“When you factor in the financial aspect, it tends to focus the mind and bottom line of the business”
Spoilt for choice –but is that a good thing?
I guess it comes with the territory, but I’m often asked for advice when someone is in the market for a new car. Normally my thoughts are dismissed (I don’t take it personally), partly because whoever is asking is normally looking for validation for a specific brand or model that they have in mind. In the case of Challen Jnr, however, his choice of an MG3 was made all by himself (maybe I’ve taught him well) – all I did was help him get the best deal he could on the car. However, even then he managed to get an improved offer!
But when it comes to selecting a new car, I never envy someone who has to choose. Granted, in many cases within the company car sphere there’s a list and drivers are restricted by certain limits or pre-arranged agreements with specific manufacturers. But for others, the sheer number of options must be overwhelming.
It’s not as if there are loads of REALLY bad options on the market. When the first of the Chinese brands came to the UK there was scepticism (including, I admit, from me; sorry, BYD) about the quality, driving dynamics, performance and overall level of ownership experience. Boy, was I wrong. There are exceptions, but majority of these new (to the UK) Chinese manufacturers are creating products that match up against what legacy manufacturers are offering. The difference being they have the added benefit of often beating them on price. And when you factor in the financial aspect, it tends to focus the mind and bottom line of the business.
The introduction of the Electric Car Grant certainly put the cat amongst the pigeons. One manufacturer told me that (unlike others) it wasn’t made aware of the initiative beforehand and only found out all the details at the same time as the rest of us. But many of those manufacturers who don’t qualify for the subsidies have already devised similar offers within their businesses. The sceptic in me thinks that was probably the plan all along, but who really knows?
A good friend of mine is keen on the old adage of ‘pay cheap, pay twice’, but I don’t think that’s really the case in 2025’s automotive market. Lowcost alternatives – whether they are petrol, hybrid, PHEV or BEV – can often be on a par or even better than the alternatives that come at a premium, so discount them (no pun intended) at your peril. Enjoy the issue!
Also, we want you...
... to help us inform the industry of the direction of EVs in fleet, by taking our quick EV Survey 2025 and there’s a chance to win a fantastic two-night hotel stay on Dorset’s Jurassic Coast too. See page 39 of this issue for more information.
Vauxhall Frontera offers fully electric or petrol hybrid powertrains, with hybrid models also available as practical seven-seater.
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FLEET15
Dean Lafferty
performance marketing manager, Volkswagen Financial Services UK (VWFS)
What is your ambition in your current job role?
For VWFS Rent-a-Car to succeed as the UK’s most trusted, chosen provider of mobility solutions. I help to create unrivalled customer experiences by keeping the customer firmly in the driving seat of all we do.
What job did you want to do when you were growing up?
Initially a teacher, but this soon changed during my A-levels when I worked part-time for a fashion retailer. I found a new love for helping customers and pursued a degree in retailing, marketing and management.
The best takeaway food? Chinese. Every time.
What’s the proudest moment in your career?
Launching our latest brand campaign in my first year with VWFS Rent-a-Car.
What’s your favourite film and why?
Wicked, because it features my favourite artist, Ariana Grande.
If money was no object, what’s the first thing you would buy?
I would ask each of my family members that question, then buy them whatever they chose.
Name three cars in your dream garage?
Audi Q8 Vorsprung, Porsche Cayenne S E-Hybrid Black Edition and the Lamborghini Urus Performante.
What are the biggest challenges facing fleets at the moment?
Transitioning to electric vehicles and introducing zero-emission policies. The second is a hyper-sensitivity to rising costs and profitability, particularly when considering fluctuations to demand and downtime.
You’re on your dream holiday. Where are you?
In the UK, it would have to be a lodge in the Peak District. Abroad, it’s Dubai.
Night in or night out?
Nothing beats a cosy night in with a candle, favourite snacks and fresh sheets!
Supermarket of choice? Tesco or Aldi.
What car do you currently drive?
Audi Q3 Sportback Black Edition.
Tea, coffee or other?
Skinny, sugar-free caramel latte with one shot of coffee – and an extra shot of syrup!
Books, mags or podcasts? Podcasts. I like to double up listening to marketing or business topics while on a walk outdoors to get inspired.
Who is your idol in life and work?
In life, my Nana. In work, it’s my manager, Laura Steward.
ANALYSIS
THE GREAT CALL OF CHINA
Fast-emerging competition in the UK – and global – new car market is challenging traditional behaviours when it comes to brand loyalty. Natalie Middleton looks at some of the latest findings
As Chinese brands fast make their marque (sorry…) on the global and UK car sectors, new research shows just how much they’re making inroads and reshaping the automotive landscape. Jato Dynamics’ August data for 28 European markets illustrates that brands such as BYD continued their ascent in August, taking a record share –and changing the face of the market.
More than 43,500 units were registered by Chinese carmakers in August –a 121% year-on-year increase and exceeding the individual volumes recorded by several major European brands. Across the Europe-28, which includes the UK, combined registrations of Chinese car brands in August were higher than those of Audi (41,300 units) and Renault (37,800 units).
Although registrations by Chinese car brands comprise 40 different brands, the top five players – MG, BYD, Jaecoo, Omoda and Leapmotor – account for 84% of the total. By brand, MG registered more new cars than both Tesla and Fiat in August, while BYD was ahead of Suzuki and Jeep – and Omoda and Jaecoo outsold brands including Alfa Romeo and Mitsubishi. Let’s not forget either that BYD has dethroned Tesla to become the world’s best-selling electric vehicle manufacturer at various points.
“European consumers are responding positively to the growing, competitive lineup from China’s car brands,”
said Felipe Munoz, global analyst at Jato Dynamics. “It appears that these brands have successfully tackled the perception and awareness issues they have experienced.”
It does indeed appear that buyers have overcome any concerns over durability and quality of such newcomer brands or whether they pose a security threat – although British authorities may still have certain qualms, following reports earlier this year that vehicles with Chinese components have been banned from sensitive sites and military training bases in the UK. In fact, the bigger concern now – if you’re a traditional European OEM – is just how much a threat they pose to market share.
Brand loyalty is traditionally a significant factor in ‘big-ticket’ purchases such as cars, influencing consumers to repeatedly buy vehicles from the same brand. Companies such as Toyota/Lexus, Honda, Mercedes-Benz and BMW are often cited for high customer loyalty, consistently ranking well in various studies for reliability and value. But the arrival en masse of Chinese brands looks set to change all this, as a new generation of cars and a new generation of buyers subvert the typical norms. Delivering the latest insights into this area, LCP Delta has revealed findings from its annual EV Driver Survey. The study, carried out among 3,900 individuals across the UK and key European
markets, shows brand loyalty remains strong at the moment, with 84% of drivers saying they would choose the same manufacturer again. Such brand loyalty is particularly pronounced among drivers in the UK (93%), followed by Spain (87%) and Germany (86%).
Tesla has a slight edge on brand retention, with 50% of its drivers saying they are ‘very likely’ to repurchase, compared with 46% across all EV brands. This comes despite public debate and controversies around the company, which appear to have had little impact on loyalty among existing customers.
But new competition is emerging, with 59% of drivers saying they would consider a Chinese EV brand next time (24% ‘very likely’, 35% ‘quite likely’), rising to around three-quarters of drivers in the UK, Spain and Poland. This shift is driven by competitive pricing in the UK – where there are no EU-style tariffs – and strong demand for affordable options in Poland and Spain. However, interest is lower in markets such as Sweden and Norway, where less than half of drivers express interest and many remain undecided.
