ROAD TRANSPORT
Yutong hits UK truck market with 7.5-tonner
Solar-powered fridges EVs dominate CV Show Charging gridlocked Michelin slashes carbon
ZERO EMISSION URBAN STARS
FIT THE BILL FOR UTILITY FLEETS
Bradshaw EVs leads the way where good air quality
The pages of most transport magazines nowadays are full of news about new electric vans and trucks coming to the UK in the months and years ahead. But for firms that need zero emission utility vehicles right now, from an already trusted and trusted firm, one name stands out –that of Bradshaw EV.
Based near Peterborough in the east midlands, Bradshaw EV traces its beginnings to the 1960s, when John Bradshaw set up a plant hire company. A company spokesman told us: “We have continuously expanded our product range to cater to various industries, including logistics, waste management and hospitality.
“Our company has grown over the years and is now recognised as one of the leading industrial and commercial electric vehicle manufacturers in the UK. With a team of highly skilled engineers and technicians, we are committed to delivering
top-quality vehicles that meet the highest standards of safety and efficiency.”
In addition to Bradshaw’s own vehicles, the firm is also the official UK distributor for Goupil. Goupil offers a lineup of allelectric, zero-emission light commercial road vehicles ideally suited for lowemission zones, city centres and towns. These vehicles are well suited for stopand-go. Goupil, a subsidiary of Polaris Inc, has been a global leader in electric vehicle manufacturing for over 25 years.
The Goupil G2 and G4 models perfectly balance sustainable, environmental and economic functionality in an electric light commercial vehicle. With their innovative design, they are specifically tailored to meet the diverse needs of industrial and commercial operations.
Goupil EVs are entirely electric, resulting in zero emissions. This makes them an environmentally-friendly choice for
matters most
towns, cities, low-emission and Ultra Low Emission Zones.
The G2 and G4 models offer exceptional versatility, making them ideal for various industries and applications. Whether it’s waste collection, watering, leaf collection, leisure, or logistics, these vehicles can be highly customised to suit any task.
With a wide range of body options, battery technology, and battery sizes, you can effortlessly tailor these vehicles to meet the unique requirements of each job.
One of the prominent features of the Goupil range is its single-phase onboard charger, which eliminates the requirement for costly or specialised charging infrastructure.
Goupil vehicles can be plugged into any standard 230-volt domestic socket. This feature makes it an ideal electric utility vehicle solution for businesses and local councils that do not have access to dedicated charging stations.
INFORMATION
EDITORIAL
Publisher: Matthew Eisenegger
Managing Editor: Richard Simpson
Designer: Harold Francis Callahan
Editorial Address: Commercial Vehicle
Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ
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CONTRIBUTORS
Grahame Neagus
Steve Banner
Dean Barrett
PUBLISHED BY
Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ
Telephone: 01257 231521
NOTE
The publisher makes every effort to ensure the magazine’s contents are correct. All material published in Destination Net Zero magazine is copyright and unauthorised reproduction is forbidden. The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition. Destination Net Zero magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent.
Destination Net Zero Magazine is a registered trademark. © 2025
Welcome to issue 19 of Destination Net Zero
May you live in interesting times
Managing the transition from clean diesel to zero tailpipe emissions was never going to be easy either for the vehicle manufacturers tasked with building the vehicles or the operators who have to buy them. The countdowns to Euro 7 and VECTO, and the deadline for zero-emissions, all overlap. On the one hand, these all provide incentives for the industry to reduce CO2, on the other hand they mean that huge support is required to develop EV technology and infrastructure, alongside R&D investment in clean diesel that becomes dead money once the ban on internal-combustion trucks comes into force.
The Euro 7 emissions standard due for introduction in 2028-2029 sets a 56 percent reduction in NOx and a 39 percent reduction in particulates from current levels. These reductions must be achieved in ‘real world’ use, not lab tests. Similar challenges are presented in North America by the EPA 27 regulations, which are even stricter on NOx.
This has created tremendous pressure on vehicle OEMs, who must develop clean diesel technology alongside new drivetrain designs using electric traction motors.
In the European market, the diesel technology will have a very short life: the EU plans to ban the sale of almost all new diesel trucks by 2040. This gives the OEMs just 11 years to recoup the cost of developing Euro 7 diesel before the curtain finally falls.
The unit costs of following this path are horrendous, particularly if each of the five major manufacturers must develop solutions from scratch to satisfy a total market of some 350,000 units per year fragmented over engines sizes ranging from six to 17 litres!
But as one door closes, another opens; and it in this case it opens to the Chinese truck manufacturers. EuroNCAP, the automotive safety testing organisation, says it already has most of Japan’s heavy truck manufacturers in the queue for certification, and this issue contains a report on the first manufacturerbacked UK launch of a Chinese-built and branded electric truck: Yutong.
Chinese manufacturers have electrification done and dusted, and are well integrated into the battery supply chain. Yutong has already built 17,000 electric trucks in 14 different models for global markets with expertise developed in the construction of around 200,000 heavy EVs: mostly buses and coaches.
CATL, battery supplier not just to Yutong, but also to a large number of other household names inside and outside the automotive world including Tesla, just raised $4.5 billion from investors including Sinopec, the Chinese oil giant. European vehicle manufacturers, whether traditional or ‘disruptors,’ struggle, as the Volta example shows, to raise even a tiny fraction of this to fund investment and development.
And there’s more to come from China. BYD is a battery-maker turned fully-integrated high-volume EV manufacturer, and at the moment its share price is dropping. But this is because it is now offering heavy discounts on its cars, with the aim of causing an already weakening Tesla terminal damage. In doing so, it is following in the footsteps of the Ford Motor Company, which in 1913 cut the ground from under the feet of its American rivals by passing on the savings from the introduction of a moving production line to customers in the form of massive price cuts. Ford’s competitors had to consolidate or close, and the ripples from this can still be felt today as the consolidation of automotive companies continues. Vehicle manufacturers must get continuously bigger and cheaper, or fail.
The problem for the Europeans is that they are supplying an already saturated market with premium-priced product so can’t really grow, and they will never be as cheap as the Chinese. European competition authorities are unlikely to approve a merger between any two of the big five OEMs in the interest of preserving the free market.
“May you live in interesting times,” is said to be an ancient Chinese curse. It must be said that the outlook is increasingly ‘interesting’ in the European truck market!
Matthew Eisenegger, Publisher
Latest news and updates
Everything you need to know from the last two months
Truck industry warnings on charging network
Europe’s automotive industry body ACEA has warned that the lack of suitable charging facilities means that the industry is likely to miss its EU-imposed target of one-third of all new heavy trucks being zero-emissions by 2030.
ACEA chief commercial vehicles officer, Thomas Fabian, said: “A fit-for-purpose charging network for heavy-duty vehicles is essential to decarbonise road transport. But without a futureready grid, this transition simply will not happen.
“We need the enabling conditions to be put in place to ensure an effective, efficient transition to zero-emission road transport across our continent.”
ACEA has produced a joint paper with Europe’s electricity industry federation Eurelectric which outlines several key policy recommendations, including enhanced transparency through harmonised grid capacity maps, streamlined permitting processes, anticipatory investments, and flexible connection models. It also emphasizes the need to enable megawatt charging (MCS) and to ensure electricity pricing supports the competitiveness of zero-emission trucks and buses.
Daimler Truck, an ACEA member, has said its TruckCharge customers will be able to open their private chargers for thirdparty paid use from the third quarter of 2025. Plans include offering a system for planning, booking and reservation, along with additional cost benefits and simplified payment.
