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Supermarket chain Lidl has announced it will install rapid electric vehicle chargers at all of its new stores.

In addition to installing the Pod Point chargers in its new buildings, Lidl will also retrofit charging points into “a number of existing stores”, which together with new stores represents a total investment of over £25m.

The supermarket already has rapid chargers at over 40 of its stores, which it says have helped to power more than 6.9 million EV miles. Its new commitment means over a third of all Lidl stores (more than 300) will have rapid electric vehicle chargers by 2022.

Sustainable lives

Ingo Fischer, chief development officer for Lidl GB, said: “At Lidl, we are committed to tackling the environmental concerns that our customers care most about, whilst giving them access to solutions that will support them in their ambition to lead more sustainable lives.

“Not only will our customers be able to charge their electric cars in 50 mins – less time than it takes to do a big shop – they will be able to do it for the best price on the market. It is our hope that, through this significant investment, we will enable easier access to charging points, ultimately helping more households switch to electric vehicles.”

Apps and maps

The points, which can charge vehicles from 0-80% charge in under an hour can be used via the company’s Open Charge mobile app. Chargers will have their own allocated and marked parking bays for use, and stores with charge points can be viewed via the Lidl app or on Zap-Map and Pod Point’s maps.

Growing network

Morrisons recently unveiled its first 50 GeniePoint rapid charging points at its stores nationwide, with a further 50 planned by 2020.

Last year Tesco announced it was to install thousands of ‘free’ EV charge points across its network of sites.

In partnership with Volkswagen, Tesco aim to develop what it claims will be by the UK’s largest retail electric vehicle (EV) charging network, rolling out more than 2,400 Pod Point EV charging bays across 600 Tesco stores within the next three years. By Graham Hill thanks to Fleet News

Businesses and consumers could be paying almost £150 per month more than their whole life cost calculations suggest for each plug-in hybrid (PHEV) that is not being plugged in.

This isn’t the first time that I’ve reported this when a company invested in a fleet of Mitsubishi Outlander PHEV’s only to find that drivers had no means for charging overnight and they were struggling to get anywhere close to 30mpg if the cars weren’t charged using a mains charger.

The data, revealed by Fleet Logistics UK, shows that the average PHEV returned 37.2mpg and 193g/km of CO2.

Using the popular BMW 330e as an example, the company calculated a monthly whole life cost of £57 if the vehicle is charged regularly, compared to more than £200 if it is not – based on official mpg figures.

Fleet Logistics UK says company car drivers who do not plug in and recharge their PHEVs are not only adding unwanted carbon dioxide into the atmosphere but are racking up unnecessary fuel and whole life costs.

But, PHEVs can be the ideal business tool for company drivers looking to transition between conventional ICE (Internal Combustion Engine) engines and electric vehicles.

For a large fleet running several hundred of these cars, the cost increases are clearly substantial. However, the drivers are not penalised over their driving style in terms of the Benefit-in-Kind taxation they pay, as this can start at £106 per month for a 20% taxpayer and £212 for a 40% taxpayer, regardless of how they drive the vehicle.

“We believe PHEVs have a role to play in helping companies transition between ICE engines and electric vehicles. However, it is important they are used correctly so as not to impact air pollution as well as cost,” said Sue Branston, country head for Fleet Logistics UK and Ireland.

“They do not suffer from range anxiety and therefore can be suitable for even long-distance fleets. However, if they are not recharged regularly and in line with manufacturer guidance, then they become more costly to operate for the business than initially forecast.”

Branston believes PHEVs could play a role within the optimum fleet policy along with RDE2 diesels and petrol models for medium to long-distance drivers, and none should be ruled out without proper analysis.

“From this coming April, RDE2 diesels not only give the range and fuel consumption that many fleets still need for their longer distance drivers, but they also have the advantage of avoiding the 4% diesel surcharge and may attract a 2% reduction in BIK rate,” she said.

Petrol plug-in hybrids regularly get a bad wrap for delivering poor mpg, but Fleet News has been running a Mercedes-Benz E 300 de plug-in hybrid diesel for the last five months and found it is capable of achieving more than 80mpg, even on long journeys, and many trips can be covered using no fuel at all. With more vehicles in the range launching with this powertrain next year, it provides another alternative to ICE with less compromise.

Fleet Logistics UK PHEV wholelife cost analysis:

By Graham Hill thanks to Fleet News

Private parking firms could be required to give drivers a 10-minute grace period after their tickets expire, as the Government unveils plans to clamp down on “rogue operators”.

Local Government secretary Robert Jenrick has instructed the British Standards Institution to write a new code of practice for private car park operators, forcing them to operate in-line with council-run sites.

