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Stellantis, owners of Vauxhall has outlined a £25 billion electrification strategy, which includes switching Vauxhall to an EV-only brand by 2028.

The automotive group, which owns 14 car brands, has set a target for electric vehicles (EVs) and plug-in hybrids (PHEVs) to account for 70% of its European sales by 2030.

It plans to secure five battery factories across Europe and North America and says it will reduce the cost of batteries by 60% by 2030.

The Company is also targeting for the total cost of ownership of EVs to be equivalent to internal combustion engine vehicles by 2026.

Four platforms form the backbone of the electrified vehicles from all Stellantis brands. The platforms are said to provide a high level of flexibility, both in length and width, and component sharing.

Alongside the Small, Medium and Large car platforms will be one dedicated for commercial vehicles, such as vans an pick-ups.

The platforms can be paired with a family of three electric motors, offering varied configurations including front- rear- and all-wheel-drive, plus plug-in hybrid.

Battery packs will range from 37kWh up to 200kWh and offer between 300-500 miles of driving range, with the charging ability to add 20 miles per minute.

“Our electrification journey is quite possibly the most important brick to lay as we start to reveal the future of Stellantis just six months after its birth, and now the entire company is in full execution mode to exceed every customer’s expectations and accelerate our role in redefining the way the world moves,” said Carlos Tavares.

“We have the scale, the skills, the spirit and the sustainability to achieve double-digit Adjusted Operating Income margins, lead the industry with benchmark efficiencies and deliver electrified vehicles that ignite passion.” By Graham Hill thanks to Fleet News

Petrol prices have soared in the last eight months to reach an eight-year high of 132.19p per litre, according to data from RAC Fuel Watch.

Since November 2020, it shows the price of a litre of unleaded has risen by 18p – boosting the price of filling the average car by £10.

Diesel has also reached a two-year high, costing 134.32p per litre on average.

In June alone, a litre of unleaded rose by 2.7p, while diesel went up 2.5p.The rises were driven by a 10% increase in the cost of oil, which now stands at $76.12 per barrel.

RAC fuel spokesman Simon Williams, said: “June proved to be a shocking month for drivers with not just the eighth straight monthly rise at the pumps, but a return to 132p a litre petrol –something we haven’t seen since October 2013.

“And if an 18p a litre hike in cost over eight months isn’t bad enough it’s hard to see the increases coming to an end as the price of oil seems to be going up and up, with $6 being added to a barrel in June alone.

“Compared a year ago oil is now $35 more expensive. What’s even more worrying is that some analysts are predicting an oil deficit by the end of the year, which could mean further relentless price rises in the coming months.”

The average price of unleaded at the country’s four big supermarkets now stands at 128.17p after going up 3.3p in a month. Diesel is 130.25p after a rise of 2.91p. This makes a tank of supermarket fuel on average £2.20 cheaper than at other forecourts.

Regional pump prices compared:

Unleaded	01/06/2021	30/06/2021	Change
UK average	129.52	132.19	2.67
East	129.91	132.60	2.69
East Midlands	128.96	131.46	2.5
London	130.88	133.53	2.65
North East	128.37	130.90	2.53
North West	128.94	131.83	2.89
Northern Ireland	125.04	128.52	3.48
Scotland	129.15	132.18	3.03
South East	130.51	133.21	2.7
South West	129.88	132.57	2.69
Wales	128.57	131.24	2.67
West Midlands	129.45	131.99	2.54
Yorkshire And The Humber	128.57	131.29	2.72

Diesel	01/06/2021	30/06/2021	Change
UK average	131.79	134.32	2.53
East	132.54	134.96	2.42
East Midlands	131.51	134.07	2.56
London	133.10	135.35	2.25
North East	130.44	133.02	2.58
North West	131.21	133.99	2.78
Northern Ireland	127.53	130.21	2.68
Scotland	131.43	134.22	2.79
South East	132.99	135.48	2.49
South West	132.11	134.70	2.59
Wales	130.82	133.42	2.6
West Midlands	131.70	134.32	2.62
Yorkshire And The Humber	131.21	133.73	2.52

 By Graham Hill thanks to Fleet News

Public charge points are currently outnumbered three-to-one by home units, with 80% of all charging sessions taking place at residential addresses.

But it is the public charging network which will, arguably, have a more important role in the transition to electric vehicles (EVs).

This is, primarily, for two reasons. Around 40% of households do not have off-street parking, while the availability and reliability of public charge points is also critical to build consumer confidence.

