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Allstar One Electric
Welcome to this month’s edition, where I’m kicking off by being a bit smug.
I have been banging on for months about how important affordable EVs are and how 2025 is going to be a big year for them. Now, finally, in the past few weeks I’ve had the opportunity to drive three of the UK’s cheapest new electric cars.
And I’m delighted to say that none of them disappointed.
We’ll have a full review of the Dacia Spring in next month’s magazine but I can say that it does exactly what it sets out to do. Dacia has always been about delivering the basics that people need for a price they can afford and the Spring is the electrified embodiment of that. It doesn’t have the massive range or performance of more expensive cars, nor does it have all the latest bells and whistles. But it does have the kind of range, performance and kit a lot of people need for their day-to-day lives and offers it for the same price as a similarly sized petrol car.
For buyers with a bit more money the Citroen E-C3 and Renault 5 prove you don’t have to compromise to get a great EV at a good price. The Citroen has a simple honest charm that, like the Dacia, gives drivers what they actually need without burdening them with unnecessary and expensive elements. Plus it looks good, rides better than cars costing twice as much and manages close to 200 miles on a charge.
The Renault 5 goes one better, adding a healthy dose of retro style to the mix, plus a bit more of the modern tech that some buyers demand. It’s a little more expensive than the Citroen but, for me, would be the one to go for. And even at the top of the range, where it’s less affordable, I’d probably pick one over the Mini Cooper. You can read why over on page 18.
The real cause for celebration here is the fact that buyers now have these accessible choices, plus plenty more to come with the likes of the Hyundai Inster, Fiat Panda and VW ID.2.
As an aside, the R5 also proved that ‘shorter-range’ EVs aren’t restricted to just city use. I drove my test car from Hertfordshire to France and back over
the course of a couple of days and its range and charging speed were more than enough to make it a painless process.
I was in France to see the Douai factory where my test car was built and to learn about the techniques and technology that are allowing Renault to knock it out of the park with its latest EV line-up. You can read all about that on page 14, but it’s fascinating to see the granular detail that goes into the production process in order to help cut costs for the end user.
Elsewhere in the magazine, we’ve been hearing from EV and clean energy advocate Robert Llewellyn about his history with EVs, his work to foster their adoption and the head-spinning speed at which the industry is developing. I’ve also been test driving the Smart #3 and BYD Sealion 7, and my colleague Richard has been in the US speaking to its vocal EV advocates and catching up on the latest developments in its complicated relationship with electric cars.
We’ve also put the focus on electric vans, with a rundown of the 10 best models on sale right now, alongside reviews of the new VW Transporter and Ford’s smallest Transit variant.
Next month we’ll be back with EVs from opposite ends of the spectrum, plus all the biggest news and features. Until then, enjoy the read.
Editor
Matt Allan
Reporter
George East
Graphic Designer
Grace Moseley
Videographer
Jacob Pinchbeck
Content Sales Manager
Laura Phillips
Capital Business Media, Group MD
Richard Alvin
Business Development Director
Stephen Banks
Chief Creative Director
Stuart Hyde
Finance Director
Andrew Martin
Subaru has confirmed that its all-electric Trailseeker EV estate is expected to go on sale in the UK in mid-2026 shortly after its United States launch.
The Trailseeker debuted at the recent New York International Motor Show, and is Subaru’s first fully in-house developed EV. As-per Subaru tradition, the Trailseeker gets symmetrical all-wheel drive and is powered by a twin-motor setup producing an Impreza WRX-beating 375bhp, plus a 0-60mph time of 4.4 seconds.
Subaru has yet to release European WLTP consumption figures, or confirm whether the car will carry the Trailseeker name this side of the Atlantic. However, it says that the Trailseeker’s 74.4kWh lithium-ion battery returns a 260-mile range on the US’s EPA test cycle, and can be charged from 10-80% in 25 minutes using a 150kW charger.
An all-electric answer to the Outback estate, the Trailseeker gets several drive modes including snow and mud, and a hill descent control system. It is capable of towing loads of up to 1,588kg and gets the same 210mm of ground clearance as the electric Subaru Solterra.
Skoda has revealed technical and pricing details of the performance version of its Elroq compact SUV.
The new Elroq vRS will cost from £46,650 when order books open in June this year, with customer deliveries beginning in July.
The Elroq vRS is among the most powerful production cars Škoda has ever made, thanks to a twin-motor configuration delivering 335bhp and a 0-62mph time of 5.4 seconds. That’s 52bhp more than the Elroq 85. While both cars share the same 84kWh battery, the Elroq vRS has a shorter range of 340 miles.
To separate it from standard models, the Elroq vRS gets 21-inch aero wheels, lowered suspension, vRS-only black exterior detailing, and the option of the vRS-only ‘Hyper Green’ paint job.
Inside, standard kit includes a three-spoke steering wheel, tri-zone climate control, carbon fibre-effect trim, and microfibre seats with contrasting ‘Hyper Green’ stitching. A 12-speaker Canton sound system and augmented driver’s head-up display are also part of the vRS package.
Replacing the previous hybrid-only model, the ES will be sold in pure-electric and hybrid variants, with the EV version directly challenging the BMW i5, Mercedes EQE and Audi A6 e-tron.
The eighth-generation Lexus ES is bigger in every dimension, with a cleaner, more modern design. Inside, Lexus says it has simplified the design and user interface. That includes the introduction of “Hidden Tech” switches secreted behind the material of the dashboard. A 12.3-inch touchscreen running a new Lexus operation system sits above these controls, complemented by a low-set digital instrument display.
Two electric powertrains will be offered. The ES 350e will use a single 221bhp motor to power the front wheels, while the ES 500e will add a motor to the rear axle for 338bhp and all-wheel-drive. There’s no word on range or price but, to compete with rivals, we’d expect a range of at least 350 miles and starting price north of £55,000.
The all-new Lexus ES has been revealed as the brand’s next electric model at the Shanghai motor show.
Jaecoo is set to enter the compact electric SUV segment later this year with the launch of the Jaecoo 5 BEV.
The Chinese brand which launched in the UK in 2024 said the Jaecoo 5 will arrive in the UK as its first all-electric model.
The firm says it will have a range of around 250 miles, which puts it in competition with compact SUVs such as the Ford Puma Gen-E, Jeep Avenger and Toyota Urban Cruiser. However, at 4.38m long, it’s more physically similar to longer-range options such as the Skoda Elroq and Kia EV3.
Only the range has been confirmed, with other technical details remaining under wraps. However, the Jaecoo 5 uses the same underpinnings as the Omoda E5 SUV, which features a front-mounted 201bhp motor and 61.1kWh battery, plus 80kW DC charging.
More technical details, pricing and specifications will be confirmed closer to the car’s arrival this summer. To compete with the plethora of existing options, we would expect a starting price in the low-tomid-£30,000s.
MG bosses have confirmed that the Cyberster GTS coupe will become a production car, possibly arriving this year.
The Cyberster GTS was first revealed as a concept at the 2024 Goodwood Festival of Speed with no indication of whether it would become a production model.
However, asked about it at the Shanghai motor show, designer Jozef Kaban told reporters “it’s coming”. He said that the positive response at Goodwood had “made it happen”.
He didn’t give details of when the all-electric 2+2 might go on sale but this October marks 60 years since the launch of the original MG B GT, presenting an obvious opportunity.
MG hasn’t given any technical details but under the GTS’ sleek skin we’d expect the running gear to be the same as the drop-top Cyberster.
That would mean a rear-wheel-drive powertrain with 335bhp or a 503hp all-wheel-drive setup. In the convertible, the more powerful arrangement allows for a 0-62mph time of just 3.2 seconds.
The Denza Z has broken cover at the Shanghai motor show as an all-electric challenger to the Porsche 911, MercedesAMG GT, and Maserati GranTurismo.
Denza - the luxury arm of BYD - has announced that the 'Z' moniker comes from Zenith, a reflection of its halo car status. The Denza Z has a cab-forward design, broad rear flanks and a massive adjustable rear wing to emphasise its performance intentions.
Under the skin, the Denza Z is based on the brand's e3 platform allowing for the implementation of drive-by-wire steering, braking, drivetrain, and suspension featuring Magnetorheological Body Control System.
Given BYD's propensity for big power, solid build quality, and the latest in cutting-edge in-car tech, expect the Denza Z to benefit from each of these hallmarks. For reference, Denza's first car planned for European release - the Denza Z9 GT - has a tri-motor set up producing a combined 952bhp, and novel 'crab' parking feature to squeeze into tight spaces.
Volvo has introduced a new, single-motor version of its all-electric EX90 SUV offering a boost of range and significant price reduction.
This rear-wheel drive model is available to order now, and starts at £82,660; almost £14,000 less than the previous cheapest model, which was allwheel drive and twin-motor only.
The EX90 with its rear axle-mounted single motor produces 276bhp, 361lb ft of torque, and a 0-62mph time in 8.4 seconds.
Despite having a smaller 100kWh battery than the 107kWh units found in more expensive versions of the Volvo EX90, the RWD will return 380 miles on a single charge; 16 more than its AWD sibling with its 364 mile range. Nonetheless, the RWD EX90 can still be charged with speeds up to 250kW asper the rest of the line-up.
Across the EX90 line-up, Volvo has also ushered in a new entry-level, comfort-focused ‘Plus’ trim. It comes with four-zone climate control, a panoramic sunroof, a head-up display, a 14.5-inch touchscreen control system, and 360-degree parking. Twin-motor versions also benefit from adaptive air suspension.
Polestar has introduced a battery health report for secondhand examples of its Polestar 2 EV.
The Swedish EV maker will provide customers of its pre-owned services with a simple certificate of battery health, showing the car’s remaining usable battery capacity as a percentage.
Despite reassuring evidence from recent surveys, the long-term health of EV batteries remains an issue of concern for some buyers, particularly around used EVs. Polestar says its new service addresses this.
Matt Galvin, managing director of Polestar UK said: “As more pre-owned Polestars start to come on the market, it offers a lower price entry-point to join the Polestar family and experience our performance EVs with all the software features of our new cars.
“And where customers may have been apprehensive about a five-yearold Polestar 2 and its battery condition, once again Polestar is giving car buyers transparency and providing peace of mind in the same way we do with our climate impact.”
EV start-up Slate Auto has revealed plans for a backto-basics electric pick-up truck for the US market.