Europe has fewer than 1,000 charging points for heavy commercial vehicles, but Daimler’s new network is projected to include more than 3,000 fast charging points by 2030, making it the continent’s largest. The semi-public network is designed to supplement existing European public charging networks such as Milence, a joint venture of Daimler Truck, MAN and Scania parent Traton, and Volvo, which has the goal of establishing 1,700 high-capacity public charging points by 2027.
Martin Hink, head of eMobility business solutions at MercedesBenz Trucks, said: “With our TruckCharge concept, we are aiming to close a large gap in the charging infrastructure for trucks.
“On the one hand, the idea is to help our customers make their own charging infrastructure more profitable. On the other hand, we want to offer operators of electric trucks additional, attractive options for charging their vehicles.”
eVolvo
Long-range electric 44-tonner coming
Volvo will open the order-book for a new version of its electric tractor unit with a 600 km range and a potential charging time of 40 minutes before the end of the year.
The FH Aero 6x2 Electric uses Volvo’s electric drive axle, first revealed at the IAA Show in 2022 in place of Volvo’s existing layout, carried over from diesel trucks, which includes the separate I-Shift gearbox. The chassis space liberated enables the fitment of up to eight batteries with a total installed capacity of 780 kW/h.The 40-minute charging time (from 20 to 80 per cent of total capacity) will be enabled by Megawatt Charging Systems when they become available. These will allow the truck to recharge within a standard EU drivers’ hours break-period, minimising the operational impact of electrification. Until then, the truck’s CCS2 charging capability is 350 kW.
The truck has a tag axle with 17.5 in wheels, enabling operation at the UK 3+3 weight limit of 44 tonnes.
The Aero cab will be standardised on the model (Volvo says the majority of long-haul customers now choose it in preference to the predecessor cab on the diesel FH), but the older design will be an option.
Roger Alm, president, Volvo Trucks, said: “This is a real breakthrough in zero-emission transport. Now, transport companies can operate really long distances with electric trucks without having to compromise on productivity. The superfast charging and high payload capacity make this a very competitive solution.
“Electric trucks in long-haul operation will make an important contribution to reduce CO2 in our industry, since this is where you can save the most per truck. This is positive news for transport companies and for society.”
Volvo Trucks said it would continue with it’s “three-path technology strategy” towards net zero transport by 2040, using fuel-cell electric and renewable combustion-fuels in addition to battery-electric power.
Hydrogen runs out of gas
An attempt to turn Britain’s oil capital of Aberdeen into the hydrogen-fuel capital of Europe has stalled, with the City Council’s fleet of 25 ‘world-first’ Wrightbus double-decker fuelcell buses, which cost £500,000 each, having reportedly not turned a wheel in months as operator First Bus has been unable to obtain fuel for them.
They were funded by the European Union and the SNP Scottish Government, but First Bus is reportedly now considering handing them back to the Council, along with a bill for their diesel replacements.
Hydrogen was initially drawn from a terminal at Kittybrewster, which was opened by BOC in 2015, then handed over to the SNP-run City Council last year. It closed shortly afterwards.
As Aberdeen’s hydrogen bus fleet expanded from an initial trial with 10 Van Hool single-deck buses to include the Wright ‘deckers, a second terminal was opened by Hydrogenics (now a subsidiary of Cummins) in 2017.
It too was taken under Council control and has now closed. The Council is now building a third hydrogen station in partnership with BP where renewable electricity from a solar farm will produce the fuel. Aberdeen gets an average of under four hours of sunshine a day, so it is not clear how much gas this station will produce.
Speaking to the Aberdeen Press & Journal, Labour’s Council lead on net zero and transport, Deena Tissera, said: “A lot of public money has been invested in this hydrogen strategy, especially on the buses and the refilling stations.
“We need to know what the story behind is, why are the buses not running?
“Has the council put the hydrogen strategy into the bin, are they still looking into it?
“Why are our two hydrogen refuelling stations and their maintenance being neglected?”
SNP council co-leader Christian Allard told the Press & Journal: “As far as I know, last time I spoke to BOC, it was a very good relationship. But yes, we are looking at different ways to go about it.
“The last time I spoke to BOC, they were still involved. We need to fix this and I will speak to them, I think that’s important.”
A spokesman for BOC told the Press & Journal: “BOC is no longer responsible for maintenance (at Kittybrewter).
“Any queries regarding the site today should be directed to Aberdeen City Council.”
Elsewhere hydrogen bus trials have ended in Brussels, Belgium and Essen, Mulheim, and Wiesbaden in Germany, and American hydrogen fuel-cell truck manufacturer Nikola has gone bust.
“It’s one of the best things we’ve ever done.”
“The
installation of Truckfile into our workshop and fleet has been a real breath of fresh air and is helping the whole operation to run much more smoothly.”
Chris
Thompson, General
Manager
Shaw
It’s a smart choice of plug-in hybrid fleet for Smith & Byford
Smith & Byford, a family-owned building services company with over 400 employees has added new fleet of Ford Transit Custom plug-in hybrid vans in a commitment to reduce CO 2 emissions and improve energy management.
The vans delivered by Herd Group, are longterm rentals that will be used by Smith & Byford engineers to deliver services across their extensive portfolio of Local Authorities and Housing Associations in London.
Hybrid vans can be a good option for fleet operators seeking to reduce fuel costs and emis-sions, offering a balance between electric efficiency and the practicality of a traditional com-bustion engine. They are a sensible stepping stone for fleets that haven’t fully transitioned to electric vehicles or operate in areas with limited charging infrastructure.
Sandra Barrett, Smith & Byford Fleet Manager said, “We’ve used Herd for our long-term rent-al solution for many years - they are very good at maximising the efficiency of our fleet and ensuring a smooth transition for upgrades. We’ve opted for a range of hybrid vehicles that work from a range, payload, and capability perspective and which help us in our
goals to re-duce CO2 and improve energy management. We don’t have any EV’s on our fleet right now and taking on hybrid vehicles is a transition for Smith & Byford’s sustainability.”
Herd Group have adopted the hybrid van rental strategy as a pragmatic approach to meeting emissions targets whilst addressing the challenges of transitioning to full electrification. With the recent changes to the zero-emission vehicle (ZEV) mandate and the sale of hybrid vans allowed until 2035. It’s positive news to rental companies and fleet operators especially those who were struggling with the initial electric targets. The revised mandate offers businesses more time to adapt their fleets and for manufacturers to ramp up EV production and sales.
Herd Group is committed to helping the UK meet our net-zero targets and to support an easy transition to an electric fleet – the way that makes sense for your business.
Latest news and updates
Everything you need to know from the last two months
CHARGE&GO NOW ALL-MAKE OFFERING
MAN has opened up its Charge&Go recharging service to all, regardless of truck brand. The truck-compatible charging network currently comprises around 650 locations, which should increase to about 1,000 locations by the end of 2025. The Charge&Go service is supported by the eTruck ready standard. This indicates truck-compatible charging points that have been assessed according to strict criteria developed by MAN.
These are listed under two levels: eTruck ready and eTruck limited. ETruck ready shows unrestricted truck charging points. Those charging points identified as limited have restrictions, such as maximum vehicle length.
A further part of the Charge&Go network is the related charge card, which in addition to the network is accepted at more than 15,000 other charging locations across Europe.
A consolidated invoice is generated at the end of each month to show charging costs for an entire truck fleet.
Latest news and updates
Everything you need to know from the last two months
Volta Trucks collapses after failing to secure funding
Electric vehicle manufacturer Volta Trucks has filed for bankruptcy for the second time, just 18 months after being rescued from administration by New York-based hedge fund Luxor Capital Group.