This was highlighted in the latest Department for Transport (DfT) Transport and Technology Public Attitudes Tracker report, which cited worries around charging infrastructure as the biggest disadvantage to EVs.

“People might only have to charge their EVs once or twice a week, but they still want it to be convenient and it is still a big barrier for people in terms of thinking ‘how am I going to charge?’, ‘what am I going to do?,” says Natasha Robinson, head of Office for Zero Emission Vehicles (OZEV).

“We’ve looked to help move that market through our infrastructure schemes, but this is definitely an area we’re looking for a more accelerated timetable.”

In recognition of the need to increase the public charging network, the Government announced £1.3 billion of funding to grow it in its November spending review:

• £950 million to support the rollout of rapid EV charging hubs at every service station on England’s motorways and major A-roads.
• £275m to extend support for charge point installation at homes, workplaces and on-street locations, while reforming these schemes so they target difficult parts of the market such as leaseholders and small and medium-sized enterprises (SMEs).
• £90m to fund local EV charging infrastructure to support the roll-out of larger on-street charging schemes and rapid hubs in England.

The DfT’s latest Electric Vehicle Charging Device Statistic report found the number of public charge points had increased 18% in the past year to 19,487, with 3,530 of those being rapid devices.

The report says there is an uneven geographical distribution of charging devices within the UK, with fewer charge points in rural or remote areas.

London has the highest level of charging device provision per 100,000 of population with 63, while Northern Ireland is lowest with 17. The UK average is 29 per 100,000 people.

The locations of public charge points are split into three segments: destination, transit and on-street.

Here we look at what these segments are and some of the developments within them.

Destination

‘Destination’ charge points are found at locations where people go to for a reason other than to charge their EV, such as supermarkets, shopping centres, cinemas or restaurants.

The charge points are often installed by businesses to provide an additional benefit or incentive to customers, says John Murray, head of EVs at energy research and consultancy company Delta-EE, and the length of stay is typically 30-to-60 minutes.

“We expect this segment to continue to be led by standard-speed (22kW or less) chargers, with some rapids (22-100kW), and only a small number of high-power chargers (100kW or more),” Murray adds.

This certainly seems to be the current trend, with numerous retailers and restaurants announcing partnerships to install charge points at their sites for customer use.

One of the earliest major announcements came from a partnership of Tesco, Volkswagen and PodPoint and this will see more than 2,400 EV charging bays introduced across 600 Tesco stores by the end of this year.

The bulk of these will be 7kW chargers, while some sites will also offer 22kW and 50kW units.

Other supermarkets are following suit. In the summer, Aldi announced it was partnering with NewMotion to provide charge points at all new store locations, adding 140 chargers to the UK public charging network over the next three years.

These will support charging speeds of up to 22kW, with Fritz Walleczek, managing director of corporate responsibility at Aldi UK, saying this will ensure the retailer’s EV charging infrastructure is future-proofed to accommodate newer EV models that will have bigger battery sizes and support greater charging speeds.

Restaurant chains are another obvious location for charge points, allowing customers to top-up EVs while they eat (in a post-coronavirus world).

Marstons Inns and Taverns has, so far, had 400 50kW chargers installed at 200 of its sites by Engenie, and says these can provide customers with up to 75-100 miles of charge in 30 minutes (assuming the EV is capable of pulling that charge capacity).

Further examples of how restaurants are embracing the technology came last summer when McDonald’s and KFC both announced partnerships with InstaVolt.

McDonald’s will introduce 125kW charging points at both new and existing Drive Thru restaurants within the McDonald’s estate where they can be accommodated.

Its first charge point went live at its restaurant in Port Talbot, Wales, last month (December) as the first step in the business’s ambition to have more EV charging points than any other company in the UK and Ireland.

“With more than 1,300 restaurants, our ambition would mean you would never be far from a charging point,” says Paul Pomroy, CEO of McDonald’s UK and Ireland.

“Drivers will be able to pop in for a coffee or a meal and get an 80% charge in 20 minutes. We are known for speed and convenience, and this partnership with InstaVolt will provide just that for EV drivers.”

InstaVolt’s deal with KFC will see rapid chargers installed at up to 450 KFC drive-through restaurants. It already has chargers at KFCs in Sheffield, Nottingham, Rotherham and Crewe.

Transit

The ‘transit’ segment refers to charge points at locations where the primary reason for the visit is to charge an EV, similar to the current petrol and diesel forecourt model.

At the moment, these account for less than 1% of the UK’s charge points and this proportion is likely to be similar in 2030, says Murray.