Companies that fail to comply with the regulations will no longer be able to retrieve vehicle keeper details from the DVLA.

A 10-minute grace period was introduced for all council car parks in England in 2015, but remains voluntary for private parking firms.

Under new legislation, all private car parks in England, Scotland and Wales will have to give motorists an extra 10 minute before issuing a late fine.

Jenrick said: “For too long rogue parking firms have operated in an unregulated industry, handing out unjust fines, putting drivers through baffling appeals processes and issuing tickets to motorists who were only seconds late back to their cars.

“The new Code will restore common sense to the way parking fines are handed out, encourage people back onto our high-streets and crack down on dodgy operators who use aggressive tactics to harass drivers.”

Other measures include a reduction of intimidating debt collection practices by private parking companies, and an independent appeals service, which will give motorists further support to challenge unnecessary parking tickets.

The Parking (Code of Practice) Act became law in March 2019 and builds on action the government has already taken to reduce rogue private parking firms’ actions, including banning wheel clamping, towing and stopping rash parking enforcement. By Graham Hill thanks to Fleet News

As my regular readers know I receive from one of my dealer contacts information that they receive from a firm of lawyers – well-known for defending dealer clients against consumers who sue for a variety of failings.

In the latest missive they explain what the dealer needs to do to avoid handing back a deposit paid. They used a case as an example whereby the customer had not declared that his part-exchange had not been a write-off and then couldn’t get finance anyway. The customer asked for his deposit back but when his request was declined he sued.

According to the lawyers the dealer did the right thing by taking the deposit THEN checking HPI only to find that at some time the car had been a Category D Write-Off. The invoice from the dealer had a statement that the car to be part exchanged had never been involved in an accident or written off by the insurers.

They admit that the customer probably had no idea that the car had been a repaired write off but by then the dealer had the deposit from the customer. The dealer called the sale off following which the customer heard that his application for finance had been declined.

Following this the customer asked for his deposit back which was refused in total. A court case ensued. The lawyers maintained that the case could not succeed as the cancelled sale  was no fault of the dealer.

The judge found that the dealer was able to recover any loss and expense caused by the cancellation of the deal and therefore entitled to keep the deposit. The lawyers explained that the dealer’s position was helped by the fact that they had followed advice and put into the terms included on the invoice that the deposit was not refundable.

They argued that as the customer had signed the invoice that he was aware that the deposit was not refundable. They even went on to say that had they carried out work on the car at the customer’s request they could have even invoiced for more.

I’ve seen plenty of articles from these solicitors that surreptitiously encourage dealers to act in an underhand way. It’s these areas that the FCA should be concentrating on – not APR’s.

So my advice is, as always, try to avoid a deposit. If you have to pay one to secure a car pay as little as possible – you may not get it back. Before paying the deposit get the dealer to carry out his HPI check to make sure that he isn’t going to use what he finds out later to hold on to the deposit. If the dealer was treating his customer fairly he should have done that before taking a deposit.

You should also make your finance application before paying a deposit. Again if the dealer was treating his customer fairly he would have done that as a matter of course. Having a statement included in the terms and conditions of sale saying that the deposit is non-refundable is on the edge of being illegal. The legal position, as was stated by the judge, is that the dealer can retain any costs and expenses paid over once you have signed the agreement then subsequently cancel.

By signing you enter into a contract so you are in breach if you cancel. However, the dealer can only recover his costs and expenses. Clearly, without saying so, the lawyers are suggesting that dealers include the term Deposit Non-Refundable as most people don’t know the law and may think that they can’t get their deposit back.

They are a disgrace. By Graham Hill

Drivers are being urged to be vigilant after a huge rise in the number of catalytic converters being stolen from cars.

Police in London say the number of thefts in the first six months of 2019 was 2,894, a 73% increase on the 1,674 stolen in the whole of 2018.

In Cambridgeshire, there were 61 reported thefts between June 20 and August 14, with 44 of these from Honda Jazz, Toyota Prius or Toyota Auris cars.

The catalytic converter is part of the car’s emissions control system and its value for recycling is the main attraction to thieves because they contain precious metals such as rhodium, platinum and palladium.

The price of certain precious metals have skyrocketed in the past 18 months: palladium is now worth £1,300/oz, while rhodium goes for £4,000/oz, metals merchant FJ Church and Sons told the BBC.

Although there are 10,000 different types of converters, the cars that are most often targeted are hybrid vehicles.

Since hybrid cars have two power sources – electric and petrol or diesel – the catalytic converter is used less frequently to process pollutants.

