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Electric and hybrid vehicles are taking longer to repair in body shops than petrol and diesel equivalents, according to Activate Group.

Date from the claims management firm shows that electric vehicles (EVs) and hybrids took 1.5 days longer, on average, to repair.

The cost of fixing an alternative fuel vehicles (AFV) was also found to be higher, with EVs 29% higher and hybrids 66% higher than ICE vehicles.

There are key factors driving this trend: Parts for new models are often expensive and green, or after-market alternatives are not available; many EV models are high-end vehicles where parts are more costly; AFV body work is often made of light plastics which are not as widely repaired as metal panels.

Jo Seys, head of engineering at Activate Group, said: “For most repairs, the battery must be powered down before work can begin and powered up at completion. This can take up to an hour in total. In some cases, the battery must be removed, and reinstalled at the end of the job. Times vary, but this process can add up to four hours of labour time.

“To work safely with high-voltage battery, recovery agents and repairers must have the correct training and equipment. The risks involved in working with electricity means AFVs can’t simply be treated in the same way as an ICE vehicle.

“The high voltage batteries cannot come into close contact with heat.  This means they often need longer in the paint oven on lower temperatures and fast curing methods, such as infra-red are not suitable from some AFV repairs. The batteries also present a significant health and safety risk and there are additional requirements within the repair process. Trained technicians refer to manufacturer, or Thatcham guidelines, each time they complete an AFV repair.”

The situation becomes significantly more complex and dangerous following a serious collision where the high voltage battery has been damaged. In this case, there is a strong risk of fire, and specialist training and equipment are needed to safely handle the situation.

Seys added: “In recent months, the industry has faced lengthy delays on EV and hybrid parts, particularly for Teslas, increasing the key-to-key times. Delivery times of new AFV vehicles have also been impacted by Covid-19, affecting global supply and a shortage of semi-conductors, a vital component of modern vehicles. In Spring 2022, Tesla had to close its Shanghai factory for three weeks due to the lockdowns in China, losing the production of around 42,000 vehicles.”  By Graham Hill thanks to Fleet News

The growing network of free charge points for electric vehicles (EVs) at Tesco stores has now expanded to 500 locations, while usage has surged 300% over the past year.

Free charging sessions on the network, which only uses renewable energy, increased from 500,000 in April 2021 to more than two million by the end of February.

The network was launched in 2019 by Tesco, Volkswagen and Pod Point, with the 500th charging location opened at the Tesco Extra store in Inverness.

Other areas to have benefitted from improved charging access include Southend-on-Sea, Bolton, Wirral, Walsall and Port Talbot, it says.

Jason Tarry, CEO at Tesco UK and ROI, said: “We’re thrilled to see the rollout of free EV charging at our retail stores gather pace.

“The network is helping customers visiting Tesco who need to save time and charge while they shop.

“This latest milestone highlights the commitment across the business to our goal of carbon neutrality in the UK by 2035.”

Designed to offer Tesco customers a secure, reliable and accessible way to top up their electric cars, the network of more than 1,000 chargers at 500 Tesco Supermarkets in the UK also now includes 100 rapid chargers.

The network’s 7kW chargers and 22kW chargers are free to use, and its 50kW rapid chargers are available at a competitive rate for customers requiring more than a top-up, says Tesco.

The Tesco Inverness store also benefits from a new public rapid charger.

The network’s growth has specifically targeted areas without rapid charging access, with Tesco stores in Leicester and Maldon also gaining rapid charging points.

Sarah Cox, head of marketing at Volkswagen UK, said: “At Volkswagen, we want to make carbon neutral mobility accessible to everyone. That’s why we’ve made sure these chargers aren’t just for Volkswagens and can be used by any electric car brand.

“It’s hugely encouraging that drivers from over 220 models from almost 40 different brands have already benefited from free, green top ups while shopping at Tesco.”

This latest milestone means the network is on track to meet its original target of launching charging points at 600 Tesco stores across the UK.

Erik Fairbairn, Pod Point founder and CEO, said: “The partnership is continuing to make a significant and very visible contribution to the UK’s charging infrastructure, giving drivers the confidence to transition to electric.