However, the proportion of the actual electricity they will charge EVs with will be around 20% of the UK’s total in 2030 due to their higher power than other charge points and increased utilisation.

“We expect a greater reliance on transit charging, similar to the forecourt model we see today for refuelling ICE (internal combustion engine) vehicles,” says Murray.

The Government has been looking at this sector in “quite a lot of detail over the past 12-to-18 months”, says OZEV’s Robinson.

“By 2035, we expect to see around 6,000 high-powered charge points across the motorway and A-road network,” she adds. “We’re working hard with others, such as Highways England, Ofgem, the DNOs (distribution network operators) and National Grid, to make sure we’re getting our motorway network ready for mass uptake.

“We want to ensure there is a good experience for the drivers and also, critically, for fleets, which have slightly different needs and requirements of the charging infrastructure network.”

As well as drivers who do long journeys, transit charging will appeal to those who either do not have access to a home charger or on-street charging, or just want the convenience of a fast top-up.

An example of a transit charging facility is BP’s Hammersmith Flyover site, which features four 150kW chargers and one 50kW unit.

“We believe Hammersmith Flyover is the most-visited public charging destination in the UK, recently charging an average of 115 vehicles each day with more than 2,000kWh of energy,” says Matteo de Renzi, CEO of BP Pulse.

“Ultra-fast is the new frontier of public charging, with even the latest generation of small electric cars offering 100kW charging speeds, and it is as important to private motorists without off-street parking as it is to drivers with higher mileage needs.”

Like BP, Shell is one of the fuel suppliers also installing charge points on existing forecourts.

It plans to have a combination of 200 50kW and 150kW chargers on forecourts located on major routes across the UK, in addition to a network of chargers available on local roads.

A new entrant in this sector is Gridserve, which plans to build 100 Electric Forecourts in the UK in the next five years as part of a £1bn programme.

It opened its first one in Braintree last month and this enables 36 vehicles to be charged at the same time at speeds up to 350kW.

Electricity is generated from both solar power canopies above the chargers and a network of hybrid solar farms, also operated by Gridserve.

The Electric Forecourt blurs the line between transit and destination segments, as it includes a retail space hosting partners including WH Smith Travel, Costa Coffee, Booths and the Post Office. It also has a waiting lounge, washrooms, dedicated children’s area and business meeting rooms.

On-street

As the term suggests, ‘on-street’ charge points are found on roads or near homes, typically for the estimated 40% to 50% of UK households that do not have access to off-street car parking.

“We’ve got to support this area with our on-street residential scheme,” says Robinson. “This provides funding for local authorities to put in 7kW to 22kW charge points in locations that people can access so it unlocks the option of having an EV.”

The deployment of on-street charge points faces a number of difficulties, including costs for providers to install as well as practical constraints in space and capacity to meet likely demand.

“There are already concerns about the impact of existing chargers to the streetscape: they’re large, can be loud and often unsightly,” says Chris Pateman-Jones, CEO of Connected Kerb.

“Instead of constructing another mammoth-sized thing to plonk on the footpath and inconvenience all parents with prams out for an evening stroll, how about utilising posts and bollards that have been inconveniencing people for years which they have already learned to live with?”

Connected Kerb develops charge points which can be attached to signposts or other existing street furniture.

Some companies are developing solutions which will allow lampposts to be used to charge EVs.

Chargy, for example, became the first company to install lamppost charge points in London in 2018 in a deal with Southwark Council, while last year Siemens and Ubitricity began installing them in Richmond-upon-Thames.

“The standard lamppost is connected to a 25-amp supply,” says Richard Stobart, CEO of Chargy. “If it has gone across to LED lighting, that leaves 24 amps for charging cars.

“You will be able to get around 20 miles of driving for every hour of lamppost charging.”

In March last year, Westminster City Council teamed up with Siemens and Ubitricity to unveil the UK’s first converted lamppost charging street: Sutherland Avenue, Maida Vale, W9, which the local authority has dubbed ‘Electric Avenue, W9’.

Residents can charge their EVs at 24 lampposts at various locations along the street.

“While we cannot solve the challenge of air quality overnight, Electric Avenue W9 is an important showcase of what’s possible using existing city infrastructure,” says Cedrik Neike, CEO of Siemens Smart Infrastructure. “It illustrates how residential streets will look in the near future and accelerates the shift to zero emission vehicles.”

Another potential on-street charging solution is the app-operated pop-up charger, which sits flush to the pavement when not in use, extending only when it is needed.

Oxford became the first city in the world to trial this technology after its city council and charge point developer Urban Electric were awarded £474,000 funding through Innovate UK.