The collapse comes despite recent efforts by CEO Essa Al-Saleh to revive the company, including plans to restart production and launch customer trials across key European markets – the UK, Germany, France, and Scandinavia. Al-Saleh had also promised customer deliveries by the end of 2025.
However, those ambitions were cut short as the company failed to secure the necessary additional investment to continue operations.
Employees began confirming the closure on social media. Fraser McBeth, Volta’s procurement and supply chain director, wrote on LinkedIn that the company had fought hard to rebuild following its first
bankruptcy, but was ultimately defeated by financial challenges in a tough economic environment.
“Launching a start-up is hard enough, never mind one fresh out of bankruptcy,” McBeth said. “We had four months’ cash… We got pilots back on the road and reformed the supply chain. But ultimately, the challenge was too great, and time was never on our side.”
Co-founder Kjell Waloen told European investor news outlet Impact Loop that the company was close to securing a new financing deal, but it collapsed at the last minute.
Volta Trucks’ business development manager Carla Detrieux thanked the industry for its support in a LinkedIn post, saying: “Official communications and reflections will follow soon from Volta Trucks’ company page. Sincere thank you to my incredible work family… and the
many partners and sponsors who believed in us.”
Founded in 2019, Volta Trucks quickly gained momentum, securing over 300 customer orders by early 2023 worth an estimated £75 million for its flagship 16-tonne electric Volta Zero. The company attracted high-profile talent, including former Volvo Trucks president Claes Nilsson and ex-MAN CTO Dr Karl Viktor Schaller, and signed agreements with logistics giants DPD, DSV, and Petit Forestier.
But a series of financial setbacks began in late 2023 when the collapse of key battery supplier Proterra severely disrupted its supply chain and impacted its capitalraising efforts. The company filed for bankruptcy in October 2023 and was acquired by Luxor Capital in a deal that many hoped would revive its fortunes.
That revival, however, has now ended in a second and final collapse.
DPD launches e-truck trials
MAN Truck & Bus UK has launched a series of e-truck road trials in partnership with parcels giant DPD, marking a significant step forward in sustainable freight transport.
At the heart of these trials is the MAN eTGX tractor, boasting a range of up to 800 km and an ultra-fast charging capacity of up to 750 kW. Based at DPD’s Hinckley Hub 4, the eTGX will undergo a comprehensive induction and drivertraining program before hitting the road for real-world operational testing, coupled to a standard-size trailer on a dedicated DPD route.
Tracey Perry, MAN’s sales director truck, bus & coach, commented; “We’re proud to partner with DPD on this important
journey towards electrification of their HGV fleet. These trials will provide invaluable insights for both companies as we work towards a greener future. As a leading commercial vehicle manufacturer with a growing portfolio of battery-powered solutions, MAN is committed to investing in cutting-edge, climate-neutral transport technologies and actively supporting our customers in decarbonising their operations.
“Achieving the 1.5-degree target of the Paris Climate Agreement requires bold action, and electric trucks like our eTGX are a critical part of that mission.”
Beyond the initial trials, MAN and DPD are collaborating to develop a configuration optimised for double-decker trailers,
with the first tailored vehicle expected to enter testing later this year. DPD has long leveraged double-decker trailers to enhance efficiency—maximising parcel capacity while significantly reducing the number of vehicles on the road and cutting emissions.
Tim Jones, director of marketing, communications & sustainability, at DPDgroup UK commented, “Electric HGVs have the potential to become a viable solution in the future, and we now believe we can get the configuration we need to maintain our double-decker trailer fleet, which has enabled us to reduce the overall number of HGVs we put on the road for many years. We are keen to help to develop the electric trucks that can work for us in the real world.”
Latest news and updates
Everything you need to know from the last two months
The sun gives us fuel for free!
More and more transport firms are fitting solar panels on their vehicles to cut emissions and save fuel
The UK automotive sector is innovating quickly to develop cutting-edge powertrains – but for fleet operators looking to decarbonise while getting greater efficiencies from their assets, they are also looking to a much older power source.
With operators increasingly having solar panels fitted to their commercial vehicles, companies can position themselves at the forefront of more sustainable logistics, setting new standards and futureproofing their business for a more environmentally responsible future.
For example, Sunswap recently supplied the Peterborough depot of transport firm DFDS with the first 10 of its zero-emission Endurance transport refrigeration units (TRUs).
The Sunswap Endurance product combines battery and solar panels mounted on refrigerated trailers to keep temperaturecontrolled goods cold during transport.
This zero emission system, manufactured in Leatherhead, Surrey, replaces traditional dieselpowered TRUs, ensuring a range of consumer products – from foodstuffs to pharmaceuticals – stay within critical temperature bands.
The order follows a successful trial process DFDS undertook with Sunswap in 2022, which demonstrated that with 10 Endurance solar and battery TRUs on fleet, the logistics operator could remove 895 tonnes of CO2 and save about 500,000 litres of diesel fuel over a 10year unit lifetime, compared with a traditional TRU.
These trials also indicated that on one of DFDS’s longer routes, 22 hours of cooling could be provided from one full charge – typically taking 80 minutes – of the TRU battery unit.
DFDS also established that switching to Sunswap Endurance would save 71% of the operating costs compared to running a diesel refrigeration unit – a 13% saving in total cost of ownership.
Depending on conditions, the trailer-top mounted solar panels can typically provide 65-100% of the charge needed to operate the refrigeration unit, significantly reducing reliance on grid charging.
Matt O’Dell, managing director of cold chain, UK & Ireland at DFDS, said the move signified a shift away from legacy diesel technology for cold storage transport.
“The Sunswap trailers provide a huge opportunity for us to reduce the carbon footprint of our operations and further strengthen our offering to customers,” he said.
“We aim to achieve a 75% reduction in CO2 emissions by 2030 and to be net zero by 2050 and so introducing the Sunswap trailers to our UK fleet is an exciting part of that.”
And Birds Eye is doing its bit to help clean up Britain’s air by introducing two new solarpowered refrigerated trailers. The initiative has been made possible through a partnership with shipping and logistics firm DFDS and British sustainable-powered refrigeration specialist Sunswap, the trailers feature roof-mounted solar panels that work alongside Sunswap’s battery system to power the refrigeration units. Birds Eye hopes to eliminate around 24 tonnes of carbon dioxide emissions annually.
Shaun Smith, general manager of Birds Eye UK and Ireland, said: “We’re delighted to be working with DFDS and Sunswap to help reduce the environmental impact of our operations. It’s fitting that the technology we’re now using to support the running of these trailers uses the same sun that ripens our peas.”
Michael Lowe, CEO of Sunswap, added: “This collaboration with an industry food leader like Birds Eye confirms that our British-engineered and manufactured system not only matches the performance and reliability needed for temperature-critical food transport, but goes further by reducing direct emissions and helping cut operating costs.”
Solar mats
A total of 74 electric vehicles at Speedy Hire have so far been fitted with Trailar’s thin copper indium gallium selenide (CIGS) solar mats – reducing fuel consumption, saving CO2 and maintaining vehicle range. The vehicles fitted have consisted of 50 Ford eTransit panel vans, 20 eTransit Lutons and a further four Electra HGVs.
Solar power provides energy to a vehicle’s 12v battery which powers all on-board electrical equipment and the new source of power actively reduces the load on the drivetrain battery, while the vehicle is operational and in motion. Since Trailar’s solution has been installed it has maintained the battery of each van at the optimum condition.
This has provided additional maintenance benefits and cost savings with a reduced need for any call-outs for non-starting vehicles and a reduced requirement for additional battery replacements. As a result, another 66 Speedy Hire electric vehicles are to be installed with Trailar systems this year.
