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Welcome to the March edition of Turning Electric.
It’s been another whirlwind month, with good news and bad news for the electric vehicle sector in the UK and beyond.
But in the spirit of longer days and rising temperatures, I’m choosing to focus on the positives this month, starting with the continued boom in new EV announcements.
I feel like I say this every month but the pace at which the EV market is growing is phenomenal, as is the variety of cars on offer. This month, we’re covering the whole spectrum, from the launch of a new, even more powerful version of the £300,000+ Rolls-Royce Spectre (p4) to the first glimpses of the £15,000 Dacia Spring replacement and the £17,000 VW ID.Every1 (p8-9).
As glorious as the Rolls will be (and it will be wonderful), I’m just as excited by the idea of a next-generation VW e-Up and another cheap EV from Dacia. Listeners to the podcast (please subscribe if you don’t already) will be familiar with me banging on about my love for affordable EVs but I believe they are pivotal to driving the EV transition in the UK and further afield.
Large swathes of the discussion around EVs still fixate on how far they will go on a charge. As we know longer ranges require bigger batteries which cost more and tend to only come in larger, more expensive vehicles. Yes, some people will regularly need to cover huge distances. But the reality is that, for many people a small, cheap hatchback that will do 200 miles is a better and more attractive option than a massive SUV that will do 400 miles.
If car makers are serious about attracting more private buyers, especially younger drivers more accepting of electrification, it’s cars like the Dacia, the ID.Every1 and its Polo-sized ID.2 sibling that will do it. Yes, a decade ago, a £17,000 car wasn’t considered ‘affordable’, but sadly the market has shifted dramatically. With that in mind and monthly payments more important than list prices, these are the accessible new cars that will help cement EVs in people’s lives.
Some distance away from the affordable ID.Every1, I’ve been driving the ID.3 GTX (p22). Positioned as the electric equivalent to the Golf GTI it’s an
interesting prospect. It’s good to see VW working to maintain a hot hatch presence in the EV world, but I’m not sure it’s quite got the recipe right yet. Perhaps a GTX version of the ID.Every1 might prove to be a worthy successor to the hilarious Up GTI.
Away from the new car world, we’ve got a first drive of the latest car from Electrogenic. I confess I’m massively jealous of Young Matt (as we call him round these parts) getting behind the wheel of an all-electric Mazda MX-5. Some might see electrifying cars like this lightweight roadster as sacrilege but his take on how the swap stays true to the original concept is a great read.
Sticking with electrified classics, our top 10 this month features some of our favourite EV restomods, some of which make the Electrogenic Mazda seem hum drum.
Also worth a look is our feature on Electreon (p10) and its innovative work to make wireless charging a reality for EVs. While this might sound like a fantastical idea that would be impossible to implement, it’s fascinating just how much progress has already been made and the potential such systems have, especially for the tricky commercial vehicle sector.
Circling back to my starting point, in the coming weeks I’m off to drive the new Citroen E-C3, another car at the burgeoning affordable end of the market. I’ll report back on that next month along with an examination of the outcome of the ZEV mandate consultation.
Until then, thanks for reading.
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Rolls-Royce has announced the Black Badge Spectre – its most powerful car ever, with 650bhp and an exterior inspired by the 1980s club scene.
The Black Badge Spectre is positioned as the ‘alterego’ of the luxury brand’s first electric car and sets new performance standards for the marque.
The continent-crushing coupe’s twin-motor setup has been tuned to produce 650bhp – 73bhp more than the regular Spectre – and a gargantuan 793lb ft of torque, a 129lb ft increase. The Black Badge Spectre has been equipped with a ‘Spirited Mode’ – Rolls speak for launch control – that helps the Spectre shoot from 0-62mph in just 4.1 seconds.
The car also features ‘Infinity Mode’ which is accessed via a subtle infinity symbol button on the steering wheel and which unlocks all 650bhp. This is, apparently, in tribute to the power boost function of aircraft fitted with the famous RollsRoyce Merlin engine.
Rolls-Royce says the car was developed in response to customer demand, and its engineers used hundreds of thousands of miles’ worth of customer driving data to help develop its characteristics. This included revealing that Black Badge owners tend to
use their cars’ extra potential in short, sharp bursts rather than over prolonged periods of driving, hence the Infinity Mode.
The car’s chassis has also been tuned to meet the expectations of Black Badge owners, with added steering weight and strengthened dampers to improve body control and reduce squatting under heavy throttle or braking. After in-house development, a ‘clandestine’ fleet of early Black Badge Spectres were tested in the real world by a select handful of customers.
The Black Badge identity, along with new models such as the Cullinan and Ghost, has been responsible for lowering the average age of RollsRoyce’s customer base from over 60 to mid-40s.
That, in part, explains why the Black Badge Spectre features an aesthetic inspired by the nightclub scene of the 1980s and 90s. Alongside the now traditional darkened Spirit of Ecstasy and other ‘brightwork’, the new model comes with the option of a Vapour Violet colour inspired by the
neon lights of the clubs. The famous illuminated Pantheon grille can also be specified with a coloured light for the first time, including bold shades such as Tailored Purple, Charles Blue, Chartreuse, Forge Yellow and Turchese.
Those colours can be extended to the illuminated treadplates, and bold colour choices continue inside, where the dials can be backlit in five colourscapes – Vivid Grellow, Neon Nights, Cyan Fire, Ultraviolet and Synth Wave.
In place of the traditional dashboard veneer, the Black Badge Spectre features a ‘technical fibre’ dash, constructed of woven carbon fibre and metal threads that are layered and lacquered for a three-dimensional effect. Like all Spectres, this features an illuminated ‘starscape’, but also features the Black Badge’s trademark infinity symbol, which is mirrored in the ‘waterfall’ between the rear seats.
The Spectre has been a surprising success for Rolls-Royce. It was the marque’s most in-demand model in Europe in 2024 and its second-biggest seller across the globe – figures the brand said itself had exceeded expectations.
Kia has given the first look of its new EV4, which is set to go head-to-head with the VW ID.3 in the family car market.
Unlike other electric Kias, the EV4 will be offered in two body styles - saloon and hatchback – both of which have been previewed by new pictures of the production cars.
As the name suggests, the EV4 sits beneath the larger EV6 in Kia’s range and is intended to appeal to a broader audience through more affordable pricing and the option of a hatchback variant.
The cars made their world debut at the 2025 Kia EV Day, alongside the PV5 van and the EV2 concept, in late February.
Kia’s announcement to accompany the images is light on technical detail and heavy on designer waffle. So we don’t know what motor or battery it will have but we do know that the “Every element of the EV4’s design speaks to a forward-thinking character, embodying a sense of freedom and exploration that resonates with drivers seeking innovation and versatility.”
In the metal, that appears to translate to a low sleek shape that’s a clear evolution of the EV6. The low bonnet with its modern take on the Tiger Face grille, is flanked at the edges by upright LED lights similar to the EV3’s and, like all Kia EVs, flush-fit door handles help give a smooth, uninterrupted profile.
The saloon features a long, shallow glass panel and long rear flanks, ending in a short tailgate surface, with the tail lights pushed far out into extensions of the rear arches. The hatchback, in contrast, has a shorter rear overhang and an upright rear with lights extending from the arches across the tailgate. The
saloon’s two-piece rear spoiler is also replaced with a single full-width item.
Thankfully, we don’t have to wait long for more nerdy info, with powertrain details due to be confirmed in advance of the Kia EV Day reveal. It is widely believed that to meet its more accessible positioning, the EV4 will share its motor and battery setup with the EV3 SUV. That would mean a 201bhp rear-mounted motor and a choice of 58kWh or 81kWh battery. At a guess, we would expect a range of between 250 and 350 miles.
EV Powered was given early access to a preproduction version of Toyota’s entry-level EV complete with near-finished interior ahead of the car’s dynamic launch in the coming months.
The Urban Cruiser is the smaller sibling to the Toyota BZ4X and an all-electric alternative to its popular Yaris Cross hybrid in the B-SUV segment. With sales set to start in quarter two of this year, it will go toe to toe with the likes of the Skoda Elroq and Kia EV3.
Visually, there are similarities with the boxy design of the EV3. The 4.2m Urban Cruiser borrows the slimline lighting of the BZ4X but has a chunkier, more rugged look, with squarer edges, thick black-wrapped wheel arches and a bluff front end.
The interior follows the same rugged aesthetic with a thick padded dashboard with chunky rectangular air vents and a rubberised finish. Two digital screens – 10.25 inches for instruments and 10.1 inches for media – stick out above the dashboard and while many of the car’s functions are managed via the screen there are still sensible physical controls for the air conditioning system and driving functions.
A brief spell inside suggests there’s plenty of room for four average adults. The rear bench is split 60/40 and slides to allow users to prioritise passenger or luggage space – up to 306 litres. The seat backs also split 40/20/40 to allow long loads to fit through the centre of the seats.
As well as letting us poke around the new Urban Cruiser, Toyota also confirmed more technical and specification details of its baby EV.
Entry level cars will get a 49kW battery, while higher-specification cars will get a 61kWh unit with a targeted range of 250 miles. The more basic model will use a 142bhp single motor , while the larger battery will come with a 172bhp unit.
Both versions will offer 11kW AC charging and DC charging up to 150kW will be available.
Unlike the Suzuki E Vitara, which shares the same underpinnings, the Urban Cruiser will not be offered with four-wheel drive in the UK due to lack of customer interest.
The Urban Cruiser will come in three trims. Entry level Icon specification will only be sold with the smaller battery and will feature 18-inch alloys, the two digital screens, keyless entry and a reversing camera.
Toyota has shared more information about its upcoming Urban Cruiser electric SUV ahead of the car’s launch later this year.
Design trim is expected to be the best-seller, featuring the larger battery as standard, along with heated seats and steering wheel, and auto folding mirrors.
Top-spec Excel cars get 19-inch alloy wheels as well as partial faux-leather upholstery, a JBL sound system, panoramic sunroof and two-tone paint.
Toyota wouldn’t give pricing details yet but said it would be ‘competitive’ with key rivals. Such rivals include the Kia EV3 and Skoda Elroq, indicating a starting price of around £32,000.
Customer orders for the car will open in quarter two of 2025 and first deliveries in the late summer/autumn.
Volkswagen has released a teaser image of its ID.Every1 EV
The ID.Every1 is widely-touted to be the replacement for the all-electric eUp! and will go on sale in 2027 with a starting price of around £17,000.
The teased designs showcase VW’s entry-level EV with several design elements taken from previous Volkswagens. The C-pillar and rear ¾ view is reminiscent of the revived Scirocco, while the blacked out, one-piece glass tailgate and the surrounding oblong tail lights incorporate elements of the Up! and the ID.Every1’s big brother in the VW ID family, the ID.3.
Things are unfussy up front courtesy of a black grille with oblong LEDs either side, and upright running lights in its lower half. The overall look is not visually dissimilar to a Mk4 Golf rebooted for the 2020s.