“Pod Point’s mission is to put an EV charge point everywhere you park and we’re delighted to see so many more shoppers up and down the country reap the benefits as we continue the rollout.”

The free charging network milestone comes after the Government announced the Electric Vehicle Infrastructure Strategy, which commits £1.6 billion to the creation of 300,000 public charge points by 2030, as well as placing new legal responsibilities on charging providers covering means of payment and other factors.  By Graham Hill thanks to Fleet News

Leasing a battery electric vehicle (BEV) is cheaper than funding a new vehicle on personal contract purchase (PCP), new research suggests.

Leasing.com analysed pricing data for its 15 most popular BEVs and found that leasing was the most cost-effective option on 13 vehicles. Just the Renault Zoe and Jaguar I-Pace were cheaper using PCP.

The highest cost difference was 31% for an Audi E-Tron, with the average difference in cost being 18%.

David Timmis, managing director of Leasing.com, says that one of the most important challenges the industry faces, with the greater shift towards EVs, is making them affordable.

“Without this, the market simply won’t shift quick enough,” he explained. “Thankfully, leasing provides consumers an alternative route to driving an EV that won’t break the bank and, in fact, will save them money compared to PCP – the current most popular new car finance product in the UK.”

The Finance and Leasing Association (FLA) reported that the value of new car personal leasing grew 27% in the 12-months to January 2021.

Toby Poston, director of corporate affairs at the British Vehicle Rental and Leasing Association (BVRLA), said: “Leasing is the perfect way to finance a new BEV.

“With so much economic uncertainty and technology changing so fast, it is not surprising that more and more people are using this fixed cost, affordable and hassle-free method to fund their leap to electric motoring.”

Leasing.com’s analysis shows that the Tesla Model 3 has a list price of £42,935, however, when leased over four years, the total cost comes in at £25,445.77.

Compare that against a PCP cost of £30,384, and leasing will save drivers 19% over the life of the contract, it says.

The largest saving overall was found when comparing costs for an Audi E-Tron. On PCP, the Audi has a total cost of £43,420.14 at the end of a 48-month contract.

On lease, the same make and model comes in at a total cost of £34,311.50. A total saving of £9,108.64, it says.

Leasing.com compares personal and business car leasing offers from brokers, dealers, motor manufacturers and independent funders.

Battery Electric Vehicle Cost Comparisons: Lease (PCH) vs Finance (PCP)

Identical term and mileage allowances

Model	Total Lease Cost	Total PCP Cost (excluding balloon)	£ Difference
Tesla Model 3	£25,445.72	£30,384	£4,938.28
Volkswagen ID.3	£25,445.72	£22,039.86	£5,090.58
Hyundai Ioniq Electric	£18,113.68	£22,880.30	£4,766.62
Hyundai Ioniq 5 Electric	£22,294.80	£28,689.29	£6,394.49
Hyundai Kona Electric	£17,312.16	£19,107.44	£1,795.28
Kia E-Niro	£18,483.28	£23,897.40	£5,414.12
Mini Hatchback EV	£15,534.40	£18,250.25	£2,715.85
Nissan Leaf	£10,976.16	£13,092.01	£2,115.85
Vauxhall Corsa-e	£13,519.84	£15,282.20	£1,762.36
Renault Zoe	£14,630.36	£14,060	-£570.36
MG Motor UK ZS EV	£17,768.43	£23,266.83	£5,498.40
Volkswagen ID.4	£18,838.28	£23,506.74	£4,668.46
Jaguar I-Pace	£41,037.04	£38,277	-£2,760.04
Lexus UX300e	£23,628.56	£24,039	£410.44
Audi E-Tron	£34,311.50	£43,420.14	£9,108.64

Source: Leasing.com

By Graham Hill thanks to Fleet News

The Government has withdrawn the plug-in car grant (PiCG), which was worth up to £1,500 off an electric vehicle (EV), with immediate effect.

All existing applications for the grant will continue to be honoured and where a car has been sold in the two working days before the announcement, but an application for the grant from dealerships has not yet been made, the sale will also still qualify for the grant.