Research from Indicata earlier this year also showed that consumers are likely to be the winners as the share of Chinesemade BEVs rises, with drivers gaining from more choice and better value while OEMs will be forced to innovate faster. It’ll be interesting to see the shape of the market in the next 12 months
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INCOMING BMW iX3
What is it? Electric mid-sized SUV
When is it available? Late 2025
Biggest changes? Upgraded electric motor, design language Fleet appeal? Massive driving range, decent efficiency
A Klasse apart
Unveiled at the IAA Mobility show in Munich, the BMW iX3 is the first from the brand to adopt its fresh ‘Neue Klasse’ design. The iconic kidney grille is retained as well as twin headlights to keep it true to the heritage, but chrome is out! BMW says 40 new or updated models will adopt the styling, with distinct differences to prevent them all looking too similar.
Munich’s miles and miles
A 108.7kWh battery will provide a driving range in the iX3 of up to 500 miles, says the Bavarian brand – making it the UK’s longest-range EV. This distance can be achieved in the first version to arrive, the 50 xDrive, with allwheel drive and 469hp and 645Nm of torque. The zero to 62mph time has been figured at 4.9 seconds, while the car’s top speed is limited to 130mph.
Tech fest
There’s no shortage of innovation in the iX3, dependent on which of the three – iX3, iX3 M Sport and iX3 M Sport Pro – models drivers opt for. These include panoramic iDrive, a driver-focused cockpit design that produces a display that stretches across the whole windscreen. The car’s new operating system now enables Zoom calls to be integrated and also includes a video streaming app, supporting the likes of Disney+ and YouTube.
Charge ahead
With the iX3, BMW is jumping on the 800V architecture bandwagon, which enables 400kW rapid charging. In theory, that means drivers will be able to replenish the battery with 231 miles of range in just 10 minutes – 30% up on the charging speed of the previous-generation eDrive tech. Bidirectional charging is also available for the first time on a BMW, when specifying the AC Charging Professional pack.
VERDICT
We’re big fans of the iX3 and the new version clearly ups BMW’s game when it comes to electrified transportation. The combination of more miles from the battery and infotainment upgrades to keep drivers and passengers happy are a welcome addition as the company looks to make great strides in the transition from ICE vehicles. There’s a lot of competition in this area, but a solid tech offering is likely to win over many drivers.
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Made in Munich:
Highlights from this year’s IAA Mobility show
The IAA Mobility show in Munich featured a hot of upcoming models for Europe – the majority of which were, unsurprisingly, electric. John Challen picks out some of the highlights
Cupra Tindaya
Another concept, another hint at the new design direction for the brand. The Tindaya (it’s a volcanic mountain in Fuerteventura, apparently) is motorsportinspired with a racing- and gaming-influenced steering wheel that sits below a vast, 24-inch display. Advanced ‘phygital’ (physical and digital, if you hadn’t figured it out) interaction is used via an interface that adjust driving modes, changes the lights, sound and ambience of the vehicle.
Hyundai Three
Bolstering the Korean manufacturer’s ‘Ioniq’ lineup, the Three is a compact EV concept that debuted the ‘Art of Steel’ design language. Few technical details were revealed, but an ‘aero hatch’ profile helps boost efficiency, while the pixels that are a key feature of the Ioniq 5, 6 and 9 have been retained. Inside, the cabin has been designed to create a “warm, intuitive and calming” environment, says the company. There are “soft volumes and user-focused layouts”, to foster “a sense of serenity and clarity”.
Škoda Epiq
The Škoda electric city car has been talked about for some time, but Munich saw the unveiling of the much-awaited small EV. Škoda, being Škoda, has prioritised practicality, with 475 litres of boot space, up to 264 miles of driving range and a starting price that’s set to be on a par with the ICE counterpart, the Kamiq. There’s a “a bold, minimalist exterior with a functional interior”, says the Czech manufacturer, while keeping all the ‘Simply Clever’ hallmarks and gadgets that people expect to see from the brand.
Audi Concept C
Electric roadsters are in relatively short supply, but Audi braved the Bavarian halls to showcase the two-seat Concept C. With a frontend that combines a nod to the Union Type C and 2004 A6, with a futuristic horizontal lighting setup, the sports car offers something quite different, not only to the rest of the range, but also the Volkswagen Group as a whole. Inside, there’s a 10.4-inch foldable centre display, with haptic controls on the steering wheel and centre console. Few technical details were revealed in Germany, but expect the car to sit on similar underpinnings to forthcoming Porsche EVs, on a dedicated EV platform.
Mercedes-Benz GLC
The latest offering from Stuttgart is direct competition for the car featured on the previous pages of Fleet World. The GLC features ‘EQ Technology’, so it effectively supersedes the EQC, although it sits on a different platform. The car “continues the GLC legacy in electric form” and is – according to Mercedes-Benz –“the first model in a completely new vehicle family”. First up for the UK is the GLC 400 4Matic, which features a 94kWh battery and two electric motors, delivering 489hp and a theoretical 443 miles of driving range.
Polestar 5
Five years in the making – its roots can be traced back to the Precept concept of 2020 – this grand tourer signals the flagship for the Polestar brand’s future. Sitting on an aluminium platform and powered by an in-house developed motor and electrical architecture, the GT has a mighty 884hp and 1,1015Nm in Performance Launch Edition spec (the Dual Motor Launch edition boasts a not-too-shabby 748hp and 812Nm). It comes equipped with an 800V charging architecture to enable a theoretical 10-80% charging time of 22 minutes, when charging at up to 350kW.
AT LARGE
Alex Grant
The promise of driverless vehicles has been hanging over the automotive world for years. Will they ever reach mass adoption? Here’s the view of our editor-at-large
Is the autonomous vehicle a pipe dream? It might surprise you, coming from advocate of driving as a therapeutic screen break, but I’m looking forward to the era of the robot car. It’s comforting to imagine enjoying the freedom and convenience of personal transport long after old age has separated me from my driver’s licence (if not the need to continue working). But I reckon we’ve got a longer pathway ahead than people realise.
At surface level, autonomous driving feels like it’s within reach. The likes of Waymo, Baidu and WeRide are already taking fares in the United States and China, supported by regulations that streamline getting vehicles on the road. Meanwhile, Tesla is scheduled to be hot on their proverbial heels with the Cybercab – despite pushback from the private hire sector. It’s an interesting story to watch, but reaching the mass market requires a massive leap.
For context, SAE International (an international body responsible for industry standards) classifies automation into five ‘levels’, ranging from active lane-keeping or cruise control (Level 1) to systems that can operate everywhere, under any conditions (Level 5). Several engineers working on this technology have told me the top tier is near impossible, due to the global road network’s inherent variability, but Level 4 removes the need for driver intervention. That’s enough to keep my elderly future self mobile.
Unfortunately, the gaps between those
levels are uneven. Anyone who has sifted through recent brochures and websites will have come across the term “Level 2 automation” (or “Level 2 Plus”, which is marketing fluff). It’s a term for systems that can simultaneously control their speed and position within a lane, lightening the driver’s mental load but not their legal responsibility to supervise. That final point is the stumbling block – because Level 3 shifts liability to the manufacturer if the system causes a crash.
As the resident car bore at social events, it worries me how often people tell me they own or have been a passenger in a self-driving car (I’ll leave it to you to figure which brand comes up most frequently) as no such thing exists in the UK. Even the most advanced systems sold here are stuck at Level 2 and an over-reliance on this technology – which, let’s remember, is designed to improve safety – is terrifying. Especially for fleets, who cover the highest mileage and operate the newest, most technology-rich vehicles on the road.
For proof, check out the US National Highway Traffic Safety Administration’s investigation of high-speed accidents and near-misses involving Ford’s BlueCruise
system. BlueCruise, which is also available in the UK, enables drivers to take their hands off the wheel on designated roads and uses an in-cabin camera to ensure they’re watching the road. NHTSA discovered that the system was designed to ignore stationary objects when travelling at 62mph or more, which is a sensible way to avoiding phantom braking – but it also assumes the driver knows they’ll need to intervene. That’s going to be an increasingly important handover topic for fleets as similar systems become more common.
