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Welcome to another edition of EV Powered.
After a relatively quiet month or two, the last few weeks have been chaotic.
Our team has been the length and breadth of the UK, in France, Belgium and Germany in pursuit of new model reviews, in-depth features and the latest news in the EV sphere.
You can read about some of our adventures in this month’s edition, including George’s deep dive into Renault’s Embleme ‘rolling laboratory’, and my review of the Dacia Spring, And there’s even more over on EVPowered.co.uk.
Among the journeys I took this month was a 700-mile round trip to the annual Society of Motor Manufacturers and Traders media day at Millbrook proving ground. The day is a great opportunity to catch up with other journalists, car makers’ hard-working press teams and to sample a vast array of cars.
It was great to see the ever-expanding choice of electric cars across so many brands. But what I particularly enjoyed this year was seeing new upstart brands sitting alongside long-established players, seeing how their products stacked up back to back, and hearing how these new marques plan to challenge the more familiar names.
Among the surprises for me were the Leapmotor pair of the T03 and C10. I’ll need longer at the wheel to form a full opinion but they both impressed by feeling far better than their budget positioning would suggest. I was also charmed by the Hyundai Inster with its Fisher Price aesthetic, although the custard-and-houndstooth interior wouldn’t be my first choice.
Leapmotor was just one of a host of Chinese or part-Chinese brands at Millbrook this year and while some of those will inevitably vanish as quickly as they appeared, it’s a fascinating time to be working in the automotive industry as new brands try to stake a claim and old dogs try to learn new tricks to stay relevant.
As I mentioned, my journey to and from the SMMT day was 700 miles long –prompting many deep breaths and shakes of the head from some EV-sceptic colleagues. The truth, though, is that the trip was utterly painless. At the wheel of a Kia EV3 Air offering a real-world range of 300 miles, I needed one
12-minute stop to get me to my destination. There, a 25-minute top-up got me halfway home again, with another similar stop seeing me all the way back. And finding a suitably fast charger was never an issue, although the 85p per kWh I paid at a Gridserve charger did make me wince.
That higher price was because the Gridserve app, which offers a rate of 79p/ kWh, needed updating and I was impatient. So it’s partly my fault, but it does raise a concern around the dependence on apps. That concern was amplified when I headed to France in the new Alpine A290 and encountered multiple occasions where the Mobilize app (part of Renault’s EV ecosystem) couldn’t activate a charging session. Whether it was the app itself, my phone or an issue with chargers, it meant I crawled into my destination with just 2% charge remaining. Although most devices accept ad hoc credit card payment now, many CPOs and networks push their own apps as the way to secure the best price, and it’s understandable that drivers get frustrated when they’re thwarted by software issues.
While the vast majority of my charging experiences are positive, problems like that could be enough to sour a newcomer’s views of EVs very quickly, so it’s vital that those behind these systems get them right.
I'll put my soapbox away now. Until next time, happy motoring.
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
Nissan has revealed its next-generation Micra, promising an ‘unpretentious’ supermini designed for Europe.
The 2025 Nissan Micra is the first electrified version of the brand’s B-segment supermini and will arrive towards the end of this year as a rival to the Renault 5, Fiat 500, Citroen C3 and Mini Cooper.
A replacement for the now discontinued petrol model, the new Micra is 100% electric and acts as the brand’s entry-point EV, with prices expected to start at less than £25,000. Later this year it will be joined by a new Nissan Leaf and in 2026 we’ll see an all-electric Juke, Qashqai and a new, affordable A-segment hatchback.
Nissan says that the sixth-generation Micra will honour the “stylish and unpretentious” nature of previous models but with the latest technology and some of the best range, performance and space in its class.
Despite the Nissan badge, the Micra is based on Renault’s AmpR Small platform and will be
assembled at Renault’s Douai factory in northern France, alongside the closely related Renault 5.
Like the Renault 5, the 2025 Nissan Micra will come with two powertrain options. Entry-level cars will use a 40kWh battery and 118bhp motor, while higher-specification models will get the R5’s 52kWh battery and 148bhp motor. In the Micra, the smaller battery should return around 192 miles of range, while the bigger battery will offer 253 miles – one mile more than the R5. Charging maxes out at 100kW, meaning a 10-80% top-up in 30 minutes, and all versions feature vehicle-to-load capability.
The MIcra’s connection to the R5 is clear in certain lines of the body shape but Nissan’s designers have been busy giving it a character of its own.
In honour of previous generations of Micra, particularly the third-generation K12, the new model has oval headlights split by the bonnet
line. The bonnet also sits higher than the Renault’s for a chunkier look. It’s a similar story at the rear, where the R5’s angular approach has been softened with split oval tail lights and a bold Nissan script across the tailgate, plus an “ice cream” scoop line running front-to-rear beneath the windows. The front and rear bumpers are more pronounced, with vertical running lights and an SUV-inspired black finish that extends to thicker protection panels on the lower doors.
Inside, apart from the Nissan badge, it’s all very Renault. That means a 10.1-inch digital instrument panel and 10.1-inch infotainment screen running on Android Automotive. Three upholstery options offer a more muted palette than the Renault’s vibrant options and are mated to three trim levels – Modern, Audacious, and Chill. There’s also 48-colour ambient lighting.
There’s no word on UK specification yet but we do know all versions will get 18-inch alloy wheels, LED lights, and there will be a choice of 14 exterior colours, plus a suite of driver assistance including adaptive cruise control and lane keep assist.
The so-called luxury car tax has been applied to all EVs costing more than £40,000 since the start of April, adding £425 to annual tax bills for five years.
Critics have warned that the additional cost will harm efforts to boost EV uptake and a leaked letter suggests that the Government may be set to alter the threshold at which it is applied.
The letter, sent by Lilian Greenwood, minister for the future or roads, and seen by Autocar says: "The Government recognises the disproportionate impact of the current VED Expensive Car Supplement threshold for those purchasing zero emission cars from 1 April 2025.
"We will consider raising the threshold for zeroemission cars only at a future fiscal event to make it easier to buy electric cars."
An increase in the threshold would help make EV running costs more attractive at a time when
the Government is under pressure to provide incentives to support its push for more drivers to go electric.
Labour may be reconsidering the Expensive Car Supplement on electric cars, which was only introduced in April.
Toyota has revealed its bZ4X Touring as a longer, taller, off-road focused version of its bZ4X SUV.
Based on the same platform as the bZ4X SUV and the upcoming Subaru Trailseeker, the bZ4X Touring measures 140mm longer and 20mm higher than its recently-updated SUV counterpart and offers 600 litres of storage – 148 more than the regular bZ4X.
The AWD Touring uses an electric motor on each axle. Combined, both e-motors produce 376bhp making the bZ4X Touring the most powerful Toyota EV ever produced.
A front-wheel drive bZ4X Touring is also available, producing 221bhp. Both variants draw their power from a 74.7kWh battery with a fast-charging capacity of 150kW. Toyota claims that the most efficient version of bZ4X Touring will be able to achieve up to 348 miles.
While featuring the recently-updated bZ4X's sharp front end, the rest of the Touring's design is very much an echo of the Trailseeker’s outdoorsy aesthetic courtesy of the rear lightbar, chunky rear bumper, roof rails, and off-road focused blackened wheel arches.
Renault has revealed a rugged, four-wheel-drive version of its new Renault 4 crossover in the shape of the Savane concept.
Although a concept, it hints at a more “adventure ready” variant of the brand’s latest EV which could easily make it to market.
The all-electric 4x4 gets a 15mm suspension lift over the regular Renault 4 and a 10mm wider track. The car sits on chunky Goodyear UltraGrip Performance+ 225/55 tyres wrapped around black 18inch alloy wheels.
It also comes in a unique Jade Green finish with black wheel arches, bumpers and roof. Inside, the outdoorsy theme continues with a “deep brown” fabric finish.
Significantly, the Renault 4 Savane also gets a second motor, mounted on the rear axle and providing permanent fourwheel-drive. Renault says this provides capability in mud, snow and “demanding” off-road conditions. There’s no word on the technical details, but the regular Renault 4 comes with a choice of 118bhp or 148bhp front-mounted motors, suggesting the Savane could offer close to 300bhp.
Renault has announced that it will bring its budget-friendly all-electric Twingo to the UK.
After doubts about whether the city car would cross the Channel, the French brand’s CEO Fabrice Cambolive, has confirmed it will go on sale in the UK in right-hand-drive configuration.
Speaking to UK media, Cambolive said: “I put all my attention on the challenge to launch Twingo in right-hand drive, because I believe a car under €20,000 equivalent has huge potential in the UK as well as Europe, both for opening up the segment because of its design, technology and dynamics as with R5 and R4, but also because it brings a new level of versatility for the class that I believe customers will respond to."
The 3.75m Twingo is based on the same Ampere Small platform as the Renault 5, but is intended as a smaller, cheaper entry point into EVs. Technical details have not been confirmed but the Twingo could use the smaller of the R5’s battery and motor combinations, meaning a 40kWh capacity and 118bhp.
If pricing stays close to Renault’s sub-€20,000 (£16,800) target, the Twingo could compete with the Dacia Spring and Leapmotor T03, as well as Nissan’s planned twin to the Twingo.
The Alpine A390 has been officially revealed, with the French manufacturer promising class-leading performance and agility from its first SUV.
Intended as the second car in Alpine’s “Dream Garage” the five-door, five-seat “sports fastback” sits between the A290 hatchback and the upcoming all-electric A110 and is described as a racing car in a suit, positioned to rival the Porsche Macan.