Transport minister Trudy Harrison said: “The Government continues to invest record amounts in the transition to EVs, with £2.5 billion injected since 2020, and has set the most ambitious phase-out dates for new diesel and petrol sales of any major country.

“But Government funding must always be invested where it has the highest impact if that success story is to continue.

“Having successfully kickstarted the electric car market, we now want to use plug-in grants to match that success across other vehicle types, from taxis to delivery vans and everything in between, to help make the switch to zero emission travel cheaper and easier.”

The plug-in car grant has helped increase the sales of fully electric cars from less than 1,000 in 2011 to almost 100,000 in the first five months of 2022 alone.

Toby Poston, director of corporate affairs at trade body the British Vehicle Rental and Leasing Association (BVRLA), believes it’s right that the Government prioritises EV subsidies towards vans and charging infrastructure, where they are needed most.

However, he is concerned how cutting the plug-in car grant completely, could impact burgeoning EV sales. He explained: “Although the grant was small and only a handful of EVs were eligible, its withdrawal will be a symbolic moment that could damage confidence in the fragile EV market.”

Figures from the Society of Motor Manufacturers and Traders (SMMT), published last month, suggested that there are now more than 720,000 plug-in cars on UK roads. However, that equates to just one in 50 cars, despite a record one-in-five new car registrations now being electric.

The SMMT data also showed that most plug-in cars are registered to businesses rather than people, with more than half (58.8%) of all electric cars on the road company registered.

Poston said: “Most demand for EVs is being driven by the favourable benefit-in-kind tax rates available to workers in company car or salary sacrifice schemes.

“As inflation surges and business and consumer confidence falls, Government needs to maintain these incentives if the country is to have any chance of hitting its ambitious decarbonisation targets.”

The BVRLA is urging the Chancellor to support the uptake of electric cars by BIK tax rates low and by publishing them beyond the 2024/25.

Highlighting the success of the tax regime for electric cars to date, it has launched a campaign called #SeeTheBenefit on company car tax.

PLUG-IN GRANT FIRST LAUNCHED

It is more than 11 years since the plug-in car grant was first introduced, when it offered up to £5,000 off a car with CO2 emissions of less than 75g/km.

However, as plug-in registrations have increased, the Government has moved to reduce the level of grant available or tighten the qualifying criteria, with increasing regularity.

Just six months ago, the plug-in car grant was cut by £1,000, from £2,500 to £1,500, and the eligibility criteria was changed.  

Cars with a recommended retail price (RRP) of £35,000 or less had been eligible, but that was reduced by £3,000 to £32,000 or less.

Furthermore, hybrid electric cars, which had CO2 emission of less than 50g/km and could travel at least 112km (70 miles) without any emissions, were no longer eligible. 

It had followed a previous £500 cut in March 2021, when ministers announced that the electric car grant would fall from £3,000 to £2,500 and exclude models that cost more than £35,000.

The year before that it said cars costing more than £50,000 would no longer qualify, while the grant was cut from £3,500 to £3,000.

When launched in January 2011, there were just nine qualifying vehicles; some 24 electric cars had been eligible for the plug-in car grant at the last count.

Ashley Barnett, head of consultancy at Lex Autolease, welcomed the Government’s focus on improving charging infrastructure along with recognition of the work that still needs to be done to boost levels of electric vans and trucks.

However, he said: “Removing the grant completely may impact EV affordability for these lower priced at a time when supply is constrained and market pricing pressures.”

Jon Lawes, managing director of Novuna Vehicle Solutions, says that the withdrawal of the grant signifies there is a real need to shift the focus from uptake, to addressing barriers of EV ownership, by continuing to develop the UK’s charging infrastructure.

“The number of required charge points already lags well behind the number of EVs on UK roads and based on the current rate of adoption this gap is only set to widen further” he said.

“Coupled with the removal of the grant, there is still a risk that UK drivers and businesses don’t have confidence in our infrastructure and it’s therefore vital that this latest Government pledge quickly translates into tangible, meaningful development of the charging infrastructure up and down the country.” By Graham Hill Thanks To Fleet News

Inconsistent new car supply is persuading fleets to look at different brands to electrify the vehicles they operate sooner rather than later, says FleetCheck.

