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Allstar One Electric
Eagle-eyed readers will notice that we’ve reverted to our original name, and that this month’s magazine doesn’t feature our Electric Home section – two things that are connected. Electric Home has been an integral part of the Turning Electric magazine for more than two years but amid a challenging landscape for the home energy sector and a desire to focus more of our energies (no pun intended) on the vehicular side of title, its editor Richard and I agreed to reduce Electric Home to a quarterly supplement. That will appear in a forthcoming issue but, in the meantime, to reflect our renewed focus on the automotive sphere and bring the magazine in line with our website, we’ve decided to return to the EV Powered name.
While it’s a shame to lose a significant regular part of the magazine, it does allow us to dedicate more time and space to bringing you even more news, reviews and features from across the EV landscape.
This month that includes an interview with one of the leading female lights in electric motorsport, Klara Andersson. Andersson has competed at the highest level in Extreme E and World Rallycross and offers a fascinating insight into how the electric series are helping push technology and gender equality across motorsport.
We also spoke to Abarth UK’s product chief, Pietro Orsatti, about how the Italian brand is infusing its EVs with its trademark character and why it’s vital that EVs are fun as well as fast. It’s so pleasing to hear someone at the ‘pointy end’ of car manufacture agree with something I’ve been banging on about for ages. What’s even more pleasing is that the Abarth 600e delivers on everything he says.
In the news sphere, we’ve got product and tech announcements galore, including a Toyota special. After apparently dragging its heels on pureelectric powertrains, it was fascinating to spend a day with the brand recently, hearing all about its future products, a huge number of which will be BEVs. You can read a round-up of the biggest news from the annual Kenshiki forum on p8-9 and expect reports on the new bZ4X, updated RZ and the incoming C-HR+ in the coming months.
Level 18, 40th Floor, London, E14 5NR. Tel: 020 7148 3861
On the test car front it has been a month of contrasts that has once again reinforced my opinion that potential EV owners are ever more spoiled for choice. If you’ve got a spare £200,000 burning a hole in your pocket, you could do a lot worse than the Maserati GranTurismo Folgore (p14), which blends grand-touring greatness with a staggering electric powertrain.
At the opposite end of the scale, the characterful Citroen E-C3 is flying the flag for accessible EVs. And doing it well. Even the most expensive version is less than £25,000 and it ticks all the boxes for so many people thanks to a 200-mile range, all the day-to-day tech you need and a compact, cityfriendly footprint. It gives me hope that the next wave of affordable EVs will be cheap and cheerful rather than depressingly cut-price.
There will be more on that next month when I report back from driving the new Renault 5 and the Dacia Spring.
I’ve also said goodbye to my latest long-termer, the rather brilliant Genesis Electrified GV70. It’s not a flawless car – its hunger for electricity being its biggest fault – but it’s a car I’ve come to depend on. So many cars let their technology get in the way of simply driving but the GV70’s tech is easily accessible when you need it but never thrusts itself front and centre. That means you can simply climb in and start driving without fighting through menus for ages and then wondering why your podcast won’t play. And on the move it’s a haven of peace, quiet and comfort that deserves to be considered alongside any of its established European rivals.
Elsewhere in the magazine, you’ll find a review of the quirky Smart #1, our rundown of our favourite family EVs, as well as the latest electric van news and reviews.
As promised, next month we’ll be back with even more EV content for you so, until then, enjoy the read.
Editor
Matt Allan
Reporter
George East
Graphic Designer
Grace Moseley
Videographer
Jacob Pinchbeck
Content Sales Manager
Laura Phillips
Capital Business Media, Group MD
Richard Alvin
Business Development Director
Stephen Banks
Chief Creative Director
Stuart Hyde
Finance Director
Andrew Martin
The all-new version of Mercedes’ compact executive saloon offers a staggering 492-mile range and efficiency of up to 5.09m/kWh, putting it ahead of any other model currently on sale.
The next closest car in terms of range is Mercedes’ own EQS saloon. That offers up to 481 miles from its 118kWh battery but costs nearly £120,000. The CLA, in contrast, uses an 85kWh battery and is expected to start in the region of £45,000-£50,000 to compete with the Polestar 2 and Tesla Model 3.
The new CLA’s efficiency and range is partly down to its slippery aerodynamic shape and partly to advances in Mercedes’ electric powertrains that include a 20% jump in battery energy density and a new two-speed transmission.
Mercedes says this Porsche Taycan-style ‘gearbox’ allows for rapid acceleration from standstill and a high towing capacity, as well as strong efficiency and power delivery at high speeds.
At launch, the Mercedes CLA will come with a choice of two motors. The entry-level CLA 250+ will use a 268bhp rear-mounted motor and will offer
the new industry-leading range and efficiency. Above that, the CLA 350+ will add a front motor for all-wheel drive and a total of 349bhp while still returning 4.97m/kWh. The less powerful model will complete the 0-62mph run in 6.7 seconds, while the 350+ will manage it in just 4.9 seconds.
The new CLA is built on 800V architecture, which Mercedes says makes recharging ‘almost as quick as refuelling’. That’s pushing it slightly but with 320kW charging as standard, the CLA 250+ can add 200 miles of range in 10 minutes.
Aiding the efficiency is the super-slippery body shape of the new CLA. After negative feedback on the looks for the EQE and EQS, Mercedes has gone for a slightly more familiar look for the CLA, evolving the previous model’s design while prioritising aerodynamics to offer an impressive drag coefficient of 0.21. The most dramatic differences are at the front where a smooth grille features the traditional Mercedes star amid a sea of 142 individually lit and animated stars. The three-pointed motif is carried into the daytime running lights as well.
Mercedes-Benz has revealed the new CLA EV promising industry-beating range and efficiency.
Inside, Mercedes says it worked to reduce the cabin to the essentials, with a focus on a few high-tech elements. Chief among these is the allnew Superscreen, which stretches the full width of the dashboard. A development of the EQS’s Hyperscreen, it consists of a 10.25-inch driver display, a 14-inch central touchscreen and an additional 14-inch display for the front passenger.
It also houses a whole new in-house developed operating system which Mercedes says allows new levels of connectivity that will keep the car updated throughout its life. The system also integrates AI from Google and Microsoft to support a new voice controlled ‘virtual assistant’, and features a new smartphoneinspired interface for managing and using apps.
Elsewhere in the cabin, a ‘floating’ two-piece centre console and door cars aim to add to the airy feeling created by the standard-fit panoramic roof.
No official launch date has been given but we’d expect the new Mercedes CLA EV to arrive in the UK this autumn, ahead of the launch of a 48V hybrid model.
Smart has announced that its #5 SUV will get up to 366 miles of range and 400kW DC charging when it comes to the European market later this year.
Models from the mid-tier Pro+ upwards come with a 100kWh battery, 358bhp, and return a 366-mile range from their rear-mounted motor.
All-wheel drive models benefit from an increase to 579bhp and a 0-62mph time of 4.9 seconds, but have a lesser range of 355 miles. Meanwhile, the entry-level ‘Pro’ model is rear-wheel drive only and returns a 288-mile range from a 76kWh battery. All models come with 800V electric architecture as standard which allows for DC charging at up to 400kW, allowing for a 10-80% top-up in 18 minutes.
Along with the range and technical details, Smart has revealed European pricing for its largest car yet. Entry-level Pro models will start at around £38,700, rising to £42,000 for the Pro+, and £46,000 for the higher-end Plus and Premium models. Meanwhile, the outdoorsy-focused Summit Edition comes with a price of approximately £47,000.
MGS5
on sale in April with 300-
MG has confirmed that the MGS5 EV will go on sale in the UK next month, ahead of European sales beginning later in the year.
The MGS5 replaces the MG ZS SUV as a midto-compact rival to the likes of the Skoda Elroq and Kia EV3 with prices starting at under £29,000.