The new brand, backed by Amazon boss Jeff Bezos, says it aims to create “an EV for everyone” with the Slate Truck, which will cost from under $20,000 after federal incentives.
It comes in just one specification and with a basic equipment list that includes windup windows, 17-inch steel wheels and a smartphone mount in place of an infotainment system.
However, Slate says the Truck is open to huge levels of customisation through exterior wraps and more than 100 accessories, including a dedicated tablet screen system. Slate even boasts the two-seat Truck can become a fiveseat SUV thanks to a flat-pack conversion kit.
The Slate Truck will come with two powertrain options. Standard vehicles will use a 52.7kWh battery pack providing around 150 miles of range. An optional 84.3kWh battery pack will provide a range of 240 miles. Both variants will be rear-wheel-drive, using a 201bhp motor.
Just 1,980 Renault 5 Turbo 3Es will be produced and the introductory price will only be offered to the first 500 customers who register to buy one.
When it goes on sale in mid-2027, the Renault 5 Turbo 3E will be available in Europe, the Middle East, Japan, and Australia. However, customers
Renault has announced that pricing for its Renault 5 Turbo 3E will begin from £135,000, as reservations for its new ‘mini-supercar’ open.
will be contacted in early 2026 by their chosen dealer to personalise their car.
Alongside the red ‘Rouge Grenade’ and the black, yellow, and white livery inspired by the ‘R5’ Turbo that won the 1982 Tour de Corse rally, more colours and a wide variety of interior and exterior options will be made
available via Renault’s ‘gentleman driver’ options list.
Despite sharing its name with the regular Renault 5 EV hatch, the 3E Turbo is built on a bespoke aluminium platform, and uses two in-wheel motors at the rear producing 536bhp, 3,540lb ft of torque, and a 168mph top speed.
talks China, the importance of the Toyota Prius, and the key to mass-
The Fully Charged founder explains how China wrong-footed Europe in the EV stakes, why brand new cars are a surefire way to lose money, plus the economics behind switching to all-electric motoring.
“I think what’s happening with the Chinese EV industry is mindboggling,” explains Robert Llewellyn. “Looking at what’s happened over the last five years, it’s almost as if the legacy carmakers in Europe completely underestimated what was happening in China and just got a bit complacent.
“Now you see Chinese EVs everywhere. I was in Australia recently, and my sister-in-law has a BYD Atto 3; my niece has a BYD Seal, and her mate up the road has a BYD Seal. If you look back 10, 15 years, nobody really knew who BYD were – and that’s because they made batteries. Now they’re the biggest EV maker on the planet.”
Ahead of the Everything Electric London show on April 16 – 18, Llewellyn joined EV Powered for a chat. He’s just as enthusiastic and upbeat about electrification and the world of electric vehicles as I’d hoped. If – like me, you’re of a certain vintage – you may also recognise Llewellyn as Kryten from Red Dwarf or the presenter of Scrapheap Challenge.
Surpassing legacy carmakers within the EV world in just a few years
Back to cars, though, and it’s China’s almost-overnight emergence as a global player in the EV market that’s currently Llewellyn’s biggest area of interest in the EV world.
“I think the key to understanding how the Chinese manufacturers have managed to do what they’ve done in such a short space of time, is looking at the sheer manpower they have,” he says. “When I first encountered Tesla and the Roadster back in 2008, they were a really small company with only 50 or so employees.
“Fast-forward however long it’s been since then, and they have around 124,000 employees globally. That’s impressive.
“But when you consider that BYD has that number of people working in research & development alone, then you can begin to grasp how they’ve managed to do what they’ve done in terms of battery tech, charging infrastructure, and models brought to market over such a short period. They employ almost a million people, if I’m not mistaken.”
To put that into perspective, BYD has a 900,608-strong workforce. The population of Luxembourg is 645,357. Meanwhile, Estonia has 1,369,285 people living within its borders. Were BYD a European country, it would be around the 42nd most-populous out of all 51 on the continent.
“Basically, the economies of scale that China has at its disposal are beyond anything we can envisage here,” Llewellyn continues. “The UK is a thirdstage economy, meaning it’s service-sector based. China is very industry heavy and not at the point that we are yet, so they’ve managed to completely outdo us and the rest of Europe.
“They can produce stuff quicker and sometimes better quality than we can, and that’s good news for ordinary people who want a car that won’t break the bank, because cars – like everything else! – are so expensive these days.
“It’s very easy to forget that before you or I were born, that Britain was the industrial powerhouse of the world. We built tons of amazing stuff – cars, bridges, planes, boats, you name it – and it’s incredible to consider what this little island could produce.
“However, I think we have to accept that those days are behind us, and while we should remind ourselves of them, we can’t trade on those memories anymore.
Despite keeping a firm eye on the future of China’s role in the global EV industry, Llewellyn doesn’t shy away from the fact that early 2000s California was where electrified motoring started for him. Cue the Toyota Prius hybrid. The Prius launched in 1997, and is still going strong today; especially with the arrival of the swoopy new fifth-gen car.
“The Toyota Prius was a real gamechanger for ‘normalising’ EVs,” Llewellyn explains. “I remember being in California 25 years ago or so filming for Scrapheap Challenge, and the air quality was appalling. It wasn’t just ‘a bit smoggy’, it was like Shanghai a few years ago. You couldn’t see your hand in front of your face.
“Much of taking action against this was actually instigated by Arnold Schwarzenegger when he was state governor. His people carried out some research, which found that kids who went to a school next to a highway had lower IQs than those who didn’t, and this wasn’t a case of ‘good area vs. bad area’ – it was just mainly down to the sheer levels of pollution at the time.
“And where did it come from? Well, people would go down the shops in a thumping great 7.4-litre V8 pickup for a carton of milk, and that sort of thing makes you think ‘just wind your neck in, will you?’” Llewellyn laughs.
“Toyota was the most popular carmaker in California during the late 1990s and early 2000s and it was the people from the California Air Resource Board who tasked them to make a zero emission – or at least low emission – vehicle as a way of alleviating the pollution issue.
“So, it wasn’t Toyota in Japan who originally came up with the idea of the Prius, neither was it any of ‘Big Three’ US carmakers in Detroit, and nor was it some Silicon Valley nerds.”
Fast-forward over two decades, and the fuel-sipping Prius remains one of the best-selling cars in the USA. During the first quarter of 2024, sales of the Prius grew 136% year-on-year.
According to Llewellyn, the substantial savings made through electrified motoring are where the appeal lies in terms of energy consumed, EV discounts offered by manufacturers, plus various ownership plans such as salary sacrifice schemes.
“When I came back from California, I’d spent quite a lot of time with Prius,” he recalls. “In light of that, the Volkswagen Golf R32 I was running at the time just didn’t make a lot of sense any more.
I bought the Golf brand new because I was earning good money at the time, and it was a silly thing to do. I’ve not purchased a brand new car since, because as soon as you turn a wheel, you’ve just lost £12,000, £15,000.
“I’d only had the Golf for about eight months when I decided to part-exchange it for a Prius. The Golf was a fantastic piece of engineering, but I was doing something like 12 miles per gallon.
“When I drove the Prius back from the Toyota dealership, I took my socks off because that way you’re very sensitive to your throttle inputs. I averaged 72mpg, and it became a bit of a no-brainer, really.”
Since then, Llewellyn’s EV history has included several automotive curios, including the Mitsubishi i-MiEV, which he describes as “a brilliant little car” and fondly recalls charging the world’s first highway-capable, mass-produced EV with a 22 kilowatt charging supply in a Welsh farmer’s grain barn.
His fleet has also comprised a Renault Zoe and a Tesla Model 3; two cars universally acknowledged to have moved the automotive industry forward when it comes to promoting the mass-adoption of EVs and “turning the tide of negativity” away from electrification.
When discussing how to get more UK drivers to make the transition from internal combustion engine (ICE) to EV, Llewellyn believes there are two factors involved: Firstly, encouraging motorists to try an EV for themselves; secondly, economics.
“I think a lot of people who have never driven an EV don’t really know what to expect,” he says. “I get that, because they’re something quite new and something relatively different. It’s normal to be wary of something if you don’t know much about it, or you’ve only read some negative comments on the internet.
“But when we put on events such as Everything Electric with our test drive zone, we do thousands of test drives a day with everyone from Renault to BMW. When you ask people afterwards what they thought of their experience, most of them are positive. I don’t think we should be pushy about things, but I would definitely suggest sceptics get a taste for themselves.
“As for the economic side of things, I can see why that’s an initial turnoff,” Llewellyn admits. After all, the average price of a brand EV is £46,000. However, he believes that the used EV market can play a significant part in converting motorists.
“Like I said before, buying a brand new car is a sure-fire way to lose money,” he reaffirms. “But if you look at pre-owned cars, then you can find EVs for
about £10,000, £8,000. There are also leasing options, which is the route I’ve gone down with mine as it makes things much more affordable.”
The other aspect of the economic argument Llewellyn advocates is running costs. Over the course of a year, an EV is around £528 cheaper than its ICE counterpart. This is due to home-charging costs being as low as around 7p/kWh, plus the ability to sell energy back to the grid depending on electricity supplier and tariff.
Prior to April 1st this year, EVs were also road-tax exempt.
“Imagine the street you live in,” concludes Llewellyn. “Let’s go back five years. If a family who lived there got fully kitted up with solar panels and an EV, there would have been some snide comments about them like ‘look at them virtue signalling, what a load of bloody hippy weirdos’, and that sort of thing.
“But as time goes on, you’ll notice that there are now four people on your street with electric cars, and seven with solar panels. The long and short of this is that when people see others doing something and it affects them in a positive way, then they’ll gradually pick up on it.
“When savings can be made – for example, generating your own electricity for your car from the solar panels on your roof – people quickly change their minds.”
“Ultimately, I’m all about encouraging drivers to try EVs, because I don’t think we should shut ourselves off from new things.
“While I’m 100% aware it’s anecdotal evidence, it’s always nice to hear people say ‘oh, I’d never have bought an electric car until we tried one at the Everything Electric’. That’s something all of us involved can definitely be very proud of.”
Not that long ago Renault was in a bit of a rut. It was churning out largely forgettable hybrid SUVs and fading into the background of an increasingly noisy automotive sector.
Now, just a few years later, it’s one of the most exciting and innovative EV brands out there, impressing with award-winning cars like the characterful Renault 5 and practical Scenic, offering class-leading style, usability and value. So where did it all go right for Renault?