According to brand boss, Thomas Schafer, the ID.Every1 will be a true Volkswagen, and offer an “affordable, high-quality, and profitable electric Volkswagen from Europe for Europe.”
Chargepoint operator Ionity has opened its largest charging superhub in the UK, just off the M25.
The new site at the DoubleTree by Hilton hotel, Dartford, features 25 devices offering up to 350kW ultra-rapid charging, all powered by 100% renewable energy.
It is the first of six hubs being installed at DoubleTree sites around the UK. The other locations set to benefit are in Bristol, Coventry, Edinburgh, Glasgow and Newbury, where a total of 104 chargers will be deployed.
Peter Stack, CEO of Klarent Hospitality, which runs the Double Tree franchises, commented: "It’s crucial for us to futureproof our hotels against both the evolving needs of travellers and hotel guests, and our sustainability commitments; this agreement delivers both."
Andreas Atkins, Ionity’s country manager for the UK and Ireland, added: “Through partnerships like this that expand our ultrarapid charging network, we can make long-distance EV travel more accessible, convenient, and reliable for all drivers—whether they are hotel guests, business travellers, or fleet operators.”
Mini has confirmed it has paused plans to build the electric Cooper and Aceman
Mini’s parent group BMW announced in 2023 that production of the two models would begin at its Oxford site in 2026 but has now said it has been indefinitely delayed due to ‘uncertainties’ around the EV sector. The cars are currently built in China.
A spokesperson for Mini, told Turning Electric: “Plant Oxford is at the heart of Mini production, manufacturing and exporting a range of models which are sought after in the UK and around the world. However, given the multiple uncertainties facing the automotive industry, the BMW Group is currently reviewing the timing for reintroducing battery-electric Mini production in Oxford.”
BMW has already spent £600 million redeveloping the Oxford site and Swindon body pressing facility in preparation for the production shift. The factory currently produces petrol versions of the Mini hatchback and was due to shift to an all-electric output by 2030. It is not clear how the latest news affects that schedule.
The £15,000 A-segment hatchback will be closely related to the Renault Twingo and is expected to bring significant technological upgrades over the Spring.
Renault Group CEO Luca De Meo confirmed the group was already developing the new car, which will be priced similarly to the Spring. He declared: "We're preparing to go one step further in terms of EV affordability”. He said the car would be “a true Dacia” and offer the “best value for money” with a starting price of less than €18,000 (£15,000).
He also said the car would come to market within 16 months, reaching showrooms by mid2026.
The new Dacia EV will be built in Europe, rather than China where the Spring is currently made, and will share the Ampr Small platform used in the Twingo, Renault 4 and Renault 5.
This is much better than charging from zero to 100% all the time, because it places less stress on your battery
Tel Aviv University bus terminal looks - on the face of things - to be another, innocuous public transport depot in the city on Israel’s Mediterranean coast. But it isn't. Nor is the all-electric bus sitting in its bay a regular piece of public transport.
Scratch around 10 to 12 centimetres beneath where the bus is parked and you'll find a series of magnetic inductive copper coils. As for the vehicle itself, it's retrofitted with a receiver to pick up small amounts of charge emitted from the coils via a management unit located at the station, which is connected to the national electricity grid. For as long as the bus sits atop the coils, its batteries are being topped up via the transmitter underneath the chassis.
This, then, is the world of inductive automotive charging, and it's being wheeled out at an electrifyingly fast rate by Israeli firm, Electreon.
On the face of things, inductive charging sounds difficult. Believe me, I know. I failed my physics GCSE. Twice. However, thanks to Charlie Levine, Electreon's Global Strategy Manager, it's a relatively simple concept, and one that all of us with a smart device can understand.
"I think the best way to explain this is if we use our smartphones as an analogy," she explains from Electreon's Tel Aviv HQ. "There's been all kinds of research done about how we should take care of
our batteries, and it's clear that best practice is to keep the state of charge within the 30% to 80% window.
"This is much better than charging from zero to 100% all the time, because it places less stress on your phone's battery. It turns out that vehicle batteries are exactly the same. If you charge 'little and often' or top up frequently as opposed to one big charging session, this will benefit your battery in the long term and eliminates range anxiety."
Electreon's 'little and often' approach to vehicle charging isn't just relegated to bus depots and logistics hubs. Nor are its activities restricted to its domestic market. It has implemented its inductive charging tech into several wERS - that's "Wireless Electric Road System" - locations across Europe, the United States, and even Japan.
The wERS works in exactly the same way as the company's pilot project at the Tel Aviv terminal. The same copper coils are just below the road's surface, and they charge the vehicles passing over them via the same floor-mounted receiver.
The difference here is that the coils are placed in the road at "dead energy" locations where vehicles tend to idle, such as pedestrian crossings, intersections, and traffic lights. The technology can also be implemented at short-stop bus and taxi stances. The whole approach feeds back to
the charging philosophy of 'little and often', and is compared by Charlie to an "infinity loop”.
While wERS naysayers have derided Electreon's projects as unnecessarily expensive – and at £1.6 million per mile, they don't come cheap – the company maintains that its roads need not be introduced across an entire city. In terms of installation time, a kilometre's worth of coils can be rolled out in one night.
"We work closely with the University of Tokyo, and their mobility and spatial studies department is saying that in a cityscape, around 2% of the roads need electrifying," Charlie says. "That's all that's needed to provide somewhere between 85% to 97% of the charging requirements for all EVs on the road, and that incorporates passenger vehicles, commercial vehicles, and public transport.”
She adds: "Conceptually speaking, we need to introduce these roads where it makes sense to get people to understand what they're about, and to assure them that the technology behind them works and is 110% safe.
"When we think about deployment, it's an evolutionary process rather than a revolutionary one. We're not going to wake up tomorrow morning and find that all of the roads have suddenly converted into wireless electric charging roads - even if that were the case, it certainly wouldn't be every lane."
Electreon's approach of 'little and often' in contrast to fast charging has already won itself a fan in the Swedish government. Using HGVs fitted with three 35kW receivers, it found that an electric road stretching from 155 to 186 miles could reduce carbon dioxide emissions by more than 200,000 tonnes.
Moreover, Charlie adds that Sweden was the original adopter of its technologies around a decade ago.
"Sweden's a really interesting case, because they were very early adopters of the electric road idea about 10 years back," she recalls. "In fact, I'd say that it was one of the first countries to pick up on the topic.
"Then I would say that the baton has been passed to other countries in Europe and across several states in the US. In terms of commercialisation, though, we're seeing a lot of activity at home in Israel, but that's simply because it's a very small market, and all of the transport operators speak to each other.
"In a city called Rosh HaAyin not far from Tel Aviv, we successfully completed a project that involved wirelessly charging 30 buses at one time. That was the world's largest wirelessly charged
fleet project, and it wasn't dissimilar to the one we did in Tel Aviv; albeit on a much bigger scale."
And the Electreon success story isn't just relegated to infrastructure and commercial transport. In recent years, it has received the attention of 15 car manufacturers who want to integrate Electreon's retrofitted receivers into the construction of their electrified vehicles. These OEMs include Toyota, Stellantis, Volkswagen Group and Iveco.
"Obviously I can't elaborate too much about the different stages we're at with various carmakers, but I can confirm that we're in a collaborative partnership with Toyota and their main supplier, Denso, to make our receivers an integrated part of the car," Charlie continues.
In 2023, a Toyota RAV4 retrofitted with an Electreon system completed a five-day, 1,207-mile, nonstop drive on the company's Tel Aviv test track, which was just 25% electrified. Electreon says that the biggest difficulty it faced was swapping over drivers when required, not the fear of running out of battery.
As Electreon strengthens its partnerships with OEMs and is on the cusp of wheeling out a new wERS, a two-kilometre stretch on the A10 southwest of Paris, Charlie is keen to stress that the company's emphasis on simplicity won't change, especially in terms of pricing.
While she won't be drawn into pricing for the integrated transmitter, she once again draws a comparison with mobile phones.
"We imagine the system working very similarly to mobile roaming or EV charging today," she concludes. "We see the transmitter as being able to seamlessly switch between our existing wERS networks. It's like when you go abroad and your phone goes 5G, 4G, or no G at all.
"What's more, our stationary wireless charging system won't stop you from using plug-in charging on your vehicle at all. At the end of the day, you'll be charged for what you've used and that's it."
Studies show that in a cityscape, around 2% of the roads need electrifying to provide 85%-97% of the charging requirements for all EVs on the road
The Genesis GV60 is a great example of how electric cars are shifting the long-established and recognised car segments.
It used to be a busy but fairly simple choice of hatch, saloon, estate or SUV across five main size-defined segments
– A to E. Now, there’s a proliferation of EVs that are halfway between an SUV and a fastback; ones that look like saloons but have the practicality of a hatchback; estates that barely look like estates and ‘compact’ cars with more legroom than a 1990s Mercedes S Class.
Into all of this, the GV60 slots as a sort-of-mid-sized coupe-SUV with sporty ambitions and a premium price tag. It’s all a bit confusing, but is it any good?
At some point in late 2025, we should be getting the facelifted Genesis GV60, which brings a refreshed front end and upgraded interior.
I’m not sure that the new front end – with a redesigned 3D bumper – is any better looking than the current model, which is admirable for doing something completely different. The striking ‘face’ won’t be for everyone, with its quad headlights and low-set crest grille, but it’s definitely unique and sure to draw attention.
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The line of the headlights runs the length of the squat, broad bodywork to a similarly split rear light array in a steeply sloping tailgate with a slightly awkward ducktail spoiler. The shape is quite colour sensitive but touches like the V-shaped trim line (to signify volts) help emphasise the unique style of this smallest Genesis.
Like the exterior, the GV60’s interior is unlike anything else you'll find on the road. There are elements shared with other models – such as the rotary infotainment controller – but most of it is unique to the GV60. That includes the Crystal Sphere drive selector which swaps from being a smooth hemisphere to a knurled rotary controller when you start the motor. Gimmicky? Yes. Kinda cool? Yep. There are other gimmicky elements around the GV60’s cabin, from the odd shaping of the door cards and handles, to the proliferation of ovalshaped touches, and I’m still not as keen on the GV60’s interior as the GV70's.
However, there’s no questioning the fit and finish or the quality of the materials. Genesis is serious about being seen as a premium brand and pleasant touchpoints and materials such as Nappa leather upholstery help to achieve that.
Despite a relatively small footprint the GV60 offers an impressive amount of passenger space. At 4.51m long, it’s noticeably shorter than cars like the Audi Q4 e-tron,
sporty SUV lives up to its billing and fires down the road with eye-opening pace.
As with most electronically assisted steering systems, feedback isn’t the GV60’s strongest suit. It responds sharply and accurately to inputs, changing direction with surprising willingness but don’t expect Porsche (or Hyundai) levels of communication.