Its three-motor all-wheel-drive arrangement is new for Alpine and, in combination, the single front motor and twin rear motors produce up to 464bhp and 595lb ft of torque in the top-spec GTS model and 395bhp in the entry-level GT version. WIth launch control engaged, GTS will get from 0-62mph in just 3.9 seconds. The GT manages the same run in 4.8 seconds.
Despite class leading acceleration, Alpine says priority has been given to driving pleasure rather than pure performance. Central to this is Alpine Active Torque Vectoring, which can balance torque between front and rear axles and between the two rear motors, acting like a rear differential for shaper cornering.
The A390 is based on the same AmpR Medium platform as the Renault Scenic, but its engineers have given the architecture a radical reworking which Alpine says delivers “first-class” dynamics. Among unique features are forged aluminium suspension components, hydraulic suspension stops and a short steering ratio for sharper steering.
The Alpine A390 also uses a bespoke battery. This 89kWh unit offers up to 345 miles of range and has been designed to meet repeated demands for maximum performance with no loss of output.
The A390 is a major departure for Alpine as the brand’s first crossover. Alpine says it drew inspiration from the silhouette of the A110 coupe for the A390’s design, aiming for a fluid and sleek body that still allows space for up to five passengers.
A relatively small glasshouse helps create a coupe-like shape, aided by the trim-specific contrast-coloured roof. Throughout the car is a triangle motif that runs from the lower front bumper and “cosmic dust” running lights to the illuminated tailgate strip.
Inside, Alpine has put a major emphasis on sporty styling and high-quality finishes. The dashboard, centre console and door panels are finished in Alpine blue leather. The heated steering wheel
is finished in blue Nappa leather and all versions feature heated sports seats with a choice of upholsteries. Top-spec GTS variants get Sabelt bucket seats finished in Nappa leather.
The cockpit includes a 12.3-inch instrument display and 12-inch upright infotainment screen running the latest Android Automotive OS, but retains physical climate controls and three simple drive select buttons in the centre console. There is also an F1-inspired rotary dial on the steering wheel to adjust the braking regeneration strength and a red OV button to deliver a power boost for overtaking.
With a focus on sporty driving, the A390 features live data displays offering information on everything from energy consumption to G forces, and includes a lap timer, on-board coaching, and video game-inspired challenges.
UK orders for the Alpine A390 open in November, with first deliveries in early 2026. There’s no word on pricing, but we would expect the GT to start at around £60,000, with the GTS priced in the region of £70,000.
Lexus has introduced its allnew ES saloon, offering an allelectric drivetrain for the first time in its 30-year history.
This electric version of the executive saloon returns 338bhp in all-wheel drive ES 500e guise, while a front-wheel drive variant badged ES 350e produces 221bhp. The former manages 0-62mph in 5.8 seconds, while the latter takes 8.2 seconds.
Both the ES 500e and 350e come with a 77kWh battery, with a targeted range of 250 miles for the ES 500e and 300 miles for the ES 350e.
As well as ushering in all-new electrified architecture, this eighth-gen car has undergone an interior overhaul. It's the first Lexus to benefit from a fully digital driver's cockpit, bringing together multimedia, instruments and the Lexus Link+ app. The exterior continues the fuss-free aesthetic through the "Clean Tech x Elegance" design language, which brings a more angular design.
The new ES will go on sale in 2026, with pricing announced closer to launch.
Genesis has revealed an updated version of its G80 saloon, promising more space, luxury and tech than before.
Following the Korean brand’s decision to go all-electric in the UK, the Electrified G80 is the only version of its flagship four-door and comes exclusively in extended wheelbase guise, offering 13cm more between the wheels.
The battery is also bigger, at 94.5kWh battery, and now offers up to 354 miles of range. The rest of the powertrain is unchanged, meaning a twin-motor, all-wheel-drive setup with 365bhp.
Apart from the extra length, visual changes to the Electrified G80 are subtle. There’s a refreshed lower bumper, new alloy wheel designs and an exclusive Geneva Silver paint finish.
Inside, there are more comfortable seats, and the option of a Prussian Blue finish. The cabin also gets a 27-inch ‘connected car interactive display’.
Just one trim level is offered – Dynamic. This includes adaptive LED headlights, road-scanning adaptive air suspension, active noise cancelling, and a 17-speaker Bang & Olufsen stereo. Prices are still to be confirmed but we’d predict an increase over the current model’s £76,500 when orders open on June 3.
The issue of economics and need is a point the Urban Runabout addresses with its battery. Currently, the average cost of an EV in the United Kingdom is around £46,000. Moreover, the average UK motorist drives approximately 583 miles per month.
"This question all comes back to lightness and range again," Khan explains. "Until recently, the EV market was asking the question of 'how far can I go?', so if you're a vehicle manufacturer you answer that by putting an 80kWh, 120kWh battery in it and great - you've got a 500km range.
"But batteries are costly to manufacture, they're heavy, and you end up with a two-tonne car that's expensive to buy. A big battery doesn't really help your charging time, which in many ways is more important than your range because realistically, how many miles do you actually drive every month?
"By downscaling like we've done with the Urban Runabout, you use a composite architecture that's light, so you can get away with fitting a smaller battery because you've made the car more efficient by taking weight out.
"Now you're in virtuous spiral, because you've saved on the battery's cost and weight. From a manufacturer's perspective, you've saved yourself $500 with the smaller battery.If you can take out 170kg or a 180kg out of the body, you have a car that's 10% lighter and 5% more efficient. You'll absolutely feel that in your pocket when it comes to buying the car, too."
"When I was 21 and a student, I bought a 1978 Fiat X1/9," he explains. "It was about £1,200 if I remember rightly, and I used that as a daily driver for a couple of years. For someone who didn't have a family or those kinds of commitments at the time, I didn't need a lot of space.
"It had a reasonably-sized boot, it'll do the weekly shop, it'll run around town, it'll take you to work, and it'll do all of those things with fun. By no stretch of the imagination was it a highlypowered car, because it had 74bhp, but it weighed just 900kg.
"The X1/9 was also mid-engined, rear-wheel drive, and very direct and analogue. It was a huge amount of fun at low speeds, so you didn't have to drive like a lunatic to get a smile on your face. These days, I daily a Subaru BRZ and it's very similar in character to the Fiat."
Ensuring the Urban Runabout is safe and "doesn't look like a tall box" are also priorities for Kahn; here again, the X1/9 serves as a source of inspiration.
"Besides looking extremely cool, the X1/9 was a very clever piece of car design. That thick roll hoop it has is pretty much solid steel and I think it was the first car to have steel impact beams in the doors. This made it weigh around 900 kilos or so, which was pretty heavy at the time considering a Golf GTI or a Triumph Spitfire was about 700kg.
"Still, this extra weight didn't stop the X1/9 from being fun. It had all of these building blocks of lightness, safety, and driver engagement we need in EVs today. I genuinely think we can learn something from these older cars, in terms of styling as well."
For reference, the Urban Runabout's construction revolves around a pultruded composite structure, making it just as safe as what Kahn describes as a "full fat" car while complying with the regulations of a 450kg quadricycle. While very much a product of Kahn's mind, the Urban Runabout's X1/9 bloodline is evident thanks to an angular, shark nose-esque front end, and a prominent C-pillar.
Unsurprisingly, then, that when the Urban Runabout comes to market, it will be at an accessible price point; albeit with a significant advantage over similar L7 category cars.
"The bookends we've given ourselves are between £8,000 and £16,000 so in terms of cost it's not really competing with the likes of the Ami and the Renault Twizy, but neither is it competing with the Fiat 500e or the Renault 5, which are about £5,000 more expensive. I like to think we're creating something small and fun like a Mazda MX-5, but at half the price."
When it comes to the future of EVs, Kahn is equally as optimistic. It will, however, lie in motorists taking a practical approach to addressing what they actually need.
"As the market matures, I think removing weight and smaller batteries will be where things are headed," he concludes. "We've massively overstretched the performance and the range thing. If we're honest, we don't need anywhere near as much range as we think, and we certainly don't need the 300, 400bhp that your average EV produces these days."
The X1/9 had all of these building blocks of lightness, safety, and driver engagement we need in EVs today.
De Meo's Renaulution was "more than a turnaround" and would be spearheaded by an engineering-led approach to drive competitiveness both in terms of finances and products. This part of the Renaulution includes a target for the Renault Group to achieve net zero carbon in Europe by 2040, and across the rest of the world a decade later.
I hear you asking, how will one of the most exciting EV makers achieve this lofty goal? Cue the Renault Emblème - a halo demo vehicle (or "rolling laboratory") responsible for just five tonnes of CO2 emissions over the course of its
Pascal Trebotté implemented a six-point plan for Renault's halo EV.
Given the engine in a petrol-powered car is responsible for 80% of its CO2 emissions, Trebotté cited electrification as the biggest factor in decarbonising the Emblème. Powering the car is a 215bhp electric motor, connected to a 40kWh
positioning it somewhere around the middle of the list of the top 10 most aerodynamic road cars in automotive history.
Perhaps most importantly, however, Renault has sought to keep the Emblème very much a European car. Since the project began in the early 2020s, the French car maker has enlisted
It's no secret that Chinese EVs have made a significant dent in the European EV market
battery. As part of its emissions drive, Renault has ensured neither component uses any rare earth materials in its manufacture.