Aaron Powell, fleet director Speedy Hire said: “When it comes to climate change, we are leading our industry on committing to reach net zero carbon by 2040, 10 years ahead of the government’s target.
“The introduction of electric vehicles into our fleet is a key initiative – this combined with the Trailar enhanced solar solution has enabled us to not only reduce our carbon emissions but also improve our fleet’s resilience and maintain operational uptime.
“From the initial trial we found that on average our vehicles require upwards of 300Wh during its run cycle.
“Thanks to Trailar, 600 WH of solar was produced during the run cycle, reducing the energy required from the vehicle by 43%.”
Titan power
Leicestershire-based food producer Samworth Brothers, meanwhile, recently added the solar powered Titan system from Marshall Fleet Solutions to its refrigerated trailer fleet.
The firm operates 14 Thermo King Advancer A400 trailer refrigeration units –which the new Titan system is paired with.
Titan believes that by harnessing solar energy through its roof-mounted panels and storing it in on-board 51.2-volt lithium high-capacity batteries, fleet operators can refrigerate their vehicles at no cost for up to six to nine months each year. In instances of insufficient solar energy, the system can also be mains charged.
The Titan system is designed for compatibility with any temperaturecontrolled fleet on the road, seamlessly integrating with any brand of single or multi-temperature on-board refrigeration unit and catering to a wide range of vehicle sizes including LCVs, small trucks and HCVs.
Meanwhile, Centrica, which operates one of the largest electric fleets in the country, is also prolonging the battery life of its electric vans by fitting solar panels to the roof of the vehicles.
The company has teamed up with fleet technology specialist Genie Insights to roll out the solution across 2,500 electric vans in its fleet.
These solar panels provide a trickle charge to the 12-volt batteries, keeping them operational even during periods of inactivity, or when a so-called ‘parasitic draw’ is being taken by telematics or other ancillary equipment. The discreet panels, constructed of CIGS technology, are lightweight, flexible and durable.
They have also been specifically designed, tested and proven to generate the optimal voltage to maintain the battery’s charge.
Matt Harries, Centrica fleet engineering and innovation manager, said: “Following the successful tests, this partnership with Genie Insights will equip all 2,500 of our electric commercial vehicles with their solar solution, ensuring the 12v batteries remain charged.
“As a result, our vans will stay on the road longer, better serving our customers’ needs.”
The transport sector faces increasing regulatory pressure and growing consumer demand for more sustainable logistics.
With logistics firms looking to save money as well as cut emissions, the move to power certain electrical aspects of vehicles by sunlight can only be a good thing.
Latest news and updates
Everything you need to know from the last two months
UK Power Networks Services leads
UK Power Networks Services, the commercial arm of UK Power Networks, has joined the ranks of Mission Zero, the UK’s fastest-growing fleet accreditation scheme, underlining its commitment to a safe and sustainable fleet operation.
UK Power Networks Services have proudly achieved Mission Zero, while adding a Mission Zero+ WRRR Gold accreditation (equivalent to FORS Gold) and a Sustainability 2 accreditation (aligned to the UN Sustainable Development Goals), taking them to the very highest level of accreditation within the Mission Zero scheme.
UK Power Networks Services is one of the UK’s leading electrical distribution network providers, working with many clients including Transport for London and Network Rail. They also work on major infrastructure projects such as Hinkley Point.
Lisa Sandle, quality and compliance adviser at UK Power Networks Services, said: “We’ve held FORS accreditation for many
the way by switching
years, but as our fleet is made up entirely of vans, we found the FORS was more geared towards HGV operators, which didn’t quite reflect how we operate day to day.”
After considering available schemes, UK Power Networks Services decided that Mission Zero was best suited to meet their specific operational requirements and decided to transfer their accreditation over to Mission Zero from FORS.
Lisa said: “I found the entire process brilliant. It was clear, straightforward and the audit itself was seamless. The auditor came well-prepared, understood our business and already knew what we had in place. It was nice and simple from start to finish.”
Another aspect of Mission Zero that Lisa found helpful was the ability to upload evidence online via the Mission Zero Accreditation Portal, not just for the initial audit, but also to her help manage compliance continuously throughout the year. She said: “I look after most of the
to Mission Zero
audits, so being able to upload documents as I go takes a huge weight off me. It is so much easier to keep things up to date without that last-minute pressure.”
Asked if she found it complicated switching accreditations, Lisa stated: “We should have gone for Mission Zero sooner because it is more aligned to different fleet types and much simpler. The Mission Zero team is approachable, knowledgeable, and helpful. Nothing is a silly question, and you do not feel like you are trying to figure it all out on your own.”
• Lisa Sandle, quality and compliance adviser at UK Power Networks Services
• UK Power Networks Services is one of the UK’s leading electrical distribution network providers
Q&A with Daniele Manzi, ESG Sales Lead
Daniele Manzi oversees client relationships for Close Brothers Asset Finance’s ESG team, which specialises in clean energy investments.
We caught up with him to find out what he has been up to and how he has settled into his role.
Tell us more about your role
I focus on structuring funding solutions to accelerate the adoption of technologies that support the UK’s transition to Net Zero, including fleet electrification, commercial rooftop solar, and hydrogen infrastructure.
Without access to finance, these technologies couldn’t be scaled up – we understand businesses face high upfront costs, evolving regulations, and uncertainty around returns.
My work supports:
• Fleet electrification – financing EVs, charging infrastructure, and battery storage for commercial and logistics operators
• Commercial rooftop solar – providing funding for solar installations, battery storage, and grid integration to help businesses reduce energy costs and emissions
• Hydrogen infrastructure – structuring finance for electrolysers, compressors, Multiple Element Hydrogen Gas Containers (MEGCs), and refuelling stations to scale hydrogen adoption
My work forms part of a broader proposition within Close Brothers Asset Finance, who have an Energy Team focused on utility scale solar, wind and battery storage. By tailoring our financing to business and market needs, we help drive real-world adoption of clean energy solutions across the UK.
How has your background in corporate and investment banking shaped your approach?
It gave me a strong foundation in structured finance, risk assessment, and credit underwriting—all essential for financing energy transition assets.
At Close Brothers Asset Finance, I apply this to complex investments, focusing on:
• Counterparty risk – ensuring stable revenue streams and strong credit profiles
• Technology risk – assessing asset performance and scalability
• Regulatory and policy risk – navigating evolving policies, subsidies, and market frameworks that impact investment decisions across energy transition sectors
I work alongside a highly experienced team with backgrounds in large institutions and complex transactions, ensuring a commercial, pragmatic approach.
How are deals structured?
We take a pragmatic, flexible approach to financing assets, recognising that traditional debt structures don’t always line up with emerging technologies and evolving revenue models.
We provide asset-backed lending and project finance solutions, structuring deals around:
• Cash flow models – financing can be structured against contracted revenues, asset usage, or corporate balance sheet strength, depending on the business model
• Security and risk sharing – where possible, we incorporate government-backed incentives, structured repayment plans, and flexible security structures to de-risk investment
• Asset-backed lending – in many cases, the assets themselves serve as security, allowing businesses to access finance without tying up additional collateral
• Flexible repayment structures – ensuring financing terms align with asset performance and expected revenue generation
By tailoring our approach to each business, we ensure they can scale clean technologies in a way that works commercially and supports long-term financial stability.
What are the biggest trends shaping debt finance over the next 12 months?
Finance for energy transition is evolving rapidly as investor confidence grows. Over the next 12 months, three key trends will shape the sector.
First, private capital deployment is accelerating. With government subsidies stabilising, institutional investors and private credit firms are increasingly financing energy transition projects. This is driving leasing, asset-backed lending, and revenue-based finance models to support capital-efficient scaling.