The trial ran from September 2019 to the end of February 2020 and was a success, says the council.

“Resident satisfaction and utilisation was very high and all project partners learned a great deal about the possibilities of the technology,” it adds.

The technology is being deployed in Dundee as part of a £3.8m trial, jointly funded by OLEZ (Office for Low Emission Vehicles) and Innovate UK.

“I think is a really exciting development and I think it will increase the resident charging across many cities in the UK,” says Fraser Crichton, fleet manager for Dundee City Council.  By Graham Hill thanks to Fleet News

New tyre label regulations from the EU are expected to be introduced in the UK before the end of the year.

The new rules, which are designed to improve awareness of tyre characteristics, were introduced in Ireland and Northern Ireland on May 1.

The new EU tyre label must be applied to heavy-duty commercial vehicle tyres including trucks and buses (Class C3) with all tyre suppliers – including commercial vehicle suppliers – now required to inform buyers of the label values during the sales process.

It now rates wet braking distances and fuel efficiency from A to E, with A being the best performing, and ranks external noise of the tyre from A to C, with A the quietest.

It also includes winter performance data, via the Three Peak Mountain Snowflake (3PMS) symbol, which determines whether a tyre meets tough snow performance requirements, as stipulated when driving across many European countries during colder seasons.

For C1 and C2 tyres, for cars and vans respectively, those previously in class E for fuel efficiency and wet grip will now be assigned to Class D which was previously empty, while those formerly in classes F and G will be assigned to class E. This makes the label clearer and easier to interpret.

Another addition to the EU tyre label is the stipulation that it must include a unique QR code, both on the on actual label and in the tyre manufacturers’ information that links the tyre to the European Product Database for Energy Labelling (EPREL) database, where additional tyre label information can be obtained.

As it stands, the regulation underpinning the new EU tyre labels only applies to new tyres, with revised legislation relating to retread tyres expected in 2023.

Importantly for commercial vehicle operators, mileage performance is not yet incorporated into the label, on the basis that suitable test methods are not currently available.

The label values are also based on the tyre’s performance when new and do not take into account the performance characteristics of the tyre across its lifetime.

Tony Stapleton, head of group fleet sales at Continental Tyres, said: “The new EU tyre label is designed to help people choose safer, more fuel-efficient tyres, factors which are vitally important whether you drive a car, a van or are responsible for choosing tyres for a commercial vehicle fleet.

 “However commercial vehicle customers should view the labelling as just one part of their discussions with tyre suppliers, to ensure performance factors not included in the labelling, such as the opposing requirements of mileage and durability, are factored into their choice.

Most fleets need to make sure their tyres offer a balance between these contrasting drivers, and this will greatly differ fleet to fleet depending on the type of operation and vehicles.

“For example, for construction and waste disposal fleets, tyre durability is critical, with fuel efficiency taking a secondary role, whereas in general haulage such as retail distribution, the fuel efficiency capabilities of a tyre will likely play a far greater role.”  By Graham Hill thanks to Fleet News

I’ve included this piece aimed at companies but it also includes some useful information regarding the fact that an electric or low-emission vehicle may avoid charges in Clean Air Zones but still be charged for entering a Congestion Zone.

To understand why we need congestion charges and clean air zones, we have to consider the following statistics. There are currently around 37.5 million vehicles registered for use on the roads in the UK. Of these, only 0.5% are classified as ultra-low emissions. This is contributing to a crisis in our air pollution levels.

In 2019, the average CO2 emissions of cars sold in the UK increased for the third year in a row. And to understand why this is important, consider that around 28,000 and 36,000 deaths a year are the result of prolonged exposure to air pollution.

Congestion charges and Clean Air Zones are two initiatives which aim to reduce air pollution and car use in the most built-up areas. But despite having similar aims, these are not the same thing. Both are additional charges for using a vehicle, but they have quite different end goals.

Congestion charging aims to help reduce the number of cars that enter an area, while Clean Air Zones aim to improve air quality by discouraging high emission vehicles from entering the zone.

While a clean air zone might have an impact on congestion, this will only be a short-term impact as more vehicles are upgraded or retrofitted with emissions control technology.

Where are the Congestion Charges used?

Congestion Zones are found across London. They are marked with a white ‘c’ in a red circle on the roads and with road signs. To check if an area is in a congestion zone, you can use this postcode checker. Vehicles entering a congestion zone between 07:00-18:00, Monday to Friday will be charged £11.50.