The MGS5 is the second car based on MG’s MSP platform and shares its running gear with the MG4 hatchback. All versions come with the more powerful 228bhp motor, driving the rear wheels. In top-spec models that delivers a 0-62mph time of 6.3 seconds.
At launch, there are two battery options –a standard range 49kWh and a long range 64kWh. Maximum range for the MGS5 is 298 miles. The smaller battery charges at up to 120kW, while the larger unit boosts this to 139kW for a 10-80% charge in 28 minutes.
From launch, the MGS5 will be sold in three trim levels – the SE spec in standard or long range variant, plus the flagship Trophy Long Range. The SE models cost £28,495 and £30,995 respectively, while the Trophy is priced at £33,495.
BYD has launched its new 1,000V Super e-Platform, offering the world’s fastest mass-production EV charging speed.
The new architecture means that the Chinese market-only BYD Han L and Tang L – the brand’s only vehicles using the Super e-Platform so far – can add 1.2 miles of range per second, or 250 miles in five minutes.
BYD’s chairman and president, Wang Chuanfu, said that its 1,000V EV architecture was created to “completely eliminate users’ charging anxiety” and the Chinese manufacturer’s goal is to “make EV charging as fast as refuelling a gasoline car by achieving oil-electric parity in charging speed”.
In its domestic market, BYD has plans to build over 4,000 megawatt chargers across China over the coming years, using its industry-first, fully liquid-cooled ‘flash charger’ capable of delivering up to 1,360kW. However, the technology will not be coming to Europe in the short-term as none of its European market cars use the Super e-Platform.
Mini has quietly slashed thousands of pounds from the price of its three
The British brand has reduced the entry price of its Aceman crossover by £2,800, the Cooper E hatchback by more than £3,000 and the larger Countryman SUV by more than £9,000. The cuts mean the Cooper E now starts at £26,895, making it among the cheapest EVs on the UK market. The new pricing puts the entry-level Cooper E, with its 181bhp motor and 185-mile 36.6kWh battery, in competition with the likes of the BYD Dolphin, Vauxhall Corsa and MG4.
The dramatic reduction for the Countryman means the family SUV now starts at £33,005 for the two-wheeldrive Countryman C in ‘Classic’ trim, with the 309bhp Countryman S All4 starting at £39,005.
The Aceman, which sits between the Cooper and Countryman, now starts at £28,995. Its reduction comes even before the first customer deliveries have taken place and means the Aceman now undercuts rivals such as the Smart #1 Volvo EX30 and Kia EV3.
Latest strategy summit revealed a wealth of EV plans for Toyota and Lexus in the next 12 months
Toyota will reuse well-known names as it expands its all-electric model line-up, the firm’s European product boss has confirmed.
Andrea Carlucci, Toyota’s European head of product development said that the brand would abandon its BZ naming convention in favour of ‘existing and familiar’ names.
His comments came amidst a flurry of EV news at the Japanese brand’s annual Kenshiki forum, and EV Powered was there to get the lowdown on all its upcoming electric plans.
Toyota has already adopted one previously used name for its next EV – the Urban Cruiser – but Carlucci’s comments confirm that the brand will continue this trend and suggest that EVs will share familiar names with petrol- or hydrogen-powered vehicles.
The move opens the door for electric versions of the RAV4, Land Cruiser and even Hilux. All three were strongly hinted at during the Kenshiki forum, where the brand showed off the Land Cruiser SE concept EV and shared teaser images of two electric SUVs and a pick-up truck.
Those three models will form the next wave of Toyota EVs and will arrive in Europe by the end of 2026, taking Toyota’s EV offering to six models. Before them, however, its next EV will arrive in late 2025 and carry the C-HR nameplate.
Toyota has confirmed that its new coupecrossover EV, which has been teased in recent months, will be called the C-HR+.
While it shares a name with existing hybrid models, the Toyota C-HR+ is an entirely different
car, built on the same EV platform as the bZ4X. It will come with a choice of battery sizes and motors to suit different customers' needs.
In its most efficient format, using a 77kWh battery and a front-mounted 221bhp motor, the C-HR+ should offer up to 373 miles of range. A smaller 57.7kWh battery will only come with a 165bhp frontmounted motor, while an all-wheel-drive version will use the larger battery and offer 338bhp. That makes it the most powerful Toyota not to wear a GR badge, and gives it a 0-62mph time of 5.2 seconds.
Toyota says that the C-HR+ will retain the funto-drive character of the hybrid models thanks to bespoke chassis and suspension tuning for a more responsive drive than the bZ4X.
The Japanese brand has also carried over some of the striking styling of the hybrid C-HR, with
a similarly wide, angular front end and deep creases in the doors. However, the roofline slopes far more, creating a fastback style compared with the hybrid's upright hatchback.
The C-HR+ is almost 20cm longer than the hybrid, and Toyota claims that it will offer passenger space to rival cars from the class above and plenty of headroom, despite the sloping roof.
The C-HR+ will be the third EV from Toyota, sitting alongside the Urban Cruiser and freshly updated bZ4X.
Alongside the new C-HR+, Toyota’s first EV has been upgraded with new batteries, motors and faster charging times for 2025.
Chief among the changes is the addition of a 57.7kWh, battery option. Like the C-HR+, that will be paired exclusively with a 165bhp front-mounted motor for a cheaper entry-level model.
Alongside the new battery, the previous 71.4kWh battery has been upgraded to 73.1kWh. As before, this will be offered in two- and four-wheel-drive variants, both of which have received power upgrades to match the new C-HR+.
Toyota says that in its most efficient form, the new BZX4 will manage 356 miles – nearly 40 miles more than before. While its maximum charging rate remains 150kW, battery upgrades and the addition of pre-conditioning mean charging times have also been cut.
Away from the technical changes, the bZ4X has been given a cosmetic nip and tuck which presents a sleeker front end and improved aerodynamics. Inside, there’s a newlook instrument binnacle and redesigned centre console with a new 14-inch infotainment system.
Alongside its passenger cars, Toyota shared an early look at a micromobility concept that seems destined to make it to production.
The FT-Me is a two-seat electric microcar designed to help ease congestion and pollution in cities. It is aimed at everyone from private buyers seeking affordable urban transport to car sharing clubs and last-mile delivery operators.
Intended to challenge models such as the Citroen Ami, the FT-Me is designed as an L6e quadricycle, but Toyota says it wants to offer safety levels closer to ‘proper’ passenger cars, as well as a class-leading range.
While not sharing technical specifications, Toyota Europe’s head of new mobility Stijn Peeters said that an FT-Me battery was 1/8th the size of a ‘regular’ EV and three times more efficient, adding that Toyota was aiming for a range of at least 62 miles.
While currently a concept, it seems likely the FTMe will make it into production as Toyota looks to new ways to provide private transport in cities where congestion is a growing problem and lowemissions zones are springing up rapidly.
Asked about pricing, Peeters said that any production version would need to compete at the lower end of the market and with other monthly outgoings such as mobile phone contracts and TV streaming services.
At the other end of the market, Toyota’s premium sister brand, Lexus also confirmed it would launch three new EVs by the end of 2026, starting with an updated version of its RZ SUV, and including a new version of a ‘core model’.
The new version of the brand’s first electric model will finally introduce its steer-by-wire system and two-winged steering yoke, as well as bring a range-topping performance model.
The steer-by-wire system removes any physical link between the steering wheel and the front axle, instead using an electronic system with a variable speed-sensitive ratio to transmit steering input. Lexus says this gives a precise blend of agility and stability at higher speeds and easier manoeuvrability at lower speeds.
Steer-by-wire will be optional on higher grades of the RZ and standard on the new performancefocused RZ550e F Sport.
This range-topper delivers 402bhp via a twomotor, all-wheel-drive setup. No performance figures have been revealed, but expect a sub-fivesecond 0-62mph time. To back up the extra power, the dampers and springs have been specially tuned and a range of aero enhancements aim to improve air flow.