There’s also still a noticeable degree of body roll, even with the adaptive air suspension in its firmest setting, but lay off the boost button and it’s not too troublesome. The clever suspension on this top-spec car uses a camera to prime itself for changing surfaces ahead and while it’s generally an impressively smooth ride, the sport mode does introduce a noticeably harder edge.
All versions of the GV60 use a 77kWh battery which offers up to 321 miles of range in entry-level Premium spec and 289 miles in the Sport Plus configuration. Ultra-rapid charging of 220kW takes care of a 10-80% top-up in a hugely impressive 18 minutes.
Prices for the Genesis GV60 start at £54,105 for the single-motor Premium spec. Mid-grade Sport is £58,565 while the Sport Plus is a punchy £67,705.
The design is divisive and the price a strong one but for drivers looking to stand out from the EV crowd, it certainly has appeal.
Skoda Enyaq Coupe vRS and smaller than even the BMW iX2. But its 2.9m wheelbase allows plenty of space for four largish adults to stretch out in its supercomfortable seats. And refinement inside is impeccable whether you’re cruising along or taking advantage of the GV60’s plentiful power.
Which brings us onto the Genesis GV60’s powertrain options. Entry level cars come with a single rearmounted 226bhp motor capable of getting from 0-62mph in 7.8 seconds. Above that a Sport trim adds a motor to the front wheels for a total of 314bhp and a 2.3-second reduction in the standard acceleration test.
But I’ve been driving the range-topping Sport Plus, which packs twin 180kW motors for a total usable output of 483bhp and 516lb ft. In this version, 0-62mph takes just 4 seconds. Not that you’d guess if you leave the car in eco or comfort mode. Both these settings restrict the car’s power and mean, much like our long-term GV70, the GV60 feels quick enough but nothing special.
Stick it into Sport mode, however, and things get more interesting. Press the bright green Boost button on the steering wheel and they get even more lively as this
All the cars feature a solid premium spec, ranging from autodipping LED lights and a powered tailgate to heated rear seats and heated, cooled and massaging ‘ergo motion’ front seats. Compared to similarly priced cars from the German big three, you’ll find the equipment and technology levels pretty generous.
Sport’s only upgrade is 20-inch wheels, while Sport Plus adds goodies such as 21-inch alloys, an e-LSD, the roadscanning suspension and Nappa leather. Even then, you can spec it way beyond £70,000 with options packs that add everything from a panoramic roof to pointless digital wing mirrors.
The broad spread of the Genesis GV60’s pricing and power means that at its lower end, it is competing with the likes of the BMW, Audi and even the hottest Skoda, but in Sport Plus trim, its price and power mean there aren’t many natural rivals.
In any specification it’s a roomy, comfortable, refined and beautifully made premium car that’s well worthy of consideration against its rivals. In Sport Plus mode it just also happens to go like stink.
The design is divisive and the price a strong one but for drivers looking to stand out from the EV crowd, it certainly has appeal.
PRICE: £67,705
TRANSMISSION:
Twin-motor, all-wheel-drive
BATTERY: 77kWh
POWER: 483bhp
TORQUE: 516lb ft
TOP SPEED: 146mph
0-62MPH: 4 seconds
RANGE: 289 miles
CONSUMPTION: 3.2m/kWh
CHARGING: up to 220kW
After a sevenhour drive from Scotland to Oxford, I’ll admit I was eager to meet the team that not only once electrified a DeLorean DMC-12, but furthermore, a 1929 Rolls-Royce Phantom II that belongs to Aquaman star Jason Momoa.
MAZDA DIDN’T JUST MAKE A SPORTS CAR, BUT SOMETHING THAT COULD CONJURE A SMILE EVEN ON THE GLOOMIEST DAYS
That last point is an interesting one. Mazda didn’t just make a sports car, but something that could conjure a smile even on the gloomiest days. You needn’t drive it hard. Simply looking at it was, and still is, enough. It was serious but cute, practical but impractical (its boot was big enough for a weekend away, but the car had just two seats). EV boot floors are often raised nowadays to accommodate electronics, but not here. Popping the boot of the Electrogenic MX-5 reveals the same old luggage area.
Similarly, Electrogenic hasn’t tampered with the MX-5's exterior and if you spotted this in a car park you’d be fooled. The only real giveaway is the lack of exhaust. There are no futuristic bodywork accents, funky LED lighting or shiny plastic trim. It’s a car that can slot, in a unique way, into the existing MX-5 cult following.
It’s much the same story inside. Between the gear lever, indicating a five-speed manual, and the armrest are two rotary controls. One reads: 20, 30, infinity and the other: E, N, S. The former is a speed controller as requested by the client and the latter are drive modes (efficiency, normal and sport). The instrument cluster is original, too, but the rev
Swan Lake-like, and nailing it out of the corner resulted in a slight squirm before it whizzed down straight rather linearly. Touching on the latter, it feels more ICE than EV when tasked with heavy acceleration, minus the engine note, of course. Peak torque arrives mid-range, meaning it behaves a bit like a VVT engine does.
And then there’s ASBO, or sport, mode, meaning the car produces 160bhp and a mighty 229lb ft. It also means extra care is needed. When engaged, it was like I was shaking hands with an elderly gentleman who was three energy drinks deep: the cabin looked and felt old, but the car was running on modern fizz. The sharper throttle response was certainly noticeable and booting it out of corners now required careful feathering otherwise it would’ve easily gone backwards through a hedge. Once level, however, it was more whoosh than whizz.
Torque and weight aside, it also had ‘Rapid P309’ tyres fitted to the rear which did it few favours. It still felt nimble, but harder concentration was required to keep the rear from overtaking the front. After getting used to the car, I felt myself pushing it further and further. Eventually, the limit would appear, which
THIS IS MORE THAN JUST AN ELECTRIFIED MX-5. WHAT I WAS DRIVING FELT A BIT LIKE TWO, MAYBE THREE MX-5 GENERATIONS SQUEEZED INTO ONE CHASSIS
counter is fixed at 4,000rpm. There are no engine revolutions to gauge, so this works as a power reserve monitor instead.
I had never driven an electrified icon, and the one I was about to put through its paces was near and dear to the Electrogenic customer who owned it. Nervous? I was. After a quick tour of the Bicester Heritage test track as an Electrogenic MX-5 passenger, it was my turn.
Rotating the knob to eco mode replicates MK1 ICE performance. Power and torque are low. There’s no brake regeneration in this setting either so the car will glide to a halt if you let it and despite the gear lever’s indication, it’s an auto.
Knocking it into normal mode turns things up a bit. It feels more like a MK3 2.0-litre MX-5 in this setting and there’s regen here too. Really, this is commute mode, as the name might suggest. It’s ideal for tootling around town but there's still plenty of torque for when the national speed limit sign appears.
On the small, tight track, normal was more than enough. The MX-5 ballet danced through the first corner set. Next was the first hairpin, again very
forced me to emit some odd sounds, but it was still very controllable despite the rubbish rear tyres.
My 30-minute track slot felt like three hours. They say time flies when you’re having fun, and I was having heaps, so I’m not sure why it felt longer. Still, this was the better outcome as I bonded further with each lap. Hitting me was how the additional 100kg from the battery and electronics was barely noticeable, if at all.
This is more than just an electrified MX-5. What I was driving felt a bit like two MX-5 generations (arguably three) squeezed into one chassis. I say arguably three because sport mode felt peppier than a current-gen MX-5 in a straight line, despite them sharing a similar sub-6-second 0-62mph time. Each mode felt like it paid homage to existing generations – an odd feeling when sat in a MK1 cabin peering through a windscreen onto floppy headlights. Whatever the naysayers might think, it’s daft to look at this conversion as simply chucking in a battery and motor and adding software. Heaps of thought, research, precision, and advanced engineering have gone into this car, and I can’t wait to see what rolls out Electrogenic’s doors next.
The Volkswagen ID.3 GTX feels like it has been a long time coming.
The ID.3 first arrived in 2019, but we had to wait five years and an entire model facelift before getting this more performance-focused option.
The GTX badge is intended to be the electric equivalent of the
petrol GTI, and the ID.7 and ID Buzz have also both just received the GTX treatment. But VW’s head of technical development says the ID.3 GTX is the star of the show and claims it is the electric counterpart to the potent Golf GTI Clubsport.
That’s quite a statement and one that this first electric hot hatch from VW is going to have to work hard to live up to.
Last year’s facelift brought minor changes to the overall appearance of the ID.3 but didn’t add a whole load of character to the sensible fivedoor hatchback look. The GTX enhances the basic looks with some sharper arrowhead running lights, a bespoke lower bumper and 20-inch diamond-cut alloys. Exterior trim including the air intakes, front spoiler, side skirts mirror caps and rear diffuser are finished in gloss black, adding a slightly more aggressive appearance.
The 2023 upgrade definitely improved the interior, especially in the material quality, but the ID.3’s cabin is still not the most inspiring of places. The GTX touches help a little but they’re quite subtle – limited to a specially designed steering wheel with GTX badge, a GTX-specific dashboard finish, some red trim on the upholstery and a red ambient light in sport mode.
And there are still some strange carry overs from the standard car. This is the first hot hatch I’ve driven that has armrests built into the seats like a Range Rover.
The rest of the cabin is a fairly featureless affair with a broad plain dashboard dominated by a 12.9-inch touchscreen, with a smaller digital instrument pod floating above the steering column. It is, at least, better quality than early ID.3 and spacious, too. There’s plenty of legroom for four adults to get comfortable, generous headroom and decent width for four as well. A boot of 385 litres is plenty for a weekly shop or a few suitcases.
The new infotainment screen is bigger and brighter than before and the interface is better thought out and more responsive too. There’s still too much reliance on the screen and haptic controls, but it has ironed out a lot of the initial problems and better shortcuts make accessing important functions easier.
As befits the performance variant of the range, the ID.3 GTX gets a power boost over regular versions of the car.
It’s still rear-wheel-drive only but in Performance models the motor has been turned up to 322bhp and 402lb ft. That’s a healthy additional 121bhp and 203lb ft and results in a 0-62mph time of 5.7 seconds – a whole two seconds quicker than the next closest ID.3.
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GENESIS GV70 MONTH FIVE
OUR LONG-TERMER HAS PICKED UP A SPOT OF DAMAGE BUT ITS HIGH-TECH OFFERING CONTINUES TO IMPRESS
Sad news! Our long-term Genesis GV70 has sustained an injury.
After months of schlepping around grotty country roads, getting utterly filthy, dodging fallen branches, massive puddles and wheel-destroying potholes, the Big Red Machine has picked up a battle scar. Although you’ll have to look pretty closely to spot it.
At some point in the last few weeks, a stone has been flicked up with Luke Littler-like accuracy and cracked the tiny front-view camera, mounted right in the centre of the car’s huge grille. The camera still works, which is some
relief, but the lens is now so cracked it appears to be permanently iced over and means the 360-degree camera coverage is now more like 283-and-abit-degrees.
