increase the WLCs of funding these cars, which will reduce the potential savings these vehicles offer when compared to petrol or diesel alternatives. However, the cost increase is relatively low, meaning the savings offered by the BEV modelled would fall from 11% to 10%, which is unlikely to have a material impact on decision-making.

Keeping EVs attractive to businesses

It’s worth noting that despite the more material increase in whole-life costs for a BEV, it still offers a saving compared with the diesel engine alternative modelled. The removal of the VED exemption for BEVs in April 2025 will see costs increase, with a more noticeable impact for any cars attracting the additional rate VED supplement. However, at the same time, the Autumn Statement confirmed that arguably the biggest EV incentive, in the form of low company car tax rates, will remain in place until April 2028, meaning these cars can still offer a cost-effective option.

It’s also important to consider the bigger picture. The journey to electric driving isn’t just about saving money. It’s about protecting the planet, and we all have a part to play in supporting EV adoption. Zero-emission vehicles represent a key step in reducing our global carbon emissions – and that’s something you can’t put a pound sign on.

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A PUSH FOR POSITIVITY

The mainstream media do love a bit of a crisis and, just recently, BEVs seem to be firmly in their sights, but not in a good way.

Let’s be honest, no-one likes to be told what to do. So, the countdown to 2030 (now revised to 2035!) – and the removal of a choice of powertrain – was bound to create adverse comment. But can we just get some balance, please?

Initially high pricing and long lead times were seen as the key obstacles to EV adoption. Then it was driving range, then charging infrastructure – there always seems to be something. And, of course, the reduction in the cost of petrol and diesel, alongside higher electricity costs per kilowatt hour, did undermine the ‘in-life operating cost savings’ narrative. But what is overlooked is that there are electricity tariffs available that provide four to six hours of cheap power overnight at less than 10p per kWh!

But a crucial threat to the adoption of BEVs is not actually their range or cost, but a lack of consumer confidence. Many potential drivers simply don’t have enough knowledge to allow them to make objective decisions about whether a BEV is suitable for them.

The pressure will fall on dealer personnel who need to be able to demonstrate they are subject matter experts, answer a wide range of questions and show a thorough understanding of BEVs. The confidence to qualify consumers effectively is essential, because relying on BEV buyers simply giving themselves up will not support stronger and stable RVs.

Equally, OEMs have a responsibility to clearly show usable battery capacity, as this is essential information and crucial for calculating TCO/operating costs. You can’t demonstrate savings if you are guessing at charging costs!

However, at the heart of the problem is the erratic performance of residual values in the used BEV market. Good RV performance, cheaper ‘fuel’ costs and potentially lower maintenance costs should all help offset the new car price premium that most BEVs carry. But this doesn’t work if the industry collectively is unclear who the potential used BEV buyers are. Concern over how long a used car may remain in stock will inevitably drive trade pricing for BEVs down, so marketing them in a more informative way is required.

For fleet managers, until greater realworld range is the norm, their company car drivers may need to be qualified with all the right information in a similar way. Postpandemic, many people’s working practices have changed, which, in some cases, has reduced annual business mileages. And all BEV drivers should have a home charge point, or easy access to one at their work location, and must understand the dynamics of public charging. Rapid charge points should be used to add the range to return to your home or office charge point, rather than fully charge.

And for rapid charge points, motorway service area units are typically in high demand, so using apps such as Zapmap to locate ones that are not in use – and within easy reach – is a much better plan.

For most people, the greatest concern is still range, even though many uppermedium sector BEVs offer WLTP figures between 325 and 400 miles. And lowermediums are typically around 250+ miles, so for most EV drivers, range really should not be such a problem. Drivers truly needing most range are best left in ICE products for as long as possible

Armed with more than 40 years of experience in fleet, industry stalwart – and TCO guru –Mark has a lot to say

“A crucial threat to the adoption of BEVs is not actually their range or cost, but a lack of consumer confidence. Many potential drivers simply don’t have enough knowledge to allow them to make objective decisions”

Most recently the head of TCO at Auto Trader, Mark Jowsey has seen and done it all in the automotive world. His passion is helping businesses, fleets and drivers to reach their potential

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MOTORS FROM MUNICH

The IAA Mobility 2023 show was far removed from German auto expos of the past, but there were still a number of highlights. John Challen walked the halls and picked out some of the more memorable ones

Renault Scenic E-Tech

Building on the success of not only the Scenic brand, but also the smaller Megane E-Tech, Renault’s crowd pleaser in Munich aims to bring EV motoring to the masses. The French family car was inspired by the Scenic Vision concept and adopts some key sustainability attributes. There’s limited use of leather and chrome, while 24% of the mass and 100% of the fibres are recyclable.

The powertrain’s 220hp motor and 87kWh battery, which sit on the company’s CMF-EV platform, provide up to 385 miles (WLTP). There was even a guest appearance from Jean-Michel Jarre (ask your older colleagues, Gen Zs), who developed the startup and ‘engine’ sounds.

BMW Neue Klasse

This Bavarian beauty was quite the show-stopper – for a number of reasons. Firstly, there’s the obvious appearance from the front, sans opinion-dividing massive grille that has featured prominently on recent production BMWs. Secondly, the car previewed the next generation of iDrive, described as “an interface between real and virtual worlds”. Worryingly, the company says that analogue controls have been “reduced to a minimum”, which means a greater reliance on steering wheel buttons and voice control.

No powertrain numbers were mentioned, but the car featured higher density battery cells, faster charging speeds (by 30%), helping to improve overall vehicle efficiency by 25%. (There was also a new Mini in Munich – see ‘Incoming’ on page 12 for more.)

Cupra Dark Rebel

Possibly the biggest surprise of the IAA was the Dark Rebel from Cupra – a car created with help from fans of the Spanish brand. The overall design was driven – to a point – by more than 270,000 configurations that had been generated on the manufacturer’s website by the ‘Cupra Tribe’, which included actor Daniel Brühl and Brighton and Hove Albion’s Ansu Fati (on loan from Barcelona).

On the inside, there’s a motorsport- and gaming-inspired steering wheel, Supersport bucket seats and a transparent gearshifter that illuminates when on the move.

The two-seat EV is built on a shooting brake architecture that, apparently “reflects the passion and disruptive mindset of the Cupra brand”. All we know is that it looks pretty stunning and look forward to the production version.

Mercedes-Benz CLA EV

Another example of a manufacturer that has taken a concept (Vision EQXX) and turned it into another concept. The future CLA is built on the Mercedes-Benz Modular Architecture (MMA – but not Mixed Martial Arts) platform that will be used for the company’s forthcoming entry-level EVs. The CLA will be the first in this new family and features a drivetrain that was developed in-house and derived from the aforementioned Vision EQXX concept. That means 800V electric architecture and a new electric motor that puts out 238hp, working with a two-speed transmission. The new battery is claimed to offer consumption of around 5.2mi/kWh and a range of more than 466 miles.

Volkswagen ID. GTI

Everyone loves a hot hatch, right? But continuing that love affair in the electric age could’ve potentially have been tricky, given the very different attributes. Going by the concept GTI that carry’s Volkswagen’s ‘ID.’ moniker, those hurdles have been overcome. Specific technical details were pretty sparse in Munich – the Group’s theme seemed more about design – but the car is based on the ID. 2all supermini concept shown earlier in 2023.