To further deter drivers, the London congestion zone is also an Ultra-Low Emissions Zone. This means that if your vehicle does not meet the required emissions guidelines, you will also have to pay the ULEZ charge of £12.50 for vehicles up to 3.5t.

While the Congestion zone only covers peak travel times, the ULEZ charge is applicable 24 hours a day, 7 days a week. So a drive to the centre of London at peak times on a Wednesday could set you back £14.

Where are the Clean Air Zones?

The Clean Air Zones scheme is set to roll out in early 2021. The first cities to trial the zoning will be Birmingham, Leeds and Bath. Vehicles which enter this zone will be picked up by automatic number plate recognition cameras and charged a flat fee which will be set by the local council. In Birmingham, this will be £8 per day, and in Leeds, non-compliant vehicles will pay £12.50 per day.

How can I future proof my business against these charges?

Even if you don’t currently operate in an area which uses congestion charging or Clean Air Zoning, these schemes are rapidly gaining momentum. This map shows where schemes are expected to roll out in the future.

To truly future-proof your business, making the switch to low emission electric vehicles is essential. This will not only cut your operating costs if you work in an area where a low emissions scheme is planned, but you will also experience long term savings in reduced running costs. Electric vehicles are reliable, cost-effective and great for the environment.

In addition to the above What Car/ have also advised the following update.

In December 2018 Transport for London advised that Alternatively Fuelled Vehicles (Hybrid, Plug-In Hybrid and EV’s) that were currently exempt from congestion charges would eventually be phased out.

From April 2019 hybrids and PHEV with higher emissions were no longer exempt and had to pay the congestion charge.

At the moment PHEV’s with an electric range of 20 miles or more on electric power and emissions of less than 75g/km of CO2 are still exempt but will lose the exemption from the 25^th October 2021.

EV’s will have to start paying the Congestion Charge from 2025. If you are driving into London and you are currently exempt you must first register your car with TfL via their website or you may receive a fine even though your car is exempt. This costs £10 per vehicle to register and can take up to 10 days to get registered.

Also please not that due to the pandemic the charge increased from 22^nd June 2020, from £11.50 to £15 per day from 7.00am to 10.00pm.

Hope that helps. By Graham Hill thanks to What Car? and Compact Electric Vehicles

Public Accounts Committee accuses Government of having no “clear, published plan” on how the UK will switch to an electric car future…

The viability of the Government’s plan to ban the sale of new petrol and diesel cars by 2030 has been called into question by a group of MPs, who say the transition represents a “huge challenge” for the country, and that the departments responsible for it have “lacked a clear, published plan” to set out how it will happen.

The criticism comes from the Public Accounts Committee (PAC), which evaluates the effectiveness and value of Government proposals and services. The PAC is made up of 15 MPs, eight of whom are Conservatives, although the chair is Labour’s Meg Hillier.

The PAC report says that although the Government has set “ambitious targets” for the transition, there are still big hurdles to overcome, including increasing the uptake of electric cars among buyers, lowering their cost, and upgrading the UK’s charging network.

Under current plans, the sale of new petrol and diesel cars will be banned from 2030, albeit with some hybrid cars given a stay of execution until 2035. So far in 2021, electric cars have accounted for 7.2% of sales – up from 4% across the same period in 2020.

Below, we look at each of the issues raised in the report, and what’s being done to address them.

Lowering the cost of electric cars

The cost of buying an electric car is one of the biggest issues, with the committee saying it is “not persuaded that the upfront costs are low enough for many”, and pointing out that there are currently only 13 electric car models costing less than £30,000. Any fully electric car which costs less than £35,000 qualifies for the Government’s plug-in car grant, currently worth £2500.

The plug-in car grant is expected to last until at least 2023, when funding allocated for the scheme in 2020 is due to run out. To date, the grant scheme has provided more than £1 billion to electric vehicle drivers.

The cheapest electric car you can buy currently is the Seat Mii, which costs from £22,800 before the grant is factored in.

A recent What Car? survey of more than 10,000 in-market buyers showed that one-in-five were considering an electric car as their next purchase – a significant rise compared with the 8% who answered the same way in 2019.

In our survey, 31% of respondents said the biggest concern they had over going electric was range, followed by charging (18%).

Lowering the cost of charging

The PAC report says that price differences between charging using a public charging network and charging at home “need to be addressed”, as well as the cost of replacing electric car batteries. Indeed, a National Audit Office report suggests that charging at home can cost up to 78% less than relying on the public charging network.