Still, I’m generally able to slot a car into a parking space without crashing headlong into anything, so it’s no great loss. And the more useful Surround View Monitor is still working fine. Through some kind of witchcraft, this presents a perfectly accurate top-down image of the car in relation to things around it and it makes it a doddle to ensure this largish SUV is perfectly between the lines in tight parking spaces.
That technology is by no means exclusive to the Genesis, but it has proved handy on more than one occasion. Another feature that’s not a Genesis
exclusive but does seem to only be used by the wider Hyundai family is the clever blind spot camera. Most cars warn of other vehicles in your blind spot via a flashing light in the door mirror. In the GV70, mirror-mounted cameras project a live rear-facing image onto the instrument display whenever you indicate. While it sounds distracting, it isn’t and it’s actually quite reassuring to get a real-time view of the area not covered by the camera.
Tech like that is one of the things Genesis has really emphasised in the GV70, especially in models fitted with the optional £3,600 Innovation Pack. That brings the surround view monitor, the blind-spot camera, as well as quad LED headlights with intelligent dipping. These use selective dipping to avoid dazzling other drivers while still illuminating as much of your surroundings as possible with full beams. And after five months I’ve still never been flashed by another motorist, so they’re clearly working well.
The Innovation Pack also adds a comprehensive and clear head-up display. And if you really struggle with parking in tight spaces, there’s a remote parking function which, I confess, I’m still too nervous to test in public.
Finally, the innovation bundle includes highway assist 2.0, which combines adaptive cruise control, lane centring assistance and semi-autonomous lane-changing to, theoretically, make motorway driving easier. The adaptive cruise works well and reacts in good time, rather than slamming on the anchors at the last minute, and the lane keeping is generally fairly accurate on multi-lane roads. But the lane-change assist – activated simply by indicating – is so cautious and slow, you’d have to be immensely lazy to prefer it over performing the manoeuvre yourself.
Our test car also comes with five other options packs, including the Comfort Seat package which adds a cooling function, and features the Ergo-Motion system that automaticaly gives you a massage after long stints at the wheel. Add it to the list of things I never knew I needed until now. That and the wonderful sounding Lexicon premium stereo (another £1,000) which also introduces clever active noise cancelling to enhance the car’s refinement.
All those options add to the cost – an extra £13,500 in total – and it’s arguable that you could comfortably live without any of them. But they do all add up to the general feeling of pampering that I still enjoy every time I get into the car and that I’ll miss when it goes back in a few weeks’ time.
Arrived: Price as tested: Mileage since arrival: Average consumption: Monthly charging costs: Costs: Faults:
Broken parking camera lens
The most significant improvement is the switch to hydraulic disc brakes with 180mm rotors, replacing the old mechanical setup. This change provides far better modulation and braking power, a clear benefit for all-weather urban cycling.
At the same time, Aventon shortened the reach, creating a more upright riding position that enhances both comfort and visibility in traffic. They also upgraded the frame from single-butted to double-butted aluminium, which makes the bike lighter and more rigid without sacrificing durability. Even with the integrated battery in the downtube, the Soltera 2.5 weighs around 20kg, a comfortable figure for an e-bike designed to handle commuter duties.
In terms of tyres, Aventon pairs 700c wheels with 38c slick Kenda rubber to maximise rolling efficiency and keep speed high. While these slicks help with range and a nimble feel, some riders might prefer slightly wider, more treaded options for better wet-weather
grip. Power delivery comes from a 350W rear hub motor combined with a torque sensor, allowing for smooth, intuitive assistance. The system has four power modes—Eco, Tour, Sport, and Turbo—and a Class 2 limit that caps both pedal assist and throttle speeds at 20mph. Aventon claims up to 46 miles per charge from the 345.6Wh battery; in real-world testing, the Soltera 2.5 easily meets or exceeds that figure, yielding anywhere from 28 miles in high-demand situations to 54 miles when riding gently.
A Shimano Tourney 7-speed transmission works in tandem with a 48T chainring and a 14–28T cassette, providing a practical gear range for moderate inclines and everyday riding. The drivetrain is controlled by a Revoshift twist shifter, a simple but reliable choice. Although the bike uses a rigid aluminium fork and has no suspension, the overall ride remains comfortable for city riding, particularly thanks to the new geometry. It’s also rated to
Aventon’s updated Soltera 2.5 builds on the brand’s minimalist urban e-bike concept with notable refinements.
carry up to 300lb (136kg), offering a reassuring level of sturdiness. Meanwhile, integrated lighting includes turn signals for enhanced visibility, although the absence of a brake light may disappoint riders who value that extra touch of safety.
Overall, the Soltera 2.5 succeeds in delivering a lightweight, stylish e-bike that combines well-judged comfort with strong performance. The refined geometry, improved braking, and attention to everyday practicality— such as the easily removable battery for charging—underscore Aventon’s commitment to addressing urban riders’ needs. While slick tyres and a missing brake light function might be minor drawbacks, the Soltera 2.5 stands out as a dependable, attractively priced commuter option backed by a two-year warranty and Aventon’s established direct-to-consumer support. For anyone in search of a compact, agile, and good-looking electric bike built with the city in mind, the Soltera 2.5 makes a strong case for itself.
The Soltera 2.5 refines Aventon’s urban formula, combining practicality and style with an approachable price. Its lighter frame and hydraulic brakes demonstrate a clear response to user feedback, addressing comfort and safety. While the slick tyres and missing brake light functionality may concern some riders, these points are relatively small trade-offs in a well-executed commuter bike.
For those in search of a reliable, understated e-bike that marries smooth power delivery with thoughtful design choices, the Soltera 2.5 stands out as a strong contender. Its upgraded features, supported by a competitive warranty and Aventon’s established direct-to-consumer approach, make it a compelling option in a crowded market.
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
The Trafic E-Tech, the Goelette E-Tech, and the Estafette E-Tech are the products of the Flexis programme – a collaboration between the Renault Group, the Volvo Group, and the CMA CGM Group. Each vehicle is designed with urban delivery and cargo tasks in mind.
The Trafic name has been around since 1980. This latest, fourth-generation vehicle is the largest of the three EV vans. The Trafic features an extended wheelbase and wheels positioned at the chassis’ corners to maximise interior/loading space. It has the same 10.42 metre turning circle as the latest Renault Clio, while its sub-1.90 metre height means it can easily be parked in tight spaces.
The Goelette is another name from the French manufacturer’s back catalogue. The original was
produced from 1956 to 1966. Like its predecessor, the Goelette is aimed at fleet buyers or small business owners, and its rear section was designed without any specific equipment – as such, it can be configured as a chassis cab, a box, or a tipper.
Like the Trafic and the Goelette, the Estafette is another historic Renault nameplate, and was used from 1959 to 1980. This latest Estafette is a compact van measuring just 5.27 metres long, 1.92 metres wide, and 2.6 metres high. As well as a three-piece panoramic windscreen, the Estafette has a sliding door with an integrated track for use in restricted spots.
Despite their nods to Renault’s past, the Trafic, Goelette, and the Estafette are thoroughly modern EVs. Each one is built on Flexis’
modular 800V ‘skateboard’ platform. The platform’s fast-charging batteries allow for an 80% top up in around 20 minutes, and will return a range of around 280 miles.
The low-height ‘skateboard’ also comes with Flexis’ Software Defined Vehicle (SDV) electronic architecture, which sends real-time data to fleet management operators to maximise operational efficiency, as well as receiving over-the-air updates. A Customer Operational Centre will give operators access to real-time fleet monitoring, diagnostics, personalised performance reports and more.
Given the tie-up between Renault and Volvo for the Flexis brand, users will be able to access existing Renault and Volvo dealers for servicing needs.
Renault says that these next-gen vans will go on sale in 2026, and will be built at its Sandouville plant in northern France. Further vehicle details will be announced in the coming months.
Ford Pro is rolling out new technology on its E-Transit range to simplify the lives of delivery drivers.
Delivery Assist is designed to automate many of the functions drivers find themselves doing repeatedly over the course of a day.
Offered on the E-Transit and E-Transit Custom the system automatically turns off the motor, closes windows, locks doors and activates hazard lights when the driver makes a delivery stop.
The tech is said to save several seconds every time a driver stops which, over the course of a day’s deliveries, will add up to noticeable time savings.
Ford says that the assistance helps not only by ensuring the van is secure at each stop but also helps the driver focus by reducing the number of tasks they need to remember.
Once a delivery is complete, the driver can unlock the van using keyless entry and once they climb in and press the brake pedal the motor automatically restarts and restores the windows to their previous position.
The first Farizon SV vans have arrived in the UK, and are set to go on sale during the first quarter of 2025.
The first batch of vans encompassed two of the eight variants that will be initially available in the UK.
The Farizon SV panel van will be available from a smallest L1 H1 (4.9 metres long x 1.9 metres high) version, to the biggest L3 H3 (5.9m long x 2.5 m high) variant.
The L1 and mid-sized L2 Farizon SVs will have 67kWh and 83kWh battery options, while the L3 H3 will be made available with either an 83kWh or a 106kWh unit. The range of the Farizon SV is between 177 and 247 miles, with an urban WLTP range of up to 342 miles. With such a broad range of body styles, the SV is expected to compete with the Ford E-Transit range, including the fullsize E-Transit and the E-Transit Custom, as well as a host of Stellantis rivals.
It competes directly with established electric vans like the Ford E-Transit Custom, but its dimensions mean it stretches across sectors, with the longest van rivalling an E-Transit. The style and onboard tech also put it in the firing line of the Volkswagen ID Buzz. Jack of all trades but master of none? Let’s find out.
The Farizon SV offers three battery choices: a 67kWh or 83kWh lithium iron phosphate pack and a 106kWh
nickel manganese cobalt pack, available only on the largest model. Range varies depending on size and battery choice, with a WLTP figure of 247 miles for the largest variant — the Ford E-Transit with its 89kWh battery option goes just three miles farther.
Charging is relatively swift, with the 67kWh and 106kWh batteries capable of accepting 120kW DC fast charging, while the 83kWh pack can take up
Farizon may be a new name in the UK van market, but its parent company, Geely, is a giant in the automotive world, producing millions of vehicles each year. The Farizon SV is the brand’s first foray into the European LCV market, though, and it aims to shake up the electric van sector with cutting-edge technology, a ground-up EV design, and a specification list that rivals high-end passenger cars.
to 140kW. A 20-80% charge can be completed in as little as 36 minutes.
Power comes from a 228bhp electric motor driving the front wheels, producing 248lb ft of torque. That’s enough to ensure the SV isn’t sluggish — Farizon says it’ll reach 62mph in 12 seconds, although our van had 600kg in the back, impacting performance a tad. I can confirm it will reach an indicated 88mph, though. Great Scott!
Drive modes include Eco, Normal, and Sport, each affecting throttle response and regenerative
braking and doing what you’d expect to relative performance. While the highest regen mode isn’t true one-pedal driving, it’s strong enough to reduce brake usage in urban environments.