Second, bankability and de-risking are taking centre stage. Investors are prioritising long-term off-take agreements, capacity contracts, and government-backed schemes like Contracts for Difference (CfDs) for renewables and the Hydrogen Business Model (HBM) to ensure revenue certainty.
Third, infrastructure expansion is driving demand for longterm financing. The rapid rollout of EV charging networks, hydrogen refuelling stations, and battery storage projects requires structured debt solutions that align with asset deployment and cash flow generation.
• Daniele Manzi
Efficiency matters most
Grahame Neagus, Head of LCV, Renault Trucks UK & Ireland
Growing up in the 70s and 80s, and loving cars and trucks, the way we determined which vehicle was the most economical was that wonderful acronym “MPG”.
Miles per gallon immediately tells you how fuel efficient a vehicle is – and is an easy way to compare makes and models.
As we move slowly away from ICE engines, we will have to get used to a new acronym and a different way in which to determine which EV is the most efficient. So what is the new MPG equivalent for EV?
Well, I believe there has been some ‘smoke and mirrors’ swirling around this.
And here’s why. Up to this point, some OEMs, pundits and influencers have made much noise around the size of battery, claiming the larger kW-capacity battery you have, the better the vehicle is.
Let’s examine the facts.
I have been in this industry for 41 years, and not once have I ever heard anyone purchasing a new truck or van because it has the biggest fuel tank. Engine efficiency, and hence the mpg, is still much more important than the size of the actual fuel tank.
So in the brave new world of electromobility, how does an operator understand the true efficiency of their new vehicle?
Meet the new metric: “kWs per 100kms”.
In essence, what this measurement is telling you is how many kilowatts of your
battery’s electricity is required to cover a set distance, be that 100kms or just 1 mile.
Here’s the key: for MPG, the higher the number the more economical and efficient the vehicle. For EV it is the exact opposite – the lower the kW/100km the better because what you’re looking for is the vehicle that has a very low appetite for electricity consumption.
The lower the kW figure per 100kms, the more efficient the vehicle and the further you can go on one charge. And not all batteries are made equal.
So how do OEMs get over the challenge of a high kW/100kms?
“Engine efficiency, and hence the mpg, is still much more important than the size of the actual fuel tank”
Well, the simplest route is to fit a larger battery on the vehicle so it can still cover the required range. But convert that back into an ICE engine, and that’s like fitting a larger fuel tank because you know the MPG isn’t as good as some so in order to complete the same sort of round-trip distance the inefficiency can be masked by fitting a larger fuel tank and Ad Blue tank. That is until the actual driven MPG is calculated.
However, that’s not all. Efficiency isn’t just focused on the actual motor, driveline and battery effectiveness – you also need to add in the weight of that larger battery. The heavier the battery, the less payload you carry. Less efficient batteries will need more frequent charging, too: if you use the whole battery up on one shift, more electricity will be needed to fill it up again, which means more kW’s required to recharge it means a higher cost per recharge too.
An example of this in simple terms might be comparing two different electric 3500kgs vans: Van A has a published efficiency rating of 22kW/100kms whilst Van B is shown at 29kW/100kms. Assume for this that they both have a typical 80kW battery and that the operation does 20,000miles per annum. In this example, Van A would cost some £3156 less than Van B over a four-year period to fuel to do exactly the same mileage.
That’s like saying in the world of an ICE engine, Van A is doing an average of 32mpg when Van B is only achieving 27mpg. Would you as an operator still consider Van B in that scenario given how tight margins are in 2025?
As you can see, we all need to get our heads around the fact that the
• Grahame Neagus
way in which new vehicle efficiency is calculated is different with an EV compared to the ICE engines. What can you do? Simply engage with your prospective suppliers and ask them to confirm exactly what the energy efficiency is on the new vehicle so you can make a comparison. And of course, don’t get too hung up on battery size: just because one vehicle doesn’t have the largest battery on the market does not mean to say it’s not the most effective nor efficient vehicle choice out there.
We might be learning a new language today, but the fact remains, effective road transport solutions rely on actual vehicle economy and if we need to improve our understanding to protect our businesses, then maybe this article is your first small step along that path.
Sapphire wins at the double with Truckfile digital systems
Sapphire Vehicle Services is using Truckfile workshop management software not just to cut paperwork and boost efficiency – but to win new business too.
Sapphire is introducing Truckfile across its national network of independent, all-makes workshops and is using the system’s benefits as part of its pitch to potential customers.
“It’s a win-win situation for us,” said Sapphire Group Commercial Director Grant Tadman.
“We’re always looking for ways to work with like-minded partners to add simplicity to the way we operate. Using Truckfile makes life smoother for our technicians and managers, because the recording of work completed is so quick and easy – that in turn means we can pass on cost and time savings to our customers, which is something we consistently strive to do.
“But there’s another two-way benefit too,” he continued. “We can now include Truckfile as part of our offering to new customers. If any operator signs up to a maintenance agreement with Sapphire, they
can have access to Truckfile as part of the package. That’s an attractive proposal for the customer and a great selling tool for our business.”
Truckfile’s systems allow all records to be created and updated in real time by technicians as they complete each job, using computer terminals, hand-held tablets – or, in the latest development, even voiceactivated software. Details are securely stored and easily retrieved. Nothing is ever mislaid, everything is automatically filed in the right place and is always accessible with a few key strokes.
“Our technicians have adapted to the system very quickly,” said Mr Tadman. “The hand-held tablets are very intuitive and they can also use the same equipment to take and attach photographs if necessary. The process makes the crucial task of ensuring compliance for us and our customers very straightforward.
“Truckfile is a great aid for me, and our Depot Managers, too. It gives a comprehensive picture of what’s going on at each of our 19 sites across the UK. Managers can easily keep tabs on every job going through their workshop and find any specific detail on any particular vehicle quickly, without having to leave their desks. All the information our customers need for their own records is securely stored and made easily accessible for them, which allows us to help them operate at maximum efficiency.
“We’ve been rolling out introduction of the system across our network over the last 12 months and will achieve full coverage soon. We’re confident this be a significant benefit to our teams and the operators who use our services, and we’re already to talking to potential new customers about the advantages this partnership of Sapphire and Truckfile can bring to the table.”
Enter the dragon
Yutong trucks land in UK.
Words: Dean Barrett
There’s a new player in the UK’s admittedly small 7.5-tonne electric truck market – and no, it’s not a startup. Yorkshire-based Pelican Engineering has announced it is importing a triedand-tested battery-electric chassis made by Chinese passenger and commercial vehicle giant Yutong – and the order book is open now.
Yutong is the biggest bus and coach manufacturer in the world – and also the largest producer of electric versions. It first launched the TE7 electric truck in China in 2023 and the truck has already achieved considerable success in the Asian market.
Pelican Engineering has been importing and maintaining Yutong’s passenger vehicles in the UK and Ireland since 2014. It has now added the Yutong TE7 zero-emission electric 7.5-tonne truck to its offer – a move which brings Pelican back to the commercial vehicle space after an 11-year absence.
The Yutong TE7 is a purpose-built electric truck designed to deliver high performance and energy efficiency in demanding urban and regional transport operations. It shares the same driveline technology as over 1000 single- and double-deck electric buses and coaches already in service across the UK, so the technology is already well-proven.
Powering the vehicle is a lightweight integrated rear e-axle capable of producing up to 200kW of peak power and 470Nm of maximum torque. TE7’s design uses a ladder-frame chassis available in two wheelbases at launch –3360mm and 3850mm – with body lengths of 4245mm and 5245mm respectively. A longer wheelbase option of 4500mm is slated to arrive in Q4 2025.