To ensure a range of up to 1,000 miles without relying on a large, emissions-heavy battery, the Embleme's electric drivetrain is paired with a 2.8-litre zero-emissions hydrogen fuel cell, which recharges the battery and - in the event of hydrogen and hydrogen stations entering the mainstream during the next decade or so - serves as a range extender.
As a former employee of the Renault-now-Alpine Formula 1 Team, Trebotté and, by default, his team understand the importance of efficiency in terms of range and carbon footprint reduction. While the Emblème still weighs in at 1,750kg, it's a 4.8-metre long wagon. To put things into perspective, the similarly-sized, electric-only Audi A6 Avant e-tron tips the scales at 2,410kg.
In order to attain this sylph-like figure, Renault has stripped out "every superfluous kilogram" in the Emblème's construction. In fact, 70% of the car's components include at least 50% recycled and/or lightweight natural materials.
20 European technical partners from Forvia who we mentioned earlier, to Michelin for the tyres, and Switzerland's Autoneum for the Emblème's thermal and acoustic insulation.
While keeping things relatively local keeps emissions low by reducing transport times to Renault's dedicated 'ElectriCity' EV plant in Douai, northern France, it demonstrates that Europeand Renault especially - remains committed to electrification despite some stiff competition, and challenges in terms of sales.
It's no secret that Chinese EVs have made a significant dent in the European EV market. As early as April this year, BYD outsold Tesla in both Germany and the United Kingdom. Given brands such as BYD and Xpeng undercut European rivals by some margin, yet often provide superior tech and build quality, there's no surprise that Chinese carmakers have gained such a foothold.
life, the equivalent of around 200,000 kilometres or 20 years's average driving.
For context, over that same time period, Renault found that its petrol-engined Captur compact crossover will generate 49 tonnes of CO2. This includes material extraction and component production, manufacture, transport, day-to-day use, and end-of-life recycling.
To ensure the 90% carbon footprint reduction from Captur to Embleme, the latter's project lead
Step inside the Emblème's cabin, and the interior trim is created using pineapple fibres from Normandy-based firm, Forvia. FYI, those are the hairy bits of the pineapple, not the nice, juicy bits you pretend to enjoy at breakfast on holiday. Other parts of the interior are fashioned from linen fibres also produced by Forvia. Renault estimates that this cuts the emissions associated with the construction of the Embleme's cabin by 72% compared with a 2020 Mégane.
On the recurring theme of emissions, the Embleme's active aerodynamics have been developed with some help from the Alpine F1 outfit. Combining a flat floor and a bespoke electric platform developed by AmpereRenault's EV arm - with integrated mirrors, and aerodisc wheels, the Emblème slices through the air with a drag co-efficient of just 0.25Cd; a figure
By bringing together several European technical partners and exploring what's truly possible in terms of technology and innovation, Renault has made it clear that Europe can go head-to-head with not just China, but with Kia and Hyundaithe South Korean twins considered by most to be EV world's benchmark manufacturers in terms of pretty much everything.
During Ampere Day at Renault's ElectriCity facility towards the end of 2024, the Emblème was very much a focal point. At the event, de Meo was quoted as saying: "you might think Emblème is just a concept, but if you know me, you know that whenever I put something on a stage, I tend to do it in the end."
Should de Meo follow up on his statement, and there's no reason to believe he won't - don't forget, the Italian is the architect of Renault's turnaround, and the R5 and 4 are very much his children of the Renaulution - the competitiveness of the European EV industry lies squarely at the feet of the continent’s other car makers to at least match what Renault is currently doing.
For a small car, Dacia is proud of the storage space in the Spring – there’s a 308-litre boot that’s comparable to cars in the class above, plus 33 litres of storage space in the cabin. The problem here is that spaces including the centre console and dashboard tray are wide open and items slide around. The Spring has two YouClip mounting points that allow you to attach optional accessories such as a phone mount, but it’s frustrating that there isn’t even a lone cupholder as standard.
In contrast to the storage space, passenger space is at a premium. That 3.7m footprint translates to a compact cabin and rear space that’s really only suitable for children. The same can be said for most A-segment cars, however, and driver and front passengers are well enough catered for.
Being the cheapest electric car on sale, the Spring isn’t some high-tech showcase. All cars have seven-inch digital instruments, but basic models don’t get any form of touchscreen. Instead there’s
a phone mount, Bluetooth connection to the two (yes, two) speakers, and some steering wheel controls to manage media and navigation via the Dacia phone app. Higher spec cars get a 10-inch touchscreen with wireless Android and Apple mirroring, live onboard sat nav and a second USB port. The system is simple but does the basics well and is clear and responsive.
Driver assistance is limited pretty much to that mandated by law, so there’s automatic emergency braking, lane keep assist, traffic sign recognition and a driver attention warning. Thankfully, like more expensive Renaults, these can be customised and activated or deactivated with a single button press.
The Dacia Spring comes with a choice of two motors, each mated to the same 26.8kWh battery.
In its cheapest form, Britain’s cheapest EV uses a 45bhp motor to drive the front wheels, with an official maximum range of 140 miles.
Above that, there is a 65bhp motor which, claims Dacia, will return the same 140-mile range and bizarrely has less torque. In a world where car makers are close to breaking the 500-mile milestone, 140 miles doesn’t sound like a lot. But the average UK driver does less than 7,500 miles a year, and most daily commutes are less than 20 miles. So even with the Spring’s tiny battery, many drivers will need to charge just once or twice a week.
That’s backed up by Dacia’s in-house data, which shows the average trip in a Spring is 23 miles a day, covered at an average of 23mph.
That’s very telling as well – the Spring is undoubtedly intended for urban use where short, low-speed runs are the norm. I drove the more powerful version, which with its extra 20bhp offered a still leisurely 0-62mph time of 14 seconds. However, 0-62 times don’t matter that much if you’re sticking to 20mph or 30mph zones, where the Spring feels lively enough.
For all its measly on-paper performance, the Dacia Spring can manage faster roads. A brief diversion onto the M25 showed it has enough shove to keep up with motorway traffic without feeling lost, but also proved that this is a car set up for city driving.
The steering is super-light and very vague, and at high speeds the Spring’s sub-1,000kg kerbweight means it's vulnerable to crosswinds. On A roads, too, the lack of feel from the steering and softly-sprung suspension mean the Spring never feels completely at home. However, nipping around a town centre, it makes manoeuvring a doddle and the ride is soft enough to soak up most potholes.
Among the measures to keep the Spring’s cost down is a meagre 30kW DC charging rate that will take 45 minutes to provide a 20-80% charge. This is a car intended for home or overnight charging, where a 7kW charger will take it from 20-100% in around four hours.
A little surprisingly, the Spring also offers vehicleto-load for bidirectional charging, something that is still far from standard in more expensive vehicles.
The Dacia Spring line-up is as simple as every other element of the car. There are two trims — Expression and Extreme. Expression cars can be ordered with the 45bhp motor or the 65bhp one, while Extreme only comes with the more powerful unit.
Realistically, not even Dacia expects to sell many of the £14,995 Expression 45. Most buyers are more likely to go for the £15,995 Expression 65, or find the extra £1,000 for the Extreme. In monthly terms, it makes £13 difference.
The Spring’s equipment levels are about what you would expect given its price and position. Manual air conditioning, cruise control, parking sensors and remote central locking are about as far as the creature comforts go in Expression grade. Like the Citroen E-C3, the front windows are electric but the rears aren’t.
The jump to Extreme adds powered rear windows and mirrors, the 10-inch touchscreen and V2L charging, as well as copper trim to the inside and out.
The problem is that for the same price as the midlevel model, the Leapmotor T03 offers a bit more power (94bhp), a bit more range (165 miles) and more kit as standard.
Beyond that, the next closest car is the Citroen E-C3, which starts at £5,000 more than the
Spring but feels like a more substantial, mature car.
In the £15,000 to £17,000 price range there aren’t that many choices and the Spring feels perfectly competitive as an electric alternative to cars like the Suzuki Swift or Kia Picanto.
It has its limitations, but these are mostly related to long distances. The short range, relative lack of refinement and slow charging make journeys of more than 100 miles unattractive. But as a second car for the school run or a city-based commuter option, it does enough to impress. It’s easy to throw around an urban environment, has enough range for most people’s daily needs and enough creature comforts that buyers won’t feel shortchanged.
PRICE: £16,995
POWERTRAIN: Single-motor, front-wheel-drive
BATTERY: 26.8kWh
POWER: 65bhp
TORQUE: 113lb ft
TOP SPEED: 78mph
0-62MPH: 13.7 seconds
RANGE: 140 miles
CONSUMPTION: N/A
CHARGING: up to 30kW
The Audi A6 Avant e-tron is, in my opinion, a great sign for the electric car market.
After a tide of bland electric SUVs, car makers are exploring other areas, including the neglected but worthy estate segment. It’s an area where Audi has always excelled so it’s nice to see the A6 name continuing on this all-new all-electric model.
But can the Audi A6 Avant e-tron (try saying that three times quickly) live up to the legend of its predecessors and take the fight to the BMW i5 Touring as well as putting upstarts like the Volkswagen ID.7 Tourer in their place?
Audi’s designers have leaned heavily into the need for EVs to be as aerodynamic as possible. So the A6 Avant is super slippery, with a smaller, smoother grille than previous models, flush-fit door handles and active aero flaps to aid air flow. There are also slimline digital wing mirrors, but we’ll get onto those later.
The body-coloured grille doesn’t quite have the impact of previous generations but that’s not necessarily a bad thing, and the Audi is a bit more sleek and subtle than the gobby BMW i5.