Most electric vans have been adapted from diesel-powered models, but the SV is a dedicated EV platform. With no engine to squeeze in, Farizon’s gone for a sleek and aerodynamic aesthetic, although the effect is undone with our van’s rather drab green paintwork. The sharply raked windscreen looks great, although it introduces a thick A-pillar and a second mini A-pillar that blocks off much of the view ahead and to the side.
The SV has a surprisingly upmarket spec, featuring a 12-inch infotainment touchscreen, a secondary driver display, and a row of physical climate controls. Standard features include Apple CarPlay and Android Auto, automatic climate control, a heated and ventilated driver’s seat, a heated windscreen, and even a heated steering wheel.
However, it falls apart when you start using it. Material quality feels poor, with thin and wobbly plastics in places they shouldn’t be. The infotainment system, though feature-packed, isn’t exactly intuitive, and there’s an annoyingly overzealous safety warning system that loudly bongs whenever you change drive modes, adjust regen settings, dare to glance out of the window, or, I assume, look even slightly bored.
And then there’s the glaring omission of cupholders. Unless you include a tiny hole in a wobbly
slide-out cubby that will see you wearing your coffee at the first roundabout, there aren’t any. There’s also a notable absence of the usual storage areas, so paperwork will be left on the passenger seat.
The SV is available in five configurations, with load volumes ranging from just under 7m3 to 13m3, which Farizon claims is up to 20% more than some rivals. That puts it between the Ford E-Transit Custom, which reaches 7.7m3, and the full-size E-Transit that extends to 15.1m3.
Payload capacity varies from 1,035kg to 1,350kg, making it one of the best in class. To ensure you
FARIZON SV L1H1 83KWH
PRICE: £48,000 exc VAT, OTR and PIVG
POWERTRAIN:
Single-motor, front-wheel-drive
BATTERY: 83kWh
POWER: 228bhp
TORQUE: 248lb ft
TOP SPEED: 84mph
0-62MPH: 12 seconds
RANGE: 234 miles
CHARGING: up to 140kW
stay within limits, there’s a built-in payload monitoring system, which displays the van’s weight in real-time — although it also highlights how much the driver weighs when they step out. Fewer doughnuts required here, I fear. All models can tow up to two tonnes.
A low 550mm load height and wide side door openings improve loading access compared to most rivals, though the rear doors only open to 180 degrees unless you opt for the £300 270-degree hinge upgrade.
Farizon has taken a simple approach to pricing, offering just one well-equipped trim level. The SV starts at £45,000 (plus VAT) for the L1H1 model and rises to £56,000 for the largest L3H3 variant. Every model is loaded with kit, including a pleasingly comprehensive suite of safety tech.
Government incentives remain available, with the £5,000 plug-in van grant extended until March 2026.
A four-year or 120,000-mile warranty is far more generous than Ford provides for its Transit models. Countering its small dealer network, Farizon is backing the SV with AA service vans to effect repairs.
The Farizon SV is an intriguing addition to the UK van market. Its blend of high-tech features, fine handling, strong payload capacity, and competitive pricing means you’ve got to take a look.
The payload monitoring system is a welcome innovation, ensuring you don’t exceed the high payload limits, and the high level of standard equipment adds value.
For owner-operators and small businesses looking for an electric van that stands out from the crowd, the Farizon SV makes a strong case. It does a lot of things well but without truly excelling in any one area. A jack of all trades? Perhaps. But for the right buyer, that might be enough.
PHIL HUFF
For decades, the Peugeot Partner has been the workhorse of countless small businesses — dependable, affordable, and easy to live with. With the shift to electric, Peugeot is looking to keep that legacy alive with the E-Partner.
Peugeot recently refreshed the E-Partner with a new grille and modern styling touches, including the brand’s signature LED clawlike running lights. It looks smart, but the real question is whether it’s still the right van for the job.
With strong competition from the Ford E-Transit Courier, the Renault Kangoo E-Tech, and Stellantis-built siblings from Citroen, Fiat, Toyota and Vauxhall, does the E-Partner do enough to stay in the game?
The E-Partner comes with a 52kWh battery, which Peugeot says will deliver up to 213 miles of driving range. Realistically, you’re unlikely to hit that in everyday use, as things like cold weather, a heavy load, and motorway driving will chip away at the available range. Even so, it performs well compared to its key rivals—the Kangoo E-Tech manages around 186 miles, while the E-Transit Courier tops out at 181 miles.
Charging times are reasonable. A 7kW home wallbox will take around seven and a half hours to fully charge the battery, while a 100kW DC fast charger can get you from 0-80% in just 30 minutes.
Power comes from a single electric motor producing 134bhp and 199lb ft of torque — more than enough for a van this size. There are three driving modes to choose from: The default Normal mode
limits power to 109bhp to balance performance and efficiency. Eco mode dials it back even further to 81bhp, reducing the power available to stretch the range a little further. If you need full power, you’ll need to switch to Power mode to access all 134bhp.
Regenerative braking is in place, with a ‘B mode’ that increases energy recovery when slowing down. It helps extend range but doesn’t quite allow for full one-pedal driving.
Out on the road, the E-Partner feels composed and comfortable. The ride is smooth, even when unladen, soaking up bumps well.
The steering is light and lacks precision, especially at speed, making the van feel less connected
to the road. It’s okay for city driving but can feel a bit woolly on the motorway, particularly when loaded. The Kangoo E-Tech has the edge if you’re looking for something a little sharper to drive.
Outside, there’s not much apart from the badge and lights to set the E-Partner apart from its Citroen, Vauxhall and Fiat equivalents. Inside, Peugeot’s i-Cockpit dashboard sets it apart from its Stellantis siblings, with the instrument panel mounted higher up for better visibility. It’s easy to read, but the small steering wheel might not suit everyone.
The entry-level Professional trim is pretty basic. It doesn’t even come with a built-in radio; instead, it relies on a Smartphone Station that lets you mount and connect your own device. A DAB radio is a no-cost option, but you’ll have to ensure it’s ticked when ordering. Move up to the Professional Plus, and you get a 10-inch touchscreen with Apple CarPlay and Android Auto, while the range-topping Asphalt trim adds built-in navigation and a few cosmetic extras.
Storage is decent but not exceptional. There are a few cubby holes, a glovebox, and some decent door pockets, but space is limited compared to some rivals. Overall, it’s a practical but no-frills cabin.
The E-Partner comes in two sizes: Standard and Long. The Standard model has a load length of 1,817mm, while the Long version stretches to 2,167mm, with cargo volumes of 3.3m³ and 3.9m³ , respectively. If you opt for a model with the loadthrough bulkhead, you get an extra 0.5m³ of space for longer items, though it’s only useful for narrow loads.
Payload capacity is impressive for an electric van, with a maximum of 781kg, although this is still less than the diesel version can carry. The towing ca-
pacity is set at 750kg, which is fine for light trailers but well below the 1,500kg capability of the Kangoo E-Tech.
Getting cargo in and out is easy thanks to asymmetric rear doors, while the Standard model has a single sliding side door. The Long model gains a second side door for extra convenience.
The E-Partner is well priced within its segment, undercutting its Vauxhall Combo Electric twin by
a small amount and costing less than the Renault Kangoo E-Tech. However, Ford’s E-Transit Courier is the cheapest of the lot, although it has a smaller cargo area and lower payload capacity.
Peugeot offers a three-year, 100,000-mile warranty on the van. Service intervals are set at two years or 25,000 miles after an initial one-year check.
It’s worth noting that the Toyota Proace City, which is essentially the same van, comes with a 10-year warranty. That’s a big plus for anyone planning to keep their van for the long haul.
The Peugeot E-Partner is a solid, no-nonsense electric van that does what it needs to do without too much fuss. It’s comfortable, practical, and well-priced, making it a strong option for businesses switching to electric power.
That said, it doesn’t lead the class. The Renault Kangoo E-Tech offers sharper handling, while the Ford E-Transit Courier is a more budget-friendly choice for those who don’t need as much space.
For businesses planning to keep their van longterm, the Toyota Proace City’s 10-year warranty is hard to ignore. Given that, it’s where our money would go.
PRICE:
£31,005 exc VAT, OTR and PIVG
POWERTRAIN:
Single-motor, front-wheel drive
BATTERY: 52kWh
POWER: 134bhp
TORQUE: 199lb ft
TOP SPEED: 82mph
0-62MPH: 11.7 seconds
RANGE: 213 miles
CHARGING: up to 100kW
Despite its Octavia moniker, the Skoda Octavia Project X is nothing like the much-loved family car of today. The Project X is based on the original Octavia, which was produced by the Czech manufacturer from 1959 to 1971, and that's as far as the similarities go. Beneath the vRS-only 'Mamba Green' body, sits
an electric motor reportedly capable of churning out 444bhp and 738lb of torque. Inside, a stripped out cabin is equally as performance focused thanks to Sparco racing seats, a three-spoke steering wheel, a blanked out dashboard with a digital driver’s display, and a hydraulic handbrake.
E-Types to battery-powered down some of the coolest controversial electric classic cars
The £380,000 Kalmar 7-97 E-Volt is one of the greenest all-electric 911s ever made. The exterior is fashioned from aluminium and glass taken from its donor cars. Meanwhile, the Danish firm has created new 'plant fibre' panels for the interior. All of these lightweight materials
combined give the Kalmar 7-97 E-Volt a kerbweight of around 1.3 tonnes, similar to a Porsche 964 Turbo. A rear-mounted, Tesla Model S powertrain gives the Kalmar 450bhp, 487lb ft of torque, and a sub-four seconds 0-62mph time.
The Audi S1 e-tron quattro Hoonitron isn't strictly a restomod. It is, however, Audi Sport's electric interpretation of the iconic quattro S1 Pikes Peak and is reported to have cost $12m to develop. The Hoonitron was co-developed
with the late Ken Block with the sole purpose of entertaining while going sideways. Beneath that instantly-recognisable silhouette lies a twin-Formula E motor setup capable of producing over 1,400bhp and 44,000lb ft of torque.
The E-Type Zero is an in-house developed vehicle by Jaguar Classic. Nicknamed 'Project Marmite' as enthusiasts will either "love it or hate it", the Zero uses the batteries from the Range Rover PHEV, and the inverters from the Jaguar I-Pace. With a kerb weight of just under 1,400kg, the electrical components,
air conditioning, and power steering have made the E-Type Zero heavier than the ICE E-Type. It does, however, retain the sub-7 seconds 0-60mph time of the original and make around 255bhp. Off the shelf, the all-electric E-Type will cost £300,000, or Jaguar Classic will convert your existing car for ‘just’ £60,000.
Like all Lunaz restomods, the OG Range Rover undergoes a 5,500-hour bare-metal restoration process, and is powered by in-house-developed battery cells and motors. The Lunaz Range Rover Classic is available in three bodystyles, 'Town',
'Country' and Octopussy-style Safari. Town versions are rear-wheel drive and focused on comfort, while the Country has a four-wheel drive system, updated suspension, plus uprated brakes and anti-roll bars and 'to aid off-roading.