The e-axle designed enables TE7’s LFP (Lithium Iron Phosphate) battery pack to be fitted centrally within the chassis, and this works with a sevenin-one motor controller positioned beneath the cab. According to Yutong, this configuration supports intelligent energy management which helps to deliver up to 15% more range under equivalent working conditions when compared to less optimised systems. It also increases protection for battery components. Lightweight construction and an aerodynamic cab design further contribute to the TE7’s reduced overall energy consumption.
“Powering the vehicle is a lightweight integrated rear e-axle capable of producing up to 200kW of peak power”
Operators can specify one of two battery configurations depending on range and payload requirements. The 100kWh pack gives up to 140 miles per full charge, while the 132kWh pack can deliver up to 180 miles before a plug-in is required. Both options offer IP68 and IP6K9K protection for improved durability and reliability.
Of course, TE7 has provision for electric PTO capable of powering a wide range of ancillary equipment. The ePTO is rated at 40kW standard for the 100kWh battery pack, or 20kW standard for the 132kWh option.
The vehicle has fast-charging capabilities and can reach 20% to 80% state of charge in 35 minutes or less when using a 120kW DC charger. It’s CCS2 system is also compatible with 11 kW AC and 100 kW DC charging options. Yutong is confident in its battery tech and provides an eight-year/400,000km warranty, while the whole vehicle warranty is set at three years/150,000km.
Payload is naturally a key point in the distribution sector and the TE7 has been built to maximise its cargo-carrying capabilities. Indeed, Yutong reckons the truck offers class-leading payload based on a 3850mm medium wheelbase chassis – for models with a 100kWh battery, the unladen chassis weight is 3060kg, allowing for a combined body and payload capacity of 4430kg. The 132kWh versions have a slightly heavier unladen chassis weight of 3290kg, resulting in a combined body and payload capacity of 4200kg.
Safety is a priority and the TE7 is equipped with a range of systems to keep drivers and other roadusers safe. These include hill-start assist, downhill assist, traction control and a full air braking system.
Refreshingly, Yutong and Pelican Engineering have been up-front with TE7 pricing. At launch, 100kWh TE7 models start at £66,000, while 132kWh chassis start at £71,000.
In terms of service back-up, Pelican Engineering is offering full support for TE7 in the UK. Pelican will provide nationwide back-up, expert servicing and readily available parts to keep the TE7 on the road.
The company’s National Parts Distribution Centre is open 08:00 to 18:00 Monday to Saturday. Outside these hours, a call-out service is available from the adjacent Pelican Truck dealerships. For the single model TE7, Pelican said it expects every parts requirement can be met from stock. Parts can be shipped nationwide via the Royal Mail overnight service.
In addition, fully manned parts distribution centres in Dundee and Bristol are set to be open by summer 2025, and the company can provide impress stock for fleet operators if required.
The service centre is open 24/7, 362 days per year to provide full aftersales service to operators located in West Yorkshire.
Driving impressions
We were offered the chance to take TE7 for a short test drive at the launch event held at Pelican Engineering’s HQ in Castleford, near Wakefield in West Yorkshire. Climbing into the three-seater cab, we were immediately impressed with the level of fit and finish. The high-back driver’s seat is air-suspended and gave firm, but comfortable support, while the steering column had plenty of adjustment to enable us to find an optimum driving position. We didn’t try the dual fixed passenger seats, but we were told the central seat can fold down if required.
“The vehicle has fast-charging capabilities and can reach 20% to 80% state of charge in 35 minutes or less when using a 120kW DC charger”
The cab interior has lots of modern touches. On the central dash is a 10-inch touchscreen control panel that serves as the main interface for key functions, including media, connectivity and vehicle settings. It’s intuitive to use and positioned within easy reach for minimal distraction while driving.
Connectivity is well catered for, with twin USB-A and USB-C charging ports allowing drivers to power multiple devices on the go. A DAB radio with Bluetooth support is also included, as is a 24V socket for powering additional equipment.
“Air conditioning is also included as standard, as is a 360-degree camera, cruise control, AEBS, LDW, ESC and full air brakes.”
In terms of ergonomics and storage, the TE7 includes a central storage box, overhead stowage compartments and an all-important cup holder. The multifunction steering wheel allows access to key controls without the need to take hands off the wheel, while the electronic parking brake behaves as you’d expect during stopstart operations. Practical features like heated rear-view mirrors help in poor weather, and a fire extinguisher is also included as standard.
Air conditioning is also included as standard, as is a 360-degree camera, cruise control, AEBS, LDW, ESC and
full air brakes. A roof deflector is offered as an optional extra for improved aerodynamics and efficiency.
Our test drive was only a few miles, but we managed to pack in some urban A-roads and a quick tour of a local industrial estate. We got to grips with the TE7 immediately – it’s not difficult to drive, and we reckon those coming to it after driving vehicles from other manufacturers should find it fairly straightforward.
Our box-bodied vehicle was fully loaded so we could get a feel for how it handles at maximum payload, and we came away impressed. The e-axle’s direct delivery of power and torque means the truck feels nippy at roundabouts and junctions, and cruising is comfortable once you’ve managed to find the ‘sweet spot’ on the throttle. It takes a bit of finesse because the truck uses automatic regenerative braking. This kicks in as soon as you lift your foot off the accelerator, upon which the truck starts to slow, with the braking returning power to the batteries. Essentially, this means you can control much of the vehicle’s speed and braking just on the throttle pedal when cruising, and it quickly becomes second-nature.
Overall, we found the TE7 a capable performer and UK operators looking to reduce their 7.5-tonne fleet emissions would do well to give the new vehicle a try.
2025 Commercial Vehicle Show review
Over 13,000 visitors attended this year’s Commercial Vehicle Show, held as usual at Birmingham’s National Exhibition Centre (NEC), and were rewarded by the presence of over 250 exhibitors. Words:
Steve Banner
Decarbonisation
was the key theme, with vehicle manufacturers eager to promote the zero-emission solutions they have developed.
Many of the exhibitors were newcomers to the show. Others were established supporters who have long used it as a showcase for their products and services.
Held in partnership with the Society of Motor Manufacturers and Traders (SMMT) and the Road Haulage Association, the 2025 event debuted under new ownership following its acquisition by Nineteen Group. The hope is that this will set a fresh direction for the show, with the aim of strengthening its role as a hub for innovation, real-world solutions, and cross-sector collaboration.
Zero-emission heavy trucks were present at the NEC as well as light commercials, with models from DAF, Mercedes-Benz, and Renault Trucks appearing. The last-named manufacturer brought along vans too (a Trafic it displayed showcased the vital importance of effective load area security) and a real highlight was the presence of the electric Mercedes-Benz eActros 600 – International Truck of the Year.
“payload capacities running from 1.1 to 1.3 tonnes and load area volumes extending from 6.9cu m to 13cu m.”
The Decarbonisation Hub convened industry leaders to address the challenges of fleet electrification while the EV Café Village provided a forum for dialogue across the transport and energy ecosystem. Such dialogue is undoubtedly needed.
While momentum is building, electric models accounted for just 6.3% of van registrations in 2024 says the SMMT, and heavy truck electrification is still in its early stages. The show reinforced the need for sustained collaborative efforts among policymakers, manufacturers, operators and infrastructure providers.
Farizon
A new name for the show was Farizon. The commercial vehicle division of Chinese automotive giant Geely, it used the event as a platform to display its new SV electric 3.5-tonner.
SV (the initials stand for Super Van) is produced with payload capacities running from 1.1 to 1.3 tonnes and load area volumes extending from 6.9cu m to 13cu m.