A recent What Car? investigation found that public charging prices vary wildly, with it costing as little as £7.49 and as much as £17.46 to charge a Renault Zoe electric hatchback to 80% of capacity, depending on location, associated fees and the type of charger used.

Similarly, while the Department for Transport estimates that, on average, it costs around 1p per mile to run an electric car (compared with around 10p per mile to run a petrol or diesel) our real-world tests show that this is only the case when you’re charging at home.

In reality, we found that an electric car can cost up to 9p per mile when all of the fees associated with public charging are taken into account, while 13p per mile is realistic for a petrol car, and 11p per mile for a diesel car.

In its evidence to the PAC, the Department for Transport said that it expects “more competition in the market and innovation which may benefit customers in terms of the price paid for electricity”.

The department also suggested that some electric cars might act as energy storage devices for smart homes, and feed energy back into the grid at peak times, thus reducing energy costs.

Increasing the availability of charging points

The PAC report says that although there has been progress made to increase the number of charging points available in the UK, “take-up has been greatest where there are high levels of traffic, charge-points and affluence.”

The report notes that rural areas are in danger of getting “left behind during this transition” if they too don’t see an expansion of their local charging networks. It should also be noted that the take-up among local authorities to support the growth of on-street residential charge points has been poor, with the National Audit Office estimating that almost a third of the £8.5 million set aside has not been used.

The report says: “We are not convinced that Government has sufficiently thought through how the charging infrastructure will expand at the pace required to meet the ambitious timetable to phase out petrol and diesel vehicles.”

It says that the Department for Transport has made a number of assumptions around the type of journeys most drivers are making, noting that, according to those assumptions, 99% of journeys are less than 100 miles, the vast majority of electric car charging is done at home and overnight, and that people will use public charging stations to top up during longer trips.

Despite those assumptions, the report says there is no estimate for how many charging points the country will need to keep up with the increase in electric cars. Data from the English Housing Survey also notes that 33% of households in England do not have access to off-street parking, so could not charge at home easily.

The PAC report notes that, while the Government has pledged to offer six rapid charging points at every UK motorway service station by 2023, it has “not focused much attention on charging for people that do not have off-street parking”.

According to Zapmap, which lists every public charging station in the country, there are currently 23,873 charging points at 15,254 locations across the UK. The biggest provider of publicly available charging points is Source London, which has a market share of 25.8%, followed by Ubitricity and Pod Point, with shares of 14.7% and 12.1% respectively.

Maintenance and energy costs

Other issues raised in the PAC report include the need to re-train dealership and independent garage technicians to work on and repair electric cars, especially as these vehicles age, and a safeguarding of the National Grid to cope with an increased demand for energy.

The Department for Business, Energy and Industrial Strategy estimates that the increased demand for electric cars will equate to a 2% increase in energy bills for households by 2030, although this is money that you would otherwise spend on filling up with petrol or diesel.

What has the reaction been?

The Society of Motor Manufacturers and Traders, which represents the views of the motor industry to Government, said: “The automotive industry shares the Government’s ambition for an electric revolution, a transformation that has already begun.

However, as the Public Accounts Committee has made clear, we need a comprehensive and holistic plan to get us there in time.

“That plan must convince consumers to make the switch, it must provide the incentives that make electric cars affordable for all, and it must ensure recharging is as easy as refuelling – which means a massive and rapid rollout of infrastructure nationwide.”

When asked for comment, a Department for Transport spokesperson told What Car?: “We’ve got a highly ambitious and world-leading approach to increasing the uptake of zero emission cars, and the progress we’re making in this area will help us to meet our targets.

“Already, we’re investing £2.8 billion in helping industry and drivers make the switch – and will continue our work to install thousands of charge points and boost the development of new technologies to meet our goals.”

The reaction to the ban from buyers has been negative, with a What Car? survey conducted in November of last year – soon after the proposal was announced – revealing that 59% of buyers disagreed with the principle behind the ban, while 29% said they did not understand which cars would still be allowed to be on sale after 2030.  By Graham Hill thanks to What Car?

The Ioniq 5 family hatchback represents a real shift forward in Hyundai’s ability to chase down premium electric rivals, helping to persuade EV buyers who are motivated by stylish design, great on-board tech and practical range and charging speeds, to invest in the Korean brand.

With stunning looks and a sense of cool that sets it apart from the pack, the manufacturer has added to the Ioniq 5’s strong kerb appeal with competitive pricing, generous standard kit and advanced active safety systems. We named it our Car of the Year for 2021, so if you’re thinking of a new purchase and you have the means, then the Hyundai Ioniq 5 is one of the best cars you can buy.