The 2002 is an EV take on the 1970s’ BMW 2002 and uses a detuned Tesla motor and batteries from a BMW i3S to provide everyday usability. It retains the brakes from the standard 2002, but adds adjustable KW suspension to improve stiffness. Inside, the car can be kept stock, or
decked out with a racy Momo Prototipo steering wheel and sports seats. Bavarian offers three versions, ranging from the 2002te with 180bhp and a 33kW battery, to the 2002 turbo e with 250bhp, a 45kWh battery and the brakes from the original 2002 Turbo. Prices run from €140,000 to €270,000.
Just 20 of these svelte EVs will be built, each costing £385,000 and enraging Alfa purists. Italy’s Totem GT Electric is finished entirely in carbon fibre, and powered by a 50.4kWh battery married to a midmounted motor. While it weighs 1,470kg - significantly more than the Alfa
Romeo Junior it's based on - the Totem GT Electric is quicker thanks to its 518bhp, which gives a top speed of 152mph, and 0-62mph time of just 3.4 seconds. Just 10% of the original car's chassis remains, and Totem has stiffened the chassis to deal with the extra electric horses.
Not dissimilar to the Lunaz Range Rover Classic, Inverted EV has taken the short-wheelbase Toyota Land Cruiser FJ40, the mid-wheelbase FJ43, and the LWB FJ45, and given them the all-electric restomod treatment. In entry-level spec, the Inverted gets a 53kWh battery and a 215bhp
electric motor. You can, however, spec a Tesla-sourced motor producing 320bhp and 310lb ft of torque. The all-electric Land Cruiser comes with changeable 4WD and 2WD modes, new suspension and improved brakes. It can also be configured as a hard top, soft top, or even a pickup truck.
The original Fiat 500 Spiaggina of the 1950s was geared towards experiencing la dolce vita to the fullest. Fast-forward to the mid-2020s, and this charming, contemporary take on thing is created with exactly the same premise. Toys for Boys - a sub-brand of Aznom Automotive - has recreated the Spiaggina
with the same awning in place of a roof, and ropes instead of doors as perthe original, but with luxurious leather seats and high-end cabin materials. The electric Spiaggina share the easygoing approach of the 1950s’ car with a mere 27bhp and 11kWh battery offering 56 miles of range.
The GSe ElektroMOD showed just what Opel's EV engineers could do if they were allowed to re-imagine the Manta without any constraints. Reflecting the design of the original, this rear-wheel drive, two-door restomod coupe packs a 31kWh battery making a classic-correct
147bhp and 188lb ft of torque. The all-electric Manta is also fitted with a simulatory four-speed 'manual' gearbox to reflect the original car. Inside, a three-spoke steering wheel, sports seats, and a pair of 10 and 12-inch screens make up the cabin, which again, is inspired by the OG car.
A
recent study by Which? has found that electric vehicle battery degradation is
not as severe as drivers considering the switch from ICE to EV may expect.
As part of its annual car reliability survey, the consumer title questioned 3,595 EV owners, who reported how much range their all-electric car now has compared to when they first purchased it. The survey found that, over the course of seven years, EVs lost an average of 1% of range per year.
Cars registered from 2023-24 displayed an average remaining range of 97%, and vehicles registered between 2021 and 2022 also returned an average remaining range of 97%.
Those registered from 2019-20 had a slightly lesser range of 96%, while those registered from
2017-18 had an average remaining range of 93%. Given all-electric vehicles around seven years old experience a 7% drop in range, then there is an average year-on-year reduction of 1%.
The average mileage covered by those who answered the survey was 6,001 miles – slightly below the national average – but it is the frequency and type of charging that is believed to have the greatest impact on battery life.
The findings from Which? are not the first time that myths surrounding EV battery life have been busted. In 2024, a Geotab analysis of 5,000 EVs showed that degradation was a relatively small problem and becoming less of an issue as battery technology improves. It found that average battery health has improved by 22% since 2019.
“With these higher levels of sustained health, batteries in the latest EV models will comfortably outlast the usable life of the vehicle and will likely not need to be replaced,” said David Savage, vice president for the UK and Ireland at Geotab.
“However, we still see battery reliability being used as a stick to beat EVs with. Hopefully, data like ours can finally put these myths to bed.
“The fact is that a 1.8% decline in battery health is unlikely to have a significant impact on most driver’s daily vehicle needs, and this number will only come down further with new EV models and improved battery technology.
“People should feel confident that many current EVs are suitable and cost-effective to replace a range of light, medium and heavy-duty ICE vehicles.”
In practice, a 1.8% per year drop in state of charge means a car like a Kia Niro EV with a 64.8kWh battery and 285-mile official range will lose 47.3 miles of range over a decade.
Battery longevity is frequently used by the anti-EV lobby to suggest EVs aren’t as durable as petrol or diesel cars. This claim is made despite most EV makers guaranteeing their batteries for far longer than any ICE powertrain component.
Most offer a seven- or eight- year warranty, while Toyota and Lexus guarantee their EV batteries will retain 90% of their capacity after 10 years or 620,000 miles.
While some markets continue to pour billions into EV consumer incentives, and others pull back, European leaders have their own decisions to make. For anyone who believes in the EV transition, the right choice is clear: breathe new life into an ambitious EV strategy and prioritise consumer incentives, ensuring more drivers can afford to make the switch.
Cost remains the number one barrier to EV adoption, and a study from earlier this year shows that EV subsidies are more effective when directed toward consumer rebates rather than public charging infrastructure. The study finds that cutting EV charge point subsidies leads to just a 0.87% drop in EV adoption, whereas reducing consumer subsidies results in an 8.8% decline. The German market in 2024 provides a stark real-world example of this, where reduced purchase incentives immediately impacted sales despite the country's strong charging network.
In the past we’ve called for more government investment in EV charging networks, but the most effective way to drive EV adoption right now is to
invest in the driver. Private investment is already playing a strong role in expanding our charging infrastructure, and the priority should be to make EVs more financially accessible to would-be buyers.
It’s been encouraging to see European leaders publicly commenting on bloc-wide incentives to boost demand for electric vehicles. Teresa Ribera, executive vice-president of the European Commission, told the Financial Times at the World Economic Forum in Davos that officials were “shaping” options for an incentive programme.
Yet, the need for stronger financial support for EVs is a global challenge, not just a regional one. While some countries have aggressively backed consumer incentives – China’s sustained subsidies have helped it build the world’s largest EV market – others risk falling behind due to policy hesitation. Without coordinated investment in affordability, EV adoption will remain uneven, creating fragmented markets where only the most affluent can make the switch. When governments make EVs affordable, mass adoption follows naturally.
That’s because well-targeted consumer incentives create a virtuous cycle of investment, adoption, and innovation. When people feel supported in making the switch, demand rises, encouraging automakers to produce more EVs. Increased adoption then strengthens investor confidence in infrastructure expansion, allowing private companies to continue growing the charging network efficiently. This natural market response means that funds can be used where they have the greatest impact, helping drivers afford EVs rather than subsidising chargers that the private sector is already deploying.
However, where governments fail to provide this stability, they risk falling into a vicious cycle of uncertainty. Without strong demand signals, automakers will continue to reverse their EV ambitions, limiting model availability and keeping prices high. This, in turn, will slow adoption rates, leading to reduced investor confidence in infrastructure development. The result? Fewer chargers, fewer EVs, and a slower transition overall.
Electric vehicles are our present and future, there is no doubt about that. Anyone who suggests otherwise is in denial. The most effective way to accelerate EV adoption in Europe right now is to make the cars affordable. It sounds so simple, so why isn’t it happening?
This is Jasmin. She’s one of many business owners who already use a smart meter to feel more in control of their budgeting, because smart meters help you track your energy use and costs over time.
So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.
Search ‘get a smart meter’ today.
+ THE LATEST NEWS AND UPDATES FOR EVERYTHING ELECTRIC HOME
A significant solar farm project, set to generate enough electricity for more than 10,500 East Suffolk homes, has been approved after a lengthy three-hour debate among councillors, local campaigners and the landowner.
The site, covering 41.7 hectares (103 acres) of agricultural land north of Gray’s Lane in Wissett, near Halesworth, drew 238 objections from residents and formal complaints from nearby parish councils. Despite concerns about food security, visual impact, heritage issues and water supply, planning officers recommended the application by Pathfinder Clean Energy (PACE) ULDev Limited. The East Suffolk Council ultimately voted in favour on Tuesday.
Farmer and landowner Ben Hadingham defended the plan, pointing out that changes in both market conditions and climate have significantly reduced the viability of his farm. Under the new arrangement, which will deliver 27 megawatts of power, he intends to maintain a flock of sheep on the land. “We have farmed here for over a century, and the local environment will always be important to us,” he said.
The approved site represents about 15% of the broader agricultural land in the area, with planning officers noting that brownfield alternatives would not have provided sufficient space or proximity to a suitable grid connection. While acknowledging concerns, officials concluded that the social and economic benefits, including clean energy production and bolstering national sustainability targets, outweighed potential drawbacks.
National Grid has announced a new round of public consultations regarding its proposed 56mile (90 km) overhead power line, which would run between Cottingham in East Yorkshire and High Marnham in Nottinghamshire.
Scheduled to begin next month, this additional consultation follows feedback received from two previous rounds, and is set to include online sessions as well as face-to-face drop-ins.
The power line is intended to carry energy produced by North Sea wind farms. National Grid says the project is vital to delivering more renewable power to the national transmission
network, but the plans have proved controversial in some areas due to their potential impact on local landscapes.
Under the latest proposals, the line runs southwest from Cottingham to the River Ouse near Whitgift before heading south across the Isle of Axholme, west of the River Trent. National Grid notes that a significant portion of the new infrastructure would parallel existing pylons and overhead lines.
North Lincolnshire Council previously called for a reconsideration of the route, cautioning that new pylons and lines could create a “jarring intrusion” in areas such as the Isle of Axholme, which is recognised for its historical landscape significance.
Full details of the newest proposal, including consultation events, are available on National Grid’s website. The first online session is slated for 25 February, followed by drop-in meetings beginning at Dunham on Trent Village Hall on 1 March. National Grid says it intends to apply for formal consent to construct the 400 kV line in 2026, with an operational target date of 2031.
The chosen schools are set to save an average of £4,360 per year on electricity bills, following the success of a pilot scheme that saw solar panels installed at a further six primaries in the county.
Over the next two years, the panels will be gradually fitted onto schools maintained by Gloucestershire County Council, which expects up to 85 out of its 100 maintained schools to be
A Norwegian renewable energy company believes the political landscape is primed to support a large-scale wind farm off Devon and Dorset. Source Galileo has proposed a 2GW project—dubbed PortWind—set to include up to 132 turbines capable of powering three million homes from 2036 onwards.