The RZ550e F Sport will also introduce Interactive Manual Drive which uses sound, torque management and an artificial rev limiter to replicate an eight-speed paddle-shift gearbox.
Beneath the RZ550e F Sport, the rest of the RZ range benefits from new motors and batteries. The front-wheel-drive model gets a 20bhp boost to 221bhp, while the RZ500 offers 376bhp from its two motors – a 67bhp increase.
All versions get a new 77kWh battery which adds up to 60 miles of range, extending it to more than 300 miles in the most efficient model.
While the Abarth 600e Scorpionissima shares Stellantis’ bespoke electric eCMP platform with its sister car, the Fiat 600e, that’s where the mechanical similarities end.
“I think the 600e Scorpionissima could be a groundbreaker in the EV world, because it’s one of the first EVs that’s been designed to have just the right amount of chassis improvements paired with the right amount of power,” Orsatti continues. “We have a stiffer suspension that builds on our rallying heritage, and a rear suspension with a stiffer rollbar.”
These aren’t the only two nods to Abarth’s rich motorsport history. A hydraulic bump stop causes it to jiggle and crash around like a rally car. A higher driver’s seat position makes the 600e Scorpionissima prime Ouninpohja material.
Meanwhile, an Alcantara-shod two-spoke sports steering wheel is a nod to the Abarth 131; don’t forget, the 131 that won the WRC manufacturer’s title in 1977, ‘78, and ‘80. It also claimed the driver’s championship in 1978 in the hands of Markku Alén, while Walter Röhrl followed it up with another two seasons later.
The Scorpionissima’s party piece, however, is not its WRC dogwhistles or stiffened electrical underpinnings. Instead, the Turin crowd have given its halo car a Torsen limited slip differential that works in tandem with the chassis tweaks and hydraulic suspension to create a “proper Abarth feel”.
After spending some time on a track with the car and swiftly learning I am no performance driving savant, I am very happy to confirm that the Abarth’s LSD will let you properly lean on its chassis and power. You can have a heap of fun, but it’ll keep you out of trouble. If anything, the ‘Scorp’ encourages vigorous helmsmanship without getting terrifying.
After dislodging my pancreas and turning a concerning shade of mauve after just a handful of laps, I declared the 600e Scorpionissima “a proper laugh” and returned to the pits.
It didn’t take long for me to conclude that Abarth has very much succeeded in its mission. It has created something retaining all of those lairy characteristics
that have endeared the brand to a niche crowd of followers across the world. Yet unlike plenty of its rivals, the 600e Scorpionissima remains very much accessible in terms of power and how it delivers it.
Back to Pietro.
“In the past, we have seen a lot of EV makers go for insane 0-62mph times and push for big horsepower figures,” he continues. “But those cars, they’re not safe in how they handle the power. If we’re going to convert the Abarth faithful, then we need to remember that driving enjoyment very much matters in the EV world. Ultimately, EVs need to be fun, not just fast.”
Given its effervescent character and starting price of just under £40,000, there’s plenty to like about the Abarth Scorpionissima 600e.
Alright, the pretend engine noises have the potential to become somewhat of a CVT-esque grating drone after a while, because they can’t be broken by simulated (see, ‘fake’) gearshifts like the Hyundai Ioniq 5 N. That’s okay, though, because you can turn off the Scorpionissima 600e’s four-banger pops and burbles while on the move.
As Pietro is quick to remind, “being in a relaxed driving environment, with smooth acceleration” is an integral part of an EV’s DNA. What’s more, the addition of an Ioniq 5 N-esque fake gearbox would add an undisclosed sum of money to the 600e Scorpionissima’s price tag. Reading between the lines, it would cost “a lot” to do so.
Pietro won’t be drawn into confirming whether his employer will develop an all-electric Panda Abarth or a revived Abarth 131 during the coming years. Honestly, though, both are wishful thinking on behalf of myself and other ‘People Who Like Small, Fun, Performance Cars’ at this present moment.
He is, however, confident that the Scorpionissima 600e will be the success story Abarth deserves.
“What we want to do at the moment is to get as much leverage out of our current line-up, which is the Abarth 600e Scorpionissima, the Abarth 600e, and the Abarth 500e.
“If these cars produce the great results we are expecting, though, we will potentially have more room for additional models in our line-up.” Do it, Abarth. Please.
IT’S BEEN QUITE A FEW YEARS SINCE I DROVE A MASERATI GRANTURIMSO.
My memories of that drive in pouring rain along Loch Lomondside are of a twitchy, furious sounding machine that felt pleasingly old-school amidst more sanitised, locked-down alternatives.
But it was definitely old-school, and not a car that fitted in in the 2020s, which is why in 2022 Maserati launched the second generation GranTurismo with an eye to its long-term future.
Key to that future is a plan to be an all-electric brand by 2028, an effort spearheaded by the tri-motor Maserati GranTurismo Folgore, which sits alongside the V6-powered variants.
But does future-proofing through electrification rob the red-blooded sports car of the character that made it so appealing? I’ve been trying to find out.
In truth, the routes available to drive the GranTurismo Folgore weren’t quite of the calibre or challenging nature of a wet Loch Lomondside. But in amongst the Midlands traffic and mud. I did get a flavour of this grand electric tourer’s capabilities.
And on that relatively brief acquaintance, the GranTurismo Folgore definitely feels spectacular but more sanitised. Despite packing 220bhp more power than the old V8, the electric GT feels far more settled and less likely to snap at you in the way its predecessor did.
That’s undoubtedly partly due to far more advanced traction and stability systems and partly due to the Folgore’s four-wheel-drive setup. That allwheel-drive system is powered by an innovative three-motor arrangement which places one motor on the front axle and an individual unit each at the rear wheels. In total those motors are capable of producing 1,183bhp, although for the sake of the battery, they’re limited to a combined 751bhp output. That’s still 200bhp more than the twin-turbo petrol.
The battery is also innovative, arranged in a T-shape in the space occupied by the ICE car’s transmission. This not only allows for better weight distribution but also an impressively low centre of gravity. The GranTurismo has the lowest ride height of any EV on the market.
The placement of the battery certainly seems to help the GranTurismo Folgore’s road manners. The car hugs the road and feels sweetly balanced when you find a flowing series of corners – carving through with the smooth precision you want from a grand tourer and powering out of them keenly thanks to the clever power and torque distribution of that three-motor arrangement. The steering is accurate and with the right weight and speed, but there’s a lack of feedback from the electronic system.
As with other Maseratis, Sport and Corsa driving modes firm up the electronically controlled air suspension as well as giving more urgency to the steering and throttle, but it’s too stiff for UK roads. Thankfully, a quick press on the drive mode dial softens the ride to an acceptable level while maintaining the sharper steering and throttle.
Acceleration from the three motors is gut-punchingly quick – 0-62mph in 2.7 seconds. And thanks to the electric motors, pick-up from any speed is instantaneous, making it feel far more responsive than the flappy-paddle ICE car. Those massive alloy gearshift paddles remain in the Folgore but are used to adjust brake regeneration through four stages from ‘off’ to ‘kiss the dashboard’. Pleasingly, the transition from motor regen to friction brakes is imperceptible and there’s a reassuring meatiness and linearity to the stopping power.
Clearly, the howling V6 of the petrol car has a more emotive engine note but Maserati has tried to imbue the Folgore with a little of that drama through a synthesised sound. This creates a fairly convincing replica of a throaty V8 that matches your rising speed without becoming overbearing.
On a practical front, the GranTurismo Folgore uses an 83kWh battery that, theoretically, provides up to 280 miles of range. Settle in for a relaxing longdistance cruise and you might see close to that. Use the car’s prodigious power freely and you’ll be topping up far more frequently but, thankfully, 270kW charging means you’ll never have to stop for long.