The metals are less likely to corrode, meaning they are worth more and therefore more attractive to thieves.

Cambridgeshire Constabulary advises motorists to take the following precautions:

Park close to fences, walls or a kerb with the exhaust being closest to the fence, wall or kerb to make theft more difficult.

Invest in a catalytic converter lock, which can be fitted retrospectively and physically locks the converter to the vehicle, thereby preventing a quick and easy removal.

If your catalytic converter is bolted on, consider having the bolts welded to make removal difficult.

Mark your catalytic converter with a marking and registration system. This will not protect against theft, but will act as a deterrent and assist in returning property.

If you park on your driveway then consider purchasing a video doorbell and/or a driveway alarm to alert you to suspicious activity.

Car manufacturers have also taken steps to protect catalytic converters from theft. Honda, for example, has fitted Accord and Jazz models from 2008 onwards with a tray under the car to make it harder for thieves to get at the catalytic converter.

In models from 2015 onwards, the catalytic converter has been placed within the engine bay, so a thief would need to disassemble the car to get at it.

Toyota has developed a Catloc device, which costs between £200 and £250 (depending on model) which makes it harder for thieves to detach the catalytic converter from the bottom of the car.

It has also reduced the prices of replacement catalytic converters and Catlocs to a level where Toyota GB does not make any profit from supplying them to customers.

Toyota’s recommended prices for a bundle that includes a new catalyst and a Catloc are £950 for Auris Hybrid, £1,000 for Prius Gen 2 and £1,050 for Prius Gen 3.

Its website adds: “We are urgently exploring new technical possibilities to deter criminals as well.” By Graham Hill Thanks To Fleet News

Company fleet managers have been praised for educating drivers around the use of AdBlue, but the AA says education of all drivers must continue.

The latest data from the AA shows that there were 5% fewer call-outs related to the diesel exhaust fluid in the first half of 2019, compared with the same period the previous year.

The news follows a peak last year, in which the organisation reported seeing 23,000 AdBlue-related breakdowns in the 12-months to June 2018.

While diesel sales are down almost 20% year-to-date 2019, the fuel-type still makes up more than a quarter of new car sales.

In addition, the roll-out of Euro6 emissions regulations and Selective Catalytic Reduction (SCR) technology means that AdBlue usage is on the increase.

However, AA technicians told Fleet News that fewer drivers are making the mistake of running out of the fluid while call-outs related to system faults are also on the decline.

Stuart Thomas, director of fleet and SME at the AA, said: “Last year a lack of driver education was leading to significant AdBlue breakdowns, but we are pleased to see that knowledge levels seem to be on the increase.

“Fleet managers are obviously doing a good job updating drivers on what they need to do. And, if you’ve run out once, you are unlikely to make the same mistake again.”

Despite the positive trend, the AA’s Business Services team is keen to emphasise that educating drivers is far from over.

Most drivers will need to top up their AdBlue at least once between services, so it is important to keep an eye on dashboard warnings, particularly for high mileage fleet drivers or those who are jumping in and out of different cars in the company pool, it said.

Thomas continued: “We’ve all done it, jumped into an unfamiliar car and decided to take a chance on leaving the warning lights for the next poor person to get behind the wheel.

“However, when AdBlue runs out, the engine’s power and performance will be severely limited, and you won’t be able to restart the engine when you stop.

“The good news is that the warnings will come up with plenty of time to get your car topped up. The onus is on drivers to keep their fleet managers informed if they don’t get it sorted themselves.”

AA technicians are also warning fleets not to get caught out when the weather turns colder this autumn and winter.

Thomas said: “Changes in the driving conditions, whether that is heavy payloads or extreme weather, can significantly impact how quickly you get through your tank of AdBlue.

“The size of the tank also makes a massive difference. While you might top up anywhere between every 3,000 and 12,000 miles in the spring and summer, this could drop dramatically in the cold weather.”  By Graham Hill – Thanks To Fleet News.

On the 15^th October the FCA published its report into the way that PCP has been sold by dealers and brokers. Unfortunately, it focused on the way that they uplift interest charges to pay themselves commissions instead of the more important areas of blatant mis-selling.

Here is what I said about the report.

I was disappointed to read the update from the FCA and see that they have made such a major issue over the commission paid for organising finance rather than the plethora of other areas that could result in mis-selling and consumers losing out.

We must first stop treating PCP and Personal Contract Hire as finance agreements. Even HMRC has partially recognised this by introducing two ways of recording PCP agreements. If the agreement is set up with a final payment that is below anticipated value of the car, leaving equity in the car for the customer, it is treated as a finance agreement.