The answer to that lies in the north of France, where the firm’s Douai factory sits at the heart of Renault’s ElectriCity and where EV Powered has been on a fact-finding mission.
This 118-hectare acre site 45 minutes from Lille is home to the all-new Renault 5, the Megane, Scenic and Alpine A290. It’s also home to Renault’s
Ampere division – an arm of the company created specifically to drive the ‘Renaulution’ towards electric vehicles.
Ampere’s motto is “better, faster, cheaper”. Its mission is to develop the next generation of electric Renaults more quickly and affordably than ever before. That involves everything from designing the vehicles and developing the tech that underpins them to parts procurement and production processes.
We’ve already seen the fruits of its labours in the new Twingo, which went from a mere idea to a concept car in just 18 months and will be on European roads in early 2026.
Continued on next page
And we’ve driven it in the Renault 5, which was singled out by CEO Luca De Meo as a priority in his first weeks in the job and five years later is on sale, priced from a wallet-friendly £23,000.
A key part of Ampere’s work since its formation in 2023 has been to learn from its partners in China, where EV production is racing ahead. Using research there into production processes and battery technology, Ampere aims to simplify its car making in Europe, catch up with Chinese brands and steal a lead over European rivals.
Central to that are massive changes at Douai, which since 1974 has built everything from the original Renault 5 and 9 to the Megane and Fuego.
In 2019 Renault declared it would become its first all-EV plant. Work started in 2021 and within two years the site was reconfigured and the line completely transformed to begin production of the Megane E-Tech in 2023.
Key to the transformation and to the credo of “better, faster, cheaper” was shrinking the factory’s footprint by almost a third. A smaller factory and more streamlined production line uses less energy, reduces transfer time of components and cuts labour costs.
Wherever we go in Douai there is an emphasis on how innovation and integrated thinking – from automated component delivery vehicles to AI monitoring of the assembly line – is helping cut production costs, ultimately allowing Renault to make its EVs more affordable.
Smarter production technology is cutting build times and costs. More than 80% of the plant’s construction robots are cloud-connected, and centralised planning and monitoring mean the right parts are in the right place at the right time, allowing a seamless process. It also means any faults can be quickly identified, traced and fixed without having to bring the entire line to a halt.
All of this saves time and, ultimately, money. The aim at Douai is to build a Renault 5 from start to finish in less than 10 hours, with more than 700 cars leaving the factory every day.
But it’s not just about reducing construction time, or a smaller building using less power. The focus on efficiency goes right down to managing individual machines.
Maintenance engineers can monitor the whole plant’s energy usage or drill right down to a single machine on the line. They can identify if one robot is using more power than it should, highlighting a potential worn or faulty part and allowing for a speedier repair. That saves time, energy and – of course – money.
Away from the production line, one of the most expensive parts of an EV is the battery – accounting for 40-50% of the construction cost. So a key part of Ampere’s work is bringing that down. Using knowledge from its Chinese operation, it is working on simplifying the production process, embracing cheaper chemistry and refining the packs’ design.
By 2026, cell-to-pack construction will be in use and by 2028 Renault aims to mimic the cell-to-chassis technology already employed by Chinese brands such as BYD. This cuts down on parts and construction time. At the same time, it hopes to start using fully cobalt-free LFP with the same energy density as NMC cells and charging times of less than 15 minutes.
Currently the Scenic and Megane’s batteries are assembled at Douai with cells from Poland and casings from the Ruitz factory 45km away. Those for the Renault 5, Alpine A290 and Renault 4 are made on-site at the AESC battery plant which now occupies the former car yard. Transfer times between the sites are measured in minutes rather than hours and distances in metres rather than kilometres, aligning with another key element of Renault’s cost reduction – localised production.
transmissions now produce battery casings and motors. Three-quarters of Douai’s suppliers are within 300km of the factory and 75% of the European market for its products is within 1,000km. Renault and Ampere estimate this centralised ecosystem could bring a 40% reduction in logistic costs.
Ampere estimates experiences and knowledge gained over the last two years will allow a 40% cost reduction for its next-generation C-SUV
Ampere says it has already applied learnings from the Megane to the Scenic and from that to the R5, and is continuing to learn and adapt. In all, Ampere estimates that its experiences and knowledge gained over the last two years will allow a 40% cost reduction for its next-generation C-SUV, compared with the current Scenic. It also opens the door for even more affordable EVs like the Renault 5 and sub-€20,000 Twingo.
While Douai is the home of Renault’s EV revolution, it is just one of three factories within a 70km radius that form the ElectriCity campus, and one of four in northern France working on EVs.
The nearby Maubeuge plant will soon begin production of the Renault 4 and factories in Ruitz and Cleon which previously built engines and
Back at Douai and looking beyond the cars already rolling out of its doors, the plant is capable of building up to eight different models on four different platforms all on the same line.
In the coming months it will start building the R5-based Nissan Micra and later in 2025 an all-electric Mitsubishi C-SUV will join it. Beyond that, we’ll have to wait and see what else comes down the line, but it seems that Renault’s renaissance shows no sign of slowing down.
The Renault 5 is one of the cars I’ve been most excited to drive this year. That’s partly due to nostalgia for my parents’ first-gen 5 from my childhood and partly because, on paper, it shows so much promise.
Renault was one of the first brands to offer a compact, relatively affordable EV in the Zoe and while it was flawed it got an awful lot right. So when Renault said it was reinventing its iconic 5 supermini as an EV, hopes were high. Would the learnings from the Zoe result in something that could deliver range, practicality and style in a well-priced, city-friendly package.
Hopes got even higher when Renault announced the new R5 would start at less than £23,000, bringing it to a whole new level of affordability, and undercutting perceived rivals like the Mini Cooper, Fiat 500 and Peugeot E-208.
But prior good form and on-paper promises only mean so much. Can the revived Renault 5 live up to expectations?
It gets off to a good start by treading a line between retro homage and modern reimagining. There are enough details and design cues from the original R5 that you can see a through line, but it’s not slavish or over the top.
It has that same sharp-edged shape and the same squat proportions (albeit scaled up). Touches like the flared bottom to the tail lights are reminiscent of the 5 Turbo, and the original car’s bonnet vent has morphed into a light-up charging indicator in the new car. But elements like those and the rectangular headlights don’t look retro or contrived and will appeal to those who have never heard of the R5 before, as well as those who remember the original.
Fitting its position as a funky city car, the Renault 5 comes as standard in vivid green, while the bold Pop Yellow paint is likely to prove popular. But there’s something appealingly understated about the sophisticated Midnight Blue of my test car.
Inside, the squared-off Gordini-inspired seats have a retro feel but elsewhere this is a thoroughly modern car, with a dash-top unit housing a 10.1inch touchscreen and digital instruments, plus a multifunction steering wheel borrowed from the Scenic.
Around the cabin, the basic interior plastics look and feel like you’d expect in a £23,000 supermini. The door tops, centre console and under-dash are all pretty average shiny black plastic. But what Renault has done brilliantly is to splash enough other textures and finishes around that they elevate the overall look and feel. Higher-spec cars get a fantastic quilted faux leather panel on the passenger side dash with bright yellow contrast stitching. Then there’s the vivid yellow panel in the seats made from recycled textiles. Even the headliner has a quilted look to add some texture and character.
While the R5 is a true supermini – at 3.9m long – front space is remarkably generous, with good levels of adjustment for the seat and steering wheel. The payoff is limited rear space. It’s what you expect from a supermini, but with the driver’s seat at full stretch, there’s no space for another human being in the back. Still, having five doors does give it a practicality boost over rivals like the Mini and Fiat 500. The boot, too, is a very respectable 326 litres and there’s a 41-litre space under the floor for your cables.
The infotainment system uses the latest Android-powered OpenR Link interface and it’s quick and clear with big, bold icons. It also supports wireless Apple and Android mirroring as well as running Google Maps natively.
As with all new cars, there’s a slew of driver ‘aids’ that - thanks to ill-conceived regulation - come on every time you start the car. However, Renault has addressed this with the ‘My Safety’ button which lets you activate a personalised setup (ie with everything off) at the press of one button.
Powertrain options for the Renault 5 are simple. You can have a 118bhp motor and 40kWh battery, or a 148bhp motor and 52kWh battery.
The entry-level setup returns 191 miles of range and a 0-62mph time of 9 seconds, while the more potent pairing offers up to 252 miles and shaves a second off the acceleration standard.
That’s the one I’ve driven and it feels well suited for this car. There’s enough instant pep from the motor to dart around town, and sufficient grunt to safely execute a motorway overtake without running out of puff. It will be interesting to see how the lower-powered variant feels in comparison.
There are three regular drive modes – eco, comfort and sport – plus a custom option. Truthfully, apart from a duller throttle in eco mode, there’s not a great deal of difference between them. There’s also no single-pedal driving, but there is a well-balanced ‘B’ mode that enhances the regenerative braking. On the move, the Renault 5 manages a careful balance between city-friendly manoeuvrability and high-speed stability. The steering is light but not as
horribly light as Renaults of the recent past. It’s direct and quick and the chassis feels well sorted, so the Alpine A290 should be proper fun. But it also feels really well planted on the motorway and rides remarkably well for a small car, so won’t get wearing on longer journeys.
Renault quotes energy consumption of 4.1m/kWh for the 148bhp Iconic Five trim. Over 500 miles, most at French autoroute speeds, I saw around 3.5m/kWh, although slower going in the UK returned close to 4m/kWh. Lower-spec cars make do with 80kW DC charging, while the higher-grade versions get 100kW. Both should take their respective batteries from 15-80% in 30 minutes.
There’s been a lot of attention on the Renault 5’s starting price of £22,995, which makes it one of the very cheapest EVs on sale right now. But there’s also a pretty big gap between the cheapest and most expensive versions.
The entry price will get you the ‘urban’ powertrain featuring the smaller battery and motor in Evolution trim. £24,995 will get you the same entry-level motor and battery in the better equipped Techno grade or you can pay £2,000 more for the Techno with the longer-range ‘comfort’ setup.
At the top of the range, the Iconic Five starts at £26,995 for the shorter-range version and £28,995 for the ‘comfort’. That’s starting to look less ‘affordable’ but still undercuts the Mini Cooper SE by around £1,000.