We have the car on special offer this week.

About the Hyundai Ioniq 5

Over recent years, Hyundai, along with its subsidiary brand Kia, has been at the forefront of producing well-built, practical electrified family cars. Mild- or plug-in hybrid tech is offered on models such as the Ioniq and Kona, as well as the bigger Santa Fe SUV, while the former two cars are also available with the benefits of zero-emission, all-electric drive.

But, pioneering and innovative auto makers must continue to push things forward, or risk falling into EV obscurity, and that is exactly what Hyundai has done with its latest Ioniq 5 hatchback/crossover. In a move away from the architecture used so far across its electric, hybrid and combustion-engined models, the Ioniq 5 is Hyundai’s first car to use its new Electric Global Modular Platform (E-GMP) and, as a foundation for the company’s next-level EV tech, it’s mightily impressive.

Two battery choices are available across the range, along with three individual power outputs: a 58kWh battery and a single 168bhp motor driving the rear wheels provides the entry point to Ioniq 5 ownership, while the next step up includes a 73kWh version paired with a 214bhp rear-mounted motor.

The top-spec option comprises the same 73kWh battery, but uses a second motor at the front giving a total of 301bhp and a meaty 605Nm of torque.

Buyers thinking of investing in a capable family EV now have top quality options to consider. The Volkswagen ID.3 hatchback might suit smaller households, although the ID.4 is a more direct rival to the 4.6-metre long Ioniq 5 and offers more space and day-to-day practicality than its compact sibling. Meanwhile, Ford has come up with its own brilliant all-electric model, the Mustang Mach-e, which provides the typical blue oval USP of a great driving experience, as well as being easy to live with.

Hyundai provides three trim levels for the Ioniq 5: SE Connect, Premium and Ultimate. Entry-level kit is good with 19-inch alloy wheels, LED headlights, rear parking sensors, climate control and smart cruise control all included, while inside the cabin there’s a wireless smartphone charging pad and two 12.3-inch displays – one covering the infotainment and the other a digital instrument cluster providing key info for the driver.

The Ioniq 5 range starts from just under £37,000 and rises to around £48,000. An Ultimate-spec car, particularly when paired with the most powerful 301bhp dual-motor setup, brings the Ioniq 5 firmly into Tesla territory, and will also provide food for thought for those considering an Audi Q4 e-tron in a top Edition 1 or more expensive Vorsprung trim. See our special offer above. By Graham Hill thanks to Auto Express.

Volvo is developing new battery technology that will enable it to offer cars with a real-world range of 621 miles and cut re-charge times in half.

The car maker is working with Swedish battery company Northvolt to  produce the units, which are expected to be ready by 2025.

“We want to constantly increase the customer benefits of driving a pure electric Volvo car,” said Henrik Green, chief technology officer at Volvo Cars. “By simplifying the design and integration of our battery cells, we can reduce weight and maximise space, allowing for considerable improvements in battery capacity, range and charging times.”

The next-generation Volvo XC90 will be the first car to feature the new battery technology, it is expected to be revealed next year.

As Volvo introduces its third generation of electric cars, it plans to integrate the battery pack into the floor of the car, using the cell structure for overall vehicle stiffness and improving efficiency.

Battery cells from Volvo Cars’ planned collaboration with Northvolt aim to be produced using 100 per cent renewable energy, while it is working with other battery suppliers to do the same by 2025.

Customer data to lead safety improvements

Volvo is looking towards processing data from customer cars in real time, if customers choose to share data, to help it make its cars safer.

By allowing customers to choose and be a part of improving safety levels and traffic safety in this way, Volvo says it can make “continuous and much faster” improvements to its cars.

Customer data would enable Volvo engineers to validate and verify autonomous driving features more quickly and then roll out updates over-the-air.  By Graham Hill thanks to Fleet News

Renault Group will launch 10 new battery electric vehicles (BEVs) by 2025, seven of them for the Renault brand, with a new platform promising cheaper plug-in cars.

It recently announced it was reviving the iconic Renault 5 in electric guise and says it will do the same for the Renault 4, currently named ‘4ever’.

It says it will also strengthen its presence in the all-electric C-segment, firstly with the All-New MéganE in 2022, while the Alpine ‘dream garage’ unveiled in January will become a reality, starting in 2024.

The Group aims at providing the greenest mix in the European market in 2025, with more than 65% of vehicles in the sales mix electric and electrified, and up to 90% BEVs in the Renault brand mix by 2030.