Peter Golding, managing director at the fleet software specialist says that it has resulted in several manufacturers, which previously had low or non-existent fleet profiles, gaining ground in the corporate market.

“There are a number of factors converging here but probably the strongest is that drivers are very keen to get out of ICE vehicles into EVs with significantly lower benefit in kind rates,” explained Golding.

“However, the availability of EVs in general, especially those with sensible delivery times, is extremely variable and so their real-world choices often consist of manufacturers that have not traditionally had a significant fleet presence and fall outside of existing badge policies.

“Some companies are gaining from this in a noticeable manner. Names such as Tesla, Kia, Hyundai, and even Polestar have not historically figured on company car bestseller charts but are making their way onto fleets in relatively large numbers.”

Golding believes that much of this success is deserved, with the models on offer not just being in good supply but also representing some of the best core company car EVs currently available.

“It’s having a definite and, in some cases, a rapid effect on the badge mix seen on some fleets,” he said.

However, it remains to be seen whether this situation will lead to a long-term change in which these new manufacturers will dominate the fleet market or established carmakers will reassert their presence.

“Some established manufacturers have individual models doing well but among the big players, probably only VW can currently offer a good choice of EV models in the principal sectors of the company car market,” continued Golding.

“This situation will be resolved in the next couple of years as new models are introduced but it will be interesting to see whether there is an ongoing degree of displacement, especially with the predicted entry of a number of highly capable Chinese carmakers into the market in the medium term adding to the potential for disruption.”  By Graham Hill thanks to Fleet News

The UK has gone from having less than 7,000 charging points in 2016 to having more than 30,000 at time of writing (March 2022), with a growing number of rapid and ultra-rapid chargers.

That doesn’t count private charging points, and it excludes the fact that an adapter can turn any wall outlet into a charging point for certain vehicles.

Anyone managing a fleet will need to be mindful of the need to make the switch to electric vehicles (EVs) as in eight years the UK will stop selling new internal combustion engine vehicles and staff will be increasingly using their own EVs to travel to and from work.

With some companies already installing charging points for their employees, how will this be managed? Let’s look at some of the current challenges and how charging technologies, digital solutions and practical facility management is solving them.

Setting up fleet charging

Companies that have a fleet of vehicles will need to make some adjustments to fully accommodate EVs.

A common barrier to entry has been range anxiety, however manufacturers have been working to reduce this dramatically.

Many have already started the transition, while the likes of BP, BT, Direct Line Group, Royal Mail, Scottish Power, Severn Trent and Tesco pledged to convert their fleets to EVs by 2030.

Creating an all-EV fleet could be a challenge for businesses practically as well as financially due to the initial outlay required for the infrastructure and vehicles themselves.

However, there are grants currently available, and with careful planning and updates to company policies, it can be very valuable.

Managing home charging

The concept of facilities management has been turned on its head for many companies over the past two years as office staff began working from home – suddenly a company’s ‘facilities’ were everywhere.

It will be a similar story when EVs become truly mainstream because of the convenience that home charging stations bring.

For example, there are solutions available on the market that can ease any administrative pain points by integrating with home and work charging points to accurately capture energy costs.

These advanced solutions credit payment for the energy used while charging at home for business purposes directly to their energy provider, eliminating what can be a cumbersome expense reimbursement process. This makes paying for re-charging accurate and easy for both staff and employers.

Preparing for an EV future

The technology, infrastructure, and administrative systems for running a company with an EV fleet is improving all the time, reducing the price of installing charging points and increasing the range of EVs.

When preparing for their integration, opt for a provider that will give your company maximum flexibility and oversight when paying for vehicle charging.

Consider too the network coverage that providers can offer, particularly if your vehicles will be needing on the road charging or travel significant distances regularly.

Given the fuel and cost savings your company will make by switching to EVs, there’s no better time to switch than now.  By Graham Hill thanks to Fleet News

The cost to repair Britain’s pothole-stricken roads has soared to more than £12bn and works could take more than nine years to complete, according to a new report.