Even basic cars get LED lights, 18-inch diamond cut alloys, the 10.1-inch screen, wireless phone mirroring, cruise control and parking sensors. They also get all-round electric windows, twozone climate and a heat pump, none of which you get on the £22,000 Citroen E-C3.
That’s pretty much everything you need, but if you want a rear view camera, adaptive cruise control, vehicle-to-load charging, or tinted glass, you’ll need the Techno spec. Iconic Five, meanwhile, adds heated seats and steering wheel, highway driving assistance and fancier interior trim and ambient lighting.
The Renault 5 had high expectations upon it and it’s managed to meet all of them.
The EV world has been crying out for small, fun and affordable cars, and the R5 ticks so many of the boxes, from style and price to driving enjoyment and range. What’s more, it does all that while delivering a feelgood factor and character that not many rivals can match.
While top-spec cars aren’t spectacular value, the extra styling touches and range are worth splashing out on if you can. But even entry-level cars pack plenty of kit, usable everyday range and a retro-inspired look that turns heads wherever you go.
The Smart #3 is based on the same underpinnings as the #1 and, like the Ford Capri or Volvo EC40, takes the boxy SUV shape and replaces it with a swoopy coupe-inspired body. This isn’t just a new back end, though. While the curvy, bubbly front end is very similar to the #1’s, the #3 is wider, longer but lower than the SUV. And it works really well. There’s a hint of the Mercedes EQ range’s soapbar style but enough small touches and characters to appeal rather than repel.
While it looks quite different outside, inside the #3 looks and feels very much like a #1. It has a similar high-set centre console that flows out into the curvy lines of the dashboard. There’s a phone storage cubby and cupholders and a hard-to-access lower level, plus a slimline digital instrument panel slotted neatly within the lines of the dashboard. Everything is finished in materials that lie at the higher end of mainstream. Our test car featured a silver plastic finish rather than the glossy white of the #1 for a more sophisticated feel, enhanced by the brown and black leather upholstery.
At 4.4m long with a 2.78m wheelbase, the #3 sits at the larger end of the ‘compact’ segment so there’s good rear space for average sized adults, although the sloping roof makes it feel less spacious than it might. The 370-litre boot is smaller than some similarly sized SUVs, although the different shape means it feels just as usable as the 416 litres in the #1.
While the #3’s cabin is a nice place to sit, it suffers with the same troublesome infotainment system as the #1. The screen is big and responsive but in its native mode it’s covered with a smorgasbord of largely useless graphics. You have to navigate multiple menus to adjust everything from your wing mirrors to the hateful ADAS systems. Using
the wireless Android or Apple mirroring gets rid of the distracting graphics but also means your air conditioning controls completely vanish.
On those ADAS systems – they’re inaccurate and overbearing, and reactivate every single time you stop the car, requiring a merry tour of the touchscreen to switch them all off again.
The Smart #3 comes with a couple of powertrain options. Every version except the silly Brabus gets a 268bhp motor driving the rear wheels. The difference is with the battery. Entry-level Pro models get a 49kWh LFP pack good for 202 miles while Pro+ and the Premium I drove get a 66kWh NMC unit offering up to 283 miles and 150kW charging. The 268bhp gives a 0-62mph time of 5.8 seconds, which feels suitably rapid but not brutally so. There’s power on tap whenever you want it but the #3 doesn’t feel overpowered for its chassis. In fact, it feels nicely matched to the car’s road manners.
Often, such crossover EVs fail to deliver on the driving front but the Smart #3 is actually a surprisingly nice thing to drive. It has a pleasingly supple chassis that feels at home on the twisting and undulating roads of the Borders.
Steering is crisp and quick and with decent weight. It feels almost redundant to say the electronic assistance lacks feedback (it’s true of virtually all modern cars) but it does. That said, knocked into sport mode, the #3 will cut a crosscountry path with commendable control and agility.
PRICE: £44,660
TRANSMISSION: Single-motor, rear-wheel-drive
BATTERY: 66kWh
POWER: 268bhp
TORQUE: 253lb ft
And even taking advantage of its driveability, the #3 still returned a decent 3.25m/kWh in realworld use.
Sadly, the driving experience is let down by the poorly calibrated regenerative braking which feels inconsistent in when and how firmly it chooses to kick in. That’s despite having three defined settings. And don’t get me started on the onepedal driving. It’s bad enough that it leaves you drifting into junctions long after any other system would have stopped the car. What’s worse is that deactivating it throws up a confirmation message that blocks the entire touchscreen for 10 seconds.
Suffice to say, after trying the various permutations, I set the regen to its lowest level and got used to using a brake pedal again.
Prices for the Smart #3 start at £33,960 for the ‘basic’ Pro model. This still features a generous specification that includes auto-dipping LED headlights, a panoramic sunroof, powered tailgate, power adjustable heated seats, heated steering wheel and adaptive cruise control.
The Pro+ spec simply adds the bigger battery for an extra £4,000. Above that, the £40,660 Premium gets gesture control for the tailgate, adaptive headlights, interior ambient lighting, a head-up display, dual-zone climate control, a Beats sound system and a heat pump. It also gets a broader range of personalisation options, so there are far more exterior paint and interior finish choices.
The Smart #3 is a thoroughly likeable and enjoyable car hamstrung by a couple of fixable problems.
It looks good, has an interesting, comfortable and deceptively spacious interior. It’s genuinely nice to drive, offers decent range and efficiency and is well-equipped.
It’s just a shame the sub-standard user interface, infuriating driver ‘assistance’ and poor braking regen control can’t match the quality on display elsewhere.
TOP SPEED: 112mph
0-62MPH: 5.8 seconds
RANGE: 283 miles
CONSUMPTION: 3.8m/kWh
CHARGING: up to 150kW
IT LOOKS GOOD, ” “
HAS A COMFORTABLE AND DECEPTIVELY SPACIOUS INTERIOR AND IS GENUINELY GOOD TO DRIVE, WITH A DECENT RANGE AND EFFICIENCY.
BYD is not holding back. The world’s biggest global ‘new energy vehicle’ brand has plans to get bigger and bigger, including two new factories in Europe and an expanding range of models.
In the UK, we already have the Dolphin and Seal EVs and the Seal U hybrid, and now the Sealion 7
Intended as a high-performance premium family machine, the Sealion 7’s price, size and power put it against everything from the Hyundai Ioniq 5 and Tesla Model Y to the VW ID.5 GTX and Genesis GV60.
There’s a definite family resemblance to BYD’s other ‘Ocean’ cars in the X-shaped face and flared outer edges of the bonnet. Thankfully it has more of the sleek lines and sharp design of the Seal than the bloated Seal U.
That said, the coupe-style profile can’t disguise the fact this is a big car. The good news is that this translates to a spacious cabin with room for five. BYD claims class-leading knee and shoulder room, and at 6’
5” I could fit easily behind a driver of the same height, although the high floor means an odd knees-up seating position. The boot, too, at 520 litres is a big, practical space
Like the outside, the cabin’s design uses organic, flowing lines to create a soft, welcoming feeling. That’s enhanced by the sort of solid build quality and materials you’d expect for £50k+.
As with all BYDs, the Sealion 7’s dashboard is dominated by a 15.6-inch rotating touchscreen. This runs a new operating system but is still beset by the problems of trying to control everything through menus and sub-menus. There is now
a drop-down shortcut menu and permanent air con controls but they’re small and hard to use. On top of that, the ADAS systems continue to be overbearing and inaccurate, and awkward to deactivate.
Later this year, a cheaper Comfort model will join the range with a single 308bhp rear-mounted motor. That will be mated to a 82.5kWh battery that’s also used in the Design specification. Design, however, gets a 523bhp all-wheel-drive setup. The same motors are used in the Excellence trim but that gets a battery bump to 91.3kWh.
In either Design or Excellence the Sealion 7 packs a punch. Zero to 62mph takes just 4.5 seconds and a heavy right foot will launch the car forward with breathtaking pace.
But the Sealion 7 is a bit of a Jurassic Park car for me. They were so busy wondering if they could cram 523bhp into a 2.5-tonne SUV that they never stopped to consider if they should.
Or, more accurately, if they should bother. Because beyond its straight-line pace, the Sealion is dull to drive. It grips well enough and body roll is acceptable but the steering has as much life as roadkill and the suspension is calibrated for comfort. That results in a mostly calm ride on motorways but an unpleasant chopiness on challenging routes.
So a fast car, but not a fun one.
BYD says the Comfort spec should offer up to 300 miles of range when it goes on sale, and the Design just 283 miles. The 91.3kWh Excellence will manage 312 miles, which is still short of most rivals, who are pushing 350 or more. The top spec claws back some credit for offering 230kW DC charging that rivals Tesla, Hyundai and Kia.
The Comfort grade Sealion 7 will cost from £46,990 when it goes on sale, putting it in the same sphere as the basic Model Y, Enyaq Coupe and EV6.
Above that, Design costs £51,990 while Excellence is £58,990.
All versions come with the awful ADAS, a panoramic sunroof, powered tailgate, heated and ventilated front seats, heated rear seats, dualzone climate control, and a heat pump.
Design replaces the Comfort’s 19-inch wheels with 20s, and adds the second motor. Excellence adds the bigger battery and replaces the vegan ‘leather’ with proper Nappa hide. It also gets a head-up display.
Such hefty kit levels mean the Sealion 7 offers decent value compared with its competitors, and more power too. But they counter with better range and efficiency, and less hateful infotainment systems.
I came away from the Sealion 7 largely unmoved. It’s neither a bad car, nor a great one.
On the plus side, it’s spacious, mostly comfortable, well equipped and competitively priced. On the downside, it’s dull to drive, rivals beat it for range and BYD’s reliance on touchscreens continues to frustrate.
"WE'RE
Mike Murphy is no stranger to the sharp end of American politics.
As a senior Republican strategist who has advised John McCain, Mitt Romney, Jeb Bush and Arnold Schwarzenegger, Murphy has spent decades shaping some of the most pivotal campaigns in US history. Now, however, his current battleground is a different one: electric vehicles.
As founder of the American EV Jobs Alliance and co-director of the Center for the Political Future at the University of Southern California, Murphy is on a mission to secure America’s leadership in the EV industry – a mission he says is being hampered by his own party’s short-sightedness and, above all, by Donald Trump.