If there is no equity planned the agreement is regarded as a ‘Service Agreement’ and attracts VAT on the monthly payments (as well as VAT adjustments on the purchase of the car and the sale of the used car).

Once it has been agreed that the products are not simple finance agreements we need new laws to cover them as current laws are totally inadequate.

Given the nature of PCP’s you cannot simply extract one part of the equation and target that one item as a way of penalising the providers, i.e. car dealers and independent brokers. The actions proposed will not benefit consumers as dealers will simply move the lost income out of the commissions paid on finance to decreased discounts or reduced manufacturer subsidies.

With dealer groups reporting poor performance and issuing profit warnings they have to get their income from somewhere. APR is simply part of the marketing equation. When a dealer advertises 0% APR or low rate (subsidised) APR it doesn’t mean that he receives nothing in commissions.

The manufacturer will simply pay the dealer out of the discounts or subsidies that the customer no longer receives due to his attraction to either low rate or zero rate APR.

The APR could also reflect the amount of time that the dealer spends explaining and putting the finance in place. This is certainly the case with independent finance brokers. They earn their commission out of the interest charged thereby spreading the cost for the customer rather than charge a fee.

The broker needs to know how and where to place the business using a panel of funders. As we know the higher the risk the higher the interest charged and often increasing the time the broker spends on the case which has to be paid for.

Let’s face it customers are really only interested in what they have to pay upfront and what they pay monthly. The slicing of the cake is of little interest. The downside is that if dealers and brokers lose the ability to set rates and commissions to suit the circumstances we will see wholesale shut downs of dealers and brokers – is that really good for competition?

It will also mean that dealers and in particular brokers will concentrate on the easy cases leaving those with tarnished credit unable to get to work or take their kids to school because they can’t get finance for a car.

Finally, I would say that we need new laws to cover PCP and PCH agreements. APR and monthly payments are both negotiable and walkaways. Tell a dealer or broker that you won’t pay the APR on the quotation it’s up to him if he wants to see you walk out of the door or negotiate a better deal.

It is possible that the dealer is using his finance commission to increase the part exchange allowance. It is a complicated calculation. What we need are laws that cover the selling of ‘add-ons’, excess mileage charges, end of contract condition when the car is handed back, what happens to your agreement if you die or are unable to drive, etc. etc.

We also need clarity over the anti-competition activities of dealers such as Pendragon Group and other dealers when they refuse to invoice finance companies selected by consumers to provide their finance as they are not their own finance providers or on their panel of providers. Some will invoice a 3rd party funder but charge the customer between £250 and £500 for the privilege. Now that needs attention!  By Graham Hill

European Union called on to “ramp up” hydrogen stations in the face of “severely lacking” infrastructure.

Car makers have urged the European Union to “ramp up” investment in hydrogen filling stations, as the current infrastructure is “severely lacking.”

The European Automobile Manufacturers’ Association (ACEA) says “a strategic plan for the pan-European deployment of infrastructure for fuel cell vehicles needs to be put in place”, with the organisation also calling for consideration to be given to the requirements of hydrogen lorries.

The majority of the focus on provision for alternatively fuelled vehicles has been around electric cars and their charging points, with hydrogen vehicles left behind.

Some 17 new hydrogen stations were opened in Germany last year, bringing the total number in the country to 60; that compares to roughly 25,000 EV chargers. In the UK, there are around 15,000 EV chargers, against just 17 hydrogen stations.

Critics of hydrogen cars point to their expense (the Hyundai Nexo and Toyota Mirai both cost upwards of £60,000) as well as their rarity and complexity. Generating hydrogen fuel, meanwhile, is also problematic, with the majority of the element captured using fossil fuels.

But hydrogen advocates cite the fuel’s advantages, namely that cars running on hydrogen can be refulled as quickly as models with petrol and diesel engines and offer similar range. The cars themselves produce no tailpipe emissions other than water.

Hydrogen generation methods, meanwhile, could in theory move away from fossil fuels in future years, just as electricty generation has, to some extent. Research by Auto Express, meanwhile, found that some organisations were covering higher mileage in hydrogen cars compared to EVs.

The ACEA’s director general, Eric-Mark Huitema, said: “Along with other alternatively-powered vehicles, fuel cell vehicles hold a strong potential to help make the transition to zero-emission mobility.

“But their ability to reach this potential depends on a network of hydrogen refuelling stations being built up right across Europe. Today, there are just 125 hydrogen stations in the EU, so there is much work to be done in the coming years.”

Hydrogen cars will overtake electric cars, expert claims.

Electric power for cars “has its limits” and cars will be hydrogen-powered from 2030, an automotive-industry expert has said.