In the UK, the Conservative government introduced a bill setting out safety thresholds for autonomous vehicles – and a legal framework that shifts liability to insurers, software developers and manufacturers. It’s another step in the right direction, but the breadth of conditions those vehicles will need to cope with –from Welsh rain, to London gridlock, to snowy single-track Highland roads – is staggering. And, although we’ll get there, I reckon nationwide coverage is decades away. In the meantime, I’ll accept a robotic helping hand for those therapeutic screen breaks and keep my eyes firmly on the road ahead.
“As the resident car bore at social events, it worries me how often people tell me they own or have been a passenger in a self-driving car, as no such thing exists in the UK”
DRIVING DOWN COSTS
For fleet operators there is always pressure to deliver greater operational efficiency, whilst keeping costs under control. Simple to say – often complex to achieve.
But in this fight to reduce costs whilst maintaining fleet performance, advanced telematics systems like Trakm8 Insight can be an invaluable weapon to monitor, identify waste and drive down key fleet operations spends like fuel, incident costs and fraudulent insurance claims.
Fuel Efficiency in Focus
Fuel is one of the biggest costs for any ICE or mixed vehicle fleet. With advanced telematics fleet managers can see exactly where that spend is being wasted. Trakm8’s
telematics systems monitor inefficient driver behaviours that increase waste fuel consumption, such as harsh acceleration, excessive idling and speeding, and display them in clear dashboards in the Insight fleet management platform.
This enables fleet managers to identify their least economical drivers and support them with additional coaching. In addition, drivers can be prompted in the moment that poor driving behaviours occur using the incab ACC750 driver feedback device.
Fleets using this data to coach drivers are seeing fuel consumption and costs fall by as much as 10%. When combined with Trakm8 route optimisation technology, cutting unnecessary mileage and ensuring vehicles take the most efficient path, the savings can be even more significant.
Enhancing Safety
Of course, enhancing fleet safety to better protect your drivers and the public is an objective all of its own. But reducing incidents
avoids significant costs too – repair bills, vehicle downtime and more.
Trakm8’s ACC750 in-cab driver feedback device is an effective tool here, alerting drivers in the moment that unsafe driving events occur and coaching them to improve in real-time. This has helped fleet operators reduce accident rates by up to 39%.
Reducing Insurance Premiums and False Claims
Many insurers offer significant discounts on premiums for fleet vehicles equipped with vehicle cameras, as they deter unsafe driving and make claim resolution more efficient.
Beyond this though, fleet operators who deployed Trakm8’s RH600 4G dash cam with integrated telematics have been able to reduce insurance claims by 50%. This is achieved through the camera automatically capturing high resolution footage when incidents are detected and uploading to the cloud for almost immediate access, making it faster and easier to refute false claims.
Trakm8’s UK-manufactured RH600 telematics camera
Julie Summerell
board member, Association of Fleet Professionals
PENALT Y POINTS industry insight
Five steps to consider when managing private parking fines
Difficulties surrounding private parking fines are one of the biggest complaints heard across the Association of Fleet Professionals (AFP). Place any two of our members in a room, look at any of our online forums, or join any of our meetings and it’s a topic that’ll soon arise.
It’s not just that fleet managers view the fines as increasingly onerous – the recent government consultation on private parking suggests the number issued has risen from 1.9 million in 2012 to 12.8 million in 2024 –but there is also a feeling that parking companies are becoming less and less flexible in response to queries and appeals. Volumes are increasing but so is the friction that accompanies them.
We’re hopeful the consultation will lead to positive change through a new industry code of practice but until then, how can fleets make the issue feel like less of a problem? Here are five points to consider.
1. Choose the best way to deal with fines. Should you handle fines in-house or use an external supplier? There are pros and cons to both approaches. Working with a third party brings the considerable benefit of having a specialist, although that doesn’t make all the headaches go away – you’ll still have drivers who feel badly treated as well as experiencing occasional process glitches. Managing fines yourself means developing processes and expertise – and some of our members have employed people specially for these tasks. Whether you choose in-house or outsource, this extra cost sometimes pays for itself through savings from appeals and paying fines on time.
2. Create a watertight process. Whether you or your supplier are handling the process, the key to minimising the administrative burden of processing fines is to have a solid workflow in place. That means including factors such as checking the details of fines for accuracy when they arrive, recording all the details in one place, understanding the possible avenues for successful appeals and managing the financial aspects. Specialist suppliers will usually have their own platforms that make processes faster and easier.
3. Pay-and-recharge, or nominate the driver? Probably the single most important decision to make regarding your workflow is whether to pay fines and then recharge the driver, or pass the fine straight to them. A key consideration is that paying the fine generally makes it more difficult – or sometimes impossible – for the driver to retrospectively appeal, while time limits that escalate the amount due are also an issue. This decision is further complicated by the fact some leasing companies will automatically pay and recharge you if they are issued with a fine on a leased vehicle.
4. How do you deal with repeat offenders? Some drivers are magnets for parking fines and it may be appropriate to have a process designed specifically for them. At a fundamental level, this can mean explaining what your organisation expects in terms of parking and what it costs to deal with the hassle of ongoing fines. However, persistent parking fines are often an indicator of a wider problem with an individual’s driving, being accompanied by speeding fines
and even accidents. In these cases, risk management solutions such as driver training could be required.
5. Are you making fines unavoidable? It’s possible to view parking fines as a fact of fleet life, but some vehicle operators find reductions possible by investigating their root causes. Are you placing excessive operational burdens on your drivers, giving them little choice but to park in locations or face time overruns on jobs that make fines more likely? Of course, a few fleets choose to run the risk of fines because paying the penalty is cheaper than not completing a job but, for others, some simple adjustments to working practices can dramatically reduce the number of fines received.
Help and advice on all these points is a source of frequent discussion within the AFP and, if you’re experiencing particular problems with parking fines, you’d almost certainly benefit by becoming a member.
For more information about the AFP visit www.theafp.co.uk
“Working with a third party brings the considerable benefit of having a specialist, although that doesn’t make all the headaches go away”
FLEET FINANCE
CHARGE SMART, CHARGE AT HOME
FHow to optimise TCO and unlock fleet efficiency beyond the depot.
By Antony Fernandez, CEO at Easee
or businesses electrifying their fleets, the depot has traditionally been the heart of refuelling operations.
But it’s not always the most operationally efficient option; it can create bottlenecks, increase costs and miss out on one of the biggest advantages of EVs: versatility.
Fleet managers such as those at the AA are increasingly recognising the benefits of enabling drivers to charge vehicles both at home and work. With the right systems in place, blending depot and home charging can deliver substantial savings in both operational costs and driver time, improve vehicle readiness, and reduce strain on grid infrastructure. At the core of this shift is the ability to accurately measure, monitor and reimburse energy usage. That’s why MID (Measuring Instruments Directive)-compliant chargers, such as those developed by the teams at Easee, are becoming essential tools in any smart fleet operator’s arsenal.
Having the ability to charge both at the depot and at home brings convenience and cost savings into sharp focus. Rather than requiring drivers to return to a depot to plug in, vehicles can be charged overnight at the driver’s home, ensuring they are ready to go at the start of every shift. In addition to the social benefits for the drivers of being home sooner and charging being less hassle, this policy also eliminates downtime spent queueing or waiting for public chargers and enables fleets to maximise vehicle utilisation. Smart charging overnight also allows access to cheaper electricity tariffs, which goes a long way to helping reduce operational costs.
“Having the ability to charge both at the depot and at home brings convenience and cost savings into sharp focus”
MAKE IT SIMPLE
However, to make home charging viable at scale, the complexity and time-draw for any system needs to be removed – and it has to be fair, accurate and automated. Drivers need to know they are not footing the bill for business miles and employers need confidence that they are only reimbursing on-duty vehicle use. This is where MID compliance becomes so important; the Measuring Instruments Directive ensures that the charger’s energy measurements are precise and legally approved for billing purposes, offering the same level of accuracy and trust as a fuel pump.