Speaking to Richard Alvin in Las Vegas, Murphy is a characteristically energetic presence. “I’ve been a Motorhead all my life,” he says. “I grew up in Detroit. The car business is in my blood.” His journey from petrolhead to EV advocate, he explains, began when he moved to California to run Schwarzenegger’s successful gubernatorial campaign. “I went from a fivemile-per-gallon guy to a real EV convert.”
Two years ago, frustration at the Republican Party’s reflexive hostility to EVs prompted Murphy to take action. “The future of the world car business is electric. And yet, Republicans have been busy trying to kill subsidies and sabotage the industry – playing straight into China’s hands.”
Murphy put his skills to work the way only a seasoned consultant could: he commissioned a poll,
funded it himself, and started lobbying automakers. “They were very receptive. Because here’s the thing: Republican consumers are the biggest new car buyers in America. If we alienate them from EVs, we won’t sell enough vehicles to support the industry.”
Thus, the American EV Jobs Alliance was born. Today, the organisation is at the forefront of efforts to protect EV manufacturing subsidies and preserve over 200,000 American jobs. “We’re fighting a political fight with political tools: pressure. We’re putting it right in the faces of Congress members. They’ll be voting on this in August – and they’ll hear from us first.”
Yet complicating Murphy’s mission is the man who continues to dominate the Republican Party: Donald Trump. A long-time critic of Trump – “I’ve been very involved in the Never Trump movement,” he says – Murphy makes no secret of his disdain for the former president’s policies and instincts.
“Trump claims he wants strong American manufacturing. But he doesn’t understand the supply chain. He doesn’t grasp that if we don’t compete in EVs, the US auto industry is dead in 20 years.”
Murphy points to Trump’s unpredictable imposition of tariffs and his erratic hostility towards EVs as disastrous. “The North American supply chain – Canada, Mexico, the US – is deeply intertwined. Car parts cross the border several times before assembly. Tariffs inject poison into that system. It’s terrible economics.”
Ironically, Trump’s recent public embrace of Tesla, staging an event on the White House lawn showcasing EVs, including Elon’s Musk’s cars, has, according to Murphy, inadvertently opened a door. “Putting aside the whole idea of whether the president should be huckstering products – if Trump can help reduce Republican voter hostility towards EVs, that’s a good thing. It’s desperately needed.”
Yet, he says, it’s also a sign of Tesla’s growing desperation. “Tesla’s sales are down 44% worldwide year-on-year. Elon Musk’s brand has become a lightning rod. We polled after the election: among Trump voters, Musk is hugely popular – 70% favourable rating. Among Harris voters? Only 5% favourable, 74% unfavourable.”
The consequence, Murphy argues, is a brand in freefall. “I guarantee you Tesla’s chief marketing officer is sitting in a dark room with a bottle of whiskey and a revolver. Tesla’s market cap has been cut in half. Their brand now faces cigarette company-level reputational damage.”
Indeed, Murphy says, Tesla’s woes are not just theoretical. Reports of vandalism against Tesla dealerships and vehicles in the US echo similar incidents in the UK and Europe. “It’s happening. It’s wrong, and it’s unfair on Tesla owners, many of whom bought their cars before Elon went crazy. But it shows the deep rage Musk has stirred up.”
He notes, half-laughing, that bumper stickers have started appearing in California: “I bought this Tesla before Elon went crazy” and “8 months left on my lease.” Other brands have been quick to capitalise, offering special trade-in deals for Tesla owners. “It’s shrewd. It shows just how material the damage is.”
But if Tesla is facing headwinds, the broader fight for America’s EV future continues – and Murphy is determined not to let political division sabotage it. “Our job is to stop Trump and Congress from destroying the progress we’ve made. Subsidies are essential. The Chinese government is massively
subsidising their EV industry. If we walk away, American and allied manufacturers – Germans, South Koreans, Japanese – get wiped out.”
The stakes, he says, are huge. “The EV investment in America isn’t just in blue states. It’s highly concentrated in 35 congressional districts – 28 of them Republican-held. If the subsidies vanish, it’s those Republican seats that get hammered in the next election.”
Murphy and his team are preparing a full-throated campaign: targeted pressure on voters, pushing them to contact their representatives and demand protection for EV jobs. “We’re telling people: ‘Hey, did you know your town has 712 EV-related jobs at risk? Email your Congressman now.’ That’s starting in two weeks.”
Is there hope? Murphy says yes. “Already, 21 Republican members of Congress have signed a letter urging caution on rolling back the Inflation Reduction Act – which supports EVs, nuclear, clean power, and more. It’s a sign the political ground is shifting.”
As for Elon Musk’s motivations, Murphy is unsparing. “Every businessman has only one true enemy: competition. If Musk can wipe out subsidies, it kneecaps his rivals. He thinks he’ll sell more emissions credits in Europe to companies who can’t meet fuel economy standards. That’s where Tesla makes a lot of profit.”
Yet, he warns, Musk’s calculation could backfire if Trump follows through on plans to loosen emission rules, reducing demand for those credits. “It’s complicated. But I can tell you this: Musk’s priority isn’t America’s EV future. It’s Elon Musk.”
Murphy is acutely aware of the tribalism infecting attitudes toward EVs in America. “Before the election, 58% of Republicans agreed with the statement that EVs are for people who ‘see the world differently’ than they do. Now, that’s down to 52%. Some movement, but we have a long way to go.”
Brand-wise, the gap is stark. Ford, Toyota, Volkswagen are rated highly across the political spectrum. But when it comes to electric-only brands, there’s a 50-point partisan gap. “EVs have become a political identity marker. It’s ridiculous – we shouldn’t be fighting over cars. But here we are.”
He laughs grimly. “Elon went from being EV Jesus to MAGA champion in 18 months. He should be wearing a neck brace.”
Ultimately, Murphy sees the battle for EVs as symbolic of a broader American challenge. “If we can’t get past this nonsense and invest in the industries of the future, we lose to China. Full stop.”
The mission, then, is clear: make EVs mainstream, bipartisan – and above all, American. “We’re in the fight. We’re behind. But we’re not giving up.”
As our conversation ends, Murphy leaves with a wry note: “Politics is messy. Always has been. But if we win this, we win the next 50 years for American manufacturing. That’s worth fighting for.”
PASCAL WEHRLEIN WAS HANDED VICTORY in a dramatic and controversial MIAMI E-PRIX, following a chaotic late-race restart and a flurry of post-race penalties for drivers who failed to deactivate Attack Mode in time.
The Formula E World Champion initially crossed the line behind Norman Nato, who had overtaken him during a frantic four-lap shootout after a red flag. However, the Nissan driver — along with several others — was penalised for still having Attack Mode active at the chequered flag, promoting Wehrlein to the win from the stewards’ room.
The race was shaping up for a strong Tag Heuer Porsche 1-2 with Antonio Felix da Costa leading and Wehrlein second, until a crash at the 8-9 chicane involving Jake Hughes, Sebastien Buemi and Max Guenther forced a red flag. A standing restart followed, setting up a dramatic four-lap sprint to the finish.
As drivers scrambled to take remaining Attack Modes — mandatory to activate but with strict usage regulations — confusion erupted. Nato passed Wehrlein and crossed the line first, seemingly securing victory. However, race control launched immediate investigations into multiple drivers for Attack Mode infringements, including Nato, Frijns, Rowland and Barnard.
The final classification was quickly reshuffled:
• Wehrlein was confirmed as the winner
• Lucas di Grassi took second, giving Lola-Yamaha-ABT their first-ever Formula E podium
• Da Costa salvaged third, despite dropping down the order in the restart chaos Nico Mueller took fourth — a personal best for Andretti
• Edoardo Mortara finished fifth for Mahindra
• Nato, having led over the line, was relegated to sixth
Further back, Dan Ticktum’s energy-conservation strategy saw him finish seventh, ahead of Robin Frijns, Jake Dennis, and Zane Maloney,
who secured his first Formula E points in tenth for Lola.
The controversy has reignited calls to review Formula E’s Attack Mode regulations, particularly around its usage in shortened races and restarts.
“We had the pace and the plan,” said a disappointed Nato in the Nissan garage. “But we’ve lost the win in the stewards’ room. That’s hard to accept.”
The result gives Wehrlein a crucial win in the title race, especially as championship rivals Rowland and Barnard lost ground after finishing outside the points post-penalties.
Formula E’s signature unpredictability delivered once again — but questions will now be asked about whether clarity and consistency around race procedure are keeping up with the sport’s ambitions.
BARCLAY, THE LONG-STANDING TEAM PRINCIPAL OF JAGUAR TCS RACING AND MANAGING DIRECTOR OF JLR MOTORSPORT, is set to leave Jaguar Land Rover at the end of the current Formula E season, the company has confirmed.
Barclay will officially step down from his roles on 1 August 2025, with JLR stating that he is leaving to take up “an exciting role outside our business.” His successor has not yet been announced, and no timeline has been given for a replacement.
“James has been an integral member of the JLR leadership team since he joined the company in 2013,” the company said in a statement.
“Among many significant accomplishments, last year James sensationally led Jaguar TCS
Racing to Jaguar’s first world championship win since 1991.”
Barclay joined JLR after an 11-year stint at Bentley, where he was part of the team that triumphed at Le Mans in 2003, and a threeyear period at Lotus, where he held a series of marketing roles. He took over as team director of Jaguar’s Formula E project in 2015, ahead of the team’s debut in the 2016–17 season, and became team principal and managing director of JLR Motorsport in 2021.
Under his leadership, Jaguar TCS Racing secured 17 race wins, over 30 podiums, and its most celebrated result to date: the 2023–24 Formula E Teams’ Championship—Jaguar’s first global motorsport title in more than three decades. During Barclay’s tenure, customer team Envision Racing also claimed the championship in the previous season, further cementing Jaguar’s position as a dominant force in electric motorsport.
Barclay has also played a central role in shaping JLR’s motorsport future. Most notably, he spearheaded the upcoming Defender factory entry into the Dakar Rally and FIA World RallyRaid Championship, set to debut in 2026.
“James will continue in his current role leading the JLR Motorsport function until 01 August,” the company confirmed.
His departure follows the exit of technical director Phil Charles last year, who left the team for DS Penske. Barclay’s move marks the end of a significant era for Jaguar’s return to motorsport, with his leadership widely credited for transforming the Formula E project into a world-class programme.