Clever LED lights have a variety of “signature” patterns to choose from and the four-ring badge on the tailgate lights up so everyone knows you’re driving an Audi.
Inside, there’s a familiar “Audiness” to things. There’s a smattering of gloss black plastic and chromecoloured trim as well as a wealth of faux-suede on the seats, doors and dashboard. The sports seats are supremely comfortable and adjustable and there’s huge amounts of space up front. Unless your driver is unnaturally tall, there’s also good space in the rear for a couple of adults, but the estate’s boot is a relatively meagre 502 litres. The i5 Touring offers 570 and the ID.7 a whopping 605 litres.
Although everything looks great, there’s a worryingly un-Audi-like quality lurking just below the surface. Parts of the dashboard emit a hollow rattle and some of the low-level plastics would be rejected by Seat for feeling too thin.
At the heart of the dashboard is a 14.9-inch touchscreen that incorporates everything from the media and driver assistance controls to the heating and ventilation. This is curved round towards the driver as part of a continuous array with the 11.9-inch digital instruments. To make it easy for passengers to still mess around with all the settings when you’re not looking, our test car featured a dedicated third screen in the passenger side of the dash.
That extra screen is just part of the huge array of technology packed into the A6 e-tron. This ranges from the genuinely useful or experienceenhancing to the utterly hopeless. In the first camp there’s the logical and easy-to-use infotainment system (even if a few buttons would have been nice). In the second there are the headrest speakers that work with the Bang & Olfusen sound system to create a high-quality immersive soundscape. In the final category are the “virtual door mirrors”, which use cameras and door-mounted screens in place of traditional mirrors. They’re poorly placed, lack any sense of depth, and give a worse view out than a regular
The A6 e-tron is built on the same EV-dedicated PPE platform as the Q6 and Porsche Macan. That gives it the option of two- or four-wheeldrive and a massive 94.9kWh battery that’s also one of the fastest-charging units around – up to 270kW.
In the most efficient rearwheel-drive, the big battery returns an official 435 miles, while in the high-spec RWD performance model I drove, the WLTP figure is 402 miles. In the real world, our test car promised around 280 miles from a fully charged battery and returned around 3.3m/kWh. Not bad for such a big car, but some way off the official figures.
While some EVs offer up to five levels of energy recuperation and one-pedal driving, the Audi has two main settings (plus off) and no one-pedal option. It does, however, get adaptive, predictive recuperation which uses navigation and camera data to manage the regenerative braking. On the whole it works impressively but you can deactivate it if you prefer.
The more efficient entry point to the A6 e-tron range gets a single 282bhp motor while the performance spec upgrades that to a healthy 362bhp (375bhp in launch control mode).
The A6 e-tron delivers its power not in a massive punch but in a pleasingly linear surge that’s oddly reminiscent of the old A6’s twin-tubro V6 diesel. Mid-range grunt for those autobahn overtakes is particularly impressive.
Against its most obvious rival, the BMW i5 Touring eDrive40, the A6 Avant e-tron performance has a bit more power and pace – an extra 27 horses and a 0-62mph time of 5.4 seconds to the i5’s 6.1 seconds.
But while the BMW can cut a convincing path cross-country, the A6 isn’t quite as composed. The steering is direct and accurate, but there’s not much feel and the Audi’s body control can’t match the BMW’s. Annoyingly, the slacker body control isn’t matched by a noticeable
Those prices are for the regular e-tron. The performance powertrain fitted to our test car is an extra £7,500, while the 422bhp all-wheel-drive quattro is another £5,000 on top of that.
My £87,360 test car was the now-unavailable Launch Edition, which is effectively the regular range-topping 1st Edition with some extra toys thrown in. Those extras included the clever B&O stereo, a neat augmented reality HUD and a panoramic sunroof with switchable transparency, all of which can be added to the 1st Edition.
The standard spec sheet is pages long, but essentially the A6 Avant e-tron comes with almost everything you’ll ever need and quite a few things you probably don’t need. Adaptive matrix lights, three-zone climate control, Dinamica upholstery, heated seats all-round, that passenger display screen and a wealth of ADAS kit are all included in the price.
softer ride and the A6 can feel a little unsettled at times – an issue not helped by the massive 21inch alloys.
Find a smooth stretch of motorway, though, and the Audi feels far more at home, chewing up the miles like the A6 always has.
The A6 e-tron range starts at just over £65,000 for the Sport edition, a healthy £4,000 less than the entry-level i5, although it’s less powerful than the basic Beemer. Above that, the S line starts at £68,615 and the Edition 1 at £73,615.
But is it worth that price? I came away from the Audi Avant A6 e-tron slightly conflicted.
In many ways it’s a worthy electric successor to previous A6 wagons. It looks good, has a stylish and comfortable cabin and feels built to swallow up long-distances thanks to decent efficiency and super-fast charging.
But there are niggles. Its handling can’t match its power, some of the tech is too clever for its own good, and there are just a few areas where its Bavarian rival feels better made.
PRICE: £87,360
POWERTRAIN:
Single-motor, rear-wheel-drive
BATTERY: 94.9kWh
POWER: 362bhp (375bhp with boost)
TORQUE: 417lb ft TOP SPEED: 130mph
0-62MPH: 5.4 seconds
RANGE: 402 miles
CONSUMPTION: 3.7m/kWh
CHARGING: up to 270kW
With a line-up of EVs ranging from the best-selling i4 and increasingly popular i5, to the iX1 crossover and intriguing XM performance SUV, BMW has established itself as a firm fixture on the EV landscape in recent years.
Yet none of these cars would have happened without the i3 - the one car that kicked off Munich's current foray into the EV world.
The BMW i3 cost around €3 billion to develop, which makes it one of the most expensive cars ever developed
alongside the Mercedes W124 S-Class and the third-gen Range Rover.
No surprise, given that BMW developed a bespoke aluminium chassis for the i3's frame to keep weight down, then masterminded a similarly clever carbon fibrereinforced plastic body to drape over the top... which was produced at a dedicated factory in the United States, then sent to BMW in Germany for construction.
This whole process proved costly. Very costly. BMW lost money on each of the 250,000 i3s it made between 2013 and 2022, when manufacturing eventually stopped. Nonetheless, the i3 is considered to be one of the first proper 'classic EVs' thanks to its position in the BMW story as a landmark car, along with the cutting-edge engineering that underpinned it.
Early BMW i3 models with the 22.6kWh battery can cost as little
as £5,000, while later cars can reach up to the £30,000 mark. Similarly priced brand new EVs may have more tech – after all, the i3 is bereft of luxuries such as Apple CarPlay and Android Auto as a standard – but there are few all-electric cars that can still match the lightweight, rear-wheel drive i3 for character and driving enjoyment.
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Upon launch for the 2014 model year, the BMW i3 was initially available with a 22.6kWh battery returning just 80 miles of range. In 2017, the battery was updated to a larger, 33kWh unit with a 114-mile range. A final, bigger battery arrived two years later in the guise of a 42.2kWh unit good for 190 miles. This would prove to be the final update for the i3, before BMW killed it off at the end of 2022.
From 2014 to 2017, BMW offered the i3 with Range Extender (REX) drivetrain. This was powered by a 647cc petrol engine that would serve as a backup motor for if and when the batteries ran out while driving.
BMW offered the i3 in the UK with four interior packages: the entrylevel Standard, mid-range Loft with blue accents, and the higher-end Lodge and Suite. To underline the i3’s eco-friendly credentials, the Lodge’s cabin was decked out with sustainably-sourced leather and wool. The Suite, meanwhile, came with open-pore eucalyptus wood and a full-leather trim.
The BMW i3 came with 19-inch wheels as standard, with 20-inch wheels as an optional extra.
The BMW i3 has been around for almost 12 years now, and being over a decade old is reflected in the price of early models hovering around the
£5,000 mark. Cars manufactured from 2020 - 2022 (the end of the i3’s life) can reach as high as £30,000. This price will be affected by the usual factors such as battery size, range, options, mileage, and model year.
In terms of efficiency, the BMW i3 still holds up against more modern cars, despite being significantly older. Official figures put the energy consumption of later models at between 3.8 and 4.1m/kWh. Realworld estimates suggest figures of between 3.68 and 3.72m/kWh, depending on the model.
Naturally, however, the BMW i3’s consumption rate will change depending on the weather conditions, how heavy you are with your right foot, and whether you choose to drive in Sport, Comfort, ECO Pro, or Eco Pro + mode.
Given the three battery levels available, the BMW i3’s charging cost will differ depending on your electricity tariff at home. Using an
overnight EV tariff at 7p per kWh, the 22.6kWh battery will cost £1.58 to charge from empty, the 33kWh battery £2.31, and the 42.2kWh battery £2.95.
Using a standard domestic rate charge of 27p/kWh, the 22.6kWh battery will cost £6.18 to fill from 0% - 100%, the 33kWh battery £8.91, and the 42.2kWh battery £11.39.
BMW’s UK-wide Synter dealer network quotes £470 to service an i3 up to five years old. Prices to service older vehicles will be workshop dependent.
The BMW i3 sits in insurance groups 21, 27, and 28 depending on year and range. This positions it firmly in the middle of the UK car insurance grouping, with insurance groups 41
- 50 being the highest. Vehicles in this middle band have an average annual premium of around £575.38.
Since April 1, 2025, all BMW i3s registered from April 1 2017 have been liable for the £195 per year vehicle excise duty – road tax to you and me. Those registered between March 1 2001 and March 30 2017 will be charged £20 annually.