The Annual Local Authority Road Maintenance (ALARM) survey, published by the Asphalt Industry Alliance (AIA), shows that the reported backlog of carriageway repairs has increased by almost a quarter since last year.

It has cost fleet operators and private motorists £1.7bn in vehicle repairs, over the last 12 months, according to Kwik Fit.

Rick Green, AIA Chair, said: “Local authority highway teams have a legal responsibility to keep our roads safe, but do not have the funds to do so in a cost effective, proactive way. As a result, while they report some slight improvements in surface conditions, the structure of our roads continues to decline.

“Although surface repairs have a part to play in extending the life of local roads, short-term fixes, including filling potholes, is indicative of a network that is ‘on the edge’ and less efficient and sustainable when it comes to materials usage and whole-life carbon emissions.”

The ALARM survey reveals that Local authorities would have needed an extra £1bn last year just to reach their own target road conditions, before even thinking about tackling the backlog of repairs.

Almost one in five local roads could need to be rebuilt in the next five years, accounting for nearly 37,000 miles of the network.

Green added: “The longer it takes for the funding to be put in place to tackle the backlog of repairs, the more it is going to cost to put it right in the future. Four years ago, the AIA calculated that an additional £1.5 billion per year was needed for 10 years to bring local roads up to scratch. In the meantime, the network has continued to decline and ALARM 2022 indicates that an additional investment of more than £2 billion a year over the next decade is now needed.”

Kwik Fit’s research found that 13.3 million motorists say their car has suffered damage in the last year as a result of a pothole impact, with the average individual repair bill coming to £132.

When it comes to the road surfaces in their local area, almost three times as many drivers think conditions have deteriorated in the last year as believe they have got better. 

Almost half (46%) of drivers say the road surfaces have got worse in the last twelve months, compared to 16% who say they have improved.  London is the only region of the country to buck this trend.  In the capital, 30% of drivers say the road surfaces are better than one year ago, compared to 25% who say they are worse.

The RAC’s head of roads policy, Nicholas Lyes, said: “This year’s AIA ALARM report provides a sobering picture of the dire condition of our local road network. Not only has there been a significant increase in the cost to fix the backlog of defects, but worryingly the report also shows that roads are only resurfaced once every 70 years on average, with maintenance mostly focusing on filling potholes which is often nothing more than a sticking plaster.

“The Government must now look at implementing a long-term funding strategy which ringfences a small proportion of existing fuel duty revenue to give local authorities the resources to properly plan maintenance and to ensure our local roads are once again made fit for purpose.”

Jack Cousens, head of roads policy at The AA, added: “Each year the debate around roads maintenance degenerates into a blame game between local authorities and Government as each claims it is the other’s responsibility to resolve.

Local and national government must get round the table and create a fully-funded plan that will help make our roads safer. There is now a need to focus available road funding on the most basic need: fixing the roads – for the benefit of drivers, cyclists and pedestrians.”  By Graham Hill thanks to Fleet News

The RAC has set out to disprove remarks from Environment Secretary George Eustice that electric cars may not be as environmentally friendly as people think.

Eustice told MPs on the Commons’ environment, food and rural affairs committee that fine particulate matter, known as PM2.5, may be worse with electric cars due to them being heavier.

The motoring organisation commissioned battery electrochemist Dr Euan McTurk to “set the record straight”.

Dr McTurk’s findings, based on real-world use, show that EVs’ brakes wear far more slowly than conventional cars, while tyre wear is similar for the non-driven wheels and only slightly worse for driven wheels.

Simon Williams, from the RAC, said: “George Eustice’s remarks about EVs not being as green as some may think were very unhelpful and could put some drivers off making the switch to zero-emission driving.

“There are far too many negative myths surrounding electric cars which need to be busted as soon as possible in order to speed up the electric revolution. We hope these positive real-world experiences will help to clear up some of the confusion.”

In his report for the RAC, Dr McTurk states most of the braking in electric cars is done via regenerative braking where the electric motor works in reverse, converting kinetic energy from the moving vehicle into electricity to charge the battery when slowing down. This not only reduces the use of the mechanical brake discs and pads but adds more range to the vehicle too.