MCLAREN WILL LEAVE THE ALL-ELECTRIC FORMULA E SERIES AT THE END OF THIS SEASON as the iconic British racing brand refocuses its motorsport ambitions on the World Endurance Championship (WEC) and the prestigious Le Mans 24 Hours.
The decision follows McLaren’s recent announcement that it will join WEC from 2027, a move designed to realign its motorsport portfolio around the most prestigious global events. McLaren entered Formula E in 2022 after acquiring the title-winning Mercedes team but now says it is time to concentrate its efforts elsewhere.
Zak Brown, McLaren Racing’s chief executive officer, said: “We are immensely proud of what we have achieved in Formula E and the series plays an integral part in the overall motorsport landscape. But the time is right to explore other opportunities that more closely align with McLaren Racing’s overall strategic direction — including our 2027 entry into the FIA World Endurance Championship.”
Brown added that McLaren is seeking a new owner for its Formula E team. British drivers Taylor Barnard and Sam Bird are currently fourth and 13th in the championship standings after five rounds this season. “For now, we are focused on setting this great team up for future success by working towards securing a new owner,” Brown said. “The team has delivered a strong start to the year and we intend to finish the season on a high.”
McLaren’s withdrawal reflects a wider strategy to concentrate on high-profile motorsport categories where the brand has historic roots and commercial growth potential. The company is aiming to be the only manufacturer actively competing across motorsport’s so-called Triple Crown: Formula 1, the Indianapolis 500, and Le Mans.
Already reigning F1 world champions, McLaren’s drivers Oscar Piastri and Lando Norris sit first and second in the F1 standings after five races this season. In IndyCar, Christian Lundgaard and Pato O’Ward are also performing strongly, ranked third and sixth after three rounds.
World Endurance racing offers McLaren a chance to showcase its engineering prowess at Le Mans,
a crucial link to the marketing of its road-going, high-performance sports cars. The move also aligns McLaren with competitors such as Ferrari, Porsche, and Lamborghini, all of whom are active in the WEC.
Formula E, despite being a fully-fledged FIA world championship, continues to struggle with maintaining a broad public profile. Brown previously criticised the series for failing to grow its audience and noted that while sustainability is a core appeal of Formula E, Formula 1 is increasingly adopting greener technologies. From 2026, F1 engines will feature a 50 per cent electric component, and the series will switch to fully sustainable fuels.
In parallel, McLaren is reinforcing its broader sustainability commitments, including producing a circularity handbook commissioned by the FIA to promote better environmental practices in F1 design and manufacturing.
While McLaren’s departure is a setback for Formula E, it reflects a strategic shift towards more traditional motorsport platforms that offer deeper heritage, greater visibility, and stronger alignment with McLaren’s long-term brand and business ambitions.
This fourth-generation e-bike builds on its predecessor’s solid foundation, adding smart security features, better range, and a fresh take on cruiser geometry that’s bound to divide opinion.
Richard Alvin spent a week riding and testing the Pace 4, and while it’s not a radical departure from previous models, Aventon has clearly made some purposeful choices that position this as one of the smartest—and most practical—commuter cruisers you can buy today.
Design & Geometry:
A Bold New Look with Room for Tweaks
At 53 lbs, the Pace 4 is lighter than its predecessor, and its new BMX-style handlebar gives the bike a more youthful, agile aesthetic. But that same bar, paired with a longer top tube and non-adjustable stem, creates a stretched riding posture that may not suit everyone. We’d love to see an adjustable stem or additional spacers to dial in fit more comfortably for a cruiser-style ride.
The low step-through frame is a welcome touch, making mounting and dismounting quick and accessible.
Ride Comfort: Plush Where It Counts
Despite the extended reach, overall comfort is strong. The saddle is plush, the suspension seat post takes the sting out of uneven paths, and the lock-on rubber grips reduce wrist fatigue. It strikes the right balance for city and casual riders.
Performance:
Quiet Power, Natural Assistance
The Aventon 500W rear hub motor (peaking at 864W) is smooth, quiet, and efficient. The dual-
The
Aventon Pace 4 has arrived for 2025, and
it’s not here to
reinvent
the wheel—just to refine it.
sided torque sensor is a huge improvement, delivering power proportionally to pedalling effort.
Riding modes - Eco, Sport, and Turbo - are customisable through the Aventon app, letting you tune power and acceleration to your exact preferences.
Range & Battery: Efficiency Over Voltage
One of the big changes in the Pace 4 is the switch to a 36V, 20Ah battery (720Wh), down from the previous 48V system. But this isn’t a downgrade. It’s part of Aventon’s smart strategy to streamline battery compatibility across its lineup. Paired with better torque sensing and lighter weight, this setup gives the Pace 4 a real-world range of up to 70 miles in Eco mode—confirmed in our test ride.
Tech & Security: A Game-Changer
Here’s where the Pace 4 really pulls ahead. Aventon’s new Aventon Control Unit (ACU) adds layers of security and functionality:
4G connectivity for always-on tracking
• Geo-fencing to alert you if your bike leaves a preset perimeter
• Smart rear wheel lock that immobilises the bike Remote disable and motion alerts via the Aventon app
The full-colour BC147 display, styled with a nostalgic nod to early 2000s MP3 players, controls it all— though the small font may be a challenge for some.
Components: Well-Equipped and Familiar
• Shimano Altus 8-speed drivetrain is reliable and smooth after some initial tuning Tektro hydraulic disc brakes with 180mm rotors offer confident, consistent stopping
• 27.5x2.1” Innova commuter tires with reflective sidewalls are quiet and quick on pavement Flat pedals, three-piece crank, and a 48T chainring round out a practical setup
Options, Colours, and Accessories
Only one frame style is available: a step-through offered in S/M (4’11”–5’7”) and L/XL (5’7”–6’1”). Mounting points for racks and fenders are built in, and Aventon is leaning into universal compatibility with accessories rather than launching Pace-specific add-ons.
The Aventon Pace 4 isn’t a ground-up overhaul— it’s a well-executed evolution. It focuses on smart tech, improved range, and rider-friendly design while keeping the price tag within reach for a modern e-bike. It’s not without flaws—namely the stretched cockpit and fixed handlebar—but those can be worked around.
What you get is a highly capable, secure, and thoughtfully built cruiser that will please commuters and casual riders alike.
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
Mercedes has updated its eVito panel van with a major battery improvement and new motor.
The new battery replaces the 60kWh unit found in the previous-generation eVito, and can be combined with either an 114bhp motor or a more powerful 201bhp motor from the eVito passenger van; the latter of which produces 269lb ft of torque.
The latest eVito can be charged from 10%-80% within 40 minutes, and can accept a maximum charging rate of 110kW. The van's starting price begins at around £38,500 for the 5.2m-long variant. Prices will increase accordingly with the extra-long 5.3m option.
In terms of standard kit, the eVito panel van comes with Mercedes' MBUX multimedia system displayed on a 10.25-inch central screen, a 5.5inch digital driver display, and keyless start. Further equipment includes rain-activated wipers, plus a driver assistance package featuring active braking, active headlamps, and lane assist.
The vast majority of electric fleet van drivers would be reliant on on-street charging to charge their vehicles, according to new research by Vauxhall.
The findings showed 91% of drivers would have to rely on kerbside charging and 23% of fleet operators would be reluctant to make the transition EV at present due to a lack of adequate on-street charging.
However, the findings showed a positive outlook towards electric vans, with 84% of operators saying they currently have at least one electric van on their fleet. Of those who don't, 90% said that they were planning to add at least one electric van within the next year.
"Our findings highlight the growing reliance of UK businesses on residential EV charging infrastructure," said Eurig Druce, group managing director for Stellantis UK.
"Charging at home or work is incredibly convenient, and the network on Britain’s major roads is improving. However, to ensure fleet operators are comfortable moving to electric, councils need to work with charge point operators to install charge points on residential roads that need it most."
Peugeot has launched a new version of its all-electric E-Expert van, inspired by the French carmaker's 9X8 hypercar competing in the FIA World Endurance Championship.
Named the Expert Sport, the van is finished in Peugeot Sport's official grey and kryptonite green racing colours. Meanwhile, a more aggressive front bumper, flared side skirts, 18-inch alloy wheels, and a rear spoiler add to its sportier appearance. The Peugeot Sport treatment continues on the Expert Sport's cabin thanks to faux-leather seats with embossed Peugeot Sport logos and green stitching.
Unlike the regular E-Expert, the Expert Sport gets dual-zone climate control, a heated steering wheel, keyless entry, a reversing camera displayed via a 10-inch infotainment screen, LED headlights, and blindspot detection as standard.
The electric Expert Sport is available as either a three-seat panel van or a five-seat crew van. Prices start from £51,845 for the former, and £54,545 for the latter. Both exclude VAT.
30,000 FREE
Volkswagen Commercial Vehicles drivers are now able to benefit from up to 30,000 free electric miles, if they switch to Ovo's 'Charge Anytime' plan by May 31st, 2025.
Ovo is VW's official charging partner, and ID. Buzz, ID. Buzz Cargo, and e-Transporter owners who add the Ovo Charge Anytime option to their existing energy plan will receive 10,000 free electric miles for simply making the switch. Moreover, they will get an additional 10,000 miles annual each year for two years when they remain with Charge Anytime. Ovo customers using the Charge Anytime tariff can charge their EV for as little as 7p/kWh at home, irrespective of the time of day. According to Ovo, this can lead to savings of up to £620 per-year on charging alone.
The seventh-generation Transporter marks a significant change at Volkswagen: it’s the first to share underpinnings with a rival, namely the Ford Transit Custom.
It’s not the first time the duo have teamed up — the Volkswagen Amarok pickup is a Ford Ranger underneath, while the Transit Connect is little more than a rebadged Volkswagen Caddy. While some long-time Volkswagen loyalists may baulk at the idea, this collaboration arguably results in a better van, as the Transit Custom is generally considered the benchmark in the medium van sector.
Available as a short or long-wheelbase panel van for now, Kombi, Shuttle, and double-cab variants will follow later in the year. A plug-in hybrid version will join the line-up in 2026.
But, being EV Powered, I’m focusing on the all-electric e-Transporter. It’s the first time Volkswagen has offered a battery electric Transporter at this scale (the previous ABT-converted model probably doesn’t count), and it’s a critical part of the brand’s electrification push.