There’s a 226hp front-mounted electric motor, which enables a top speed of just under 100mph and the ability to reach 62mph from a standstill in under seven seconds.

It’s been a time of development for Silvey Fleet

In early 2020, we launched our new vision and strategy for the business. Since then, our constant focus has been to make our vision, to be the best fleet management solution provider for our customers, reality. We add value to our customers through the provision of effective solutions, supported by a culture of continuous feedback and improvement. This approach ensures that our customers remain at the centre of everything we do. In addition to providing them with the products that they need, we also support them to make better informed decisions that will be of benefit to their business.

Our vision is to be the best fleet management provider for our customers

We see major growth opportunities within the broader fleet management business. Silvey Fleet is part of a wider group of companies and together we are wellplaced to ensure that all our customers’ needs are met. We have a clear plan of what we want to be, where we want to go and how we will serve our customers and will continue to invest to deliver new levels of growth into the future.

Silvey Fleet can deliver on driving efficiency for fleet businesses

Working with both existing and prospective customers and making sure our solutions are compatible is an important part of the growth process. We can identify and analyse potential pain points and support customers through them. It’s a service we deliver, not just to fleet managers and the decision-

makers, but also drivers – the end-users. Efficiency comes from providing seamless solutions, and making sure that we keep customers informed of any new products or services that could add value for their business.

The company is on a greener mission

Our customers face many challenges, especially that of reducing carbon emissions. There is an increasing demand for alternative, more sustainable fuels and we are delighted to be able to offer these greener options.

We are passionate about increasing the range of sustainable fuels available through our fuel cards to support customers through the transition to alternative fuels. In addition to 11,000 EV charging points, our network now includes more than 15 Renewable Diesel (HVO) sites. Furthermore, the number of sites offering these fuels is set to significantly grow over the next few years. We have also recently launched a range of carbon offset solutions, enabling customers to buy fuel for which emissions have been offset already.

We recognise our customer requirements will vary depending on their fleet type, which can include HGV, LCV and cars. Our plan is to meet their needs

based on their individual requirements.

As part of a wider group of companies, we can support customers with deliveries of traditional fuels, as well as Renewable Diesel (HVO) and AdBlue.

Being people-pleasers is an important part of the business

We were recently awarded an Investor in Customers Gold award in recognition of our efforts in that area. Our purpose and vision for the business is based around making sure we fulfil our customers’ needs, not just today, but also into the future. Feedback from customers, as well as an internal culture of continuous improvement, is hugely important to us. We’re genuinely interested to hear, not only from our customers, but also our employees. Our goal is to continue that process to ensure we carry on meeting those targets.

Expansion into Ireland is the first of many...

We went live in Ireland almost a year ago and now have a small team there, supported by the head office in Bristol. Although the Irish market is different to that in the UK, the fundamentals are very similar, and we are enjoying successfully growing the business in this region.

Silvey Fleet’s managing director, Miriam James, talks customer feedback, continuous improvement, alternative fuels and expansion into new markets

“Efficiency comes from providing seamless solutions and making sure the interaction emphasises what further benefits we can offer the customer”

JUGGLE ENVIRONMENTAL AND FINANCIAL TARGETS WITH FLEXIBLE RENTAL

Switching a fleet from petrol and diesel to low and zero emissions may tick the sustainability box, but how can businesses make that switch when cashflow and supply chains are so unstable?

Europcar is committed to helping customers make the switch in a way they can afford, and which fits with business requirements. To discover some of the challenges a Europcar team recently joined a 50-strong convoy of electric cars, vans and trucks on a 5 day 1,200-mile EV Rally, from Cardiff to London, Edinburgh, Belfast and Dublin. Four Europcar vehicles covered a combined total of 4,800 miles, gaining valuable insights on how EVs work in real world conditions.

Insights to help customers

The rally provided numerous learnings which are helping us assist customers as they transition to electric motoring. With a range of options available, from a rental of a few days to several months and with the opportunity to try different makes and models, Europcar is supporting customers on the decarbonisation journey.

What did we learn?

● EVs can do long distances – With a little bit of planning the public

charging infrastructure is capable of supporting business mobility. None of the vehicles taking part ran out of charge, despite travelling more than 300 miles on some days.

● Destination charging – In other words, charging when making a stop for other reasons such as a coffee or bathroom break ensures time is used efficiently.

● Know your vehicle – Knowing settings, range and charging time makes planning journeys and stops easier. Knowing how to drive the vehicle is crucial too. Driving efficiently conserves the battery.

Get the knowledge

We have also launched a new digital guide to electric motoring to give businesses and their drivers the insight they need to make the right choice for each trip. Comprising a digital showroom outlining the features and benefits of each electric vehicle in the Europcar

fleet, the Europcar digital EV Guide also includes access to the Zapmap charging map and journey cost comparison tools. This enables motorists to find over 40,000 charge points across the UK & Ireland to suit their charging needs, from rapid and destination charging to overnight charging – delivering an extremely valuable tool to reduce range and charger anxiety for new, as well as experienced, EV drivers.

Try before you switch EV rental, for a few days, weeks or months, really does make sense to test out electric motoring in real world conditions. And the Europcar EV Guide provides easy-to-digest information to help motorists get familiar with accessing, personalising and driving their rental vehicle beyond the personal handover at the start of the journey.

The Europcar EV Guide is available at electric.europcar.co.uk

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

Benef its of good behaviour

Chasing cheaper quotes for cover might not be best way to lower insurance premiums, says Ashbourne Insurance’s Peter Smits

Insurance cost is at the forefront of many fleet operators and there is often pressure placed on the broker/insurer at renewal to find a cheaper solution. While I would agree that an insurance provider should look to obtain the most competitive solution, fleet policies are rated according to the claim experience – typically over the previous three years – vehicle type and driving restrictions. Therefore, reducing accident rates is one of the best ways to drive down premiums.

The whole process starts with tackling the problem. Firstly, aggressive driving, harsh braking and rapid acceleration can increase fuel consumption. Secondly, most ‘accidents’ are not accidents at all, but are the result of human error. Small improvements in driver behaviour can have big results in terms of costs.

It’s worth carrying out regular assessments. The use of telematics will be useful when trying to reduce fleet costs. Reviewing the fleet’s accident history with a broker will enable them to benchmark the company against similar operations to determine how the fleets compare, instead of just waiting until renewal. Updates on a quarterly basis are advised.

By regularly checking driver data, fleet managers can get insights about what areas need to be improved and share the data with drivers. This process encourages better driving and reduces the occurrence of accidents, which should help a broker negotiate better rates when it’s time to renew fleet insurance. Another step that could be taken is the introduction of driving policies to ensure the operation of a safer fleet. A policy allows fleet managers to put hints and tips in writing, which would help drivers build better driving behaviours. While such a policy will help limit the amount of claims faced, it also shows care towards drivers. It could also help to demonstrate to any regulators, such as the HSE, that there is a company policy in place which drivers have agreed to follow.