Sitting on top of all that high-power, high-tech gubbins is an absolutely stunning GT body. The wheel arches rise up at the front to frame the long, low bonnet while the rear arches swell to meet the short rear deck, giving the GranTurismo near perfect proportions. Maserati’s famous concave grille has a matte black finish common to all Folgore models and while the trio of vents behind the front wheels nod to Maserati’s heritage they are capped with the Folgore badge intimating the car’s modern powertrain.
Inside, you’ll find a remarkably spacious cabin that fits the grand tourer profile brilliantly. Even for an abnormally tall driver like me, there’s plenty of headroom – thanks to that low floor – and legroom in the front is also generous. Not so much in the rear. Maserati calls this a four-seater but with
anyone above average in the front, the back seats are largely useless. The boot, too, is clearly only really for two, with a narrow aperture and 270 litres of space.
My test car featured a smorgasbord of textures – from the white leather and sustainable ‘denim’ fabric seats to the wood-effect sliver of dashboard trim and the open-weave carbon fibre centre console threaded with real copper wire. It sounds a lot but actually ties together remarkably well and, for the main part, feels like a match for Maserati’s high-end positioning. The biggest letdown of the interior is the unattractive two-screen setup in the centre console, which feels like it belongs in one of Maserati’s lesser Stellantis stablemates. The upper part controls the infotainment and vehicle settings while the lower is mostly concerned with climate functions. Both are slow to respond, with ugly graphics and are too visually busy to be considered user-friendly.
Frankly, the entire system feels out of place in a £195,000 car.
That price is with a host of options, including the tasteful £3,720 Blu Modena paint and the outrageous £5,000 driving assistance package that features the kind of kit that’s standard on a £40,000 Kia. But, really, if you can afford the £178,000 starting price, such matters are completely insignificant and you’ll tick every box on the configurator anyway.
If you do, you’ll be rewarded with a remarkably complete vehicle that really nails the concept of an electric grand tourer.
The Maserati GranTurismo Folgore has the looks, the space and the refinement of a great long-distance cruiser paired with the eye-popping performance of its triple electric motors and a neatly balanced, responsive chassis.
It might lack the venom of the original GT but shows there’s still plenty of bite in Maserati’s all-electric future.
PRICE: £178,330 (£195,370 as tested)
TRANSMISSION: Three-motor, all-wheel-drive
BATTERY: 83kWh
POWER: 751bhp
TORQUE: 996lb ft
TOP SPEED: 202mph
0-62MPH: 2.7 seconds
RANGE: 280 miles
CONSUMPTION: 2.6-2.8m/kWh
CHARGING: up to 270kW
I
hope that I can show all the little girls out there who want to be part of motorsport that it is possible
“
Extreme E has played a huge role in developing female drivers over the last few years.The gap between the boys and the girls is now so close
girl or boy wanting to get started in motorsport, it is to take a risk and push yourself a little bit.
“When I joined, I was never treated any differently for being a woman. In Sweden, the level of rallycross and rallying is so high - we’ve had Suzanne Hansen, Pernilla Solberg, and Mikaela Åhlin-Kottalinsky - all competing at the top over the years. I can’t put my finger on exactly why this is, and it’s something I think about a lot. Nonetheless, I think it’s something Sweden can be very proud of.”
After finishing seventh overall in World RX’s RX2e feeder championship in 2021, Andersson had sufficiently impressed onlookers to sign her up for the big league. The Xite Energy Racing team contracted her to race alongside its owner, Oliver Bennett, for the 2022 Extreme E season.
Prior to the Extreme E season opener in Saudi Arabia, Andersson was struck down with Covid, her contract cancelled. Her chance in the allelectric championship would come when the ABT Cupra outfit came calling to partner Nasser Al-Attiyah later in the year. She went on to win her second ever Extreme E race with them. She cites the championship as being pivotal to closing the gender gap in international motorsport.
“Extreme E has played a huge role in developing female drivers over the last few years,” Andersson says. “It was the first ever form of motorsport to take EVs off-roading, and it was the first time a championship had ever paired a male and female driver together in the same car going around these remote corners of the world.
“Having teammates like Nasser Al-Attiyah and Timo Scheider was invaluable, because they were always happy to help. Extreme E was something truly inspiring, and I love to see the changes it brought happening. The gap between the boys and the girls is now so close.”
From the maiden Extreme E season in 2021 to its final rounds in 2024 before switching to hydrogenpower, the performance gap between its drivers had closed by 70%. When the championship began, the female drivers were on average 4.5 seconds slower than the males. Fast-forward two years, and the gap had shrunk to 1.1 seconds.
Andersson’s performances in electrified off-road racing also caught the eye of the PWR-run CE Dealer Team by Volvo Construction Equipment. For the 2022 season - the year when World RX planned to switch from ICE to EV - she was signed by the Swedish team to drive alongside Niclas Grönholm, a World RX event winner and the son of two-time World Rally Champion, Marcus.
When the 2025 World RX season eventually gets underway, the Andersson/Grönholm pairing will continue racing under the CE Dealer Team banner.
During her maiden World RX season, Andersson smashed the sport’s glass ceiling by becoming the first female driver to climb the podium, courtesy of a third-place alongside eventual winner, Grönholm, at the fifth and sixth rounds of the season in Montealegre, Portugal.
“Portugal 2022 was such a special day, and it was very nice to be part of history.” Andersson recalls with a smile. “World RX was something I’d dreamt about since I was young, so finally being up there was such an honour. In the aftermath of that, a lot of young girls started coming up to me saying ‘oh, we saw what you did in Portugal, we want to race, and we want to be like you.’
“From that point on, I really started to see a movement start to happen, because we hadn’t really had any female drivers in World RX. Even now it’s a very male-dominated sport, so if I can just be there as a role model performing at the highest level of rallycross, I hope that I can show all the little girls out there who want to be part of motorsport that it is possible.”
Referring back to Sweden’s progressive attitude towards women in motorsport, Andersson outlines that the open-minded atmosphere within the PWR-run CE Dealer team is what has allowed her – and other team members – to thrive in the sport.
“Since electrification really became a thing in the motorsport world,” PWR has fully embraced it - don’t forget they prep the electric drivetrains in STCC, too,” she explains. “Volvo Construction Equipment is very strong on inclusivity and electrification, so we can really use World RX as a platform to drive these values.
“We also have two female mechanics on our team, and we want to show that being female shouldn’t hold you back. You can be a driver, you can be an engineer, you can be involved with events and PR, you can be anything you want to be.”
As for the CE Dealer Team giving World RX its first female champion? Andersson is working on it.
“Well, Johan Kristofferson will be really, really tough to beat!” she wraps up with a laugh. “One day, though. One day..."
THIS MONTH MARKS THE END OF MY TIME WITH THE GENESIS ELECTRIFIED GV70 AND I AM GENUINELY SAD TO SEE IT GO.
Work and family commitments meant there was no time for a final ‘grand adventure’ in the Big Red Machine. Instead, its last couple of weeks with us have been spent doing what it has done so well over the last six months, acting as trouble-free, stress-free day-to-day transport for school runs, family day trips and regular jaunts to the airport.
And it has continued to excel. It’s not a car that inspires me to take the long way around, but it is one I’m always happy to jump into. On several occasions, with the choice of a weekly test car or the GV70 for a long trip, I’ve reached for the Genesis keys.
Its cabin is a supremely relaxing place thanks to its high-end design and comfort. The combination of ultra-comfortable seats, soothingly quiet cabin (with the help of active noise cancellation) and almost faultless ride mean every drive is serene. There are memory seats for quick adjustment; deactivating the ADAS is a simple press of one button rather than a multi-menu fight; and the car and my phone have communicated flawlessly – not always a given. All small things but things that add up to a car you can simply get into and drive without frustration.