MID certification means every kilowatt-hour used for charging a work vehicle at home can be tracked and logged accurately, allowing employers to easily automate reimbursement processes and remove the need for manual claims or estimations. Some companies integrate this data directly into payroll or expense systems, while others issue monthly reimbursements based on verified energy use. Either way, the process is streamlined, transparent and fair for all parties. Beyond financial accuracy, home charging also supports smarter energy use across the grid. Fleets should prioritise opting for chargers that feature intelligent scheduling capabilities, allowing charging to take place during off-peak hours. By avoiding peak demand periods, fleets can help ease pressure on local energy infrastructure while taking advantage of lower tariffs. For energy-conscious businesses, this not only supports sustainability goals but also protects against future cost volatility as time-of-use pricing becomes more widespread.
COST-SAVING EXERCISES
From an infrastructure perspective, decentralised home charging also reduces the need for expensive upgrades at a central depot. Rather than investing in grid reinforcements to support dozens of fast chargers in one location, fleets can spread the load across hundreds of homes. Each vehicle charges slowly and efficiently overnight, drawing on renewable
energy when it is most abundant, which makes it ideally placed as a flexible, future-proofed solution that can scale as the fleet grows.
The result is a fleet of vehicles that is fully charged and ready at the start of each day with no disruption to operations. Drivers benefit from the ease of plugging in at home and the reassurance of being fairly compensated for their electricity use, while employers benefit from a more productive, predictable and cost-efficient fleet. And energy networks benefit from reduced peak demand and better load balancing. As we hit a million chargers sold worldwide – and look to use the scale of our network to help balance the grid moving forward – this approach only becomes more critical for fleet managers needing to make operations more efficient and cost-effective.
Of course, depot charging still plays a core role in the effective operation of a fleet, particularly for heavier vehicles, those with multiple shifts or operating in urban areas without home charging access. But for many fleets, enabling home charging with the right technology represents a significant leap forward in operational efficiency; it shifts the focus from centralised control to smart, distributed energy use and reflects the true potential of electric mobility.
DEVIATION FROM THE DEPOT
The future of fleet charging is not confined to the depot. By opting for solutions that combine MIDcompliant hardware with smart charging capabilities and seamless reimbursement, fleets can establish home charging as a powerful tool for making their electric transition smoother and set up for success moving forward. For those ready to make the switch, the benefits are immediate: lower costs, happier drivers and better business performance.
FLEET FINANCE
SPECIAL DELIVERY
FToo often fleet is viewed too simplistically, resulting in service playing second fiddle to price, explains Simon Staton, client management director of Venson Automotive Solutions
leet, for most employers, is the second biggest expense after staff, so it’s critical that the procurement of vehicles and related products and services is undertaken along best practice lines. Fleet procurement can be complex. After all, when leasing a vehicle, it is a ‘financial instrument’ that is being purchased – not goods or services – and within this financial package are wrapped vehicles and, potentially, a range of in-life services.
It is common for price to play the starring role in the procurement and, of course, it’s an essential factor in every procurement process. In fleet though, it is especially important that price doesn’t dominate at the expense of other vital quality or service needs that are critical if vehicle operating excellence is to be achieved over the lifetime of a contract. Unlike office furniture for example, fleet can’t be viewed as a commodity purchase. Yet, all too often procurement teams negotiate what they believe is ‘the best price,’ before moving onto the next procurement project, leaving the fleet team to implement and manage what has been agreed. Of course, procurement
“Much like a vehicle, the financial contract being negotiated by a procurement team has many moveable parts, so it’s hard to ‘fix’ a leasing contract”
managers and financial teams have a key role to play in negotiating fleet deals, but not at the expense of other stakeholders, such as the fleet manager.
So, in the complex world of fleet, it is critical for an organisation to understand clearly what is being procured, how the service will manifest itself during the inlife period and how costs – real and hidden – will potentially rise during the contract period. Much like a vehicle, the financial contract being negotiated by a procurement team has many moveable parts, so it’s hard to ‘fix’ a leasing contract. A tender price is based on a specific moment in time.
There are many legitimate reasons why some vehicle leasing companies apply price changes during the lifetime of a contract. These include manufacturers introducing price rises, residual values changing, movement in interest rates and the cost of funding varying. In addition, there will be changes in service, maintenance and repair costs, as well as the likelihood of discount terms the leasing companies receive from manufacturers changing.
Crucially, all these factors contribute to a monthly lease rate, resulting in what is known as ‘rate creep’, when the monthly rental costs gradually increase. Over the life of a three- or four-year contract, the supplier can recoup the cost of any signing-on fee that was ‘guaranteed’.
Consequently, the reality is that it is virtually impossible to challenge those providers who softened a contract signing with a ‘golden hello’ on how they set their monthly contract hire rates.
SIZE ISN’T EVERYTHING
Fleet operators need a provider that is large enough to offer a full array of fleet management services but small and agile enough to flex to requirements when needed. That’s why working with highly skilled professionals who understand all aspects of the business and can support a company in delivering the optimal fleet solution is key. Not all fleet management suppliers can provide this level of service; some of the larger leasing and fleet management companies may have more resources, but they often lack the flexibility of small to mid-size companies.
Relationships are important too. Procurement teams should make customer service a top priority, choosing a supplier who will treat their organisation as a partner. Great service means getting through to someone when the fleet team and company drivers need them, and who’s willing to own a problem and get a resolution as quickly as possible. That’s why a good fleet management provider supports their customers with a dedicated account team who understand their contract, their business and the operational needs of the drivers.
Your fleet's solution for public and home charging, fuel and on-the-go spending. All in one place.
FLEET FINANCE
BREAK THE BARRIER
Salary sacrifice is the biggest growth area for EVs this year, but many companies feel shut out, says Julian Mensah (below), founder and CEO of Voltric
“Our employees would like a salary sacrifice scheme but we’ve looked into it and it won’t work for our business.” If I’ve had this conversation once, I’ve had it a hundred times. In meetings, at conferences… heck, even in the supermarket car park.
Salary sacrifice is quietly doing the heavy lifting for electric vehicle adoption. According to the BVRLA, the number of vehicles procured via salary sacrifice rose 61% year-on-year to April 2025, taking the total to more than 100,000, while 87% of all salary sacrifice vehicles are electric. That momentum matters for fleets because it moves drivers into EVs without putting financial strain on the business.
So why do so many businesses still think salary sacrifice will not work for them? Three themes come up again and again. First, staff churn. In sectors where people move on every 18 to 24 months, finance directors worry about being stuck with long leases and hefty early termination costs. We have met large UK employers who shut schemes down for exactly that reason.
The second element is company size. I have sat with companies of around 200 people who were told they did not meet a minimum headcount for a lease-based salary sacrifice programme. The third
issue is admin and waiting times. Checks and balances are important, but we meet teams who endure months of paperwork, repeated credit checks and delivery lead times of more than six months.
Now consider the UK business base. Of the 5.6 million businesses, 98% employ fewer than 50 people and 49% are under four years old. These firms are fastmoving and influential in their markets. They are also the most likely to be told they are too small, too young or too fluid for a traditional salary sacrifice lease.
A NEW PATH TO TRAVEL
All of those are valid businesses to drive the EV transition. They run essential services, supply chains and client teams. Yet, the current approach can leave them on the sidelines, even when their people are asking for EVs and their sustainability plans need real miles in electric cars.
The fix is a salary sacrifice subscription. It is still salary sacrifice, just in a more flexible package that matches how modern teams work. Instead of locking a company into a multi-year lease, a subscription wraps the car, insurance, servicing, maintenance, road tax and breakdown cover into one monthly price and lets you adapt if people join, move role or leave. In short, it gives fleets the
certainty of traditional salary sacrifice with the agility of a subscription.