Once these steps have been carried out, address drivers who do not meet company driving standards, or who have a higher accident rate – again this is where regular claim updates from a broker can assist. Taking things one step futher, in-car tuition or driver safety training could be considered. Drivers with a greater number of points (endorsements) on their licence will need closer monitoring to minimise the risk of additional penalties.

There is a whole area around rewards and gamification. Good driving should be rewarded and, with an eye on driver’s scores, teams could be interested by a little friendly competition. Start with initiatives like ‘Driver of the month’ or ‘Most improved’ to motivate the fleet, with incentives or even just the pride of coming in first place. Furthermore, think about creating individual targets and rewards, with each driver having their own goals to achieve.

It sounds straightforward, but remember to review before renewing. Take the time to gather the relevant information that demonstrates the fleet’s safety and shows the strides being made to be safer. Fleet management software is a great way of keeping tabs here – and it provides all the evidence you need to prove your fleet’s driving standard.

Another crucial aspect is accident reporting, so encourage all fleet drivers to do this at the roadside, as well as taking photos, getting witness details and begin to think about witness statements. We would still recommend that drivers take these actions, even if they are at fault. Many claims get exaggerated for personal injury or vehicle damage when at very low impact and these steps can help prevent fraudulent claims.

“Good driving should be rewarded and, with an eye on driver’s scores, teams could be interested by a little friendly competition. Start with initiatives like ‘Driver of the month’ or ‘Most improved’ to motivate the fleet”

What does the House of Brands setup at JLR mean for fleets?

AJ: We want to deliver the best experience for our fleet and business drivers and ensure they felt no different to any other customer. We’ve changed how our cars have been delivered, so instead of being arranged through a leasing company and delivered to home or work, we get the retailers involved.

All of our big key accounts have been moved to a direct sale agreement and orders are allocated to the fleet business retailer closest to the driver. I wanted those retailers to contact the drivers when the cars are delivered – or ready for delivery – and encourage them to take delivery there. It sounds obvious, but most of our end-users never see the retailer, they literally get cars delivered and there’s no ‘wow’ moment with their new car.

What difference has it made?

AJ: We’ve had a 40% improvement in satisfaction ratings between a remote handover and doing it at the retailer. We’ve had really positive feedback from those drivers because they no longer feel like it’s just a commodity experience; instead, they have a real connection with the brand. It also enables the retailer to introduce drivers to the service department themselves. So, they’re not just thinking about the delivery of the car, it allows them to give drivers peace of mind

HOUSE OF CARS

that when they need any servicing or maintenance, they know where to come to and who to see.

How have Jaguar drivers fared with EVs?

AJ: Obviously, I-Pace was launched back in 2018 and we’re now seeing end-ofcontract cars coming back. I got some contract hire data and we are increasingly seeing cars come back to us with way over 100,000 miles. In terms of actual usability and durability, that’s quite a strong proof point for us to be able to say, confidently, that the technology is working in the real world. Drivers have also clearly worked out how to access infrastructure effectively – either at home, office or public chargers.

Despite the fact that I-Pace was the first premium SUV in the market, it remains highly competitive in terms of range, charging time and performance. If you look at where it sits, it still performs well against its competitors, so we’re still in a good place with it.

What have drivers gone into from I-Pace?

AJ: What’s encouraging is that we’ve seen a lot of early adopters going back into I-Pace, despite the much wider choice in the marketplace. That gave us a lot of credibility and learnings to take into the next generation of products as we start to bring them on stream.

Where does that leave the rest of the Jaguar range?

AJ: We won’t be launching any of the new range of electric Jaguars until 2025, but the existing lineup is still in production. Some of the product lines might not be huge volumes, but we’ve got a whole load of orders to fulfil that we’re building and delivering now. While the first Jaguar has been confirmed, I can’t give any more details on the others right now – apart from to say there will be several products. The final number is still being discussed internally because we are evaluating lots of different concepts.

What opportunities does the revamped lineup offer?

AJ: There are a couple of concepts that some people within the business would be very happy to see – including me! Beyond that, we’re in a unique situation where we’re able to reset the brand completely. And that’s really exciting because we can decide what direction we want to go in, based on the product lineup that is decided. We will be like a new EV brand, but one with an existing heritage and legacy. The products are quite polarising, deliberately. They are very much a copy of nothing and you couldn’t mistake them for anything else.

A new corporate identity and a revolution at Jaguar means exciting – and busy –times for Andrew Jago, general manager, fleet and business, JLR

“We’re still in a good place with I-Pace”

Honda CR-V

The sixth-generation C-SUV gets plug-in hybrid technology and an upgraded interior. By John Challen

The CR-V is a vital model for Honda. Not only because it is the company’s biggest seller, but also because it is battling with some tough competition in the C-segment, such as the Toyota RAV4, Volkswagen’s Tiguan and the Ford Kuga. Beyond that, the Japanese OEM thinks it might have a sniff at tempting drivers out of their BMW X3s and Audi Q5s.

With that in mind, there is quite a lot to digest with the new CR-V. There’s the choice of an all-wheel-drive hybrid (e:HEV) or a plug-in hybrid (e:PHEV) – the first time a European Honda has been offered with a plug. It’s also the first model in the region to feature Sensing 360 –Honda’s all-seeing safety and driver assistance system. More generally, Honda wants the CR-V to combine the best of all worlds, offering ‘the perfect blend of sportiness, practicality and refinement.

A longer length (up 106mm) and wheelbase (up 38mm) mean there’s more useable interior space front and back – putting the CR-V on a par with some D-segment contenders. In the rear, there’s more legroom, while the seats recline an extra 10.5° over the outgoing model, with eight different reclinable options.

Up front, drivers have the dual setup of a 9.0-inch centrally mounted infotainment

screen, alongside a 10.2-inch set of digital dials behind the steering wheel. Head-up display is available on all but the base spec model, while a re-designed central armrest is now semi-automated, opening electrically up to 60° and then an additional 30° manually. Drivers have a better view of the road thanks to more space between the rear-view mirrors and A-pillars, which have been optimised for improved aerodynamics.

fuel efficiency and interior noise levels. With a fully charged battery, the e:PHEV will offer a pure electric range of up to 50 miles and WLTP CO2 and consumption figures of 18g/km and 353.1mpg respectively. Improvements to the powertrain mean torque has increased by 6.5% to 335Nm with a total output of 181hp. Performance-wise, the CR-V reaches 0-62mph in 9.4 seconds and a top speed of 116mph.

The powertrain in both the e:HEV and e:PHEV features a 146hp, 2.0-litre DI Atkinson-cycle petrol engine, as seen in the Civic Hybrid, but revised for the SUV. This engine works in the PHEV CR-V with an updated dual electric motor automatic transmission, alongside a 17.7kWh battery (cleverly packaged under the floor to enable a boot capacity of 586 litres) and onboard charger. These improvements mean engine speeds are kept lower, helping both

The e:HEV is available in Elegance and Advance trims, while the Advance Tech is reserved for the plug-in CR-V. All models feature the Sensing 360 technology, leather heated seats, rear-view camera, wireless charging and keyless entry and start. Step from Elegance to Advance and drivers get a multi-view camera, upgraded audio system, head-up display and upgraded front lights. The range-topping Advance Tech adds parking pilot, towing capability, powered tailgate and much more.