The firm has just announced a partnership with Portland Port, which will provide servicing for the venture. Garrett Morrison, a director at Source Galileo, says the Labour government’s “proenergy security” stance has created the ideal climate for expanded offshore wind.
“We looked at the south coast and felt it was probably under-developed from an offshore wind point of view,” Morrison told Electric Home. “We see the new government industrial strategy as one that is very much promoting offshore wind development.”
The planned wind farm would lie around 22km (14 miles) from shore, with turbines as tall as 250m. It follows the shelving of the earlier Navitus Bay proposal in 2015, when the then Conservative government refused permission due to the perceived visual impact on Dorset and the Isle of Wight’s Areas of Natural Beauty.
PortWind aims to minimise similar concerns by siting turbines further out to sea. Still, Morrison
Six primary schools in Gloucestershire will soon benefit from solar panels under a £2 million council initiative aimed at slashing energy costs and promoting sustainable practices.
suitable once full assessments are completed. Each solar panel installation is designed to last 20 years and comes with regular maintenance to ensure maximum efficiency.
“This is part of our ongoing commitment to solar power in the county,” said Stephen Davies, leader of Gloucestershire County Council. “We’re delivering cost-saving, cleaner, and greener energy to schools while helping pupils learn about renewable resources.”
The initiative supports Gloucestershire’s ambition to become carbon neutral by 2045, with an interim target to reduce emissions by 80 per cent by 2030. Beyond immediate financial savings, council leaders hope the new solar arrays will serve as a hands-on educational tool, fostering a deeper understanding of environmental stewardship among pupils.
acknowledges “some element” of the turbines will be visible from the coast, though he contends they will be “less visible” than Navitus Bay due to their position and fewer total structures.
Funding comes from an Australia–New Zealandled consortium, alongside Ingka Investments (Ikea’s investment arm). If it proceeds as planned,
PortWind would connect to the National Grid via a substation near Weymouth.
In 2024, the Labour government struck a deal with the Crown Estate, which controls much of the UK’s seabed, to accelerate offshore wind projects— an opportunity Source Galileo hopes to seize to ensure the PortWind farm becomes a reality.
The solar farm, proposed by S2W Property 103 Ltd, includes battery storage facilities and related infrastructure. It was recommended for approval by the council’s planning department, but local councillor Lionel Pascoe and nearby parish authorities raised concerns about its proximity to a site of special scientific interest (SSSI) and a floodplain. They argued the area is “rich in
West Sussex County Council (WSCC) has announced plans to significantly widen its renewable energy programme, installing solar photovoltaic (PV) and battery storage systems at 60 additional sites across the county. This expansion will include libraries, fire stations, and more schools.
The new solar panels will generate zero-carbon electricity for on-site consumption, with surplus energy either stored in batteries for later use or fed into the national grid. According to WSCC, it already operates solar arrays at 74 schools and nine council buildings, together producing about 17,000 MWh of clean electricity annually—enough to power approximately 6,300 homes.
“This programme demonstrates our dedication to creating a more sustainable West Sussex,” said Councillor Deborah Urquhart, cabinet member for environment and climate change. “By embracing solar power and the use of zero-carbon electricity, we are reducing our reliance on fossil fuels, cutting carbon emissions, and providing learning opportunities for future generations.”
Plans for a 5,000-panel solar farm near Hayle, Cornwall, have won approval despite objections over potential flooding and wildlife disruption. Cornwall Council’s strategic planning committee voted six to four in favour of the scheme, which occupies a 3.75-acre (1.5-hectare) site off Loggans Road, near the A30.
biodiversity,” making the project potentially harmful to wildlife.
Despite these objections, supporters on the committee emphasised the importance of boosting local renewable energy capacity. The electricity generated will primarily power the nearby St Ives Bay Holiday Park, via an underground cable. The farm is expected to operate for 40 years.
This decision follows the council’s earlier refusal of a separate, larger solar farm project in Gwinear, just a few miles away. Hayle Town Council and St Erth Parish Council, both of which opposed the new Loggans Road scheme, urged developers to prioritise installations on rooftops or brownfield sites instead.
Alternative energy encompasses power generated from sources that neither deplete the Earth’s finite resources nor damage the environment. With concerns over climate change on the rise, many homeowners are considering alternatives to fossil fuels to power their properties.
WHY DO WE NEED ALTERNATIVE ENERGY SOURCES?
Fossil fuels — coal, oil, and natural gas — are limited, and some experts believe they could run out within roughly 150 years. Extracting and burning these fuels also causes environmental damage, from landscape disruption and pollution to contributing to global warming. By contrast, alternative sources like solar and wind are clean, renewable, and pose no threat to human health or the planet’s climate.
Wind energy: Wind energy harnesses the power of the breeze via wind turbines. When the wind turns the blades, it spins a generator, creating electricity. Large-scale wind farms have grown rapidly around the world, but smaller turbines can also be used in domestic or community settings.
Solar energy: Solar power uses photovoltaic (PV) panels to convert sunlight into electricity. Even a few solar panels can offset a significant portion of household energy use. As sunlight is plentiful and free, a well-designed system can greatly reduce reliance on grid electricity.
Geothermal energy: Geothermal power taps into heat from underground reservoirs, often near volcanic or geologically active areas. Water is pumped below the surface, where it heats up and is turned to steam, driving a turbine that produces electricity. While large-scale geothermal plants are typically sited at hot spots, smaller domestic systems, known as geothermal heat pumps or ground-source heat pumps, can use the Earth’s stable underground temperature for heating and cooling a home.
Hydroelectric power: Hydroelectricity involves controlling the flow of water from a reservoir or river through turbines. Historically, it’s one of the oldest sources of renewable power. While large dams are usually owned and operated by utilities, small-scale or micro-hydroelectric setups can sometimes be installed by homeowners or communities near running water.
Biomass energy: Biomass uses organic materials, such as forestry by-products or animal waste, which are burned to release chemical energy as heat. Though it is technically renewable, its environmental impact can vary. Some biomass produces higher emissions than fossil fuels if not sourced and processed responsibly.
Installation: Solar panels are typically roofmounted (although they can also be groundmounted).
Benefits: Reduced or zero electricity bills; any excess energy can often be stored in batteries or fed back to the grid.
Considerations: Upfront costs can be significant, though prices have fallen in recent years.
Installation: A small wind turbine can be mounted on a free-standing pole or attached to the roof.
Benefits: Generates clean, free power when the wind blows; lowers grid electricity usage.
Considerations: Effectiveness depends on average wind speeds and any local planning permissions or regulations.
Installation: Pipes are laid underground to take advantage of stable soil temperatures.
Benefits: Highly efficient heating and cooling, potentially lower long-term costs.
Considerations: Installation involves substantial excavation; local geology can affect feasibility.|
In general, yes. The key distinction is that alternative energies do not rely on finite fossil fuels. The notable exception is nuclear power, sometimes labelled “alternative” because it does not emit greenhouse gases during power generation, but uranium fuel itself is finite, making it non-renewable in the strictest sense.
The “best” source will depend largely on: Location: Solar panels require plentiful sunlight, whereas a wind turbine demands consistently strong winds.
Budget: Large-scale geothermal or wind installations can be expensive to install but yield low running costs.
Local Regulations: Planning permission or building codes may restrict certain systems in some neighbourhoods.
Lifestyle: How long you plan to stay in the home can influence whether a large upfront cost is worthwhile.
For those who are not ready to invest in their own on-site system, many energy suppliers now offer green tariffs sourced from wind, solar or hydro, allowing you to reduce your carbon footprint without installing equipment.
Alternative energy refers to non-fossil-fuelbased power sources that are either renewable or vastly more sustainable than coal, oil, or gas.
Renewable technologies like solar, wind, and geothermal are increasingly affordable and practical for domestic use, especially with falling component costs and rising fuel prices.
Pros and cons vary by technology. Upfront costs are often higher, but the long-term savings and environmental benefits can make them worth the investment.
Local conditions such as climate, average sunshine/wind speeds, and regulations will play a decisive role in your choice of system.
HOW GREEN MORTGAGES AND SUSTAINABLE RENOVATION LOANS ARE TRANSFORMING UK HOMES Continue on next page
AS ENERGY BILLS CONTINUE THEIR UNPREDICTABLE CLIMB AND ENVIRONMENTAL CONCERNS GRIP THE PUBLIC CONSCIOUSNESS, HOMEOWNERS ACROSS THE UK ARE INCREASINGLY LOOKING FOR WAYS TO MAKE THEIR PROPERTIES GREENER AND MORE COST-EFFICIENT. SOLAR PANELS, HEAT PUMPS, AND IMPROVED INSULATION MAY SOUND LIKE OBVIOUS SOLUTIONS, BUT MANY HOUSEHOLDS FACE A SUBSTANTIAL BARRIER WHEN IT COMES TO FINANCING THESE UPGRADES. ENTER THE NEW WAVE OF GREEN MORTGAGES, SUSTAINABLE RENOVATION LOANS, AND OTHER FINANCING PRODUCTS DESIGNED TO HELP PROPERTY OWNERS MODERNISE THEIR HOMES WHILE OFFSETTING THE COSTS.
Green finance is not just a buzzword in the corridors of the City of London. Over the past several years, a growing number of banks, building societies, and specialist lenders have begun offering products tailored to eco-friendly
home improvements. Some come with lower interest rates, while others offer cashback incentives for homeowners who can prove that their renovations significantly reduce carbon emissions. Beyond that, there are government grants and local authority schemes that can ease the financial burden of adopting renewable energy systems. Taken together, these financing tools reflect the wider transformation of the UK’s housing market, one that is becoming increasingly focused on energy performance and sustainability metrics.
Yet, for many prospective renovators, green mortgages and related funding options remain mysterious. How do they work in practice? Are they genuinely cost-effective, or do they come with strings attached? And do they really add to the long-term value of a property? To shed light on these questions, it is worth taking a closer look at the products on offer, how they differ from traditional mortgages,
and the benefits and pitfalls that might arise along the way.
Banks and building societies have historically used mortgages as a blunt instrument: a way to lend money for purchasing or remortgaging a home, with interest rates determined mostly by creditworthiness, loan-to-value ratios, and the prevailing economic climate. In recent years, however, lenders have recognised that an energy-efficient home is typically a safer bet. Properties with better insulation, modern heating systems, or renewable energy sources are more likely to maintain or increase their value, particularly as the UK moves closer to its carbon reduction targets. Some lenders now incentivise these improvements by offering “green mortgages.” In essence, a green mortgage might offer a discounted interest rate (or a more flexible repayment structure) if the homeowner can demonstrate a certain level of energy efficiency, usually proven with an updated Energy
Performance Certificate (EPC). Sometimes the discount is contingent on the property meeting a minimum EPC rating, such as B or C. In other cases, lenders require proof that the funds will be used to install renewable technologies like solar panels or heat pumps.