Dr McTurk said: “Dundee Taxi Rentals says that brake pads on its 11 Nissan Leaf taxis have a lifespan of 80-100,000 miles – four times that of their diesel taxis.

“In addition, Cleevely EV, one of the best-known EV mechanics in the UK based in Cheltenham, regularly sees EVs with brakes that have lasted over 100,000 miles. The company says if they ever need to replace an EV’s brakes, it’s not because of wear but because they’ve seized up due to lack of use.”

In terms of tyre wear, which is another source of particulate matter pollution from any vehicle, Dr McTurk disputes the widely quoted research carried out by Emissions Analytics (EA) in 2020 which concluded pollution from tyres is 1,000 times higher than a car’s exhaust emissions.

Dr McTurk said: “An Emissions Analytics 2020 press release stated that a car they tested shed 9.28 grams of particulate matter per mile from its tyres. However, it turns out that this was a worst-case scenario featuring the cheapest tyres, heavy ballast in the car and driving at high speeds with much cornering. This point which wasn’t made clear in the press release, which was subsequently reported extensively in the media.”

The EA report claimed a car shed 9.28gm of particulate matter per mile from its tyres. With a typical family car tyre weighing around 9kg, giving a total weight of 36kg that would mean the tyres would physically have disappeared in less than 4,000 miles and the car would be running on its alloys.

“In reality, tread represents about 35% of a tyre’s total weight, so the tyres would be bald in less than 1,358 miles, or two months’ of driving for the average UK driver,” added Dr McTurk.

British Gas, which currently operates 800 pure electric vans, reports that its latest large, heavy electric vans have done 15,000 miles and have not yet needed replacement tyres.

Similarly, Dundee Taxi Rentals reports that the lifespan of the front tyres on their all-electric front-wheel drive Nissan Leafs is about 5,000 to 10,000 miles less than their diesel taxis but, more positively, the rear tyres last the same amount of time, typically covering 30-36,000 miles before needing to replaced. By Graham Hill thanks to Fleet News

A crackdown on private e-scooters is being recommended by the Parliamentary Advisory Council for Transport Safety (PACTS) after it found that 15 riders were killed on UK roads.

The independent body has collated records from the police, insurers and media for casualties involving e-scooters in 2021. This shows almost 900 casualties, with 20% involving injuries to pedestrians and cyclists.

The Department for Transport’s (DfT) figures show that there were 484 casualties involving e-scooters in 2020.

In a new report, The safety of private e-scooters in the UK, PACTS advises the DfT to adopt 14 safety regulations (see below) for their construction and use. These include a maximum speed limit of 12.5mph and mandatory helmets.

The report, funded by The Road Safety Trust, shows that in vital respects e-scooters are different from pedal cycles and should be assessed and regulated based on their own attributes.

David Davies, PACTS executive director, said: “E-scooters are a controversial issue and risks to riders and pedestrians are increasingly apparent. The Government should act now to curb dangerous and illegal use. Even if the Government decides on the way forward soon, legislation will not take effect until sometime next year. They should take this opportunity to gather evidence and consult widely – something which should have happened before the rental trials started but was curtailed by the pandemic.”

PACTS is clear in its report that rental e-scooters and their use are different in a number of significant respects from private e-scooters and private use. This will remain so. It said it will not be feasible to impose the sophisticated safety devices and management systems, employed in the better rental schemes, on private e-scooters and users.

A recent survey by law firm Keoghs, found that the public believe e-scooter riders should follow similar rules to other motorised vehicle users if they are permitted for use on UK roads.

Age restrictions and a licencing system for riders were favoured by around two-thirds of respondents, along with a ban on e-scooter use on pavements and pedestrianised areas.