Despite being out of production for almost three years at the time of writing, the BMW i3 is still a reliable piece of kit. According to the annual What Car? reliability survey, the i3 notched up a reliability score of 94.5% and placed sixth out of 18 EVs.
While it finished behind the Mini Electric, the second-gen Nissan Leaf and the Volkswagen ID.3, it ranked ahead of the Renault Zoe and the Hyundai Ioniq Electric.
Faults to look for
While mostly reliable, the BMW i3 isn’t without fault. Owners have reported recurring faults with the car’s charging systems, such as connectivity issues related to charging ports and cables leading to inconsistent charging rates and battery performance.
High repair bills are not uncommon given the i3’s bespoke architecture and electric underpinnings. Moreover, complaints about poor
levels of customer service were leveled at BMW’s dealer network in the United Kingdom and the United States.
Both were regular issues flagged in online BMW i3 owners’ forums and social media groups. On Facebook, one of the latter has even earned itself the unfortunate name of ‘The Unhappy BMW i3 Owner’s Group’.
While it isn’t so much of a fault, don’t forget that the BMW i3 comes from a time before Apple CarPlay and Android Auto were around. This means that even the later S models do not come with either as standard.
To add either system, this involves paying BMW £265.00 to install them or going down the third-party, aftermarket route... although, we wouldn’t recommend the latter.
Since the BMW i3’s 2013 launch, there have been seven official recalls in the United Kingdom. The first was in 2015 with a steering fault, while the last in 2022 was related to a manufacturing defect during battery cell production. Each of the issues were dealt with swiftly.
Other recalls were made based on the quality of the screws used for the rear seatbelts, and a flimsy control ring of the second-row seats’ backrest recliner.
While it may be tempting to spend around £5,000 for an early BMW i3 from 2014, we’d advise otherwise. The battery range will have dropped further from its already-low 84 miles.
Age-related stress to the electronic systems and the overall car will also need to be taken into account.
At EV Powered, we’re believers in the
age old saying of ‘buy cheap, buy twice’ and that extends to the BMW i3. According to AutoTrader, there are 582 of them for sale across the UK starting at approximately £5k for an early car, with prices maxing out at £29,995 for a late 2022 i3 S with a 42.2kWh battery.
Given that newer stuff tends to be better - and it is - ‘the one to have’ is a 2021/2022 i3 S in white with blue detailing. It returns a 190-mile range and has the ‘Sport’ driving mode for that enhanced BMW driving ‘feel’ we all know and love.
Meanwhile the 20-inch wheels, plus the gloss black trim paired with the front bumper ensure that the i3 S still looks thoroughly modern and in some cases, even newer than some similarly-sized and priced EVs. The platform’s overall age, however, will be reflected in its range of less than 200 miles.
Using the i3’s median value of around £17,000, a 2021 i3 S with 5,515 miles on the clock and a full service history can be purchased for £17,699. The market, however, will fluctuate. We strongly recommend that you shop around to find the BMW i3 best suited to your needs and budget.
ROUND 6: Rowland reigns supreme in strategic showdown
Championship leader Oliver Rowland kicked off the weekend with a clinical drive to victory in Saturday’s Round 6, navigating a chaotic race filled with energy gambles, strategic overtakes and Full Course Yellow interruptions.
Starting behind a punchy Taylor Barnard in the NEOM McLaren, Rowland bided his time, keeping his Nissan clean through the opening laps as Nyck de Vries and Jake Dennis piled on the pressure. The first major flashpoint came when Antonio Felix da Costa crashed out on Lap 9, prompting a neutralisation just as attack mode and pit boost strategies began to unfold.
Rowland took the lead after a slick pass on Barnard at the harbourfront chicane and expertly managed the mid-race shuffles. With rivals activating their power boosts early, Rowland saved his energy and timing for the final stages, overtaking de Vries with a gutsy move through the tunnel on Lap 27.
Dennis, despite receiving a post-race penalty for speeding under yellow, finished third on the road behind de Vries, with Edoardo Mortara snatching fourth at the line. Nico Mueller played the team game for Andretti, coming home fifth ahead of Pascal Wehrlein and Dan Ticktum.
The glamour of Monte Carlo met the grit of all-electric racing in one of the most dramatic weekends of the ABB FIA Formula E World Championship so far, as OLIVER ROWLAND and SEBASTIEN BUEMI split the honours in a memorable Monaco double-header.
ROUND 7: Buemi rolls back the years with wet-weather masterclass
If Saturday showcased Rowland’s tactical brilliance, Sunday’s Round 7 delivered vintage drama and redemption. In a rain-soaked race that became Formula E’s first fully wet contest in years, Sebastien Buemi reminded the paddock of his pedigree with a stunning drive from seventh to the top step of the podium — his first win since 2018.
The race began with all 22 cars circulating behind the Safety Car, and chaos quickly followed. Polesitter Rowland led initially, but the ever-changing grip levels meant ATTACK MODE timing became critical. Jean-Eric Vergne used the boost early to briefly take the lead, while Rowland held both of his activations for later use.
The track bit back hard — Lucas di Grassi hit the wall at Portier, bringing out a Full Course Yellow. Moments later, Dan Ticktum pulled off a miraculous save after overshooting at Mirabeau. As the pack reshuffled, Rowland’s clash with Vergne at the Nouvelle chicane saw him cut the corner twice, costing him momentum and forcing a position swap.
Into this fray surged Buemi. Using attack mode on Lap 21, the Envision Racing veteran leapfrogged both Rowland and de Vries with a bold outside
move into the chicane. Once in clean air, Buemi managed his energy masterfully, building a 3.3-second cushion in the final laps.
Behind him, Rowland held on to second to maintain his commanding championship lead, while Nick Cassidy clawed back from 13th on the grid to snatch a crucial third — his first podium since mid2024 — with a perfectly timed final power boost.
Rowland’s Monaco haul has extended his advantage at the top of the standings, and with just six rounds remaining, the Nissan driver has emerged as the man to beat in the 2024–25 campaign.
For Buemi, Sunday’s win was more than just a statistical milestone — it was an emotional return to the top after six years of near-misses and rebuilding. “This win means so much,” he said post-race. “We’ve worked hard to get back to this point, and to do it in Monaco, in these conditions, is special.”
If Monaco proved anything, it’s that in Formula E, nothing stays dry, or certain, for long.
The ABB FIA Formula E World Championship’s maiden Tokyo doubleheader delivered fireworks, strategy masterclasses and careerdefining moments, as OLIVER ROWLAND and STOFFEL VANDOORNE split the wins in a gripping weekend of all-electric racing
ROWLAND EXTENDS TITLE LEAD
Oliver Rowland continued his imperious form in Round 9 of the season, delivering a third win for Nissan in front of their home crowd. It wasn’t a lights-to-flag cruise, however. Starting from pole, Rowland slipped down the order after a delayed ATTACK MODE strategy saw him briefly fall to sixth.
But the Briton’s second activation was timed to perfection, vaulting him back into contention just as the leaders were deploying their final boosts. With 40 seconds of power left and Pascal Wehrlein’s energy expired, Rowland seized the moment, slicing through a narrowing gap to snatch the lead with razor-sharp precision.
Despite a late-race Safety Car — brought out when Edoardo Mortara tipped Taylor Barnard’s McLaren into the wall — Rowland managed a one-lap shootout to the finish, fending off a charging Wehrlein to claim the chequered flag and reinforce his status as title favourite.
Rowland now holds the largest championship lead at this stage in Formula E history, with a commanding buffer over rivals Wehrlein and Antonio Felix da Costa.
TICKTUM’S BREAKTHROUGH
Dan Ticktum was the standout story of the race, securing his maiden Formula E podium with a composed drive to third in the Cupra Kiro. Having
qualified second, the Briton led early on and kept pace with the frontrunners throughout a tactical contest.
His battle with Wehrlein was close but clean, and his final place on the podium marks a major milestone both for him and the Cupra squad — now running Porsche powertrains. “This podium means everything,” said Ticktum. “The team’s done a phenomenal job, and we’re finally showing our true pace.”
Jake Dennis surged from 14th to fourth, while Lucas di Grassi inherited fifth after Mortara’s five-second penalty for the Barnard incident demoted him to P12.
A day earlier, it was Stoffel Vandoorne who made headlines, ending a 49-race winless run with a strategic masterstroke in a rain-soaked Round 8. The Season 8 champion judged the tricky Tokyo conditions to perfection, making an early PIT BOOST stop just before a red flag reshuffled the race order.
With heavy rain lashing the Big Sight circuit, the field started behind the Safety Car. Pole-sitter Rowland initially looked in control, but Vandoorne’s bold call to pit early proved pivotal. The red flag, triggered by a mechanical failure for Guenther, effectively handed Vandoorne a 30-second advantage at the restart — one he never relinquished.
Even a spin at Turn 2 on Lap 28 couldn’t derail the Belgian’s charge, as he claimed a long-awaited win
for Maserati MSG Racing — the team’s first of the season and first laps led in 2024–25.
BARNARD IMPRESSES, BUEMI REBOUNDS
Taylor Barnard delivered a standout drive to secure his first Formula E podium in P3. The McLaren rookie had impressed all weekend, notably overtaking at the very corner where he’d crashed in Free Practice. Behind him, Sebastien Buemi took a season-best fourth, while Ticktum again showed strong form with fifth.
Mortara’s P6 finish marked a positive weekend for Mahindra, who have struggled for consistency this season.