IN BRIEF

WHAT IS IT? C-SUV PHEV

HOW MUCH? From £53,995 (£45,895 for the e:HEV)

ECONOMY? 353.1mpg

EMISSIONS? 18g/km

Key fleet model e:PHEV

Interior space; driving experience

Cost; quality of some interior materials

7-word summary More premium feel, but premium price too

Also consider Ford Kuga / Toyota RAV4 / Volkswagen Tiguan

“The Japanese OEM thinks it might have a sniff at tempting drivers out of their BMW X3s and Audi Q5s”

BYD Dolphin

There are fewer quirks than the Atto3 in this BYD, but the value for money offer remains, says John Challen

There’s been a great deal written recently about Chinese automotive manufacturers coming into the UK market and what impact they will have (and their motivations for being here). Depending on where you stand, you might spend hours down various internet rabbit holes but, at the end of the day, decisions often come down to costs. And, in the case of the BYD Dolphin, a starting price of £26,195 (the range tops out at £31,695), there is a lot to tempt drivers, not least the generous standard specification and competitive driving ranges.

A Dolphin won’t be the choice for every driver but, for those who feel like turning Chinese, the quality of car won’t be a downgrade. Compared with the Atto 3 – with its guitar string door bin supports – there are less unconventional touches. Although there is still enough quirk left in for fin-shaped door handles, which are actually very ergonomic. There is also plenty of room, front and rear, while two choices of battery – BYD’s own Blade item already seen on the Atto 3 – will cover the demands of a lot of drivers.

To come in Q1 2024 will be a 44.9kWh unit that will offer up to 211 miles, but our first experience was with the

60.4kWh model, which has a WLTPfriendly 265-mile range. The lithium ironphosphate (LFP) batteries claim to be safer than more conventional lithium-ion ones, with improved thermal stability and a more compact configuration.

larger battery, heated front seats, upgraded USB ports front and rear and a better audio system. For an extra £1,500 and the range-topping Design model, BYD adds in a panoramic roof, bespoke 17-inch alloys, privacy glass in the rear and wireless charging capabilities.

There are four grades in the Dolphin lineup: Active; Boost; Comfort and Design, with a decent spec across the board. All models, for example, come with vegan leather seats and steering wheel, high beam assist, voice control, a 12.8-inch electric rotatable central touchscreen and a whole host of active safety features. Active and Boost use the smaller battery with 94hp and 174hp motors respectively and the other main difference is the wheel sizes (16-inch for Active and 17-inch for Boost).

Move up to Comfort and drivers get the

We sampled the Comfort-spec Dolphin and, as an overall package, it really impressed. While it’s not the fastest or most engaging car on the market, it offers comfort, ample performance and a pleasant interior. What Dolphin lacks in handling, it makes up with decent ride quality, helped by the multi-link rear suspension and sensible tyre options. There is ample room for four adults, although the 345-litre boot might be a bit of a drawback for some drivers. But factor in the value for money on offer – with a level of quality that will surprise many – and BYD have a credible contender in this competitive sector.

IN BRIEF

WHAT IS IT? C-segment hatchback

HOW MUCH? From £26,195

RANGE? 193-265 miles

CHARGE 30-80%? 29mins (100kW)

Key fleet model Comfort

Value; standard spec; ride quality

Brand trust/awareness; driving dynamics

7-word summary Certainly not a fish out of water

Also consider GWM ORA Funky Cat / MG4 EV / Peugeot e-208

“There are four grades in the Dolphin lineup: Active; Boost; Comfort and Design, with a decent spec across the board”

FROM THE

Why Whole Life Cost means a whole lot of savings

Leasing a vehicle as part of a fleet is about so much more than just the monthly lease fee.

And when it comes to the Whole Life Cost (WLC) of a vehicle, the landscape is shifting.

WLC is a detailed analysis of all costs associated with running a vehicle over its contract length. Calculating WLC can be tricky, even for the most experienced fleet managers. And that’s where specialists, like Select Fleet Solutions, can help.

A WLC approach looks at everything from fuel consumption and insurance, to servicing intervals and Benefit in Kind (BIK) rates for employees. More importantly for businesses, WLC also examines tax savings, mileage reimbursement, and future rules that might come into force. There are also different finance options available – including resurgent Salary Sacrifice as well as Finance Lease and Business Contract Purchase – all of which have huge WLC implications.

A recent outlook report highlighted green shoots for the leasing industry, with improvements to vehicle supply. If you’re shrewd, you’ll capitalise on the strengthening market and implement WLC as you look to mitigate the rising cost of finance.

All roads right now lead to electrified vehicles (EVs) – and while EVs might carry a higher monthly rental, they can be far cheaper to run long term than their petrol-powered rivals, particularly when it comes to an employer’s Class 1A National Insurance contributions.

Meanwhile recent months have seen a surge in used lease vehicles becoming available. Savings here can be significant, with used lease cars often £100 cheaper per month than their newer counterparts. Again, there are huge WLC benefits of choosing used – especially with a used EV.

All in all, whether you have 10 fleet vehicles or 1,000, a dedicated WLC specialist is a key tool in the armoury of any fleet operator.

Sarah Worthington Corporate Sales Manager Select Fleet Solutions

Select Fleet Solutions is a specialist arm of Select Car Leasing and provides mobility solutions to SMEs and corporate businesses across the UK.

“Calculating WLC can be tricky, even for the most experienced fleet managers. And that’s where a specialist can help”

The last summer Bank Holiday weekend of the year proved to be the Cupra Formentor’s FW swansong. It was unexpectedly called into action as family transport for a camping trip, four-up, with the brief of fitting in enough equipment (including two large tents) and supplies for a four-day break near the south coast.

ON FLEET

CUPRA FORMENTOR V2 1.5TSI 150PS DSG

Hopefully you will have read all about our iX1 already in the Summer 2023 digital issue of Fleet World – and if not, head to the website to check it out. The BMW arrived just as the pages of the previous print magazine were being finalised, which means we’ve actually been living with it for a few months now. There is a lot to like about this battery-powered BMW and it is yet another example

At first, it seemed like the proverbial quart would never fit into the pint pot, but with a fair amount of tessellation and dramatically reduced rearward vision, we were all in and comfortable.

And this just underlines the versatility of the Formentor, and why it’s been roundly praised by drivers and fleet operators alike.

The Cupra’s footprint is relatively compact, and its low roofline tends to make it seem smaller than it is, which is great for the looks.

After nearly 5,000 miles over six months together, car and driver definitely bonded... which I hold directly responsible for it having a slight moment less than 24 hours before collection.

BMW iX1 xDrive30 xLine

Having refuelled for the return BH journey, the display was still saying 30 miles of range. In short, the car hadn’t registered any E10 unleaded going onboard. A 150mile journey with a ‘0 miles’ range reminded me of the sort of range anxiety early EVs elicited.

I did ring the fuel station to check there weren’t any issues with their pumps, and also checked I hadn’t just flooded the forecourt with petrol, but it was still disconcerting.

The apparent retrospective solution: putting more fuel in, which fixed the glitch. So the Formentor left us in rude health.