This is exactly what we offer at Voltric. It’s a salary sacrifice subscription you can cancel if an employee leaves. The employee can change their car whenever needed. There are no lengthy credit checks or deposits, and no minimum order quantities. Vehicles arrive in around two weeks, with routine servicing arranged directly with the driver. In short, it makes salary sacrifice work for the business and its employees.
Back to that supermarket car park. After we talked through the myths, the person who had come over to admire my latest EV – and who turned out to be an HR manager for a local company –admitted her people had been asking for EVs for ages. I explained how we could set a sensible cap on vehicle price and let her team browse live, transparent pricing, how we can deliver cars within a fortnight and how her business has total flexibility. For the first time, EVs were a real possibility for her employees, and the business could finally look towards real progress on its fleet emissions.
So, next time you think “it won’t work for our business”, consider what will: a salary sacrifice subscription built for the way your business really runs.
“So why do so many businesses still think salary sacrifice will not work for them? Three themes come up again and again”
FLEET FINANCE
ALL BASES COVERED
WHow multi-marque lease fleets can gain instant real-time control of their operations.
By David Savage, chief revenue officer at Lightfoot
e often talk about the financial savings that adopting technology such as Lightfoot can bring to a company. But, beyond that, there’s another key aspect of the offering – transparency.
The huge amount of data that Lightfoot’s in-cab devices relay to fleet managers and their leasing partners (such as location, routes, speed, accelerator use, idling, braking and cornering force) also offers an instant overview of a fleet. What follows is detailed realtime status updates and mileage.
SAVINGS WITHOUT SACRIFICE
On average, Lightfoot delivers 24% reductions in engine idling and 15% fuel savings, helping vehicles to operate more efficiently across mixed-make fleets. It also offers access to a consistent data set for all makes and models of cars and vans, solving the issue that multi-marque fleets encounter where data is delivered in a myriad of different formats depending on the make of vehicle. Consolidating all of this data into one dashboard gives managers total control of a fleet in real-time.
Lightfoot can deliver granular, actionable real-time data about the operational
status of vehicles – mileage reporting, alerts about technical problems or even monitoring of charge levels of electric vehicles. By running this technology in every car and van, decisionmakers can ensure their fleet is running as it should, and can act when there is an issue.
BUSINESS AS USUAL
The benefits of being able to undertake this process with a leased fleet are huge, with fleet managers able to ensure that vehicles are operating within their contract parameters. This means there are no shocks when vehicles go back at the end of their lease contract – no unexpected excess mileage charges, fewer fines for poor condition, and all services and maintenance carried out, resulting in a smooth, hassle-free de-fleet process.
This higher level of predictability and planning should all have positive impacts on leasing contracts and fleet operations. Indeed, we’re already seeing this with several clients – most notably Volkswagen Financial Services Fleet.
ONE-STOP SHOP
As a technology partner, we are offering our suite of in-cab coaching, diagnostic and reporting technology, electric vehicle transition software, gamification app for drivers and telematics tools to its customers.
The technology is offered at the vehicle ordering stage, giving customers the ability to specify exactly what each car or van needs, creating economies of scale with consistency throughout their fleet, from perk cars to workhorse commercial vehicles.
“On average, Lightfoot delivers 24% reductions in engine idling and 15% fuel savings, helping vehicles to operate more efficiently across mixed-make fleets”
Powering the Future: How To Build a Smarter, Greener Fleet
Fleet management is undergoing a fundamental transformation – not just in terms of what powers our vehicles, but in the way fleets connect to digital infrastructure, manage payments, and reduce their carbon footprint.
For companies that manage fleets, staying ahead means more than swapping petrol for electricity; it means rethinking how every vehicle, driver, and system operates in a new ecosystem of connected mobility.
Take Yunex Traffic, a business at the forefront of the digital transformation of mobility and delivers innovative solutions for smart cities, it’s made moves to modernise its fleet by aligning its sustainability goals with opportunities to drive efficiencies. In just two years, the company electrified 40% of its 560-vehicle fleet—a critical step in sticking to its goal of keeping fleets moving and carbon down. But this transition meant navigating some complexities that come with adopting new
technologies. Initially, drivers relied on public charging points, which occasionally presented logistical challenges such as locating available chargers during busy periods. This highlighted opportunities to further optimise fleet operations and charging strategies.
To overcome these challenges, it turned to a long-term partner, Allstar, to provide a single, scalable solution for its evolving fleet. With Allstar Chargepass ® , Yunex Traffic gained access to the UK’s largest and fastest electric charging network, including over 2,600 Tesla Superchargers, alongside coverage of 90% of the UK fuel stations. Drivers can now charge wherever it’s most convenient, on the road or at home, without needing multiple cards or manual expense claims.
Crucially, Allstar Homecharge* automatically and accurately pays a driver’s home charging costs, eliminating the need for time-consuming admin. The solution is hardware-agnostic and can integrate with existing infrastructure, providing the fleet manager with complete visibility of costs through the Allstar Online dashboard whilst drivers have access to manage home energy tariff details via the Homecharge Driver Portal.
Beyond fuelling and charging, Yunex Traffic also implemented Allstar MileagePoint for 102 of their company car drivers to provide an accurate split of business and personal mileage, that satisfies HMRC audit requirements.
“Allstar has been with us from day one,” said Patrick Nolan, Fleet Manager at Yunex Traffic. “As we collectively move towards EV adoption, Allstar had a complete solution ready to go when we needed it. That has meant that it has been easier than expected for our drivers to get on board with their new electric vehicles.
”In the race toward net zero, fleet sustainability doesn’t need to come at the cost of efficiency. With a single, scalable solution like Allstar’s, businesses like Yunex Traffic are proving that innovation and integration go hand-in-hand.
Ready to streamline your fleet’s future? Visit here to learn how Allstar Chargepass can support your transition to smarter, more sustainable operations.
FLEET FINANCE
ACTION STATIONS
TA changing economic landscape in the UK means time is ripe for looking into fleet finance, believes Colin Melvin, commercial director at Fraikin
he automotive sector has always been a complex space in which to operate, but 2025 has been especially challenging. Tariffs and trade war threats have created unexpected obstacles for all stakeholders –from sole operators and major fleets to vehicle manufacturers and suppliers –compounding the usual struggle to balance growth and financial stability.
Keeping everything in-house obviously has some benefits, but that approach also exposes businesses to many operational and financial risks. Given the current economic climate, what we’re seeing is more operators concluding that financing assets is a far more effective ownership model.
A significant benefit in favour of financing is the security it delivers. Though contract hire or long-term rental agreements obviously entail significant investment, these packages provide customers with complete financial transparency, as well as a consistent and manageable monthly cost.
Contrast this with the substantial initial costs when purchasing vehicles outright – and the potentially costly ongoing unexpected expenses – it’s clear businesses are reaching the conclusion that outright ownership may not be the right solution.
In addition, looking at the finance route offers businesses, particularly smaller and medium enterprises, the chance to acquire newer vehicle models and technologies far earlier than if they were to buy their vehicles.
Advances in vehicle technology and connectivity offer major efficiency and safety gains, but for many operators the upfront costs can be hard to justify. By financing vehicle purchases, fleets need not wait. They can integrate cuttingedge operational and safety systems into their business as soon as possible, granting themselves with immediate access to the short- and long-term benefits these advances bring.
This logic also extends to operators looking at ways of introducing new alternative fuel vehicles into their fleets. There is a clear preference in the market for the businesses that are interested in acquiring electric vehicles to opt for leasing or contract hire. A large part of that thinking centres around anxieties on servicing, maintenance and repair management of these new powertrain technologies that many inhouse mechanics are not yet experienced with. A core part of the Fraikin offering is mitigating these residual value risks to help customers accelerate their decarbonisation goals.