The Tokyo debut offered a tale of two triumphs: one of dominance and consistency in Rowland’s continued charge toward the title, and one of redemption in Vandoorne’s return to the top step after three years in the wilderness.
With just seven rounds remaining, the championship fight remains alive — but Rowland’s rivals will need something extraordinary to derail his title bid.
When Aventon launched its original Aventure, it turned heads by making fat-tyre e-bikes more accessible—and more exciting—than ever before.
With each version since, the brand has refined its formula. Now with the Aventure 3, Aventon adds a redesigned frame, smarter tech, and commuter-friendly touches that set it apart in a crowded category.
From the first ride, it’s clear the Aventure 3 isn’t just an update—it’s a rethink. The frame, built with gravitycast 6061 aluminum alloy, is sleeker and stiffer than previous iterations. Available in Step-Through and HighStep designs, and in two sizes each, the Aventure 3 fits a broad range of riders. Colour choices include bold Java Bronze and Cobalt Blue, or subtler options like Stealth Black and Matcha Green, all finished with minimalist branding and matte accents.
Under the hood, the Aventure 3 keeps its 750W rear hub motor, but the real star is the torque sensor. Rather than simply triggering power when you pedal, it measures how hard you’re working, then responds proportionally. The result is a natural-feeling ride that’s smooth, efficient, and engaging. Whether cruising in Eco mode or zipping up hills in Turbo, the bike delivers consistent, quiet performance.
Battery range is always a hot topic, and here Aventon impresses again. With its 36V, 19.88Ah battery (733Wh), Aventon claims a maximum range of 65 miles. In testing, the Aventure 3 hit 62 miles in Eco mode and 34 in full-throttle Turbo— solid figures for a 78-pound fat-tire
bike. Charging is quick and easy, with the battery integrated cleanly into the frame and now locked electronically via Aventon’s new app.
Braking power comes from Tektro HD-E3520 hydraulic disc brakes, paired with 180mm rotors. While capable, some riders may wish for 4-piston calipers for greater bite on technical descents. The Shimano Altus 8-speed drivetrain offers smooth shifting and enough gearing range for hills, commuting, and backroad rambles alike.
What really elevates the Aventure 3 is its tech. Aventon’s Control Unit (ACU) connects to the bike via 4G and Bluetooth, enabling GPS tracking, over-the-air updates, geofencing, and real-time diagnostics. Security features like remote locking, a battery alarm, and a digital passcode offer peace
of mind. Through the app, riders can customise pedal-assist levels and unlock Class 3 performance for speeds up to 28mph—ideal for experienced commuters.
The 26” x 4” Innova tyres handle everything from tarmac to trails with confidence, while the suspension seatpost adds comfort for longer rides. Add in a rear rack, full fenders, and bottle mounts, and the Aventure 3 is ready for just about anything—errands, commutes, or off-road escapes.
At $1,999, the Aventon Aventure 3 hits a sweet spot. It blends the goanywhere capability of a fat-tyre bike with the tech, ride quality, and design details of more premium e-bikes. Yes, it’s heavy. But for riders who want one bike to do it all— with serious range, comfort, and security—it’s hard 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
Kia
has announced specification details for its
PV5 all-electric van, which will start from less than £28,000.
Pricing for the PV5 Cargo model will start at £27,645 before VAT. However, the van will also be eligible for the full £5,000 plug-in van grant.
Orders for the PV5 Cargo, along with the five-seat Passenger version are open now, with first deliveries scheduled for late 2025. Prices for other variants including Crew and Chassis Cab versions, will be confirmed later in the year.
At launch, the PV5 Cargo and Crew will only be available in L2/H1 format, with L1/H1 and L2/H2 versions of the Cargo going on sale in 2026.
Across commercial and passenger versions, the PV5 will be offered with a choice of two powertrains. Entry-grade vans will use a 51.5kWh battery mated to a 120bhp motor driving the front
wheels. In the Cargo L2/H1 this will give a maximum range of 181 miles and allow for a maximum payload of 790kg. A long-range 71.2kWh battery – priced from £30,145 +VAT – reduces the payload to 690kg due to its extra weight, but boosts the PV5 Cargo’s range to 247 miles and gets a 161bhp motor. All L2/H1 versions offer 4.4m3 of cargo space.
Range, payload and cargo space put the launch version of the PV5 somewhere between models like the Ford E-Transit Custom and the more compact E-Transit Courier, with pricing directly competing with the smaller Ford model.
PV 5 Cargo vans will be sold in two simple trim levels – Essential and Plus.
All models get 16-inch steel wheels, LED lights, front and rear parking sensors with reversing camera, a 12.9-inch touchscreen with wireless phone mirroring, 7.5-inch digital instruments and automatic air conditioning. One sliding side door is standard, with a second door a paid-for option.
Plus spec adds heated front seats and steering wheel, wireless phone charging, power folding mirrors, vehicle-to-load and vehicle-to-X capabilities, rear cross traffic alert, blind spot collision avoidance and safe exit warning.
On sale later this year, the five-seat PV5 Crew will only be available in L2/H1 form and with the 51.5kWh battery offering up to 174 miles range. Payload is rated at 605kg, and the cargo area offers 2.4-3.7m3 of space, depending on the position of the rear bench, which incorporates the bulkhead.
The Chassis Cab, meanwhile, will only come in L2 configuration but with the option of both battery packs. Range will be 155 miles or 217 miles, and payload is rated at 995kg for the long range battery option.
The Isuzu D-Max EV has been unveiled at the 2025 Commercial Vehicle Show, promising to bring a number of firsts to the European pick-up market.
Based on the regular diesel pick-up, Isuzu says the D-Max EV will be the first electric pick-up to combine permanent four-wheel-drive, a one-tonne payload and 3.5-tonne towing capacity.
The truck is powered by twin motors producing a total of 188bhp and 240lb ft. A 66.9kWh battery offers up to 163 miles of range.
Isuzu says the electric D-Max offers similar rugged capabilities to the diesel version, with a wading depth of up to 600mm, ground clearance of 210mm and off-road approach and departure angles of 30.5 degrees and 24.2 degrees respectively.
To help deal with the extra weight of the batteries and improve refinement, the diesel truck’s leaf spring rear suspension has been replaced with an all-new De-Dion setup.
There’s no word on prices for the D-Max EV yet, but two trim levels will be offered which match the diesel’s DL40 and V-Cross trims. We’d expect the EV version to cost a significant chunk more than the DL40 double cab’s £36,505 entry point.
The Dutch firm says it is an “asset-light OEM” that plans to partner with China’s MiracoMotor to build its new vehicles in China based on Flynt’s insight into European demands.
“We’re not a carmaker in the traditional sense,” said Dr. Daniel Kirchert, founder of Flynt.
“We’ve built a smarter, more flexible model - one that puts customer needs first, and uses the best global technology to deliver world-class electric vans faster and more cost-effectively.”
Flynt’s first vehicle is an all-electric large van positioned to compete with the Ford E-Transit and Renault Master E-Tech. Its makers say the 3.5-tonne eLCV will be based on 800V architecture and offer up to 310 miles of range from a 100kWh battery, plus 220kW DC charging. Both figures would put it significantly ahead of the competition.
Motor specifications haven’t been revealed but Flynt says it will come with front-wheel-drive, rear-wheel-drive and all-wheel-drive options, and will offer up to 16.5m³ of cargo space and a 1,630kg payload.
There’s no word on pricing yet.
EV start-up Flynt has revealed its first electric van, which it says will go on sale in Europe in 2026 despite the company owning no factories of its own.
The Citroen e-Berlingo has been quietly leading the electric compact van charge for a few years now, part of Stellantis’ wide-reaching effort to electrify its light commercial line-up. Alongside its badge-engineered siblings — the Fiat e-Doblo, Peugeot E-Partner, Vauxhall Combo Electric and Toyota Proace City Electric — the e-Berlingo shares a triedand-tested platform and powertrain, but gets a very mild Citroen twist.
With updates under the skin and behind the dash, the e-Berlingo aims to remain a firm fleet favourite, even as newer rivals like the Ford E-Transit Courier and Renault Kangoo E-Tech step up the competition. It’s working so far, remaining the best-selling compact eLCV, but for how much longer?
Visually, there’s little to distinguish the e-Berlingo from its petrol or diesel predecessors. It’s boxy, compact, and unfussy, with Citroen’s updated double-chevron badged solid front grille and LED light signature offering the only real hint
that this is the electric model. It’s not flashy, but functional.
Inside, the e-Berlingo takes a more meaningful step forward. A new 10-inch digital instrument cluster is positioned ahead of the driver, matched by a 10-inch infotainment screen featuring wireless Apple CarPlay and Android Auto. It’s a big improvement on the clunky system of old, and helps bring the cabin closer in feel to a (relatively) modern passenger car.
For passengers, it’s a van of two halves. Any duo sitting on the twin passenger bench seat in the Enterprise Plus or Driver vans will have to get very friendly, and the one in the middle will find their knees bent out of shape by a huge protrusion from the dashboard. This used to house the gearlever, but now it’s a massive box that holds the drive selector switch in place. Too expensive to redesign that section for the EV, I presume.
The entry-level Enterprise model is, arguably, a better bet if you’re only two up, as long as you can put up with a rather basic cab. It gets a regular
one-person seat, creating extra room and improving comfort, but sacrificing the ability to carry a third person, the load-through panel that extends the cargo area, and some essential equipment.