Luke Wikner

THE NUMBERS

P11D £53,240

BiK* 2% I £18 (20%) / £36 (40%)

RANGE 270 miles

ON FLEET RANGE 255 miles

EFFICIENCY 3.3mpkWh

of how real-life EV motoring can be achieved with ease. Around 250 miles from a single charge is ample for the vast majority of our journeys and it’s loaded with safety and infotainment tech to keep drivers happy (and safe!).

However, an airport run with some family one Friday evening did highlight a couple of less desirable features of the iX1 – ones that are not limited to this BMW model,

I should add. Firstly, there’s quite a bit of road noise – confirmed by one of the passengers in the rear (he loved my “Pardon?” response when I commented on it!).

As referenced in the writeup for the online magazine, the 20-inch wheels look fantastic, but they and the tyres don’t prevent a bit of a din in the cabin at higher speeds. The subsequent ride quality isn’t great, either – not

helped by an ever-growing number of potholes, or even just bits of missing road surface creeping up on you. There are 18-inch and 19-inch wheels available, so we’d advise at least trying an iX1 out with different specs, just to see the difference.

Otherwise, the iX1 remains a great companion with impressive acceleration, effective regenerative braking and a much more accurate range predictor than seen on other models. The new Mini might be the BMW’s latest and greatest EV (see more in ‘Incoming’ p12) but, until then, the iX1 is well deserving of the title.

John Challen

There was a momentous week in the Kirk household recently – the arrival of a smart new Audi e-tron GT coincided with the slightly less exciting installation of a home smart meter. I was warned to hide the smart meter away in case I became fixated on watching the pounds notch up

every hour – and I was told the arrival of an electric car would only make things worse.

However, the exact opposite is true. Yes, the electric bill surges when the Audi is recharging, but for around £30 I’m getting a full battery that gives me pretty much a week’s worth of driving.

This has led me to reflect on the rate of progress being made in electric vehicles - in February 2022 my previous long-term test Audi e-tron (the SUV one) had a claimed range of 192 miles. Fast forward to today and the newly delivered e-tron GT has a claimed range of nearly 300 miles.

But it’s not just the claimed figures which are impressive; the real-world returns are equally good. The old e-tron would do around 130 miles on a full charge, whereas early experience with the GT shows a viable range of 250 miles in everyday driving. That’s surely enough to satisfy the nay-sayers who continue to think an EV can’t cut it in regular business motoring.

Early impressions of the car are good. Its looks ensure it stands out in the car park, while the performance on offer is breathtaking (0-62mph acceleration in just over four seconds and instant, surging acceleration whenever you press the throttle).

VOLKSWAGEN T-ROC R-Line 1.5 TSI 150 DSG

THE NUMBERS

P11D £85,185

BiK* 2% I £28 (20%) / £57 (40%)

RANGE 296 miles

ON FLEET RANGE 2.4mpkWh

EFFICIENCY 2.4mpkWh

Our car is the cheapest way to drive an e-tron GT, although at £85,000 it really isn’t cheap. On top of that price tag, Audi has added a few optional extras –metallic blue paint at £950, a sound generator at £500, heated three-spoke steering wheel for £190, a Tour Pack which bundles in technology such as adaptive cruise control and emergency assist for £1,355 and, finally upgraded 20inch alloy wheels at £300.

All-in, that takes the price of this car to just over £90,500… it will be interesting to see if the driving and ownership experience justifies the premium price tag.

Julian Kirk

THE NUMBERS

P11D £34,265

BiK* 33% I £188 (20%) / £376 (40%)

ECONOMY 46.3mpg

CO2 EMISSIONS 138g/km

ON FLEET 44.3mpg

Comfort, Sport and Individual, similar to other Volkswagen Group models with equivalent equipment. Keen drivers can’t complain that the DSG gearbox leaves them with little to do.

Our T-Roc does not lack variety. Take the digital instrument display ahead of the driver, for example. It takes some time to work through all the options but, if you want traditional instruments, navigation mapping, general fuel consumption and

trip information, it’s all possible, as are some combinations of these. Drivers can’t complain that the T-Roc leaves them underinformed. There is also interaction with the central touchscreen display, so passengers can join in too.

Then there is the array of driving modes, which can be called up at the touch of a button – yes, a real one. The ‘Mode’ button beneath the central display enables the driver to personalise driving modes or switch between Economy, Normal,

Basically, if you want to sample the T-Roc’s spritely performance on the open road, switch into Sport and use the paddle shifts for some entertainment. On the other hand, if you’re just eating up the motorway miles and are in no particular hurry, switch into Economy and let the car breeze along while minimising fuel consumption. Boring family car it is not.

John Kendall

ŠKODA SCALA 1.0 TSI 110PS 6-speed

Abrief spell in the back of our long-termer has underscored its practicality. As with all Škodas, our Scala comes with standard air-conditioning and it’s extremely effective at cooling things down quickly.

While the recent heatwave gave me a sudden panic that the kids might not be getting the same benefit, they assured me it was reaching them just fine from the rear vents. And a few minutes in the back proved this. But it also

reminded me just how spacious the Scala is. And practical – I hadn’t fully taken in the coat hooks on the B-pillars before. Which led me to look again at all the other versatile features such as the boot hooks. It honestly is

like the gift that keeps on giving.

I’ve well and truly got used to the lane assist, which seems to walk the fine line between underand over-intrusive. In fact, it’s one of the first times I’ve genuinely thought the feature helpful in a car.

One tiny niggle – the infotainment screen keeps telling me about an update. But it’s always when I’m driving and when I press the button to accept it, it tells me it can’t be done on the move. By the time I’ve parked up, the alert has gone and I’ve forgotten all about it until the next time it pops up…

Natalie Middleton

SUPPLIER DIRECTORY

TELEMATICS & TRACKING

Webfleet Solutions

Tel: 0208 822 3605

www.webfleet.com

Geotab Tel: 0800 0885482

EV FLEET SOFTWARE

Bynx Tel: 01789 471600 www.bynx.com

EV CONTRACT HIRE, LEASING & FINANCE

FUEL MANAGEMENT

SOGO Tel: 01908 101100 www.sogomobility.co.uk

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

ELECTRIC VEHICLE CHARGING SOLUTIONS

Paua Tel: +44 788 330 4542 www.pauatech.com

Mobilize Power Solutions UK Tel: 07973 874344 power-solutions.mobilize.co.uk

Tel: 0344 824 0115

Venson Automotive Solutions Tel: 0800 328 0370

www.venson.com

PRINT ONLINE +

FLEET MANAGEMENT

Fleet Operations Ltd

Tel: 0844 567 8000 www.fleetoperations.co.uk

FLEET MANAGEMENT

Keytracker Ltd Tel: 0121 559 9000 www.keytracker.com

EV MANUFACTURER

LEVC Tel: 0333 136 2696 www.levc.com

EV RENTAL

Herd Group Tel: 01372 747333 www.herdgroup.co.uk

BP Fleet Solutions Tel: 0345 603 0723 www.bpplus.co.uk

TO FIND OUT MORE info@fleetworldgroup.co.uk

SALARY SACRIFICE

Pink Salary Exchange Tel: 0116 2488 148 www.pinksalaryexchange.co.uk

RISK MANAGEMENT

FANTASY FLEET

MOBILITY OUTSIDE THE BOX

Once the envy of automotive gatherings around the world, the Detroit Motor Show took place recently with such little fanfare that I only found out it was on days after it opened its doors. The US city – and its once-thriving auto industry – has suffered in recent years, but the domestic manufacturers did their best to make the best of what seems like not an ideal situation.