In fact, my only real frustration with the Electrified GV70 is its efficiency. Across more than 4,000 miles of driving, the car returned an average of 2.6m/ kWh. Admittedly, that was between September and March, when cold temperatures are bound to take a toll. But it’s the car’s biggest weakness and one that makes it expensive to run compared with rivals. On the positive side, while it needs charging more frequently than some cars, with 230kW DC capability, I was never hanging around for long while topping it up. And charging it at home on an overnight tariff cost less than £6 for 200 miles of driving.
Part of the GV70’s efficiency problem is that it’s a big, heavy all-wheel drive car with almost 500bhp, so it’s bound to be the electric equivalent of a ‘thirsty’ petrol car.
I had the car through the worst of the winter months, which meant chances to exploit all 483bhp were thin on the ground. But I did get some time to knock it into Sport mode and unleash all the power. In truth though, as fun as the instant throttle response and breathtaking acceleration are, it’s not a ‘sporty’ car. Thanks to its adaptive air suspension, it feels controlled enough at higher speeds but twisty roads still expose its height and weight. It’s far nicer left in Comfort, where there’s still plenty of punch when needed and you can always use the big ‘Boost’ button on the steering wheel for an extra jolt of power. In Comfort the road-scanning suspension system can also work to best effect.
That suspension is just part of a complete high-tech package that provides everything most drivers are ever likely to want. From seats that adjust automatically to help your posture to the ability to remotely drive the car into and out of parking spaces, this car has it all. I’m sure after six months there are still features I’ve never used.
Over my time with it, I lost track of the number of double-takes the GV70 attracted, partly due to its baby-Bentley appearance and partly, no doubt due to its rarity.
Genesis sales in the UK are what you might politely call ‘boutique-level’, which is a shame. It’s always going to be tough to break into a market dominated by BMW, Audi and Mercedes. It’s taken Lexus more than 20 years and its sales are still dwarfed by the Germans. But that doesn’t mean Genesis isn’t a worthy contender.
The GV70 ticks so many of the premium boxes – from a serene driving experience and acres of space to top-level build quality and all the tech you could ask for. It is priced to compete rather than undercut, but brings bonuses such as the five-year care package, as well as an overall excellent ownership experience. I’ve loved my time with this one and I’m sure many drivers would too, if they gave it a chance.
Price
The LMTD V2 sits in the middle of Ride1Up’s commuter range, bridging the affordability of the Turris with the premium feel of the mid-drive Prodigy V2. What sets it apart is a 750W rear hub motor paired with a torque sensor – a combo that brings a more intuitive, natural-feeling ride than many similarly priced cadence sensor e-bikes.
It’s available in both a high-step (XR) and step-through (ST) frame, with stylish matte finishes in Brushed Copper, Charcoal Satin, or Snowstorm white. Both versions ship with full alloy fenders, integrated lighting, and optional accessory upgrades including racks, touring kits, and panniers.
From the first ride, the LMTD V2 impresses with its confident handling and commuter-ready comfort. The geometry walks the line between sporty and upright, with a 69-degree head tube and 14-inch reach delivering a ride that’s both stable and nimble.
WTB Groov-E 27.5x2.4” slicks soak up road chatter, especially when run at around 30 PSI, and the 100mm Suntour XCM fork – though arguably overkill for pavement – offers welcome relief on rougher roads and gravel trails.
Combined with ergonomic grips, a plush gel saddle, and riser bars, this setup prioritises comfort without feeling sluggish.
Braking is handled by Tektro hydraulic discs with 180mm rotors – not flashy, but consistent and confidence-inspiring for urban riding.
Motor and battery: punchy and practical
The 750W rear hub motor from AKM is tuned beautifully, with 90Nm of torque and a smooth power curve that climbs confidently and reaches Class 3 speeds (28mph pedal assist) without drama. The standout here is the torque sensor – it delivers precise, responsive assistance and makes the LMTD V2 feel like a more premium ride.
The 672Wh (48V, 14Ah) battery is UL 2271 certified and delivers ample range for typical commutes, though it won’t break endurance records. A minor quirk: the throttle occasionally creeps past the supposed 20mph limit to around 23-24mph before settling, though this doesn’t detract much from the overall experience.
In the sub-£1,500 e-bike category, there’s no shortage of contenders, but few manage to balance real-world rideability, comfort, and spec sheet bragging rights quite like the Ride1Up LMTD V2. Retailing at £1,395, this refreshed commuter delivers the kind of refined ride quality and thoughtful design that’s usually reserved for bikes hundreds of dollars more.
Components that make sense
Drivetrain duties are managed by a Shimano Altus RD-M370 rear derailleur with an 8-speed, 12-32T cassette. It’s a no-frills setup that’s reliable and perfectly adequate for city riding. The cockpit features a 31.8mm riser bar with a 50mm rise, a short 45mm stem, and a basic alloy seatpost – all focused on comfort and control.
The included KD218 display is simple and functional. It offers real-time power and voltage readings, PAS levels, speed, and trip data, plus Class 2/3 mode switching. There’s no companion app, but for a daily commuter, that’s arguably a good thing – less flash, more substance.
Ride1Up has carved out a compelling niche with the LMTD V2. For £1,395, you’re getting a Class 3 commuter with a smooth torque-sensing motor, solid name-brand components, and everyday utility built-in.
There are more powerful bikes, and flashier ones, but the LMTD V2 hits the commuter sweet spot: enough speed and comfort for daily use, enough refinement to feel premium, and just enough flexibility to personalise. It’s not trying to be an off-road adventurer or a luxury status symbol – it’s just a damn good commuter e-bike that delivers where it counts.
Who it’s for: Urban riders, budget-conscious commuters, and anyone looking for a wellbalanced, no-fuss e-bike that rides better than its price tag suggests.
Who it’s not for: Riders looking for off-road adventure, deep app integration, or high-end customisation out of the box.
Bottom line: The LMTD V2 isn’t just affordable – it’s one of the most dialled-in sub-£1,500 e-bikes available today. If you want premium performance without the premium price, this is the one to beat.
Electrifying commercial vehicles and HGVs is not just about the vehicles themselves – it involves a detailed consideration of how to keep them on the road without disrupting existing operations. Mer has the experience and knowledge to support you on this journey.
Download Mer’s free eguide for fleet managers to learn more about installing the right EV charging to keep your vehicles powered for their mission-critical journeys
Click here to find out more
Electric van sales jumped in February to take almost 10% of the market, marking their fifth month of growth, according to
the latest figures from the Society of Motor Manufacturers and Traders (SMMT).
The latest data from the trade body showed a dramatic increase of 55% compared with the previous month and a more marginal year-on-year growth of 5%. SMMT chief executive Mike Hawes said the data was positive news but insisted more needed to be done to support businesses to make a transition to electric vans.
While February’s figures are a marked improvement on January’s there were still only 1,413 new electric vans up to 4.25 tonnes registered, and the 9.7% market share is still some way short of the 16% set out under the ZEV mandate.
Despite the 9.7% market share, sales of light EV vans are still falling short of the mandated 16% for
2025. As such, the SMMT urges the government to improve van-specific charging infrastructure, re-introduce discounted Vehicle Excise Duty (VED) on zero emissions vehicles (ZEVs) and bolster consumer demand across the sector in general.
“Zero emission uptake is positive but still struggles to match the ambition of regulation,” said Hawes. “While the ongoing Plug-in Van Grant provides a lifeline, we still need support to bolster operator confidence, boost demand, and deliver decarbonisation.”
The SMMT said the recent positive trajectory for light electric van sales can be attributed
to several factors including the government’s Plug-in Van Grant, which has just been extended by another 12 months and offers discounts to buyers of between £2,500 and £5,000. Moreover, the choice of all-electric vans is broad with up to 30 models currently available on the market.
While light electric van sales were up, the entire market fell by 19.3% to 14,476 units registered; its third consecutive monthly decline, and the lowest outturn since 2020. February, however, is traditionally a low volume month as many operators and dealers postpone sales and purchases until the arrival of the new March number plate the following month.