This commitment also extends to our rental fleet – which has recently been the subject of a multi-million-pound investment. Part of that programme has included acquiring non-diesel trucks and vans to allow customers to operate valuable trials with alternativefuelled options on medium- and longterm hire. From there, they can call on our expertise and industry connections to develop a workable plan on how best to introduce them into their operation on a more permanent basis.
As year’s end rapidly approaches, Fraikin – and the UK’s automotive industry as a whole – is preparing for an uncertain climax to 2025. The UK economy’s Q1 growth was promising, but things have changed a lot since then and the country’s current landscape appears a whole lot less certain. Regardless of the outlook, for businesses that need to refresh their fleets, there’s no time to sit on the fence.
By choosing contract hire or longer-term rental services, these companies can grant themselves the freedom to focus on their core strengths, regardless of how the picture changes. By outsourcing fleet responsibilities to specialists, they can reduce risk, optimise resources and drive sustainable growth.
MIND THE GAAP
AVehicle leasing will come under a greater spotlight with accountancy changes from next January, making it essential fleet managers know the details, says Holman’s business development manager, Gareth Hanvey
major shift in UK accounting standards is set to reshape how businesses report contract hire and operating leases. From 1 January 2026, these leases will no longer be held off the balance sheet, as UK GAAP (Generally Accepted Accounting Practices) aligns with international standards aimed at improving financial transparency.
Under the new rules, companies must include contract hire and operating leases in their financial filings. These leases will be listed as liabilities, but also as assets under the ‘Right of Use’ principle – recognising that vehicles are used for business operations and therefore hold value.
This change is designed to eliminate the long-standing practice of companies holding significant lease liabilities without declaring them. In today’s business environment, where financial reporting underpins company valuations and investor confidence, transparency is no longer optional – it’s essential.
TIME TO TAKE NOTE
While compliance will fall under the remit of finance directors, fleet managers must be prepared for increased scrutiny. With every leased vehicle now appearing on the books, finance teams will be asking more detailed questions about fleet composition, utilisation and cost justification. Expect queries such as: What vehicles are in the fleet? Why are specific models chosen? How efficiently are they being used? Fleet managers will need to provide clear, data-backed answers. The pressure to optimise fleet usage
will intensify, especially for contract hire arrangements where control over the asset and its term is limited.
A TRANSPARENCY DIVIDE
The new reporting standards also highlight a key difference between contract hire and finance lease. Contract hire often lacks transparency in how monthly rentals are calculated, putting it at a disadvantage compared to finance lease, which offers clearer visibility into interest rates and charges.
This clarity is crucial for accurate financial reporting and tax offsetting – areas where fleet managers will be expected to support finance teams with detailed cost breakdowns and usage data.
THE BOTTOM LINE
Although these changes may not alter the day-to-day running of a fleet, they elevate the strategic importance of fleet management within the business. With fleet typically ranking among the top five areas of corporate spend, having robust data and a clear understanding of lease structures is more critical than ever. Fleet managers should begin reviewing current lease arrangements, ensure transparency in cost structures and prepare to collaborate more closely with finance teams.
The era of off-balance-sheet leasing is ending – bringing fleet operations firmly into the financial spotlight. With assets now appearing on the balance sheet but remaining outside the fleet manager’s direct control under contract hire models, expect deeper scrutiny on vehicle choice and utilisation.
“Under the new rules, companies must include contract hire and operating leases in their financial filings”
FLEET FINANCE
CAN PAY, WILL PAY
TWhy payments are the unseen superpower for fleet finance, by Matt Pretorius, head of fleet solutions, Octopus Energy
he future of fleet management is not just about the vehicles we drive; it’s about the way we pay for, manage and power them. While the conversation around fleet electrification often focuses on hardware (such as the vehicles and chargers), it’s the finance that underpins it all. For fleet managers, the new challenge isn’t just about finding the right funding model for an EV, but about how to finance and manage a complete, multi-layered energy ecosystem.
The traditional finance model was simple: a fuel card for the vehicle and an expense claim for everything else. But as fleets evolve, this model has become a source of stress. Managing a mixed fleet requires juggling fuel cards, multiple public charging apps, and a mountain of expense reports for everything from tolls, home charging, workplace charging and public charging. This administrative burden is not just a nuisance; it’s a financial drag, impacting efficiency and making it almost impossible to gain a clear picture of a fleet’s total cost of ownership.
The solution isn’t just another card; it’s a new way of thinking about fleet finance. This is where next-generation payment solutions, built on powerful, established
networks, come into their own. Our partnership with Visa is a perfect example of this. What’s core to this collaboration is that it allows us to build a payments solution on a foundation that is universally trusted and accepted. It’s the kind of reliable backbone a fleet needs to go further, without worrying about whether the card will be accepted.
BASE RATE-D
The real power is in the platform behind the card. What fleet managers need is a system that brings everything together and makes the complex feel refreshingly simple. Our next-gen payment solutions provide a single, consolidated bill that gathers all on-the-road spending into one place. Whether a driver is charging publicly, being reimbursed for home charging, or paying for fuel for a legacy vehicle, the costs all land on a single invoice – eliminating the need for manual expense processing, making month-end a breeze and freeing up finance teams to focus on the big picture.
This shift in payments is more than just an administrative fix; it has the potential to be a game-changer. By having all the data in one place, fleet managers gain greater financial visibility. They can track spending patterns,
look at charging behaviour and use these insights to make smarter, datadriven decisions that optimise their fleets. It’s about moving beyond just processing transactions and truly understanding your fleet.
Ultimately, this evolution in payments is about preparing for a future that is already here. A modern fleet is a data-driven entity, so by partnering with robust financial networks, we can build solutions that are secure, flexible and scalable. Not only to streamline daily operations but also to provide a solid foundation for a fleet to grow and thrive in a world that is increasingly electric and connected.
The future of fleet finance isn’t a single product; it’s a seamless financial ecosystem that powers the entire journey.
“What f leet managers need is a system that brings everything together and makes the complex feel refreshingly simple”
EV FUNDAMENTALS is intended to provide an essential reference point for all things EV. Here we take a look at mobility, vehicles and safety – providing drivers and fleets with key information in the switch to electric
FUNDAMENTALS OF EV MOBILITY
AMID GROWING PRESSURE TO DRIVE DOWN CO2 EMISSIONS, WHAT SUPPORT IS AVAILABLE TO HELP FLEETS DEVELOP AN OPERATIONALLY AND COST-EFFECTIVE ELECTRIC VEHICLE STRATEGY?
FLEETS have an ever-improving business case for going electric. Battery packs are 84% cheaper (per-kWh) than they were in 2014, according to Bloomberg NEF, while supply chains are maturing, delivering a more affordable, more versatile, more varied choice of electric cars and vans.
The SMMT says 135 battery-electric cars and more than 100 different plug-in hybrids were available in the UK in May 2025, ranging from city cars to luxury saloons and SUVs, and LCV options are improving too. Selecting the right vehicles and deploying them effectively is critical for controlling total operating costs (TCO) – here’s how.
COMPANY CAR TAX
HMRC assigns a taxable value to cars that are available for private journeys – a percentage of the list price, weighted against vehicles with higher CO2 emissions. Employees then pay Benefit-in-Kind on that figure at the same rate as their income tax band while employers’ National Insurance Contributions are charged at a flat 15%.
This system provides generous tax breaks for ultra-low emission vehicles (ULEVs) – a term encompassing all BEVs and PHEVs emitting 50g/km CO2 or less (at the tailpipe). It’s created a market where 80% of ULEVs are registered to fleets, and incentives are in place until at least April 2030:
• BEVs (0g/km) are taxed at 3% of the list price (2025/26), rising 1% point in April 2026 and 2027, then 2% points in 2028 and 2029 – to 9%. Although it’s a three-fold increase, it’s less than half the next-lowest band. This includes FCEVs.