At least storage is generous, with deep door bins, a shelf above the windscreen, and a large centre console.
Build quality is decent rather than plush, but that’s par for the course in this segment. Everything feels tough enough to take a beating from boots, tools and takeaway wrappers, which is probably more important than swish soft-touch plastics.
Under the bonnet—or rather, beneath the floor— sits the familiar Stellantis electric powertrain: a 52kWh battery feeding a 100kW (134bhp) electric
motor driving the front wheels. It’s a setup shared not just across Stellantis' compact van range, but also with several of its small cars.
It’s not particularly rapid, but performance is perfectly adequate for a van of this size. The instant torque delivery helps when pulling away fully laden, and the e-Berlingo feels surprisingly agile around town, aided by a reasonably tight turning circle and car-like driving position. On faster roads, it settles into a quiet cruise, although it skips about a bit on bumpier surfaces when unladen.
WLTP range is officially up to 213 miles, although that drops in real-world use, especially with a load in the back or when temperatures fall. Still, during testing, we managed a consistent 3.5 miles per kWh in mixed use, suggesting a usable range of around 180 miles, which should be enough for the urban delivery routes and site visits it’s designed for.
Charging is straightforward, with support for 100kW DC rapid charging as standard. That’ll get you from 0–80% in around 30 minutes. AC charging is handled via a 7.4kW onboard charger, which can fill the battery overnight from a wallbox without any issue.
Despite the switch to electric, the e-Berlingo doesn’t lose much in the way of usable space. There are two body lengths: the standard M version (providing a load length of up to 1,817mm and a total volume of 3.3m3) and the longer XL, which pushes this to 4.4m3 with a load length of 2,167mm.
Maximum payload sits at between 691kg and 781kg — a couple of hundred kilos behind the diesel model.
A folding passenger seat and load-through bulkhead allow you to carry longer items like piping or timber, and six tie-down hooks help keep everything secure in transit. A nearside sliding door is standard on M models, with twin sliding doors fitted to the XL vans.
Despite being around for a number of years, it’s still a competitive offering, with load volumes and payload limits near the top of the class.
The e-Berlingo isn’t cheap, but no electric van is right now. Prices start at just under £28,000 excluding VAT, but the Plug-in Van Grant will bring that down by £2,500. Ford’s smaller E-Transit Courier undercuts it, and it more or less matches its Renault and Stellantis-based rivals.
There are three trim levels: Enterprise, Enterprise Plus, and Driver. The latter two bring the infotainment screen, extra safety kit, and upgraded cabin tech, and are likely to be the most popular with both fleets and sole traders.
Avoid the entry-level Enterprise model, unless you’re certain it’s right. Unforgivably, not only does it eschew the infotainment screen for a simple mobile phone clamp, but it also does without a DAB radio. It’s going to be a miserable experience.
Every model comes with a three-year warranty, limited to 100,000 miles, while maintenance costs are expected to be lower than for diesel vans thanks to fewer moving parts and reduced brake wear.
The Citroen e-Berlingo doesn’t break new ground, but it doesn’t need to. It takes a well-regarded, if age-
ing, small van and electrifies it with minimal compromise, delivering solid range, decent payload, and a user-friendly cabin in a familiar, trusted package.
Yes, the Ford E-Transit Courier offers a newer platform and more polished drive, and yes, the Kangoo E-Tech offers cleverer load space options. But the e-Berlingo still hits a sweet spot for many operators, especially those with access to overnight charging and predictable daily routes.
PRICE: £31,005 plus VAT and OTR
POWERTRAIN: Front-motor, front-wheel-drive
BATTERY: 52kWh
POWER: 134bhp
TORQUE: 99lb ft
TOP SPEED: 82mph
0-62MPH: N/A
RANGE: 213 miles
CHARGING: up to 100kW
The E-Boxer is the electric version of Peugeot's largest van, and part of the Stellantis family of badge-engineered large LCVs alongside the Citroen e-Relay, Fiat E-Ducato, and Vauxhall Movano Electric. But while the badge might differ, the essence is exactly the same: serious payload and practicality for businesses who prioritise space and value. This van has been doing this wearing one badge or another for 19 years, so the recent facelift was
desperately needed, especially with the Renault Master E-Tech winning seemingly universal acclaim — including from EV Powered. Can the ageing E-Boxer keep up?
The E-Boxer retains the familiar, blocky outline of its diesel sibling, with just subtle badging and the absence of a tailpipe giving the game away. It’s a van built for function, not form, with a square shape that maximises load space.
Has old age finally caught up with Peugeot’s largest van offering?
Inside, it’s a similar story. The dashboard layout is clean and sensible, with everything in roughly the right place. The electric version gets a seven-inch digital instrument cluster and a seven-inch touchscreen infotainment system as standard, with Apple CarPlay and Android Auto. There is the option of a 10-inch screen with built-in navigation, if you want to splash out another £800.
Material quality is par for the course, with robust plastics and straightforward controls. The electric versions get automatic climate control, an electronic parking brake, and plenty of useful driver aids, including advanced emergency braking, traffic sign recognition, lane support, and driver drowsiness detection.
It’s oh-so-functional, but gives away its age with things like a bizarre cupholder system mounted low in the cab, where the middle passenger's feet would go. While the E-Boxer offers plenty of space, more modern and pleasant options are available. Under the floor sits a large 110kWh battery pack connected to a 275bhp electric motor with 302lb ft of torque. That makes the E-Boxer one of the most powerful large electric vans on the market, although real-world pace is still fairly modest given the vehicle’s size and weight.
WLTP range varies from 235 to 263 miles depending on model and body style, but real-world range tends to sit around the 180–200-mile mark, depending on load, driving style, and temperature. Charging is flexible: the E-Boxer supports up to 150kW DC fast charging, taking the battery from 5% to 80% in under an hour. A three-phase 22kW AC charger at a depot can fully replenish the battery in just over six hours, or you’re looking at around 17 hours for an empty-to-full charge on a 7.4kW home wallbox.
Performance is smooth and quiet, with good low-speed response. It’s clearly tuned for payload rather than pace, but the immediate torque helps get the E-Boxer off the line without fuss, even when carrying heavier loads. Suspension is firmer than a car-based van but keeps things controlled, and it can bounce around a lot on a surface with even the slightest imperfections. However, as speeds increase and you find yourself on smoother motorways, it surprisingly calms down, even when empty.
Peugeot offers the E-Boxer in two body lengths (long L3 and super long L4) and two roof heights (H2 and H3). Maximum load volumes stretch to 17m3, while payloads reach up to 1,460kg depending on variant, and whether your business wants the added complexity of running a 4.25-tonne van. Stick to 3.5 tonne GVW and you’ll have a
payload of just 710kg — less than even a compact Peugeot E-Partner.
The boxy shape of the van means very little space is wasted, and the low floor helps with loading. Twin rear doors open to 180 degrees and a side sliding door is standard. Interior fittings like six tie-down hooks, LED lighting, and configurable bulkhead and seat setups make the load bay genuinely practical.
Thanks to a well-designed battery placement, there’s no compromise in load space compared to the diesel versions. However, electric models do
PRICE: £50,295 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 110kWh
POWER: 275bhp
TORQUE: 302lb ft
TOP SPEED: 56mph (N2 van limited)
0-62MPH: N/A
RANGE: 263 miles
CHARGING: up to 150kW
weigh more, which eats into the maximum payload by as much as 700kg. Despite that, it remains competitive with the best in class.
The E-Boxer isn’t cheap, with prices starting from £49,485 plus VAT for the 3.5-tonne L3H2 version. Heavier 4.25-tonne variants command a modest premium, but allow for higher payloads in exchange for added costs. Until the government changes the law, which it claims to be doing, you’ll have your van treated as an HGV and facing Class 7 MOTs from year one, mandated speed limiters, and tachographs to contend with. It’s not always worth the extra hassle and expense, and a Renault Master E-Tech 35 with its 1,125kg payload may be a better option.
As standard, the E-Boxer includes a good range of kit: digital dash, touchscreen infotainment, automatic climate control, advanced safety systems, and LED DRLs. Option packs allow you to tailor the van for fleet or individual use, including conversion support for specialist needs.
On top of the standard three-year or 100,000-mile warranty, Peugeot offers an eight-year battery warranty providing cover for 100,000 miles and guaranteeing 70% capacity.
The Peugeot E-Boxer doesn't break any new ground, and hasn’t done for some time. Still, it’s got competitive range, good payload capacity, practical body options, and a good factory conversion facility. On paper, it makes a strong case for fleets ready to go electric.
But it’s been surpassed by almost everything else on the market. The Renault Master E-Tech won the International Van of the Year title for good reason, and is a more capable, nicer driving, more comfortable, higher payload, and crucially cheaper option. It’s time for Stellantis to look at this nearly 20-yearold van and consider whether its time has passed.
PHIL HUFF
The Skoda Elroq is one of the best compact EVs on sale and part of its appeal is incredibly competitive pricing. Entry-level cars start at £31,510 and only the range-topping Sportline 85 and performance-focused vRS break the £40,000 barrier. As with so many Skodas, the Elroq offers
more space and equipment than most similarly priced rivals as well as an impressively refined ride. Below £40,000, it also offers a choice of powertrains providing between 168bhp and 282bhp, and between 232 and 355 miles of range.