The positive trajectory of light EV van sales is reflective of the entire UK EV sector at the start of 2025. In February, the SMMT reported that electric cars took a 25% market share, compared with 17.7% in February 2024. Moreover, Zapmap announced that the UK had hit the milestone of 75,000 countrywide public EV chargers, with further improvements expected to be made during the second half of the year.
Volkswagen has expanded the ID. Buzz Cargo line-up with a new cheaper version using a smaller battery.
The imaginatively named ID. Buzz Cargo 59kWh is on sale now priced from £35,960 (before VAT) and comes equipped with a 59kWh battery in place of the 79kWh unit fitted to other variants. Volkswagen says that should still offer up to 200 miles of range.
The 59kWh version also gets a less powerful 168bhp motor in place of the 282bhp or 335bhp
options previously offered. However, it retains the 165kW charging capability to take it from 5-80% in 30 minutes.
The new model is around £3,000 cheaper than the previous entry point to VW’s electric commercial vehicle range and comes exclusively in the most basic Commerce trim. That gets 18-
inch steel wheels rather than the alloys of more expensive models, but still features LED lights, twin sliding doors, a 12.9-inch infotainment touchscreen with wireless phone mirroring, heated seats, keyless entry and front and rear parking sensors.
Like all ID. Buzz Cargo models, the 59kWh has a cargo volume of up to 3.9m3 and can accommodate two Euro pallets. It also offers the same 692kg maximum payload as other vans and onetonne towing capacity.
The deal will see Stellantis Pro One – the group’s commercial vehicle arm – provide mid-sized and large electric vans, ranging from 2.8 to 4.25 tonnes, to Iveco to be sold under its branding. The vans will effectively be Iveco-badged versions of the Citroen e-Dispatch and Citroen E-Relay. They will
Iveco will expand its electric van range in the UK and Europe after signing a new partnership with eLCV giant Stellantis.
be built by Stellantis at its plants in Italy, Poland and France and delivered to Iveco Group to distribute through its established sales and service channels. The partnership allows Iveco to extend its electric van offering into the lighter end of the market. It
currently sells the eDaily, which offers gross vehicle weights of up to 7.25 tonnes.
The two companies expect the first vans built under the agreement to reach dealers in mid-2026 as part of a ten-year deal.
Maxus has steadily grown its presence in the UK van market, offering electric alternatives that compete with established names. The eDeliver 9 — now entering its fifth year on sale — is the brand’s flagship electric van, positioned against the Ford E-Transit, Mercedes eSprinter, Renault Master E-Tech, and the fleet of Stellantis-made large vans like the Fiat E-Ducato and Vauxhall Movano Electric.
With multiple body styles, a couple of battery options, and a focus on affordability, it aims to attract businesses looking to switch to electric. But does it do enough to stand out in an increasingly competitive market?
At a glance, the Maxus eDeliver 9 bears a strong resemblance to the E-Transit. A very strong resemblance. Inspired by? A homage to? It’s difficult to say, but the styling is ultimately conven-
tional, blending into its surroundings rather than standing out.
Inside, you might be forgiven for thinking that a designer took a particularly admiring glance at the E-Transit. Both dashboards feature a commanding central screen perched atop the centre console (12.3 inches for the eDeliver 9), a bank of climate controls beneath, and a broad, driver-focused layout that puts functionality over flair. Of course, there’s only
so much you can do with a dashboard design, so any similarities are purely coincidental. Probably.
The seating position is upright but supportive, with an armrest and plenty of adjustment for the driver. The passengers get to sit on a two-person bench, with the usually unlucky centre passenger getting more legroom than they might expect, thanks to the lack of a floor-mounted gear selector. There’ll be arguments over cupholders, though, as there are only two in the van. Storage space is also a little sparse.
Visibility is good, aided by large mirrors and an optional rear-view camera, though its high placement can distort distances.
All variants are powered by a 150kW (201bhp) electric motor, producing 243lb ft of torque. Acceleration is decent in urban environments, though approaching motorway speeds takes longer than rivals and the eDeliver 9 tops out at just 62mph. The three driving modes — Eco, Normal, and Power — adjust power delivery, while regenerative braking helps reclaim energy, though it lacks a full one-pedal driving mode.
Two battery sizes are available: 77kWh and 88.55kWh. The latter offers a WLTP range of 184 miles, less than some competitors. Renault’s Master E-Tech, with a similar battery, promises 255 miles, while the E-Transit manages 196 miles.
The eDeliver 9’s DC charging speed maxes out at 90kW, meaning a 10-80% charge takes 45 minutes — slower than most rivals.
The low-mounted battery improves stability, and the suspension is more compliant than Stellantis’ models. However, while the light steering makes manoeuvring easy in town, it leaves the van feeling vague at higher speeds. The driving experience is comfortable but not class-leading, especially compared to the E-Transit and new Master E-Tech.
The eDeliver 9 is available in three body sizes: L2H2, L3H2, and L3H3, offering cargo volumes from 9.7m³ to 12.3m³, which is slightly less than the Master E-Tech and Movano Electric. Payload limits are also lower than many rivals, with the L2H2 77kWh model — the most accommodating model in the range — maxing out at 1,040kg, while the L3H3 with 88kWh battery drops to just 850kg.
PRICE: £53,000 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 88.55kWh
POWER: 150kW / 201bhp / 204hp
TORQUE: 330Nm / 243 lb-ft
TOP SPEED: 62mph
0-62MPH: 16 seconds
RANGE: 184 miles
(Note: That’s a well-hidden WLTP figure. Maxus quotes the less-stringent WLTC range of 199–211 miles)
CONSUMPTION: N/A
CHARGING: up to 90kW
The load bay features a flat floor, eight tie-down points, and LED lighting, with twin rear doors opening to 236 degrees. A power side step is optional, sliding out from beneath the side door. At the back, there’s the usual barn door-style twin doors.
A 1,500kg towing capacity is reasonable for an electric van, but the gross train weight is limited to just 4.25 tonnes so you can’t carry a heavy load and tow a loaded trailer simultaneously.
With a starting price of £49,167, before VAT and OTR charges, the Maxus eDeliver 9 is competitively priced but not the cheapest option. It undercuts all of the Stellantis models and E-Transit, but the Master E-Tech remains the best value choice with a price tag of £42,500. The government’s £5,000 Plugin Van Grant helps reduce the cost of the Maxus, but that’s also applicable to every one of its rivals.
Running costs are on par with others, with servicing required every two years or 18,000 miles — competitive but not class-leading. A five-year or 100,000-mile warranty beats the three-year coverage of many rivals but falls short of unlimited mileage options from Mercedes.
The eDeliver 9 is well equipped, with that 12.3-inch infotainment system fitted with a DAB radio and wireless Android Auto and Apple CarPlay. There’s no navigation, so you’ll need to rely on your phone.
Safety is well covered, too, with automatic emergency braking, lane departure warning, and blind spot monitoring fitted as standard. Euro NCAP awarded the eDeliver 9 a Gold safety rating, which is a solid result.
The Maxus eDeliver 9 is a solid electric van with a comfortable cab, strong safety features, and decent urban performance. It’s a fine all-rounder but doesn’t stand out in any area. It’s not that it’s bad, but payloads are average, load volumes are okay, the price isn’t notably low, and its warranty backup isn’t anything to write home about.
That it’s undercut on price by the Van of the Year, the Renault Master E-Tech, which also offers more load-lugging capability, means there’s little to recommend. If you can get a cracking price, it’s not a bad choice, but there’s better out there.
The Fiat E-Ducato finds itself mixed up in a crowded and competitive market segment, standing shoulder-to-shoulder with its near-identical Stellantis siblings: the Vauxhall Movano Electric, Citroen E-Relay, and Peugeot E-Boxer, as well as the badge-engineered Toyota Proace Max Electric.