• PHEVs (1-50g/km) fall into five bands, from 3% to 15%, according to their electric range. They also get a 1%-point rise in April 2026 and 2027, before being combined into a single 18% band in 2028, rising to 19% in 2029.
PHEV tax changes from April 2028 coincide with the Euro 6e-bis emissions standard being implemented in the UK. Already in force across the rest of Europe, this reduces the influence of a PHEV’s electric range on its published efficiency and CO2 figures and could push some models over the 50g/km CO2 ULEV threshold.
PURCHASE INCENTIVES
Businesses purchasing electric vehicles can claim grant funding of up to £3,750 for cars (depending on where they were manufactured) and £5,000 for LCVs (according to gross weight). They can also deduct 100% of the investment cost from their pre-tax profits, falling to 18% for cars emitting between 1-50g/km CO2 and 6% for models above that threshold. Leased assets also qualify for tax relief. Businesses can deduct 100% of the monthly rental cost for cars emitting 50g/ km or less, compared to 85% if they are above that CO2 threshold. The 100% rate isn’t CO2-capped for most LCVs, but double-cab pickups are now treated as cars for corporation tax purposes which incentivises the most efficient models.
CONSIDERATIONS FOR VANS
Demand for electric light-commercial vehicles (LCVs – which includes vans and pickups) is slower than it is for cars, and behind the 16% ZEV mandate target for 2025. The SMMT says only 8.8% of new registrations year to date (July 2025) are electric, held back by higher prices, reduced range and payload compromises.
There are incentives to encourage uptake. Drivers don’t pay Benefit-in-Kind if they use an electric LCV for private journeys, and the gross weight limit of the largest models has been extended to allow for the battery on board. Electric LCVs between 3.5 and 4.25 tonnes are counted towards ZEV mandate LCV targets and can be driven without additional training, but they are still technically a heavy-duty vehicle. They require an earlier first MOT and, for some operators, compliance with drivers’ hours rules and an electronic speed limiter which an equivalent payload diesel van would avoid.
CHARGING COSTS
Operating costs for PHEV and BEV cars and vans vary significantly, depending on where they are charged. Zapmap reports an average price of 76p per kilowatt-hour (kWh) for the fastest public chargers, compared to 27p on a flat-rate, Ofgem-capped home tariff. Providing cheap, convenient charging is essential for controlling costs, and that includes PHEVs where the alternative is drivers not plugging them in at all.
The Government offers up to 75% (capped at £350) towards chargers and installation at workplaces and homes, including flats and on-street parking spaces but excluding homeowners in single-occupancy houses. Businesses can claim grants for up to 40 workplace sockets and deduct 100% of the cost from their pre-tax profits, while the cost of installing home chargers and energy provided at work are Benefit-in-Kind exempt.
SWITCHING to electric doesn’t have to be complicated. Holman’s Electric Vehicle Services provide complete, end-to-end support to guide your fleet through every stage of the EV journey.
From initial planning to vehicle resale, we guide you through every stage of the EV lifecycle. Once your fleet is on the road, our 24/7 maintenance and repair support keeps everything running smoothly.
When it’s time to cycle out vehicles, we help maximise your return with EV-specific resale expertise and valuations.
Backed by seamless data integration and real-time visibility, Holman’s EV solutions help you make smarter decisions at every turn – improving performance, reducing costs, and supporting your sustainability goals.
Whether you’re just beginning or ready to scale, Holman brings clarity and confidence to your electric future.
If you’re looking to understand how these changes might impact your fleet, or want help building a practical, forward-looking EV strategy – we’re here to help.
www.holman.com
FUNDAMENTALS OF SAFETY
HOW CAN FLEETS CREATE A CULTURE OF SAFE DRIVING –AND WHAT TOOLS ARE AVAILABLE TO SUPPORT THEM?
Employers have a legally enforced duty of care to ensure they provide a safe working environment, with obligations covering risk management, training and staff welfare. And those responsibilities also apply when employees are on the road, even if they’re driving their own vehicles.
The Health and Safety Executive identifies driving for work as one of the most dangerous activities employees can undertake, and the stakes are high. Human effects aside, the Department for Transport reports an average per-casualty cost of £99,048, rising to £2.4m per fatality, while Volkswagen Commercial Vehicles claims vehicle downtime can cost £550 per day. Those figures make risk management an important investment for fleets.
DRIVER AND VEHICLE CHECKS
Risk management begins with recruitment. According to the latest government data, there were three million drivers with at least three penalty points on their licence in May 2025. Among them, 112,547 have nine points – which means they are only one offence away from disqualification.
Regular licence checks ensure drivers are legally allowed on the road and provide a record of recent behaviour. The Fleet Operator Recognition Scheme (FORS) requires six-monthly checks for accredited members. Employers using ‘grey fleet’ vehicles should extend those checks to ensure private cars and vans are roadworthy and adequately insured for business use.
DRIVER RESPONSIBILITIES
TELEMATICS AND ROUTE OPTIMISATION
As an employer, you can’t track what you can’t measure. A telematics solution can help identify aggressive driving, which leads to increased wear, fuel consumption and risk, then suggest targeted training for employees. It can also be used to ‘gamify’ driving, by rewarding employees who are safest at the wheel.
Telematics can also enable route optimisation, by highlighting delay-prone areas and ensuring drivers have adequate time to complete their duties within working hours. According to the latest government data, 18% of collisions that resulted in injury or death were caused by a driver being careless, reckless or in a hurry.
Remote working has become increasingly common since the Covid-19 pandemic. Office for National Statistics data shows half of employed workers spend some or all of their working lives at home, while 15% never visit a set workplace. The DVSA stresses that drivers are legally responsible for ensuring vehicles are safe and road legal – with unlimited fines and prison sentences for using vans in a dangerous condition.
This needn’t be a burden. Detailed checklists are available on the DVSA’s website, and employers should put a process in place to report issues and book repairs. Workshop lead times have increased since the pandemic – from just under 11 days in February 2020 to more than 13 in March 2025, according to Epyx. Besides ensuring safer driving, faults can cause unplanned downtime, including the vehicle being prohibited from use if they are identified during a DVSA or police spot check.
DISTRACTED DRIVING
The latest Department for Transport data shows one in six (17%) collisions involved a distracted or impaired driver. Although alcohol was the biggest contributory factor in that group (37%), a fifth (21%) involved a driver being distracted by something inside the vehicle and 4% specifically identifying use of a mobile phone.
The Association of Fleet Professionals (AFP) has issued guidance to help members create drink- and drug-driving policies for drivers, including reporting any medication that can cause drowsiness. Policies should also stress the importance of not handling devices such as mobile phones or tablets while driving – a cause of 15,300 prosecutions in 2023. Drivers can receive six penalty points and fines of up to £1,000 if they are caught.
FLEET safety must evolve from a reactive to a proactive stance. For too long, the focus has been on what happened after a collision. We believe true safety lies in preventing incidents before they occur, addressing both driver behaviour and vehicle health. This requires moving beyond simple alerts to deep, predictive insights. The Geotab Safety Center provides this foundation, offering tools such as AI-powered Driver Risk Insights to identify and coach at-risk behaviours at the individual driver level. This is paired with programmes such as Geotab Vitality, which uses positive reinforcement to build a lasting safety culture. By focusing on prevention, we help fleets reduce risk, lower costs and, most importantly, protect their drivers.
in association with
FUNDAMENTALS OF EV VEHICLES
MILD HYBRID (MHEV)
The lightest form of electrification requires no change in driver habits. A mild hybrid adds a small motor-generator and battery to a conventional petrol or diesel engine, providing electric assistance while accelerating, recovering energy while braking and enabling the vehicle to coast for short distances without using any fuel. Additional costs are low – sometimes less than exhaust after-treatment for an equivalent diesel engine – with a claimed 5% improvement in fuel economy and almost no change to the driving experience.
e.g. Ford Puma EcoBoost Hybrid Availability: MHEVs will be phased out in 2030
THE ERA OF TWO FUELS IS OVER – BUT WHICH ELECTRIFIED VEHICLES ARE RIGHT FOR YOUR FLEET?