Anticipated ranges are from 205 to 225 miles, and the vehicle is initially being marketed with the choice of either a 67kWh or an 83kWh battery. A 106kWh battery is available in the largest model in the line-up.
Most light commercials undergo some sort of conversion work before they take to the highway. Farizon used the NEC to showcase a temperaturecontrolled SV converted by Paneltex said to be able to maintain temperatures down to 0 degrees C.
It also announced Locks 4 Vans as its recommended security partner with a variety of products designed to frustrate criminals attempting to break into vehicles, including slam locks and hook locks.
SV is being sold in the UK through global car and light commercial distributor Jameel Motors and represents Jameel’s first foray into the British market. Geely owns the LEVC van and taxi factory in Coventry as well as car makers Volvo, Lotus and Polestar.
Flexis/Renault
Flexis made its first appearance at the exhibition.
A joint venture between Renault Group, Volvo Group and logistics group CMA CGM, it has played a central role in the development of Renault’s new electric Trafic, Goelette and Estafette – all of which were present at the show on Renault’s own stand – and is marketing close relatives of all three vehicles in its own right.
With cargo areas of from 5.1cum to 9.2cu m or more, Trafic, Goelette and Estafette have been equipped with 800v technology in a first for Renault with the aim of reducing charging times. Connect them to a DC rapid-charger and the charge in their batteries should rise from 15% to 80% in less than 20 minutes, the manufacturer contends.
Opt for the long-range NMC (Nickel Manganese Cobalt) battery which customers will be able to specify in the new Trafic and you should be able to travel for getting on for 300 miles before you need to charge it up again, says Renault
The new trio will go into production next year.
Ford
If you want to opt for a battery-powered van then it makes sense to have your own charging facilities. That is something long-recognised by Ford, which was busy promoting Ford Pro Power Promise to encourage prospective customers to opt for one of its electric light commercials.
The package offers a discounted home charger for £10, or an £825 contribution towards a charging facility at a firm’s premises. Other benefits include a five-year service and roadside assistance plan, an eight-year/100,000mile high-voltage battery warranty, vehicle management software free-of-charge for 12
• Flexis first appearance
months, and access to Ford’s BlueOval Charge Network (BOCN)– all included within the price of the vehicle.
BOCN encompasses over 33,000 public charging points.
Customers unable to have a home charger installed and who do not need charging facilities at their depots will be offered a £500 saving on any eligible van they choose to acquire.
Ford has been prompted to offer the package in the wake of a report it recently commissioned which was published by the Centre for Economics and Business Research. It found that many businesses were still not confident about switching to an electric vehicle.
Charging times were cited by 38.1% of respondents as a reason, availability of publiclyaccessible charging points by 29.1% and the cost of installing charging infrastructure by 28.4%.
This is despite the fact that opting for an electric van could save a small business almost £12,000 over three years according to the report, mainly through reduced energy and maintenance costs.
Ford’s electric line-up includes the E-Transit, E-Transit Custom and E-Transit Courier.
It is worth noting that Ford also offers the Ford Pro E-Switch Assist tool. It compares the energy consumption of diesel-powered light commercials with the estimated energy needs of comparable electric models before recommending which of a firm’s diesels can be swapped for an electric alternative.
Says Ford of Britain commercial director, Mandy Dean: “Switching to an electric van does not need to feel like a step into the unknown. Ford is committed to helping businesses big and small understand the benefits that our new generation of connected electric vans can deliver.”
“opting for an electric van could save a small business almost £12,000 over three years”
Isuzu (UK)
At last somebody has come up with a genuinelycredible electric 4x4 double-cab pick-up. Isuzu (UK) gets a gold star for presenting a batterypowered version of the D-Max with a1.0-tonneplus payload capacity plus the ability to tow a trailer grossing at up to 3.5 tonnes.
On display at the exhibition, it is the first pick-up of its type destined for Europe to achieve both these goals.
D-Max EV’s twin electric motors deliver a combined power output of 140kW and 325Nm of torque.
The range provided by its 66.9kWh lithium-ion battery cannot be classed as outstanding at just over 160 miles, but towing capacity and payload may be ranked as higher priorities by its target audience. Potential customers include highway
maintenance and construction companies, utilities, and local authorities, none of whose pick-ups venture all that far.
Marketed in both double cab and extended cab guise, D-Max EV is scheduled to arrive in UK dealerships next February.
“D-Max EV’s twin electric motors deliver a combined power output of 140kW and 325Nm of torque.”
South Korean manufacturer Kia was spotlighting an all-new range of electric vans under the PBV (Platform Beyond Vehicle) banner.
The first model in Kia’s extensive new range to be rolled out to British businesses is the PV5 Cargo L2/H1, with a 4.4cu m cargo area and a payload capacity of up to 790kg. Rear load area step height is a modest 419mm.
Range between battery recharges is up to 247 miles says the company and customers have the choice of two battery packs; 51.5kWh or 71.2kWh.
• Kia’s PV5 Cargo L2/H1, with a 4.4cu m cargo area and a payload capacity of up to 790kg.
Kia
Two trim levels are listed – Essential and Plus –and the newcomer should be in the hands of operators towards the end of this year.
A crew van derivative of the same vehicle is going on sale too as is an L2 chassis cab. Other PV5 Cargo models – the L1/H1 and L2/H2 – will arrive next year resulting in a line-up with two lengths and two heights.
Kia is clearly determined to establish itself as a volume player in the light commercial market. Larger than PV5, the PV7 is set to arrive in 2027, with further models in the pipeline.
“Kia’s extensive new range to be rolled out to British businesses is the PV5
Cargo L2/H1, with a 4.4cu m cargo area and a payload capacity of up to 790kg.”
KGM
What could have been the most interesting exhibit on the KGM stand failed to appear, alas. Formerly known as SsangYong, KGM had planned to have an electric Musso 4x4 double-cab pick-up on display but it didn’t arrive, leaving a large hole in the in the stand’s vehicle line-up.
Payload capacity is a modest halftonne, and towing capacity is just 1.8 tonnes, so sales to business buyers are likely to be limited. Leisure users may be more enthusiastic though - surfboards and beachwear don’t weigh all that much.
Not that stand visitors were entirely disappointed. Admittedly it is not zero-emission, but the Rexton Commercial 4x4 the manufacturer launched at the show has an undoubted appeal.
A van version of the Rexton car, it comes with a 202hp 2.2-litre diesel engine married to an eight-speed automatic transmission. The 2.2cu m-plus cargo area is accessible through a rear hatch and through hinged doors on either side of the body, and the vehicle can cope with a 750kg gross payload.
Towing capacity is up to 3.5 tonnes. end
SMMT claims route to electrification is blocked for commercial fleets
Transport firms can wait up to 15 years for depot charging power
Businesses wanting
to change to electric vans and trucks are being prevented from doing so by having to wait years to upgrade grid connections to power depot charging. Companies are currently waiting up to 15 years to be connected to the grid, with the grid connection queue having grown tenfold over the past five years, according to the Department for Energy Security and Net Zero.
The Society of Motor Manufacturers and Traders (SMMT), says the delays mean many commercial vehicle operators’ electric vehicle investments are blocked and will remain so even after fossil fuel vehicle sales end. The sale of new, fossil-fuelled vans and HGVs under 26 tonnes is due to end in 2035, while all new HGVs sold in the UK must be zero emission by 2040.