From the outside, the e-Transporter wears Volkswagen’s corporate face, with a grille and lighting design inspired by earlier Transporters. The ‘Bulli line’ styling crease and short overhangs give it a familiar Volkswagen flavour, even if the bones are Ford’s.
Inside, things are more Ford than Volkswagen, but the Germans have added enough flair to keep the illusion alive. The cabin is smartly finished, with subtle material upgrades and practical design touches. Volkswagen’s own digital driver’s display and steering wheel are present, as is a reshaped 13-inch infotainment touchscreen running Volkswagen-styled Ford software. Physical buttons for key functions remain — a practical nod to glove-wearing tradespeople and a step up from many van rivals that bury basic controls in submenus.
Storage is generous. There’s a dash-top compartment, three-level door bins, and even a covered glovebox across all trim levels — something the
Ford only gets on higher grades. Most models also come with three front seats, with a clear and flat floor allowing easy access.
Every e-Transporter comes with a 64kWh lithium-ion battery, which is good for a WLTP range between 192 and 201 miles, depending on the spec. Real-world figures will likely settle closer to 150–170 miles depending on load, driving style, and climate. I managed around 2.8 miles per kWh in mixed conditions, suggesting I’d get 179 from a full charge, albeit with an empty van. Performance is pleasing enough, regardless of whether you choose the 134bhp or 215bhp version. Each has 317lb ft of torque, and both complete the 0-62mph run in 8.6 seconds, which is far quicker than any diesel model. Why opt for the more powerful model? Er, it goes a little faster, reaching 93mph. Beyond that, there’s more than enough poke from the standard van for urban and motorway duties.
Ride comfort is impressive thanks to a low centre of gravity and solid suspension tuning, though road imperfections can still send shudders through an unladen van. Rear-wheel drive helps with traction when the van is lightly loaded, especially since Volkswagen fits all-season tyres as standard. Tail-out power slides aren’t a thing, though, thanks to strong support from the traction control systems.
Charging is competitive: 125kW DC rapid charging gets you from 10-80% in around 40 minutes, adding as much as 140 miles of range. AC charging maxes out at 11kW, which is fine for overnight depot or home charging, though companies with threephase power might be hoping for faster top-ups.
Load space is identical to diesel models (and the E-Transit Custom), with 5.8m3 in SWB and 6.8m3 in LWB versions. Load lengths are 2,602mm and 3,002mm, respectively, plus an extra 448mm via the under-seat load-through hatch, and the gap between the wheel arches is large enough to slide a Euro pallet through. At 198cm high, it’s also car park-friendly.
Payload varies from 1,013kg to 1,088kg, slightly down on the diesel but still strong for an electric van. Towing capacity sits at 2,300kg, which is also down from the diesel models but class-leading among BEVs — a Vauxhall Vivaro Electric is limited to 1,000kg.
The cargo area is illuminated with super-bright LED lights, and optional 230V sockets in the load bay (up to 2,300W) allow on-site recharging of tools or powering equipment between jobs. Access is via a sliding side door on the nearside (an offside door can be added as an option) and the usual twin barn door-style rear openings.
Official list prices start at £41,965 (ex. VAT), rising to £48,705 for higher-spec models, with the Plugin Van Grant knocking £5,000 off those figures.
That includes Volkswagen’s 5+ Promise, which includes five services, two MOTs, five years of roadside assistance, and a five-year/124,000-mile warranty. Compared to Ford's standard three-year coverage, it’s a significant incentive.
You’d expect that to make the e-Transporter look a little pricey, but the sticker price is lower than the one stuck on the front of the e-Transit Custom, which starts from £43,380.
No, I’ve no idea how Volkswagen has done that either, but it makes the e-Transporter look exceptional value.
Spec levels are strong, too. Two trim levels are on offer, with Commerce Plus bringing essential heated seats, LED headlights, body-coloured trim, cruise control, parking sensors, and a reversing camera. Commerce Pro adds 16-inch alloys, adaptive cruise control, blind spot assist, a heated windscreen, and wireless phone charging. All vans get the 12-inch driver display and standard-fit Apple CarPlay and Android Auto.
The e-Transporter might not be a purebred Volkswagen underneath, but it delivers where it counts. It’s pleasant to drive, impressively equipped, and competitively practical.
It might lack some of the charm and configurability of previous Transporters, but tangible improvements in driveability, safety, and running costs offset that.
The switch to Ford bones hasn’t dulled its appeal — in fact, it may have enhanced it. It’s one of the most complete electric vans you can buy today, and that 5+ Promise alone could be enough to swing it for many buyers. And rightly so.
PRICE: £47,855 plus VAT and OTR
POWERTRAIN: Rear-motor, rear-wheel-drive
BATTERY: 64kWh
POWER: 215bhp
TORQUE: 317lb ft
TOP SPEED: 93mph
0-62MPH: 8.6 seconds
RANGE: 192 miles
CHARGING: up to 125kW
Built in Romania and sharing its underpinnings with the Ford Puma SUV, this tiny workhorse brings a relaxed, car-like drive to the compact van segment.
While it’s still the baby of the Transit range, replacing the previous Fiesta-based model, it’s bigger and better than ever. With a simple two-trim line-up and just one battery and motor setup, it’s aimed squarely at urban drivers, tradespeople, and delivery firms taking their first steps into EVs.
Is that enough to stand out against Renault, Toyota and the Stellantis quartet? It might spoil the review a little, but yes, it is.
The E-Transit Courier feels smart and up-to-date inside. A 12-inch touchscreen with Ford’s SYNC4 software and a digital instrument cluster come as standard, and the whole setup is pretty easy to get to grips with. That said, climate controls hidden in the screen menus are a bit fiddly when you’re on the move. Bring back buttons, Ford.
The E-Transit Courier is the all-electric sibling to the petrol and diesel models launched last year, and it’s given Ford’s smallest van quite a big upgrade.
It’s a two-seater cab, which means it doesn’t feel cramped by trying to squeeze a third central seat in. Ford has moved the gear selector to a stalk behind the wheel, freeing up plenty of space in the middle for useful storage, too. There are loads of cubbies, though some would benefit from having a lid.
Taller drivers might find the seat doesn’t go quite far enough back. With my legs, it’s fine, but our behemoth of an editor might struggle to fold himself into the cab. Most will find a comfy driving position without too much faff, though.
Every E-Transit Courier is powered by a 134bhp electric motor under the stubby bonnet, with energy coming from a 43kWh battery pack — enough for a WLTP range of up to 181 miles. That’s a bit behind the 205 miles you’ll be promised from the larger-batteried Stellantis crew (the Citroen e-Berlingo, Fiat e-Doblo,
Peugeot E-Partner and Vauxhall Combo Electric) but still enough for most day-to-day users. Ford reckons 86% of compact van drivers won’t need more, and if you’re in that 14%, then electric power probably isn’t the best option for your business right now.
Charging is straightforward: an 11kW onboard charger sorts a full recharge in about 5 hours 40 minutes with three-phase power — something you may have at a depot for reasonably fast charging — or a little over seven hours on a normal home charger. There’s a 100kW DC option for rapid topups on the go, with a 10% to 80% charge giving 125 miles or so of range, taking less than 25 minutes. It’s pleasantly lively when driving. Instant torque helps you nip through traffic, and regenerative braking (activated via the ‘L’ setting on the drive selector stalk) makes for smooth, one-pedal driving around town. It’s also impressively quiet and comfortable. It may not be quite Ford Puma levels of entertaining, but you can tell there are some car-based underpinnings in how it darts around. This is a van you can enjoy.
Ford’s really boosted the van’s usefulness over the old Courier. You now get 2.9m3 of load space, and a maximum load length of 1,803mm — just 14mm shorter than a Vauxhall Combo Electric, although, being larger overall, that can take 3.3m3 of cargo. If you tick the load-through bulkhead option, you can stretch that to 2,661mm, making
it ideal for long items like pipes or planks. Even without that, there’s just enough space to fit a pair of Euro pallets in there, although you might need to brush up on your jigsaw-solving skills.
Payload is where the E-Transit Courier quietly shines: 698kg in the Trend spec (and 682kg in the Limited) is more than any other version in the range, petrol or diesel. It’ll also tow up to 750kg with a braked trailer. There’s also a handy 44-litre front storage area, perfect for charging cables or a first-aid kit.
You get one body style: a panel van with a single sliding door and split rear doors that open to
PRICE: £28,000 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 43kWh
POWER: 134bhp
TORQUE: 21lb ft
TOP SPEED: 90mph
0-62MPH: N/A
RANGE: 181 miles
CHARGING: up to 100kW
either 180° or 270°. A tailgate is optional if you prefer it. Simple, but effective.
The E-Transit Courier starts at £27,000 plus OTR costs and VAT for the Trend, and £28,000 for the Limited. It’s not the cheapest van in its class, but it undercuts the Vauxhall Combo Electric, and you get plenty of kit.
There are just two trims — Trend and Limited — and even the entry-level choice is well-specced, including climate control and the Android Auto and Apple CarPlay-enabled infotainment centre. Limited adds heated seats, a heated steering wheel and a heated windscreen, which you’ll probably feel is worth the £1,000 upgrade once winter comes around. Safety-wise, you’re well covered either way: lane keeping, adaptive cruise, pre-collision assist and more are all standard.
Servicing is a breeze, with two-year intervals and, impressively, no mileage limits. The standard warranty is less impressive, though, at three years or just 60,000 miles. Ford Pro also offers telematics and charging management to help fleet operators keep costs under control.
Compared with rivals like the Combo Electric, Renault Kangoo E-Tech or the Toyota Proace City Electric, the Ford holds its own on price and running costs, but Toyota’s 10-year warranty plan might catch the eye of owner-operators or SMEs.
The Ford E-Transit Courier might be the smallest all-electric van out there, but it packs in a lot of bigvan features. It’s genuinely enjoyable to drive, well put together, and practical enough for most small businesses or urban jobs. The range could be better, but for its target users, it’s likely to be more than enough. As it stands, Ford’s biggest challenge might be convincing people to step up to the Transit Connect, as the Courier does such a good job on its own.
PHIL HUFF
We pick out the best electric vans for UK businesses, ranging from small last-mile delivery vehicles to 4.25-tonne long-range load luggers.
Compiling a list of the UK’s best electric vans is complicated by the fact that the LCV market is so fragmented. Different users have very different needs covering size, payload, cargo capacity, range, charging speeds and price. So what’s ideal for one operator might not suit another.