Built on ageing foundations dating back to 2006, this large electric van has received incremental updates designed to maintain its relevance amid fresher rivals like the Ford E-Transit and Renault Master E-Tech, the latter of which has won awards left right and centre in the last year.
While Fiat's latest refresh enhances battery capacity, range, and power and gives the van a bold new look, has it done enough for the E-Ducato to stand out?
Powering the E-Ducato is a 275bhp electric motor, delivering a useful 302lb ft of torque — enough to make easy work of heavy loads. Its substantial 110kWh battery pack is very nearly the largest battery in the sector — it’s beaten by the 113kWh battery in the Mercedes eSprinter. However, that's enough to provide just 235 miles of range, which is 20 miles less than the aerodynamic and efficient Master E-Tech and its smaller 87kWh battery. Opt for the 4.25-tonne model, which is limited to 56mph, and the range extends to 263 miles but
comes with far more onerous conditions for the operator as it’s effectively considered an HGV. Charging capabilities are strong, with a 150kW DC rapid charger replenishing the battery from 5% to 80% in under an hour. However, a full charge via a typical 7.4kW home wallbox can stretch beyond 16 hours, making rapid charging essential for daily operations.
Three driving modes try to claw back energy where possible: Eco limits power to 165bhp and maximises efficiency. Normal allows access to 220bhp, while Power opens up the full 275bhp for maximum performance at the expense of range.
Regenerative braking with adjustable intensity levels allows drivers to optimise range and efficiency, but there’s no full one-pedal driving mode.
On the road, the E-Ducato feels notably dated. Its ride quality is unsettled and bouncy over rough surfaces, with vague steering and pronounced body roll, marking it distinctly less refined than the smooth-handling E-Transit. However, acceleration is brisk — even fully loaded — thanks to substantial torque.
Externally, the latest E-Ducato sees minor cosmetic updates, which mainly involve sticking a prominent ‘FIAT’ badge on the front surrounded by large air intake grilles, although they're largely decorative due to the electric powertrain. Beyond this superficial facelift, its appearance remains unchanged and unmistakably aged.
The cabin layout also feels outdated compared to rivals like the E-Transit or Master. There are hard plastics, awkward ergonomics, and an old-fashioned dashboard design, although it’s a step forward from the interior of the pre-facelift model. Despite these drawbacks, it’s surprisingly spacious and practical, comfortably accommodating two passengers on the bench seat without feeling cramped, and there’s plenty of sensible storage.
Equipment varies notably by trim: the entry-level and oddly nameless trim level is rather modestly
equipped, although there is a small seven-inch multimedia screen with DAB radio, climate control, rear parking sensors, and two (count them!) cupholders.
The higher-spec Ducato Primo trim brings more attractive enhancements, including a larger and far nicer 10-inch infotainment system with Apple CarPlay and Android Auto, wireless smartphone charging, a digital rear-view mirror, and a convenient 230-volt power socket. The addition of advanced driver assistance tech, like 360-degree parking sensors and blind spot assist, improves usability.
The Primo spec is undoubtedly the best choice for drivers who spend extended periods behind the wheel, though even this top-end variant lacks some conveniences found in competitors — heated seats, for instance — and still leans towards utilitarian rather than luxurious.
Payload and practicality depend significantly on the variant chosen. The standard 3.5-tonne (L3H2) E-Ducato offers a respectable 13 cubic metres of load space but suffers a payload limited to around 710kg due to the heavy battery pack. This trails significantly behind the E-Transit’s payload of up to 1,000kg at the same gross vehicle weight. It’s also miles behind the 1,125kg of the Master E-Tech. For heavier loads, the 4.25-tonne variants provide payloads up to 1,460kg and a more generous cargo volume of 17 cubic metres, although that still lags behind newer rivals. However, this model introduces complications such as mandatory driver training, tachograph installation, annual MOT tests from the first year, and a restrictive 56mph speed limit. Proposed legislation might soon alleviate these constraints, but they remain considerations operators must navigate.
The cargo bay itself features practical touches, including LED lighting, a steel bulkhead, and robust
load-lashing points, although the payload and cargo flexibility remain somewhat compromised compared to class-leading competitors.
The Fiat E-Ducato sits competitively priced at around £49,485, plus VAT and charges, for the popular L3H2 variant, closely matching its
Citroen, Peugeot and Vauxhall counterparts, and undercutting the likes of the E-Transit and eSprinter. However, the best-in-class Renault Master E-Tech is significantly cheaper. As with its rivals, all models benefit from the government's plug-in van grant, which trims another £5,000 off the asking price.
Servicing intervals are reasonably generous at two years or 32,000 miles, accompanied by Fiat’s standard three-year, 100,000-mile vehicle warranty.
The Fiat E-Ducato makes a decent case for itself on paper. There’s a good electric range, solid performance, and a competitively equipped interior, at least in Primo trim. However, its dated chassis, compromised payload at lower weights, and inferior driving dynamics significantly limit its real-world appeal.
Operators prioritising practicality and competitive pricing might still find it compelling, but even then, the Renault Master E-Tech undercuts and outperforms it. If you’re seeking comfort, refinement, and flexibility as well, then you’ll find better alternatives among more modern, more sophisticated rivals.
PRICE:
£49,485 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 110kWh
POWER: 275bhp
TORQUE: 302lb ft
TOP SPEED: 81mph
0-62MPH: 10 seconds
RANGE: 235 miles
CONSUMPTION: N/A
CHARGING: up to 150kW
The family car market is dominated by SUVs at the moment but there are still some good old-fashioned hatchbacks out there, and the Cupra Born is one of the most appealing. It’s based on the widely-used VW Group MEB platform and is a more stylish version of the VW ID.3. The basic
recipe and components are all the same but the Spanish version just has a bit more flair thanks to some neat styling elements. At the same time, it’s a practical family car with space for four, up to 342 miles of range and the option of a 322bhp VZ version if you’re hankering for a hot hatch.
From traditional hatchbacks to stylish seven-seaters, there’s an electric car to suit almost every family’s needs and budget.
It’s tricky to pin down what makes the best family car. Different families have different needs, budgets and circumstances that mean there is no one-size-fits-all vehicle that ticks all the boxes.
But there are plenty of options out there that aim to meet those varied needs, and recent years have seen an explosion in the number of all-electric options. So we’re here to recommend 10 of the best.
At the end of 2024 the Elroq was fighting it out with the Kia EV3 for the title of the best family car EV Powered had driven that year. Its appeal is simple, for a touch over £30,000, it offers almost as much interior space as the larger and more expensive Enyaq, up to 360
miles of range and a variety of Skoda’s trademark ‘simply clever’ touches to make family motoring even easier. It also offers one of the most refined drives in its class and a choice of powertrains to suit different families’ needs.
Truthfully, it’s hard to pick between the Kia EV3 and the Skoda Elroq. On everything from value and range to space and specs, they’re both massively impressive. The EV3’s styling is that of a mini-EV9 inside and out, and there’s an emphasis on both sustainability and family-friendly
features, plus room to rival cars in the segment above. Technology is borrowed from larger and more expensive Kias and even the lowest-spec model manages 270 miles on a charge, with the larger battery version delivering a class-leading 375 miles.
There are a growing number of seven-seat EVs available for families who need more space, including several van-based options. But for a more car-like experience, the Kia EV9 is perhaps the best in the business. At 5m long and 2m wide, it is massive but that size translates to unbeatable space for seven inside across all three rows. At £65,000 upwards, it’s
not a cheap option but even entry-level models are packed with all the comfort kit and technology you’ll ever need, including for the oftenneglected third row. A maximum range of 349 miles is impressive for a car this size, and the EV9 has among the fastest charging in the business, making long journeys easy.
The E-5008 is another car for those that need more than the regulation five seats. Its seven-seat layout isn’t quite as spacious as the EV9’s but it is more affordable, starting at around £49,000. It also still offers plenty of flexibility and practicality, with up to 900 litres of luggage space even
in five-seat mode. And it continues Peugeot's recent trend for turning out stylish and well-finished cars. If you have the money and need the longdistance capability, the Long Range variant has a huge 97kWh battery that offers class-leading range of 415 miles.