Around 5.1 million vans and 626,000 trucks are currently on UK roads, transporting more than 80 per cent of all domestic freight and directly
adding £13.5 billion to the economy each year. While CVs make up 14 per cent of all vehicles on the road, their higher mileages and energy demands make them responsible for more than a third of all road transport CO2 – and almost an eighth of the UK’s carbon footprint. Mike Hawes, chief executive of the SMMT, said: “We cannot deliver net zero and
improve air quality without decarbonising commercial vehicles. But if operators have to wait up to 15 years just to be able to plug them into their depots, there is no case for investment.
“Prioritising grid connections, alongside reform to planning and action on energy costs, would reduce barriers to adoption, ensuring commercial vehicles continue to carry the loads that keep our economy on the move whilst doing the heavy lifting the nation needs to reach net zero.”
The ZEV mandate requires 16 per cent of new van sales to be zero emission in 2025. Currently, electric van registrations are running at little more than half that (8.3 per cent) with around 167,000 more expected to reach the road over the next three years. That would see the van market hit 25 per cent ZEV by the end of 2027, below the mandate target of 34 per cent. The challenge is even steeper for the HGV sector, with ZEVs making up just 0.5% of registrations and accounting for fewer than 600 trucks currently in use.
While grants for plug-in vans and trucks and government’s Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme continue to incentivise the zero-emission commercial vehicle transition, the SMMT says that action is needed now to remove administrative gridlock to investment. Government recently announced that it will fast-track grid connections for data centres, wind farms and solar power installations.
This preferential treatment, as well as consistent and efficient implementation of local planning policy, must also be afforded to transport depots if the UK’s net zero and air quality improvement ambitions are to be realised, says SMMT.
Together with more affordable energy and a faster rollout of infrastructure across the strategic road network, this would make the case for operator investment in ZEVs unarguable. To do otherwise risks ceasing the mass transition of the HGV sector before it has even begun, while holding back uptake of electric vans, given they would use these same facilities, it concluded.
“The ZEV mandate requires 16 per cent of new van sales to be zero emission in 2025”
Michelin mans-up to net zero challenge
Words: Steve Banner
Michelin aims to help hauliers cut fuel consumption and their carbon footprints and boost their sustainability credentials as part of a plan to renew 80% of its truck tyre range over the next four years.
The new products Michelin will introduce under this programme will cut fuel usage by up to 12% and deliver durability improvements of up to 20%, it insists, compared with what is on offer from its key competitors.
Among the products it is now rolling out is X Line Energy 3. Designed for long-haul work, it is initially appearing in D3 (drive) 295/60 and Z3 (steer) 315/60 R22.5 sizes. The new arrivals are the first 60 sidewall aspect ratio longhaul tyres capable of being labelled with an A energy-efficiency rating says the global tyre giant.
As well as combatting its premium truck tyre market rivals, including Bridgestone, Goodyear and Continental, Michelin is having to ward off competition from low-cost Far Eastern imports. A key advantage it has over
them is the retreadability of its products says executive vice president, Benedicte de Bonnechose. The majority of cheap imports cannot be retreaded.
“Retreading is in Michelin’s DNA, and our Remix 2 programme allows the life of one of our tyres to be extended dramatically,” she says. That can include retreading it twice and regrooving it no less than three times.
• Benedicte de Bonnechose
Making maximum use of a tyre in this way cuts costs for fleets and reduces their environmental impact. Retreading consumes far fewer raw materials and uses less energy than the production of a new tyre.
Conscious of the environmental cost of new tyre production, and under pressure from customers to adopt as green an approach as possible, Michelin intends that 40% of every tyre it manufactures will be made from recycled and renewable materials by 2030, rising to 100% by 2050.
As an earnest indication of its intentions, it has been exhibiting a 275/70 R22.5 bus tyre with a 58% per cent recycled or renewable content.
It includes silica derived from rice husks, carbon black recycled from end-of-life tyres, and recycled scrap metal. Michelin says that it is the first bus tyre with this level of sustainable material to be homologated for road use.
A major challenge Michelin is about to face along with other truck tyre manufacturers is compliance with the new Euro 7 emission regulations, which cover particles emitted by tyres and brakes for the first time as well as from exhausts. It’s a challenge the company’s senior executives are confident they can overcome.
Michelin has been cutting particle emissions from its products for many years, they point out, adding that the regulatory obligation to conquer the challenge is still a little way away so far as truck tyres are concerned. Meeting this aspect of the Euro 7 regulations will not start becoming mandatory until April 2032.
Total exhaust emissions from trucks will reduce steadily as more electric models go into service. “Thirty percent of new trucks sold in Europe will be electric by 2030,” Bonnechose predicts.
“Thirty percent of new trucks sold in Europe will be electric by 2030” Bonnechose predicts.”
In anticipation, Michelin is introducing tyres with load ratings that will enable them to cope with the burden imposed by heavy battery packs.
Michelin has been making major investments in research and development. Last year its research and development budget totalled 786m euros (£660m) and its vast r&d centre at Ladoux in France covers over 1,100 acres, employs 4,000 people, and encompasses 22 test tracks with a total length of nearly 27 miles.
Nor is Ladoux the company’s only r&d facility.
Michelin’s activities have always stretched beyond tyres, and in 2023 it opened HydrogenLab in Montpellier in the south of France. Its role is to develop a new generation of materials for membrane-electrode assemblies that play an essential role in hydrogen fuel cells and electrolysers.
While cutting fuel costs and minimising environmental impact are both vitally-important concerns, safety will always matter more.
That is something Michelin has addressed with X Line Energy 3, and with its new X Multi Energy 2 for regional applications.
“The wet lateral grip of our X Line Energy 3 and X Multi Energy 2 tyres is superior to that of other premium makes,” states vice-president long-distance and urban transportation, MariaEsperanza Gaspar. “That’s been certified by DEKRA, an independent testing organisation,”
X Multi Energy 2’s key tyre sizes are D2 (drive) 315/70 and 80 R22.5 and Z2 (steer) 315/70 and 80 R22.5.
Michelin says that their lateral grip has improved by 5.06% when the tyres are new and by 5.67% when they are two-thirds worn down compared with the previous range. One of its aims is to ensure that a tyre’s performance stays consistent (or even gets better) as the tread begins to wear.
• Maria-Esperanza Gaspar
Tipper operators are not being ignored. On their way are X Works Z2 and D2 for on-/offroad applications which will appear between now and September.
Products that you cannot actually see have become increasingly important to hauliers in recent years, and the one that has most influence on their efficiency and profitability is connectivity.
“Our customers are overwhelmed by data, so Michelin Connected Solutions has developed algorithms that can help them identify and prioritise the things that matter,” says Michel Vincentelli, senior vice president, connected solutions business line.
By employing Michelin’s system, transport managers can see if trucks are idling excessively. They can also identify drivers who burn too much fuel by driving too aggressively, and ensure that they are trained to drive more responsibly.
Michelin Connected Solutions can keep a weather eye on data from onboard tyre pressure monitoring systems and decide whether a drop in pressure can be safely dealt with once the vehicle is back at the haulier’s depot or whether action needs to be taken instantly so that it doesn’t end up stranded at the roadside. Both the manager and the driver can be advised accordingly, and a Michelin’s service provider can be alerted and take action if required.
“It’s an approach that can lead to up to 80% per cent fewer tyre-related breakdowns,” Vincentelli contends. Responding promptly can lead to a 9% increase in tyre life – and that has to be worth having.
“The wet lateral grip of our X Line Energy 3 and X Multi Energy 2 tyres is superior to that of other premium makes”
bebo Human Detection System Safety
Takes the Front Seat
The bebo Human Detection System from RE-Tech UK uses intelligent AI cameras and in-cab audio-visual alerts to prevent accidents before they happen, shutting down systems when necessary to keep everyone safe!
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