PACTS recommendations for the safe construction and use of private e-scooters

• Maximum possible top speed of 12.5mph
• Maximum continuous rated motor power 250W
• Anti-tampering mechanisms should be included in construction. Tampering should be prohibited by law
• Minimum front wheel size of 12 inches (30.5cm) and minimum rear wheel size of 10 inches (25.5cm)
• Two independently controlled braking devices, one acting on the front wheel and one acting on the rearwheel
• Lighting to be mandatory at all times
• Maximum unladen weight of 20kg
• An audible warning device to be mandatory
• Helmet wearing to be mandatory
• Riding on the footway (pavement) or footpath to be prohibited
• Rider age limit of at least 16 years
• Carrying of a passenger to be prohibited
• Drink driving, dangerous or careless riding, and handheld mobile phone use to be prohibited
• In-person rider training and third party insurance are recommended.

By Graham Hill thanks to Fleet News

Cold weather had reduce an electric vehicle’s range by more than 20%, research by What Car? has found.

However, the magazine’s research also suggested an EV fitted with a heat pump significantly improves cold weather efficiency.

Steve Huntingford, editor of What Car?, said: “Range remains one of the key considerations for electric car buyers, but when deciding whether a particular model can go far enough on a charge to fit into your life, it’s important to bear in mind that batteries don’t work as well in cooler conditions.”

The magazine, together with its sister title Move Electric, put cars through a real-world winter range test and then compared the results with those for identically-specced models tested last summer.

In the winter range test, the Porsche Taycan 4S Performance Battery Plus managed 224 miles on a full charge. That’s a 20.1% drop on the 281 miles that the same model on the same-sized wheels achieved when What Car? tested it last summer.

Other models retested included the Ford Mustang Mach-E Extended Range RWD (which fell 18.0% short of its summer figure), the Skoda Enyaq iV 60 (15.7%) and the Fiat 500 42kWh (15.2%).

What Car? and Move Electric also found that if you specify your electric car with a heat pump, drivers were able to get significantly closer to the official WLTP range.

A heat pump reduces strain on the battery by drawing excess heat from the electric drivetrain, distributing it around the interior of the car through the air conditioning.

Five models so equipped were tested, with these falling short of their official WLTP mileage figures by an average of 25.4%.

By comparison, five models that relied on a regular interior heater suffered an average deficit of 33.6%.

 The tests were conducted on a closed vehicle proving ground, on a 15-mile route consisting of 2.6 miles of simulated stop-start urban traffic, four miles of steady 50mph driving and eight miles driving at a constant speed of 70mph, to simulate motorway journeys.

In July last year, What Car? research found EVs fell short of their WLTP range by 14.8%.

Winter vs summer range test results

Model	Variant	Usable battery size	Summer range	Winter range	Shortfall
Porsche Taycan	4S Performance Battery Plus	83.7kWh	281 miles	224 miles	20.10%
Ford Mustang Mach-E	Extended Range RWD	88.0kWh	302 miles	247 miles	18.00%
Skoda Enyaq iV	60	58.0kWh	207 miles	174 miles	15.70%
Fiat 500	42kWh Icon	7.3kWh	140 miles	118 miles	15.20%

Ranges of cars with and without heat pumps

Model	Variant	Usable battery size	Heat pump	Official (WLTP) range	Winter test range	Shortfall
Fiat 500	42kWh Icon	37.3kWh	No	198 miles	118 miles	40.00%
Ford Mustang Mach-E	Extended Range RWD	88.0kWh	No	379 miles	247 miles	34.60%
MG 5	Long Range Exclusive	57.0kWh	No	250 miles	167 miles	33.10%
Audi Q4 e-tron	50 quattro S line	76.6kWh	No	290 miles	201 miles	30.60%
Kia EV6	GT-Line RWD	72.5kWh	Yes	328 miles	228 miles	30.40%
Skoda Enyaq iV	60	58.0kWh	No	249 miles	174 miles	29.80%
Tesla Model Y	Long Range	75.0kWh	Yes	331 miles	247 miles	25.20%
Tesla Model 3	Long Range	75.0kWh	Yes	374 miles	281 miles	24.80%
BMW iX3	M Sport	74.0kWh	Yes	282 miles	212 miles	24.70%
Porsche Taycan	4S Performance battery Plus	83.7kWh	Yes	287 miles	224 miles	21.80%

By Graham Hill thanks to Fleet News