Luca de Meo, CEO of Renault Group, said: “Ten new electric models will be conceived and up to one million electric vehicles will be manufactured by 2030, from cost-efficient urban vehicles to sportier, higher-end ones.

“As well as efficiency, we bet on iconic designs such as the beloved R5 to bring the Renault touch to electrification, making electric cars popular.”

With CMF-EV and CMF-BEV platforms, the Group says it can capitalise on its 10 years’ of EV experience making dedicated EV platforms along with its highly efficient CMF-B platform.

For the C- and D-segment, the CMF-EV platform will represent 700,000 units at Alliance level by 2025. CMF-EV offers a range up to 360 miles (580km, WLTP).

This performance, it says, comes from the Group and Nissan’s engineers working on reduced friction, weight reduction and a state-of-the-art thermal management system.

In addition to performance, CMF-EV, which the All-New MéganE will be based on, offers greater driving pleasure thanks to its low centre of gravity and optimal weight distribution, a very low steering ratio allowing quick vehicle responses and a multi-link rear suspension setup, says Renault.

CHEAPER ELECTRIC VEHICLES

For the B-segment, CMF-BEV will allow the Renault Group to make more affordable BEVs. At vehicle scale, this brand-new platform will reduce the cost by 33% compared to the current generation Zoe.

This has been achieved with the interchangeability of the battery module, a right-sized powertrain of 100kW at lower cost, and all non-EV components caried-over from the CMF-B platform, it says.

CMF-BEV will offer up to 249 miles (400km, WLTP) and the platform will also feature the Group’s ‘plug and charge’ system that automatically identifies the car, driver and payment based on the NF-C 15118 regulation and secure communication protocol.

The Group has also signed a partnership with the French start-up Whylot for an automotive axial flux e-motor. This technology will first be applied on hybrid powertrains aiming to reduce costs by five per cent while saving up to 2.5g of CO2 (WLTP) for B- and C-segment passenger cars. Renault Group claims it will be the first OEM to produce axial flux e-motors on a large scale from 2025.

On top of these new technologies, the Group is also working on a more compact, all-in-one e-powertrain.

This e-powertrain integrates the e-motor, the reducer and the power electronics (One Box Project) in a single package: enabling 45% less volume in total (equivalent to the volume of the current-generation Clio fuel tank), 30% reduction in cost of the overall powertrain (this value saving being the equivalent of the e-motor cost), and 45% reduction of wasted energy on WLTP allowing an extra EV range of up to 12 miles (20km).  By Graham Hill thanks to Fleet News

A new course to help drivers get to grips with electric vehicles (EVs) has boosted the real-world range of a fleet’s plug-in cars by up to 20%.

TTC is giving companies and drivers the opportunity to get the most from their EVs via its new Electric Aware course.

Construction company Willmott Dixon has put its drivers through the course and says it has seen some drivers improving their EV range by 20%.

The course forms part of Willmott Dixon’s support to transition more people into EVs. It launched a new vehicle scheme in January, encouraging staff to consider EVs and it has seen ‘several hundred applications’.

More recently, it announced it was rolling out EV charge points across all its sites and offices at more than 100 locations.

“During the course we drove on a variety of roads including open country lanes, motorways and in-town traffic,” said Gary Ketch, group principal health, safety and environmental inspector at Willmott Dixon. 

“The session was adaptive with the instructor explaining how I could improve my driving and range with adjustments to my car’s settings and driving habits.”

By driving with an instructor, Ketch had the benefits of regenerative braking explained in detail and this learning came together to improve his mpkWh average energy consumption by 20% in just a few hours, says TTC.

The course is offered either as a virtual half-day classroom where drivers are educated about their vehicles, the latest EV technology and the wider electric car eco system, or via a half day or full day in-car practical driving session with an instructor.

The course ensures drivers approach their new EVs with a fresh mindset which will enable them to get the most from their new EVs, says TTC.

The Electric Aware course also provides information on the UK’s charging infrastructure, battery life and tax and grant information all with the aim of educating and dispelling fears that still exist around EV ownership.

Instructor sessions include an individual driving style assessment and recommendation on which settings to use on their EV.

Martin Starkey, product manager development and implementation at TTC, said: “This is the biggest revolution in the automotive industry for over 100 years.

“EVs require a whole new mindset towards driving and our course helps change driver habits and adapt their approach to driving which has immediate benefits on key elements like range. Hopefully, we can reduce the levels of range anxiety among EV drivers.”

A half day on-road course costs £295 and a full day £445. A half day virtual workshop costs £345.  By Graham Hill thanks to Fleet News