Renault is on brilliant form when it comes to its passenger cars and the Master E-Tech proves it’s just as switched on with its LCVs. The Master’s masterstroke, if you will, is offering some of the best load space, carrying capacity and range in the large van class but at one of the lowest prices.
This all-new van offers up to 285 miles of range, 1,625kg of load capacity and one of the smartest and most user-friendly cabins for the price of vans in the class below. It’s no wonder it has been voted Britain’s best electric van.
There’s not much to pick between the latest VW van and the Ford E-Transit Custom. That’s because behind the badge, the T7 Transporter is essentially a Ford. However, VW has put its own spin on it with a unique front end, user interface and high-specification trim levels. You can have
your Transporter in two body sizes with a payload of up to 1,088kg and with a 134bhp, 216bhp or 282bhp motor paired to a 64kWh battery for up to 201 miles. VW has also said it plans to add a 4Motion all-wheel-drive version at a later date as well as a host of other body styles.
The Transit Custom has long been Britain’s best selling van and the E-Transit Custom takes everything that’s made it such a success and adds a strong choice of all-electric powertrains. Every version comes with a 64kWh battery but there are three motor choices – the budget-
friendly 134bhp, the punchier 216bhp and the ridiculous 282bhp in the ‘sporty’ MS-RT model. Every version has a user-friendly cabin, clever connected technology to support fleet managers and owner-operators, and – vitally – a one-tonne payload alongside a range of 209 miles.
Think van and you think Transit. The name is synonymous with the do-it-all workhorse that large fleets and individual businesses rely on and Ford is determined to continue that in the electric age. The E-Transit comes in an array of shapes and sizes – 15 to be precise. That and payloads of between
750kg and 1,785kg mean there’s a version to suit virtually every buyer. Two motor options provide 181bhp or 266bhp, but both generate 317lb ft torque. The standard 68kWh battery offers 196 miles, while a 89kWh extended range gets closer to the Master E-Tech, with 249 miles, but at the expense of payload.
The E-Transit Courier is the latest addition to Ford’s electric LCV family and slots beneath the E-Transit Custom to serve businesses that need a practical but more compact option. Like Ford’s other vans it offers a superior driving experience, well thought out and comfortable cab, and
new connected services to help make ownership simple. It packs a 134bhp motor and 49kWh battery with a range of 186 miles. Payload of up to 700kg isn’t class-leading but the cargo area is 25% bigger than the previous Courier, at 2.9m3
The second-generation electric Renault Kangoo marks a major technological leap over the old model. The 33kWh battery has been replaced by a 45kWh unit offering up to 186 miles. It also features a 121bhp/181lb ft motor in place of the old van’s weedy 59bhp unit, meaning
it can actually carry a reasonable load. Two body variants offer between 3.3m3 and a class-leading 4.2m3, and it’ll tow trailers up to 1,500kg. There’s a smart cab with plenty of storage spaces, and the option of a 2+3 crew cab with fold-down seats for added flexibility.
Peer beneath the skin of the eCitan and you’ll spot a lot in common with the Kangoo. That’s because, under the surface, they’re fundamentally the same van. That means the Mercedes also gets a 121bhp/181lb ft motor and 45kWh battery with the same 186-mile range. Where the Merc differs is in
a posher cabin that brings a unique steering wheel, dashboard trim and MBUX user interface. The three-pointed star and bespoke cabin bring a price premium, but better residual values could help even things out over the course of a finance package.
It feels like the electric van market is dominated by the various Stellantis brands. That’s thanks to widespread platform sharing which means a multitude of vans that are virtually identical apart from the badge. We’ve put the Fiat on our list but, if the price is right, you could easily choose
the Vauxhall Combo, Peugeot E-Partner or Citroen E-Berlingo instead. They all offer among the best load space and payload in the class, clever touches such as a load-through bulkhead and a digital rear view mirror, plus a strong 134bhp motor and 200-mile-plus range.
The Proace City, like all of Toyota’s LCVs, is a rebadged Stellantis product and so shares its technical specs with the Peugeot E-Partner and about half a dozen other vans. That means a punchy 136bhp/199lb ft motor and 50kWh battery good for 213 miles of range, plus commendable 100kW
charging. It also means short or long-wheelbase variants with up to 4.4m3 and 759kg carrying capacity, putting it among the best in class. Where the Toyota stands out from the Stellantis set is in its 10-year warranty, giving operators extra peace of mind.
The ID Buzz might make headlines for its trendy people-carrier version but there is also a cargo version and, for some users, it’s a great choice. Its payload is less than 600kg, but there’s still 3.9m3 litres of load space, sliding side doors and side-hinged back doors. In the cab, there’s a more
car-like ambience than most vans but with plenty of practical touches. The Buzz also gets a 282bhp motor and 79kWh battery for 276 miles of range. For firms looking to do business in style, there’s else nothing quite like it.
Figures from the Warranty Solutions Group (WSG) show that only two of the 10 most common repairs on EVs are specifically linked to batteries, motors and charging. The rest are the same mechanical and electrical issues experienced by petrol and diesel cars.
The latest Market View Report from the aftermarket warranty provider looked at data from 800 cars across 18 brands. It shows that, as the UK’s EV fleet matures and cars get older, warranty claims are on the rise but the key problems are nothing new.
Failure of the 12V battery was the number one problem, followed by broken shock absorbers. Problems with air conditioning and suspension arms were the next most common, ahead of issues with charger ports – the first EV-specific failure on the list.
The only other problem specific to electric cars in the top 10 was failure of the on-board charger, which was the ninth most common fault. While the charger port repairs were a relatively cheap £119 on average to put right, issues with the charger itself carried a hefty £1,038 repair bill.
The report shows that EV warranty pay-outs are around 27% higher than those for internal
combustion (ICE) vehicles. While a rare occurrence, WSG says replacing an EV’s drive battery can cost between £8,000 and £12,000, pushing up the average to £827.55 compared with £623.10 for an ICE car. WSG said that the extra training, tools and time required for some complex EV repairs also helped push up the cost of repair work.
The report also identified the most reliable EV brands in the UK, with Hyundai coming out on top.
The South Korean brand, which has helped spearhead mainstream EV adoption, saw a claim rate of just 3.7% for its electric models. It also had among the lowest average payouts, at £309 per claim.
Close behind it was Toyota, a brand famous for its reliability. Its sole EV – the bZ4X – saw a claim rate of 3.88% but a higher average cost of £690. Hyundai’s sister brand Kia, which shares the E-GMP EV platform, came third in the list of most reliable, with a claim rate of 4% and average repair costs of £324.
The
most common warranty claims for electric cars are almost all unrelated to their electric powertrains, according to new data.
Other mainstream brands including Nissan, Vauxhall, Renault and Honda were among the 10 most reliable EV makers, while premium brands lagged some way behind. Only Tesla made it into the top 10, and in ninth position.
The new figures come as the Motoring Ombudsman reported a rise in EV-related disputes. According to its data, cases raised against dealers and garages were up 60% in 2024 but were still far less common than for petrol and diesel cars.
Bill Fennell, Chief Ombudsman, commented: “This rise aligns with the growing adoption of EVs in the UK. However, despite this increase, EVs still generate fewer complaints per vehicle compared to their non-EV counterparts. Based on our latest data, there was one dispute for every 195 EVs, compared to one in every 41 petrol, diesel, and hybrid models.
“Most EV complaints stemmed from customer service issues, followed by technical problems with the vehicles themselves. As the EV market matures, addressing these concerns will be critical for manufacturers and retailers to build consumer trust and satisfaction.”
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.
As of February 2025, 61% of London’s black cab fleet is battery-powered and zero emission capable (ZEC). However, this still falls short of the goal to phase out all fossil-fuel-powered taxis by 2035. According to a recent report by the Centre for London, supported by Freenow, there has been a 39% increase in upfront costs, in cash terms, for purchasing a new cab since 2017, when the new electric Black Cab was launched.
In addition, there’s been a reduction in financial support for taxi drivers. The TfL scrappage scheme, offering cabbies up to £10,000 to scrap old vehicles which weren’t low-emission zone compliant, ended in 2022. Meanwhile, the Department for Transport's Plug-in Taxi Grant has dropped from £7,500 to £4,000 and will be ended entirely from 2026. This means that from 2017 to 2026, the grant support available for buying a
new taxi will plummet from £17,500 to £0, making it very challenging for drivers to switch to EV.
Centre for London and Freenow’s report suggests that more creative financial solutions - such as a government-backed interest-free loan scheme for ZEC taxis, modelled on Scotland’s Switched On Taxi Loan scheme - could help alleviate these concerns and make the transition more financially viable.
The push for electrification is driven by a want for better air quality and positive environmental impact. London’s Ultra Low Emission Zone (ULEZ) now covers all boroughs, while other cities across the country are adopting similar clean air policies. Although the pressure to switch is undeniable, the ecosystem supporting this transition is still catching up. Even with the extension of the PiTG for
another 12 months, the reduced rate is deterring many drivers from applying, and the upfront cost of an electric taxi remains a significant barrier. With prices often exceeding £75,000 (including finance), the financial risk feels too high for many drivers, especially in today’s economic climate.
The lack of charging infrastructure remains a significant hurdle. While London has 30% of the UK’s publicly available EV charging stations, the latest report from the Centre for London highlights that the availability of rapid chargers is essential for taxis to remain operational and is still too limited. Drivers report that chargers are often occupied or situated in areas that don’t align with their work patterns. To address this, policymakers should prioritise the deployment of rapid and ultra-rapid chargers at high-demand locations, such as taxi ranks and transport hubs, ensuring that drivers can charge efficiently and stay on the road.
Achieving full electrification of the UK’s taxi fleet is a critical step toward meeting national climate targets and improving urban air quality - a goal that the Mayor of London has been a great advocate for. However, to make this a reality, we need a more coordinated approach that takes into consideration the vital role of the taxi trade in facilitating this - one that combines financial incentives, infrastructure development, and ongoing support.
Government, local authorities, and private sector partners like Freenow must work together to ensure that drivers feel empowered rather than burdened by the shift to electric taxis.
Removing these remaining roadblocks won’t be easy, but with the right strategies in place, we can accelerate the transition to a ZEC taxi fleet and ensure that every driver has the support they need to embrace a cleaner, more sustainable future.
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.