The Kia EV3 shares virtually all the qualities of the Skoda Elroq. Like the Skoda, the EV3 offers impressive space and equipment levels, plus performance and range that puts it right at the top of its class. Only the top-spec GT-Line S trim breaks the £40k barrier, and the £39,405 GT-Line
brings an 81kWh battery, 367-mile range and all the equipment you’d need, except a heat pump. Even the entry-level Air has plenty of kit and can be specified with the big battery or a smaller pack that means you can pick one up for £33,000.
The Renault 5 isn’t just one of the best EVs under £40,000, it’s actually one of the cheapest electric cars on sale. Starting at just under £23,000 it’s a brilliantly stylish reinvention of Renault’s iconic supermini. It’s a compact hatch, so rear space is tight, but five doors
make it more practical than a Mini or Fiat 500. More importantly, though, it brings the latest big-car technology to the segment along with up to 250 miles of range and peppy performance. And did we mention how cool it looks?
The Grandland perhaps isn’t the best car in its class but Vauxhall has been very smart with its pricing. It recently slashed the list price of its largest family SUV to bring every model below the ECS threshold and mean top-spec versions cost less than the entry level versions of rivals like the Ford Explorer. That means you can have a fully loaded Ultimate
with adaptive LED headlights, panoramic sunroof and a powered tailgate for £39,095, or an entry-level design for £36,455. While the Grandland’s looks and drive are nothing to write home about, it’s a thoroughly capable and likeable EV with decent range and performance. And priced as it is, it represents impressive value.
Like the Renault 5, the Citroen E-C3 is a cheap and cheerful compact hatchback that won’t suit everyone but that ticks all the boxes for a large number of people. A deliberately simple car, it concentrates on doing the basics well. It can’t compete with the range or tech of
some cars on this list but, priced from £22,000, it doesn’t need to. What it does do is offer a quirky small EV with 200 miles of range and the best ride in its class, along with the day-to-day tech most people actually need.
Kia’s EV6 has always been a fantastic all-rounder but it’s also always floated just beyond the £40,000 mark. However, Kia recently announced a new entry-level model that cuts its starting price to £39,235 – £5,000 less than the next cheapest model. The cost saving comes via a smaller battery (63kWh v 84kWh) and less powerful motor (167bhp v 225bhp).
That means a drop in range to 265 miles and needing an extra second to reach 62mph. However, both figures are perfectly respectable and elsewhere you get the same spacious, comfortable and refined large family car with the same solid equipment levels as the bigger-batteried Air models.
A silly choice, but cars don’t have to all be sensible and worthy. So if you fancy hot hatch hilarity in a compact SUV shape, then the Abarth 600e is the car for you. Fiat’s tuning arm has taken the worthy but dull Fiat 600e and turned it into a genuinely fun and engaging EV with
276bhp, a limited slip diff, fake engine noise and a keen and dynamic chassis. It’s not a car for shrinking violets but for theatrics and driving enjoyment there aren’t many sub-£40k EVs that can compete with the Abarth.
Renault is on impressive form with its EV range at the moment. Alongside the stylish but small Renault 5, the Scenic offers a spacious, practical family SUV that won’t break the bank. As of the start of May, the Techno and Esprit Alpine both come in under the £40,000 threshold and both get
the “long-range powertrain”. That means 217bhp and an 87kWh battery good for up to 380 miles of range, plus a strong equipment list that includes a powered tailgate, heated steering wheel and heat pump as standard.
The politics of the man in charge cloud any discussion of Tesla and for some buyers are enough to stop them even considering one of its cars. However, viewed purely from a product perspective, the Model 3 has to be on this list. Just scraping in at £39,990 is the
standard-range, rear-wheel-drive version of the compact saloon. Even this basic model offers a 323-mile range, ultra-fast charging, and smart connected services, which make it a good fit for a lot of EV buyers.
While much of the EV world is obsessed with SUVs, Volkswagen’s electric equivalent to the Golf has shown there’s still space for a regular family hatchback and, in fact, for many people it's the sensible choice, offering plenty of room and a pleasant driving experience. Pricing and specification
for the ID.3 have varied over recent years but, currently, there are six options to choose from, all between £30,000 and £40,000. Three battery sizes offer between 242 and 346 miles of range, with the larger batteries reserved for the better-equipped and more expensive Pro S grade.
Electric cars cost almost a third less in servicing bills than petrol or diesel models, according to new data.
Research by The Car Expert and Clear Vehicle Data shows that over five years, EV service costs are on average 29% lower than those for ICE models, saving owners hundreds of pounds in running costs.
Using manufacturers’ own service schedules, the study looked at the servicing plans of more than 600 new and nearly new models across a wide variety of sizes and body styles. It found that over the course of five years, a petrol owner will pay an average total of £5,709 for regular servicing while an EV owner will pay £4,022.
Those behind the research said multiple factors fed into the EV service cost savings but the simpler mechanical nature of electric vehicles was a significant contributor. With fewer moving parts, no oil changes, and a lower number of components that require regular servicing, EVs require less time and work to carry out regular servicing.
“Servicing is often an overlooked part of the total cost of ownership, but it’s an area where electric vehicles continue to deliver a clear and measurable advantage,” said Stuart Masson, editorial director at The Car Expert. “While overall costs have risen slightly across the market, the long-term maintenance savings with EVs remain compelling.
“Servicing costs may not be front of mind when choosing a car, but they play a major role in what you’ll spend over time, and it’s vital that drivers factor that into their decision-making.”
The research found that in 95% of cases, EVs were cheaper than their like-for-like ICE competitors. The Vauxhall Corsa Electric, for example, is 31% cheaper to service over the first three years than
the petrol model – and 32% cheaper from years three to five. The Fiat 500e saves drivers even more, with service costs 34% lower than the petrol version in early ownership and 31% in later years.
Larger models also offer significant savings. The Audi Q6 e-tron is 17% cheaper to maintain annually than the petrol or diesel Q5 in the first three years, and is 19% cheaper from year 3 to year 5. And the ultra-luxurious Mercedes EQS is 28% cheaper than the ICE or hybrid S-Class from year 1 to year 3, and 29% cheaper from year 3 to year 5.
However, there are outliers, including the Volkswagen ID.3. Despite its attractive starting price of around £30,000, VW’s electric equivalent to the Golf is 45% more expensive to service than a petrol Mk8 Golf in early years and 22% pricier in years three to five.
Tim Hudson, Managing Director at Clear Vehicle Data, commented: “We break down servicing costs by every imaginable vehicle configuration – fuel type, body style, mileage, trim level, and more.
“Our data shows a clear trend: electric vehicles consistently cost less to maintain, and that gap remains significant in 2025. With more EV options available than ever before, the case for switching is stronger – particularly when you consider the measurable impact on running costs for both fleet operators and private buyers.
“As electric models expand across every vehicle segment, it’s becoming easier for drivers to choose options that offer real, long-term value.”
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If you believe the sales figures, Chinese EVs will overrun Europe in a matter of years and our manufacturers will be pushed to the fringes of the industry.
It's not an unfounded assumption, either – in just three years since it came to Europe, BYD has already made it into the top 10 most-registered EV brands in Europe. Just last month, the Chinese giant managed to outsell Tesla for the first time in its short European history.
This is for good reason, too – Chinese EVs tend to be solidly made, have a decent range, and are competitively priced. However, they tend to be – as often crops on our Everything EV podcast –slightly over-reliant on gimmicks and fraught with unnecessarily complex infotainment systems.
You see, the EV Powered team has spent a fair bit of time on the continent over the last six weeks or so. France, specifically. And it's the French manufacturers, Renault, largely, who looks to be spearheading Europe's EV fightback.
Following the introduction of its Renault 5 supermini earlier this year, it showed that a small, gimmick-free sub-£30k EV with a 250mile range is doable. The brand's Emblème, a
dual-powertrain halo car you can read about in this magazine, has brought together European technical suppliers in a sign of continental solidarity that no other engineering project has achieved since Concorde. Genuinely.
Stellantis, the automotive conglomerate whose umbrella incorporates the likes of Peugeot, Citroën, Alfa Romeo, Fiat and Abarth is also very worthy of mention in the context of Europe's EV resurgence. Given I have only limited column space, it's impossible to mention each model from each Stellantis-owned brand.
Mainstream stalwarts are showing the premium brands how it’s done in the fight to remain relevant,
For the sake of brevity, the Peugeot E-3008 dualmotor is one of the most well-built, relaxing cars I've driven for a very long time. Its ability to soak up miles in a phantom-esque, silent fashion is truly impressive. Abarth's 600e Scorpionissima with its front-mounted, Torsen limited slip differential is just pure, unadulterated silly fun. And not pure, unadulterated silly fun "for an EV" - it just is. I can speak for everyone at EV Powered, that we’re all looking forward to the upcoming Peugeot E-208 GTI.
From what I've seen, it's the likes of Mercedes and Audi who should be having sleepless nights about the rise of Chinese carmakers in Europe. Both brands have endured a troubled start to EV production. Their offerings have left plenty of long-term loyalists (myself included as a twotime Audi owner) disappointed with poor build quality, overly confusing tech, and unwarranted high prices.
Given BYD's recent sales achievements, it's now on the likes of Europe's perceived luxury brands to catch up. Its deposition of Tesla in terms of sales is evident that you can no longer trade off a name and heritage alone.
Rest assured, Europe’s EV industry is far from dead yet. I’d just never have predicted that Renault and Stellantis would be leading the charge. Would you?
80% reduction in embodied carbon - delivered
Three local roads in the North-East of England have become what we believe are the UK’s lowest carbon road resurfacing schemes. By combining material and plant technology, carbon emissions were reduced by 80% compared to conventional approaches.