Ford has taken its time to expand its EV range beyond one car, but the Explorer does a solid job of acting as an electric equivalent to its popular Kuga. Based on the same platform as the VW ID.4, it still looks, feels and drives very much like a Ford, and has a better thought-out interior. There’s plenty of space for an average
family, storage spaces and charging ports galore and nice touches such as an optional full-length sunroof. There are also a couple of powertrain options so buyers can maximise range (up to 374 miles) or performance (up to 335bhp and 0-62mph in 5.3 seconds).
The Ioniq 5 is one of the older cars on this list but keeps a spot thanks to its general all-round brilliance. The 80s-inspired design isn’t to everyone’s taste, and the rather bland interior is similarly divisive but where it really matters the Ioniq 5 delivers. The cabin is hugely spacious, even for five
people and the tech on board is a match for most rivals. Under the skin, updates in 2024 brought a bigger battery and better efficiency, so the Ioniq 5 will return up to 320 miles of range and charge far quicker than 90% of its rivals.
Hatchbacks and SUVs are all very good but for the ultimate family practicality you really need a van. There are a few electric vans out there with passenger variants but none has quite the style of the Volkswagen ID. Buzz. From its twin sliding doors to the acres of cabin space and
cavernous boot, it has everything an active family needs as well as looking great. Last year brought updates that mean the Buzz has more power and range than before, and there’s a seven-seat version for those who need even more space.
A decent family vehicle has to meet a broad range of criteria, from affordability to practicality, as well as making travelling with children easier. The multi-award-winning Renault Scenic does just that. Despite costing several thousand pounds less than most rivals,
it offers some of the most generous passenger space, a decent boot and clever tech that others can’t match. On top of that, it has some of the best range in its class, good looks and a pleasant driving experience.
The MG4 is another option for drivers who prefer a hatchback to an SUV. It’s also a strong choice for anyone on a budget, starting at £27,000. That’s the same as a Vauxhall Corsa, despite being significantly more spacious. In fact, the MG4 has plenty of space for passengers, plus a 363-litre boot,
making it a sensible family choice. It doesn’t have the style or quality of some of the cars on this list but counters with a healthy specification in every trim level, and between 218 and 323 miles of range depending on the trim level.
Study finds that 80% of drivers could save money by opting for a new or second-hand electric car
EV drivers save nearly £6,000 over the course of ownership compared with driving a petrol car, according to a major new study.
Research by EV advocacy body Electric Vehicles UK (EVUK) shows that running an electric car will be cheaper than a petrol or diesel for more than 80% of drivers, with an average saving of £5,850.
The study looked at 50 different EVs across 480 scenarios to establish what EVUK CEO Dan Caesar called the ‘whole picture of the realities of driving electric’. He said that previous studies aimed at establishing EV running costs often relied
on small sample sizes or narrowly focused on individual market segments.
The EVUK study looked at scenarios involving new and used EVs over four and five-year ownership terms, taking into account everything from the initial purchase and charging, to servicing, insurance, taxation, and depreciation.
It found that for buyers of brand new cars, an EV on a four-year PCP plan would save them an average of £7,785 compared with an equivalent petrol model. While EVs tend to have higher list prices, the savings on charging and other running costs contributed to the overall difference.
In fact, it found that thanks to initiatives such as salary sacrifice, which saves an average of £2,194, for a driver who can charge at home EVs were cheaper in 97% of new-car cases.
The study also found that 80% of used electric cars are cheaper than their ICE equivalent, saving EV drivers at the point of purchase as well as on running costs. According to EVUK’s data, the average EV is £2,781 cheaper than an equivalent petrol or diesel car.
A huge part of the savings was, inevitably, linked to low-cost home charging. The research found that in 90% of all scenarios, drivers with home charging would save money. It also found that for those without at-home charging there was a 58% chance that they would still save, although the difference would be greatly reduced.
The report’s authors said the findings reinforced the need to cut costs on public charging by restructuring standing charges paid by chargepoint operators and bringing VAT on public charging in line with the domestic rate. They added that more needed to be done to support charging access for those without off-street parking, such as shared access charging and cross-pavement solutions.
James Court: public policy director for Octopus EV welcomed the report’s findings. He said: “The research is comprehensive and underscores the true picture of owning an EV, they save the consumer money. EVs also drive better, offering levels of tech and comfort superior to an ICE.
“Why would anyone really want to go backwards? The UK public needs this level of comfort, from trusted voices, to help them make the switch.”
Report co-author and founder of Electrifying.com
Ginny Buckley said the report shattered many myths around EV ownership. She commented: “Although the upfront purchase price of a new EV may be marginally higher in some cases, our comprehensive analysis reveals that lower maintenance and running costs can save drivers thousands of pounds over the vehicle’s lifetime.
“In today’s economy, where every pound counts, it is essential to recognise that the real cost of owning an EV is far more competitive than many car buyers realise.”
Christopher Thorneycroft-Smith,
co-founder of Aegis Energy, argues that
while fleet
operators
have faced challenges to going electric, acting now could give them a long-term advantage
Just three months into 2025, Britain's low-carbon automotive sector is already making significant progress. Whether it’s Amazon and M&S integrating lower-emission vehicles into their logistics fleets or the government extending the Plug-in Van Grant to April 2026 – momentum is building, and the transition to cleaner transport is well underway.
While these developments are promising, commercial fleets must be at the heart of this shift. New data from the Society of Motor Manufacturers and Traders reveals that despite strong consumer demand for sustainable logistics and the impending diesel vehicle ban, growth in zero-emission trucks and heavy goods vehicles (HGVs) has stalled in recent months. To keep progress on track, we must address the challenges fleet operators face and make the transition feasible and beneficial for businesses.
One historic barrier to adoption was the high upfront cost of transitioning to low-carbon fuels. However, the case for investment is strengthening. The government recently announced an extension to the Plug-in Van Grant, and advancements in battery technology and increasing model availability are bringing the total cost of ownership (TCO) closer to parity with diesel vehicles. Businesses that transition early will be in the best position to capitalise on these benefits.
Charging infrastructure has long been a concern, but significant progress is being made. While
there are currently fewer than five dedicated HGV charge points across UK roads, government and private sector initiatives are accelerating expansion. In January, Aegis Energy announced plans to build the UK’s first-ever network of clean, multi-energy hubs for commercial vehicles, marking a major step for fleet electrification.
At the same time, fleets need infrastructure that’s fit for purpose. Many electric van drivers struggle with public charging networks as their vehicles are too large for standard bays, and the lack of booking systems creates uncertainty.
The Logistics UK Van Report 2023 highlights this challenge, with a third of respondents citing power infrastructure as one of the biggest obstacles to decarbonisation.
Ensuring that charging solutions align with realworld fleet needs will be critical to overcoming adoption hesitancy. Installing depot charging comes with high upfront costs and complex planning applications, whereas purpose-built public access multi-energy hubs are making the transition more accessible. Those who transition early will not only future-proof operations but also unlock long-term savings and build a competitive advantage as demand for sustainable transport grows.
Range anxiety has been a concern, especially for logistics companies with long-distance operations. However, battery range advancements and the expansion of high-power charging infrastructure are closing this gap. Delivery vehicles, tradespeople, and freight operators need reliable charging networks; something that is becoming a reality.
The transition to clean commercial transport is no longer a distant goal – it’s happening now. Businesses that embrace electrification today will gain long-term cost savings, operational resilience, and a competitive edge in an evolving logistics landscape. With diesel ban deadlines approaching and charging infrastructure expanding, the opportunity to lead the industry shift has never been greater. Fleet operators who act now will be at the forefront of a cleaner, more efficient, and future-proofed transport sector.
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