Beyond mortgages, an entire ecosystem of sustainable renovation loans is emerging. These loans are designed specifically to finance smaller improvement projects rather than purchase a new property outright. Homeowners who already have a mortgage or have paid off a significant portion of it can take out a secondary loan to cover the costs of installing solar panels, ground or airsource heat pumps, battery storage systems, or comprehensive insulation upgrades. Depending on the lender, these loans may come with slightly lower interest rates or additional perks, such as free or subsidised energy audits. While green mortgages are often restricted to either buying or remortgaging a property, sustainable renovation
loans can be more flexible, allowing individuals to upgrade their existing homes without restructuring their entire mortgage.
A major consideration for anyone looking to take out a loan or mortgage—green or otherwise—is whether the deal actually saves money in the long run. On the surface, green finance products seem to offer clear advantages: the potential for lower rates, free energy assessments, and sometimes even partial grants for specific installations. However, sceptics warn that these benefits can be offset by higher up-front fees or more stringent lending criteria. Some lenders, for instance, may insist on thorough energy efficiency inspections that add to the initial cost, or they may offer a temporary interest-rate discount that reverts to a higher rate after a few years. It is crucial for borrowers to read the fine print, compare multiple lenders, and calculate the true cost of borrowing over the lifetime of the product.
Mortgage brokers and financial advisors often encourage clients to look beyond the immediate interest rate when evaluating green finance. It is wise to weigh whether the upgrades themselves will meaningfully reduce monthly bills and improve a home’s EPC rating, which can lead to a higher property value. If you plan to sell in the near future, a strong EPC rating can be a compelling selling point, especially in a market increasingly attuned to energy performance. Buyers who might have been on the fence about an older property could be reassured by a high-tech heat pump or an array of solar panels. Over the past decade, there has been mounting evidence that homes with better energy efficiency do indeed command higher prices, although the size of this premium varies by region and property type. Environmental, Social, and Governance (ESG) considerations are also creeping into the property sphere, with some buyers actively seeking properties that reflect their personal sustainability ethos.
Grants and government-backed initiatives add another layer of complexity—and opportunity— to the green finance landscape. While flagship programmes such as the Green Homes Grant have come and gone, smaller, localised schemes still exist. Certain councils may offer partial grants for specific upgrades, such as insulation or low-carbon heating, particularly if a homeowner meets certain criteria around income or property age. In some cases, these can be paired with a low-interest loan from a high-street or specialist lender, creating a hybrid approach to funding. Although these multi-layered solutions can be effective, they require homeowners to navigate a web of bureaucratic requirements. Staying informed about the latest government schemes,
upcoming policy changes, and local authority initiatives is essential for making the most of any available support.
For those overwhelmed by the potential pitfalls, taking a methodical approach is often best. Start by assessing your home’s current state of energy efficiency, ideally with a professional audit. This will highlight the most pressing improvements—whether it is insulation, draught-proofing, or a more efficient boiler— and provide an idea of costs. Once you know your priorities, begin researching available finance options. If you are in the market to remortgage or buy a property outright, investigate green mortgages from different lenders. Ask whether they require a particular EPC rating or documented proof of how the funds will be used. If you already have a mortgage and simply want to upgrade your existing home, look into sustainable renovation loans and see which lenders offer the best terms. Compare interest rates, fees, and the total cost of borrowing across multiple products. Do not forget to check for local authority grants, especially if you live in an area known for piloting new sustainability initiatives.
Beyond the numbers, part of the appeal of green finance is the peace of mind that comes from aligning your investments with your environmental values. Installing a heat pump or solar panels does not merely reduce bills—it also helps shrink your household’s carbon footprint. That said, the real key to success lies in balancing eco-friendliness with financial viability. If the cost of borrowing outstrips the potential savings on energy bills, then the proposition becomes harder to justify. Many homeowners, however, find that when they account for improved property values, possible grant support, and the intangible benefits of living in a greener home, the equation tilts squarely in favour of upgrading.
ULTIMATELY, GREEN MORTGAGES AND SUSTAINABLE RENOVATION LOANS REPRESENT A POWERFUL SHIFT IN THE UK PROPERTY MARKET, SIGNALLING THAT ENVIRONMENTAL CONCERNS HAVE ENTERED THE FINANCIAL MAINSTREAM. LENDERS AND POLICYMAKERS ARE INCREASINGLY RECOGNISING THAT BETTER ENERGY EFFICIENCY TRANSLATES INTO TANGIBLE BENEFITS, BOTH FOR THE INDIVIDUAL HOMEOWNER AND THE WIDER COMMUNITY. FOR THOSE PREPARED TO DO THE LEGWORK—EVALUATING PROPERTY NEEDS, RESEARCHING AVAILABLE PRODUCTS, AND CAREFULLY READING THE SMALL PRINT— THE PAYOFF CAN BE AN ENERGY-EFFICIENT, FUTURE-PROOFED HOME THAT STANDS OUT IN A RAPIDLY CHANGING MARKET.
We’ll explore the advantages and challenges of moving beyond the solar panel into wind and water-based microgeneration. From feasibility studies and planning permissions to grants, costs, and real-world success stories, discover why these niche but growing technologies could reshape the residential energy landscape.
Solar power has become the poster child for domestic renewable energy in the UK. With installation costs dropping and government policies encouraging clean energy, panels have become a frequent sight on suburban rooftops across the country. However, there are compelling reasons to consider wind and water as well.
Diversification of supply is one such reason, since a solar-only setup relies heavily on daylight and can lose efficiency during darker months. Many rural properties with higher-than-average wind speeds or consistent water flow might achieve stronger results by investing in small-scale wind or micro-hydro rather than simply opting for solar.
The technology behind microgeneration has also matured, meaning small turbines and hydro systems are no longer the experimental gambles they once were. Modern designs are more efficient, more straightforward to maintain, and often more affordable compared to a decade ago. All these factors contribute to a growing number of property owners who see small-scale wind or micro-hydro as the missing piece of their green energy puzzle.
The UK is famous for its gusty weather— especially in coastal and upland regions—making wind an abundant natural resource. While utilityscale wind farms have already capitalised on this, smaller turbines have also improved in a way that can benefit homeowners. Turbines typically range from about 1kW up to 6kW, though some models reach 15kW for larger properties or smallholdings. Placement is critical: trees, neighbouring buildings, and uneven terrain can create turbulence that reduces the turbine’s efficiency. For that reason, wide-open spaces such as farms, hilltops, or coastal properties offer the best conditions.
When it comes to costs, a 2.5kW home wind turbine might range from £3,000 to £9,000, while larger setups can climb higher. If a property is in a suitably windy spot, monthly savings on energy bills can be significant, and owners can take advantage of the Smart Export Guarantee (SEG) to earn money for any surplus electricity exported back to the grid. Depending on wind conditions and energy consumption, the payback period might be anywhere from eight to fifteen years. Owners should also note that planning regulations differ across the UK. Smaller installations can sometimes be undertaken without a full planning application if they meet specific height, boundary, and noise guidelines, but larger or more conspicuous turbines often need full permission.
Compared to solar panels, which have no moving parts, wind turbines do require ongoing maintenance to check for wear, lubricate bearings, and monitor general functionality. Reputable suppliers often provide maintenance contracts, ensuring the turbine remains both efficient and safe throughout its average lifespan of about twenty years.
British homeowners who are looking to reduce their carbon footprint—and their electricity bills—have long considered solar panels the go-to solution. Yet there is a world of possibility beyond standard rooftop photovoltaics for those with unique property attributes or a desire for greater energy independence.
While not as commonly discussed as solar or wind, micro-hydro carries the advantage of consistent, round-the-clock generation if the water source is reliable. Two main factors determine a site’s potential for micro-hydro: the amount of water flowing (measured in litres per second) and the vertical drop from intake to turbine (known as the head). Even a moderate head can generate significant power if the flow is high enough, and vice versa.
Domestic-scale hydro systems typically fall into either a run-of-the-river design, where water is diverted into a pipe and passes through a turbine before returning downstream, or a dam-based approach, which uses a small reservoir or weir to control the water supply. Installation can be more complex than solar or wind, involving channel or penstock construction, turbine housing, and grid or battery connections. Costs can range from about £15,000 to £50,000 or more depending on the site’s complexity.
In England and Wales, the Environment Agency governs water usage. Most installations will require an abstraction licence, along with flood defence consents if the work alters flow rates or affects fish habitats. Similar licensing processes exist in Scotland and Northern Ireland. Despite these administrative hurdles, a successful microhydro installation can run for twenty-five years or more with minimal operational costs. If the system is properly maintained—by clearing debris and inspecting turbines—hydro can deliver steady savings and potential revenue under the Smart Export Guarantee.
John and Linda Roberts, for instance, own a farmhouse in the Pennines, known for its gusty weather. They decided to install a 5kW wind
turbine after years of dealing with frequent power cuts. The system cost around £12,000, but Linda reports that their reliance on the grid has now dropped significantly, especially during winter storms. While the winds can sometimes be harsh, the turbine’s consistent energy production has made a tangible difference to their monthly bills.
Bethan Hughes, an architect and environmental enthusiast in North Wales, pursued her off-grid dream by installing a 4kW run-of-the-river microhydro setup for about £20,000. She explains that the system generates enough electricity for most of her household’s needs, and even exports a surplus back to the grid. Maintenance primarily involves clearing leaves and debris from the intake pipe—a small task Bethan likens to “routine gardening.”
Various loan programmes and grants have occasionally emerged to stimulate interest in small-scale renewables. While the Green Homes Grant scheme closed, local authorities continue to support clean energy through various initiatives, and community energy projects sometimes offer shared funding or revenue from collectively owned turbines or hydro setups. The Feed-in Tariff for new applicants ended in 2019, but its replacement, the SEG, ensures homeowners receive payment for surplus electricity they feed back into the grid. Not all suppliers offer the same rate, so comparing rates can be worthwhile.
Some households choose to combine several energy sources, such as solar panels alongside a small wind turbine or micro-hydro with battery storage. This hybrid approach helps balance
seasonal fluctuations and offers additional security against potential system failures. There is also a social and environmental component to consider: neighbours may have mixed reactions to visible wind turbines, and local communities can voice strong opinions about changes to the countryside. Micro-hydro systems have to be designed with wildlife protections and local hydrology in mind.
With the UK pushing towards net-zero carbon emissions, decentralised and diversified energy systems are taking hold. Small-scale wind turbines and micro-hydro installations are an important part of this shift, allowing households in rural or wind- or water-rich areas to produce clean, stable power. For many property owners, going beyond the panel is about more than just the financials—it’s an opportunity to embrace a closer relationship with the environment and future-proof against volatile energy costs.
While these systems typically require careful planning and a considerable initial investment, the long-term rewards can be substantial. Households can expect reduced reliance on the grid, long equipment lifespans, and the satisfaction of actively contributing to the UK’s decarbonisation efforts. If your corner of Britain is especially gusty or blessed with a flowing stream, the potential for harnessing your own green energy may be worth exploring more deeply. You could join a growing community of pioneers who are redefining domestic power generation—one wind gust or water current at a time.
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.