Star of the show from Ford was the brand new F-150. A few years ago, there was a lot of excitement about the ‘Lightning’ version of the pickup – mainly because it was an EV. A bold move by the ‘Blue Oval’ some said, but it was a concept that flew (not literally, of course –although that would be a sight to behold) initially and is now being churned out of a Michigan factory at a rate of 150,000 units a year.

However, none of that was enough to stop the demand for the ICE-powered version, which got a makeover ahead of its Detroit

debut. Make no mistake – this is a big vehicle, in every sense of the word. In fact, Ford’s revenue from F-Series products in 2022 ($41.5bn) was more than Starbucks and Netflix – $32.3bn and $31.6bn respectively.

Far removed from its battery-powered brother, the standard F-150 had lots of options when it comes to engine choice. For starters, out goes a 3.3-litre six-cylinder, but a 5.2-litre supercharged V8 lives on. Elsewhere, drivers can go for a 2.7-litre EcoBoost (compare and contrast with Europe’s 1.0-litre engine of the same name), three 3.5-litre motors (one of those is an EcoBoost, too) and a 5.0-litre V8.

It’s the 14th generation of best-selling pickup in America, but aesthetically, the new model is very much a case of “if it ain’t broke, don’t fix it”. There’s a new bumper and different wheel options, while a new ‘Pro Access tailgate can now be opened like a standard door, as well as dropping down in the traditional layout.

Pickups have come a long way since the original Ford F-150, so the inside of the 2024MY one is more akin to a mobile office. There’s a plethora of storage spaces, fold-flat beds – if you feel the need to sleep at the ‘office’ – and the gear shifter can even be folded down to create a larger flat workspace between the front seats. Out the back, there’s an onboard generator that offers up to 7.2kW of power,

Price Price: c.$37,000-$86,000 (plus import costs…)

Towing capability: 13,500lbs (6.123 tonnes)

Expected amount of

hybrid F-150s: 20%

Fuel economy: Given the price of fuel over here, let’s not go there

Forward gears: 10

Available: Early 2024

Likelihood of making it onto the fleet? 1/10

which should prove useful if you need to chop some trees down for firewood because you’ve spent all your money fuelling the truck.

There’s something inherently cool about pickups but, given the fact that some European models only just squeeze onto the driveway at Challen Towers, the F-150 would be a struggle to live with. At nearly 6m long – and over 2.0m wide and almost as tall – navigating the streets of any UK city – let along one of their multi-storey carparks – is not a challenge many would relish, I’m sure.

Ford F-150

words John Challen

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John Kendall VFW editor

It’s not that simple, Mr Sunak

I have been critical in the past of a motor industry that has been slow to react to developing trends and technologies and being behind the curve. The announcement by the Prime Minister on 20 September, forced by a leak the previous day to the BBC, might well have been welcomed by the motor industry. Former PM Boris Johnson pulled forward the UK’s phaseout date for the sale of new fossil-fuel powered vehicles from 2035 to 2030, seemingly on a political whim to show that we could get there before the rest of Europe. Rishi Sunak’s reversal of that decision therefore realigns the UK and Europe.

What Sunak seems to have completely disregarded though is the steps that the industry has already put in place, at no small cost, to hit the 2030 deadline. All manufacturers had acknowledged the scale of the challenge, but were universal in declaring it possible. From the morning of 20 September, the industry stepped forward to warn of the danger that such a decision would pose, from Mike Hawes at the SMMT to Ford of Britain chair Lisa Brankin, to former Nissan LCV chief and former Aston Martin boss Andy Palmer. The message could not have been clearer. As Lisa Brankin put it, “Our business needs three things from the UK Government: ambition, commitment and consistency. A relaxation of 2030 would undermine all three.”

The industry will already have made its production forecasts and plans up to 2030 for the UK to meet the previous commitment. People have been hired and re-assigned accordingly, contracts have been signed accordingly, investments have been made accordingly and now, seemingly for supposed political gain, with no consultation with those concerned, we are back to 2035. It’s not that simple, Mr Sunak.

As Andy Palmer warned, companies making investment decisions will now look far less favourably at the UK. The potential damage is incalculable, before we even consider the environmental aspects.

“Our business needs three things from the UK government: ambition, commitment and consistency. A relaxation of 2030 would undermine all three”

MADE TO MEASURE

When it comes to kitting out an LCV, there are plenty of options suitable for various services — from those who run refrigeration transport companies, to those who need van racking. With more ULEZ areas popping up around the UK, many companies are now considering the switch to EVs. This scenario, however, has fleet operators wondering whether van racking can be mounted to the floor of an EV due to the batteries – and also whether powered items such as refrigeration units or tail-lifts will affect the EV’s range. It also has fleets researching what vehicles or accessories are available and whether they suit their needs.

Bradshaw EV supplies a range of small electric vehicles. Its new vehicle, the allelectric Goupil G4, has become one of the company’s best-selling models due to its versatility, as the bodies at the back can be switched in a modular manner. Buyers can choose from 10 body options such as a pickup, cage body, box van, leaf collector, pressure

washer and a high-tip waste collector.

“The G4 chassis body provides a blank canvas to build your ideal vehicle,” says Ramsy Labassi, Bradshaw EV marketing manager. “The opportunities are almost limitless and we are proud to offer our customers the opportunity to create their own unique electric vehicles tailored to their exact requirements.”

The G4 can carry a payload of up to 1,370kg while equipped with the 9kWh battery option, returning between 50 to 101 miles. Buyers can choose from four battery options: 9kWh, 11.5kWh, 14kWh and 15.4 kWh.

The G4 is road-legal, available in lefthand drive and, thanks to its 3,675mm length and 1,574mm width, compact.

“We were highly impressed with how seamlessly we could convert the vehicle’s body without compromising the quality or performance,” says Andrew Bennett, owner of Classic French Vans and a customer of Bradshaw.

“Many companies we met with simply couldn’t provide this bespoke service, or were too expensive. However, the G4 was the perfect vehicle at the right price.”

Bradshaw EV says that the G4 is a popular choice for those looking for an environmentally friendly alternative to an internal combustion-engined vehicle and with it being electric, noise levels are low, making it ideal for residential areas and commercial applications.

MADE TO MEASURE

HOW LOW CAN YOU GO...

When it comes to Luton vans, Devonbased Trucksmith spotted room for innovation 30 years ago. Luton vans were often square-fronted, which resulted in higher fuel consumption. They also often had high floors, which could make loading and unloading difficult. Trucksmith’s LoLoader product includes an aerodynamic Luton pod, has a floor height of 550mm, allowing for easier loading and unloading and there’s no need for a ramp or a lift. The LoLoader has a payload of 1,200kg, which includes an allowance for both fuel and driver. Dimensions of the interior body are 4.1m in length and 2.2m in height, and where air suspension is specified, the 550mm floor height can be dropped to 450mm.