Dr Felix Gress, head of corporate communications and public affairs at automotive technology firm Continental, told an audience in Germany that electric cars represent poor value for money compared to petrol or diesel alternatives.

“For the customers, it will be difficult to accept such a car in the market – you pay a higher price, you get less of a car, so it will be a tough sell.”

And, while EVs may be grabbing the headlines and industry attention, Gress predicted that focus will be reversed within a decade or so. “The fuel cell is not ready to kick in yet,” Gress added. “By 2030, we’ll see that coming, especially in passenger cars that run long distances, or trucks.”

Gress added that manufacturers need to focus on electric cars in order to lower their fleet emissions and meet upcoming regulations in various markets, many of which have plans to limit or ban the sale of new conventionally powered petrol and diesel cars.

While these motivations may be driving the automotive industry, Gress warned drivers may not actually buy electric cars large numbers, partly due to what he perceives as their inherent limitations. “The battery technology, according to our estimations, has its limits,” he admitted, adding that “it doesn’t generate enough range” for some people’s needs.

Circling back around to the topic of hydrogen vehicles, Gress said this was something Continental is considering. “Fuel cell is not out of reach, I would say. The question is when it would kick in. We are working on that area, too.”  By Graham Hill & AutoExpress

We tend to hear a lot about the dangers of a no-deal Brexit from the perspective of UK business but how worried are European manufacturers of a no-deal Brexit? Are they as worried as our own manufacturers and what are the dangers being faced by the biggest car manufacturers, the Germans?

According to the Sunday Telegraph the quick answer is that they are petrified, especially the largest manufacturer in the world VW. Their factory in Wolfsburg, Germany employs a massive 50,000 workers. It runs three independent power stations and one corridor alone is over 1 mile long. Workers on the factory floor use bicycles to get about.

So having finally recovered from the Dieselgate scandal the last thing they need are the challenges of the loss of the free trade agreements that would follow a no-deal Brexit. Last month the German car manufacturers joined other European manufacturers who released a joint statement warning that a no-deal Brexit would have ‘seismic’ and ‘devastating’ consequences for the sector.

In another report produced earlier this year it was suggested that as many as 100,000 motor industry jobs would be at risk in the auto sector in Germany and that the European economy would suffer badly but that the UK economy would suffer even more. Concerns over the just-in-time supply chain of parts in both directions are of major concern, disrupting manufacturing both in the UK and in Europe in the event of a no-deal.

Having said this there is a strong belief that the onus is on the UK to come up with some proposals that would prevent Brexit. A view that isn’t shared by Boris and co. There seems a disconnect between the view of European inhabitants who talk highly of Britain and our trading partnership and their EU representatives.

Trades union leaders in Germany are concerned about the future of their members’ jobs. Only a Brexit deal will give them any level of comfort but they still support the EU-27 and support their position stating that they, in Europe, should remain united. By Graham Hill

Many new cars, without most drivers knowing it have a battery recharging system fitted that operates in a similar way to KERS on an F1 motor racing car. This happens because with so much draw on the battery in a modern car with climate control, audio systems, sat navs and other big users of the electrical system, including firing up the car, more power generation is required than a traditional car generator.

With so much charging and draining going on the batteries must be much more sturdy than the batteries fitted to my early cars so it’s important that you have fitted the correct quality of battery when changing it. A situation understood by an Audi TT driver who bought a used car for use mainly at the weekend.

So he bought a replacement battery from the RAC and got them to fit it. All was fine but after about 18 months and well within the warranty period the battery failed. He called out the RAC, costing him £30 as he wasn’t a member but they said if the battery was faulty they would replace the battery and refund the call-out fee.

However, when the engineer inspected the battery using their test equipment it said the battery was faulty but the diagnostic machine told the engineer not to replace it. RAC Customer Care responded to the driver’s complaint, as explained by Whatcar, in a letter that said the most probable cause of the failure was lack of use which breached their warranty as being poorly maintained.

The driver, knowing that lack of use could still drain the battery and over 18 months he had only driven 2,030 miles he put the battery on trickle charge when the battery was not in use. This was explained to Whatcar who stepped up and contacted the RAC.

In the end the driver was reimbursed the callout and the cost of a new battery but as we expect people to use their cars less and use public transport more surely the manufacturers should look at this situation and make batteries that hold their charge better and ensure that unnecessary systems shut down when the car is parked.

In the meantime, whether it’s a warranty, insurance policy or finance agreement it’s important to read them and understand all the terms and conditions. This is something that I’m campaigning for, better pre-contract information. The driver should have been made aware of this key piece of information before taking the battery.

By Graham Hill