There are a quite few options available when scoping a vehicle, such as a 90° door retainer, a single personnel door instead of a double rear door, roll-in tailgate, LED lighting, a ferry roller, a double side-door, plywood lining, a large rear step, a roller shutter and a tail lift. Fleet operators can also choose from various safety features such as a full-height

bulkhead and reversing cameras.

According to Trucksmith: “The Trucksmith LoLoader remains the game-changer it was designed to be. With its low-loading ability, durability, impressive payload, comfort, safety features and fuel efficiency, it is the ultimate choice for businesses looking to optimise their transport operations.”

The company operates across more than 64,000ft2 and is continuously enhancing efficiency and build quality. It is also an approved converter for Renault UK, Renault Trucks, General Motors, Opel and Vauxhall, Nissan, Peugeot, Citroën, Toyota and Fiat.

GETTING THE PERFECT SPEC ONLINE

When it comes to cars, it’s easy to hop online nowadays and configure a model via the manufacturer’s website. Configurators usually give a rundown of costs and additional features can be added, with the specifications of the vehicle clearly outlined.

In response LCV body builder Alloy Bodies, has introduced a body configurator to its website that allows stakeholders in the commercial vehicle buying process to see all the variations of both chassis and body conversions that are available.

“We needed a more dynamic and visual way to offer our conversions to

Trucksmith’s LoLoader includes an aerodynamic Luton pod and a floor height of 550mm

“Alloy Bodies has introduced an LCV body configurator to its website”

FORS, the Fleet Operator Recognition Scheme, has seen a substantial surge in registrations ahead of its upcoming FORS Annual Conference on Thursday 2 November 2023. More than 460 FORS Accredited Operators – around 90% of the delegation total – have already signed up for the event.

The conference theme, 'Building a resilient FORS Community for the road ahead,' is set to feature several notable keynote speakers, including DVSA's Director of Enforcement Marian Kitson, Senior Traffic Commissioner Richard Turfitt, and representatives from various sectors within the transport industry.

Registrations gather pace for the sixth FORS Annual Conference

The conference will be chaired by industry commentator Andy Salter and aims to address important topics such as road safety, workforce community development, fleet industry advancements, business resilience in unpredictable circumstances, and the introduction of Version 7 of the FORS Standard. The event also offers a platform for FORS Affinity Partners and Associates to exhibit their products and services – fostering networking opportunities with senior professionals in the road transport field.

New FORS Concession Director Geraint Davies (right) has highlighted the significance of the conference as a gathering point for diverse industry stakeholders. Davies emphasises the challenges faced by operators and the conference's commitment to providing insights and solutions to thrive in a challenging operational landscape. “We know that operators face significant

challenges,” he said, “so we have worked hard to ensure this year’s conference agenda is packed with great speakers, and with content that will help operators navigate and, indeed, thrive in a tough operating environment. I’ll be describing what we’ve been up to over the last 12 months as we continue to deliver tangible change for operators and to improve the FORS Accredited Operator experience.”

The FORS Annual Conference 2023 is open to all FORS Accredited Operators without charge and operators looking to learn more about FORS can express their interest in attending too. Additional information and attendance confirmation can be found on the official event website at:

101 mile range in accordance with WLTP figures for the

Payload capacity based on the G4-02 pick up with

MADE TO MEASURE

customers over the traditional images and CAD diagrams,” reveals sales director, Anthony Clayton. “Our experience tells us when an owner, operator or fleet manager is looking at what conversion options are available to them, they will be heavily influenced by the supplying dealer and the limitations of that chassis brand or model.

“With any sale, captivating the customer’s attention visually is key, and with conversions this is even more important,” adds Clayton. “Our configurator allows customers to fully customise their requirements with comprehensive options on internal load restraint, rear closures, tail-lifts and ancillary electrics. We can also provide specific customer login access to a brand-specific dashboard within the configurator where they can generate quotations instantly. Our customers want information, specifications and prices as quickly as possible, and our software facilitates this.”

The pressure is on, especially for smaller companies, when it comes to whatever deadline for phasing out petrol and diesel engines the government chooses. The move to electric from ICE vehicles should be done stepby-step, but companies that wish to move may be wondering if the extra electric load on the EV could affect its range and cause additional downtime. Alloy Bodies has built several electric chassis cabs and it is beginning to utilise

ePTO to power equipment and use solar recharge systems to maintain separate batteries for tail-lifts, cranes and ramps. For companies that provide a passenger service, the focus will primarily be on vehicles that can maximise passenger numbers. Minibus and fleet supplier PHVC has this covered with its 15-seat Ford E-Transit. The conversion was completed by GowringsVersa Mobility and was subsequently improved by Ford UK.

Features include an electric step as standard, while fleet managers can spec an electronic lift with wheelchair accessibility — PHVC claims that it can reduce running costs by up to 40%, compared with ICE models, thanks to lower maintenance expenses due to fewer moving parts. It also features a 400V battery with 68kWh usable power, delivering a range between 166 and 196 miles when fully charged. The E-Transit

has four different driving modes: Eco, which improves energy by up to 10%; Low, which increases braking regen; Normal, which balances everyday driving, and Slippery, which offers further traction over wet or icy surfaces.

PHVC says: “In a world grappling with the urgent need to address climate change and reduce carbon emissions, the automotive industry is undergoing a transformative shift towards cleaner and more sustainable transportation solutions.”

Everyday products that assist fleets in their daily duties are constantly being improved to save fleet managers money on fuel, or prevent buying a product twice due to its lower durability. One example is Van Guard’s ULTIBar Trade steel roof bar, which has the steel bar strength without the additional weight. It uses a streamlined profile to aid aerodynamics and reduce wind noise. It comes with a three-year warranty, is coated with a Magnelis coating for improved corrosion resistance and is designed to carry 60kg per bar.

Van Guard’s ULTIBar Trade steel roof bar can carry 60kg per bar

PHVC’s eTransit features an electric step as standard as well as an optional electronic lift for wheelchair access

CoolKit’s year of growth, re-structure and resilience

UK’s largest specialist in temperature-controlled vans drives forward despite unexpected setback

Early in the year, CoolKit announced annual record sales orders of £20.1million beating its previous best year by almost 60%.

CoolKit the UK’s largest specialist in temperature-controlled vans, has shown exceptional growth, an overhaul of its management structure, an incomparable demonstration of resilience, and undertaken the first stages of a transfer to larger premises – all within the first nine months of 2023.

Established in 2005, CoolKit continues to drive innovation and set standards within the manufacture of temperature-controlled panel vans and box bodies in the light commercial vehicle sector and is widely recognised by fleet operators, fleet funders, OEMs, and motor dealers as an industry leader.

Meeting the complex transportation challenges faced by businesses operating in the pharmaceutical, foodservice, home delivery, sampling and courier sectors, CoolKit’s products maintain precise, critical temperature control in transportation –ensuring those products are always safely and compliantly transported.

In January CoolKit’s founder Rupert Gatty completed the restructuring of his executive team promoting finance director Daniel Miller to Managing Director and appointing motor industry veteran Mike Scappaticci as Sales Director. Rupert himself stepped up from MD to Chief Executive Officer.

As the order book grew and grew, in early July, CoolKit was hit by what potentially could have been a devastating blow, when its main manufacturing unit at its production site in Burnley, Lancashire, was completely destroyed by a fire.

But a robust and staged recovery plan was immediately executed, and production and operations were successfully relocated within days to a second smaller unit on the same industrial site.

All of CoolKit’s 100-plus staff rallied to get the business back up and running and focus was concentrated on completing orders already being worked on with new night and weekend shifts being implemented.

Within a month, the business had completed its first batch of vehicle conversions and delivered them to a customer.

Owner Rupert’s immediate search for new premises was soon successful when he

secured the lease of a vacant 75,000sq ft site eight miles away in nearby Blackburn, which is ideally situated only 300m from access to the motorway network.

Coolkit has officially moved most of its operation to the new premises with the entire business being relocated by the start of 2024.

The size of the site will mark the dawn of CoolKit 2.0, enabling it to bounce back bigger and better than before. This will include a more efficient production process and offers much more storage space for vans and parking space for staff, suppliers and customers.

During the last year CoolKit was awarded the prestigious What Van? Converter Of The Year title and won the highly respected Medium Business trophy in the Red Rose Business Awards covering the North West, and the Insider Media Made in the UK Awards.

The CoolKit team: Rupert Gatty, Daniel Miller and Mike Scappaticci

Dear DfBB,

I’ve read recently that vans and light goods vehicles are involved in more deaths of other road users than any other vehicle type. Is that true – and what can I do to make my van fleet safer?

DfBB says:

That’s correct – per mile travelled, vans and LGVs are involved in the most fatalities of other road users (according to a report from the Parliamentary Advisory Council for Transport Safety).

Before we look briefly at what the Highway Code says about other road users, ask your drivers two questions: When did you pass your driving test? When did you last look at the Highway Code?

If the answers to both are ‘a long time ago’, then this update is for your drivers. Keeping up-to-date with the Highway Code and, more importantly, abiding by the rules of the road, is essential in doing your part to keep other road users safe. Last year, the Highway Code was updated to include the concept of a ‘hierarchy of road users’ (Go to www.highwaycodeuk.co.uk for a refresher). The revision places those road users most at risk in the event of a collision at the top of the hierarchy. It doesn’t remove the need for everyone to behave responsibly, but it recognises that road users most likely to be injured in a collision are: pedestrians;

cyclists; horse riders and motorcyclists –with children, older adults and disabled people being more at risk.

There were other key updates which targeted trigger events, where vulnerable users are most at risk. These events include: people crossing the road at junctions; positioning in the road when cycling; overtaking when driving or cycling; cycling at junctions and on roundabouts and parking and leaving vehicles. Rights of way and who has priority in certain circumstances have been updated and understanding these is vital to ensuring safe driving.

The Highway Code is not legally binding, but many of the rules in the Code are legal requirements. If your drivers disobey these rules, they are potentially committing a criminal offence. It can also have a bearing on possible civil proceedings in relation to establishing liability and fault if an accident arises.

Some factors to consider when thinking about encouraging a Highway Code refresher course: in 2019, there were 60 fatalities involving vans and vulnerable road users and 62% of cyclists killed or

seriously injured were involved in collisions at, or near, a road junction. Furthermore, after a crash, drivers could face financial claims from a vulnerable road user covering their loss of wages, medical expenses and any recovery treatment.

WHAT CAN FLEET MANAGERS DO?

DfBB has produced a legal update on the changes to the Highway Code (www.drivingforbetterbusiness.com/ articles/other-road-users-a-legalupdate), which is well worth reading. Safety responsibility is on those whose vehicles can do the most harm, so make sure your drivers take particular care when moving around those who are more vulnerable than they are. In addition, remind your drivers of the ‘two-second’ rule, so they always have time to respond to the unexpected – and give vulnerable road users a very wide berth when overtaking.

FINALLY... consider that pedestrians, cyclists and motorcyclists are particularly vulnerable to vehicles turning left. Your driver should not assume that other road users understand their sight lines, so always check left before pulling away.

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!

Got a fleet-related issue and want some advice? Email support@drivingforbetterbusiness.com

“The Highway Code is not legally binding, but many of the rules in the Code are legal requirements. If your drivers disobey these rules they are potentially committing a criminal offence”

Toyota Corolla Commercial

Practical improvements and greater efficiency bode well for revised car-derived van, says John Kendall

As soon as we had handed our longterm test Corolla Commercial back earlier this year, Toyota announced a replacement for it, when the model was only just over a year old. Since the Corolla Commercial is based on the Corolla Touring Sports five-door estate passenger model produced at Toyota’s Burnaston plant near Derby, it automatically gained the updates made to the passenger car variant, even though it was a relatively new van model.

We described the principal changes earlier this year when the new model was launched. These included Toyota’s fifthgeneration hybrid technology, which incidentally gave the 1.8-litre petrol engine more power, a smaller, lighter lithium-ion battery and a programme of weight reduction and improved efficiency. The transaxle is now 15% lighter thanks to a more compact electric motor. Then there are smart upgrades such as gathering data about regular journeys and journeys made using satellite navigation to improve efficiency.

Do these changes lead to practical improvements? In short, yes. The most noticeable improvement, compared with our long-term test vehicle is that the overall fuel consumption is better by a couple

of MPG. We were fairly impressed with the fuel consumption before, but the new model proved consistently better during our test. We logged over 60mpg on average, something we couldn’t quite achieve with our long-term test vehicle and not far off the 64.2mpg official combined figure. There are too many tweaks to the hybrid system to list them all, but clearly the effect of all the little changes has been beneficial.

One of the criticisms usually levelled at vehicles with CVT is that the engine speed is not always related to vehicle speed. That is unavoidable to a point because the transmission does not have fixed ratios and will choose the optimum engine speed for the conditions, but it can make the engine sound a bit frantic when running downhill or decelerating, for instance. Toyota has tweaked that slightly to make it less apparent – possible because the CVT operates as part of the hybrid system and regenerative braking can be a substitute for engine braking.

The tweaks to the Toyota Safety Sense system will be less apparent but have resulted in a more responsive adaptive cruise control (ACC) system. These are more extensive than that but would mostly only be experienced in an emergency.

Toyota has decided to offer the Corolla

Commercial with a single specification, so items such as ACC are included as standard, along with a multimedia system with eight-inch central display, Android Auto and Apple CarPlay, over-the-air updates for multimedia and safety system software, heated front seats with power lumbar adjustment, a reversing camera, automatic headlights and several other items. It is undoubtedly well-equipped.

The driving experience is, as expected, broadly similar to the earlier model. It’s a comfortable van that handles well and offers good performance and economy. It provides a small but useful load space. Retaining the rear side doors gives good access to the front of the load area behind the bulkhead, there’s even enough room to fit a small bag in front of the bulkhead and behind the front seat if you need to keep items out of sight.

IN BRIEF

WHAT IS IT? Car-derived van

PRICE? From £24,533.33 (ex-VAT OTR)

MAX PAYLOAD? 425kg

ECONOMY? 64.2mpg (combined WLTP)

DRIVE? 1.8-litre petrol, with 70kW electric motor, FWD. Total output 140hp

VERDICT

The latest Corolla Commercial is a subtly better van than before, offering better performance, together with reduced fuel consumption. If you need a small hatchback van, it’s the one to beat.