Fleets are at the forefront of the biggest change in the history of transport. Electrification is a cornerstone of the UK’s 2050 net zero CO2 goal, and the deadlines are approaching quickly.
The Zero Emission Vehicle (ZEV) mandate already is already setting tougher year-on-year sales targets for manufacturers, as a pathway to phasing out petrol, diesel and hybrid cars and vans by 2035. That’s only a decade away, and the EU is working towards the same deadline.
However, electrification is happening in stages and fleets – who account for almost 60% of new cars and most new vans – have an unprecedented choice of technologies at their disposal. Here’s what you might encounter.
FULL HYBRID (HEV)
Full hybrids (sometimes called ‘self-charging hybrids’) are a familiar technology for fleets – Honda and Toyota have sold them in the UK for 25 years. Most have two electric motor-generators which are powerful to drive short distances (up to a mile) without using any fuel, but there’s no option to plug them in.
HEVs charge by harvesting energy that would otherwise be lost as heat or noise, then mete that energy out in short bursts throughout the journey to reduce fuel consumption.
e.g. Toyota Corolla Hybrid Availability: HEVs will be phased out in 2035
BATTERY ELECTRIC VEHICLE (BEV)
A battery electric vehicle has no combustion engine at all. They feature an even larger-capacity battery supplying power to one or more electric motors, and they are evolving quickly. There’s an ever-increasing choice of bodystyles available, most new models offer a range in excess of 200 miles, and ever-faster charging means drivers can replenish most of that range in less than half an hour. With rated CO2 emissions of 0g/km, BEVs also qualify for the most attractive financial incentives for fleets.
e.g. Mini Cooper Electric, Tesla Model Y
Availability: ZEVs, so no phase-out date
HYBRID (PHEV)
Bridging the gap with electric vehicles, plug-in hybrids are a HEV with a larger battery and the ability to charge using mains electricity – offering up to 70-80 miles of electric driving and the option to refuel like a petrol or diesel car when going further. Their low CO2 figures and resulting tax efficiency have made them attractive for fleets, but real-world fuel efficiency depends on diligent charging and a journey mostly within the battery range. Long-distance drivers might find an efficient diesel, HEV or even BEV more suitable.
e.g. Volkswagen Tiguan eHybrid Availability: PHEVs will be phased out in 2035
FUEL CELL ELECTRIC VEHICLE (FCEV)
A fuel cell vehicle is effectively a BEV that can make its own electricity, instead of storing that energy in a large battery. The system combines oxygen from the air with hydrogen stored on board, producing electricity for an electric motor. Range and refuelling times are similar to liquid fuels, but adoption is restricted by high costs, sparse infrastructure and a limited supply of green hydrogen (from renewable energy). Expect commercial vehicles – where range and payload are critical – to be the earliest adopters.
e.g. Toyota Mirai
Availability: ZEVs, so no phase-out date
AS the Drive to Zero continues, balancing the requirements of fleets and businesses is an ongoing challenge. In talking to our customers, carbon reduction remains the primary reason for LCV fleets to transition from diesel and petrol to electric vehicles. Meeting customer requirements is a key factor in their decision-making, as Environmental, Social and Governance (ESG) plays an ever more important role in tendering.
As part of this, Electric Vehicles (EVs) come into play. EVs need to form part of a wider vehicle fleet solution; which means considering aspects such as initial outlay, running costs, total cost of ownership (TCO) and charging needs at home/work/on-the-go.
At Northgate we’re here to help customers cut through the noise and guide them by analysing fleets, explaining what is needed and providing turnkey solutions in areas such as charging infrastructure (commercial, domestic and on-the-go) and how this works with flexible rental packages and subscription models.
Spencer Davi UK sales & marketing director, Northgate w northgatevehiclehire.co.uk/drive-to-zero
PLUG-IN
FROM THE
INDUSTRY Fleet electrification can be complex. We make it simple.
Electrifying a fleet is no small task. From balancing charging across multiple locations to managing costs and ensuring drivers feel supported, the transition can quickly overwhelm even the most experienced teams. At ChargePoint, we believe it doesn’t have to be this way.
Having worked with some of the world’s largest and most complex fleets, we’ve seen first-hand the challenges businesses face when moving to electric. What makes the difference is having one trusted partner that can cover the entire journey, from hardware on the ground to software in the cloud, with services and driver support along the way. That’s where ChargePoint comes in.
Platform: One dashboard for every charging need
A common challenge for fleet managers is fragmentation — home charging here, depot charging there, public charging somewhere else entirely. ChargePoint’s platform brings all of this into a single dashboard. That means full visibility across home, depot, public and workplace charging. Driver access and reimbursements can be managed centrally, cutting down on admin and helping finance teams keep costs transparent.
Services: End-to-end support for drivers and teams
Electrification isn’t just about infrastructure; it’s about people. Our services cover everything from coordinating home charger installs to onboarding and training drivers, with ongoing care to keep them supported. This ensures your drivers are never left guessing and your operations team can focus on scaling, not troubleshooting.
Joe Gorman Senior Sales Director, Northern Europe ChargePoint
Hardware: Built for fleets, designed to scale ChargePoint provides fleet-ready charging hardware that’s durable, fast to deploy and built to last. Whether it’s for home, depot, or workplace environments, our chargers are configurable to your needs. This flexibility helps businesses scale infrastructure at the same pace as their electrification goals.
Driver app: Charging made simple
For drivers, simplicity is key. The ChargePoint driver app allows them to locate, start and pay for charging, all in one place. It also gives clear usage and cost tracking, so both drivers and fleet managers stay aligned.
Fleet electrification will always bring challenges, but with ChargePoint, it doesn’t have to be complicated. By unifying these key elements into one solution, we take the burden off your team so you can focus on what matters: running and growing your fleet.
ChargePoint is the trusted partner powering some of the world’s largest EV fleets. With us, electrification is simple.
IT’S GOOD TO TALK
Gary Jefferies, sales and marketing director at Bynx, explains how his business can help fleets with all kinds of issues
When editor Challen asked us to write a piece for this issue of Fleet World around how what we do makes fleets better at what they do, there was a pause…
Not unlike that one.
The reason for the hesitation? We rarely work directly with fleets. But that doesn’t mean we don’t improve things for fleets. What we do, is make the people who do work directly with fleets that bit better. We enable them to provide more appropriate support in a more userfriendly and targeted way with software and fleet management solutions.
So, if you provide support to fleets and want to move to a modular digital solution (see above about appropriate and targeted support), but have heard too many horror stories from your peers about
nightmarish project cockups, talk to Bynx.
Or, if you want the improved efficiencies and customer satisfaction – and the ability to provide modern modular support to the fleets you work with – talk to Bynx.
Economies of scale
Some fleet management and leasing companies might worry about existing gaps in their current provision and whether they will need to scale up to the whole of the Bynx solution before we can plug those gaps. But that’s not the case. The modular nature of the Bynx solution means you can plug those gaps first. In some instances you may never want to build up to the whole offering. Although, honestly, experience tells us you will. Want to plug the immediate gaps first? You guessed it, talk to Bynx.
Implementation issues
Other fleet managers may have spoken to their board, who are then worried about a massive implementation that means the company won’t be able to focus on anything else. They are then left wondering if it will mean the business will be unable to look after its existing client base?
Rest easy. We’ve been in this world for more than 35 years, so fleets can trust us. All the arguments the board come up with, all the horrendous scenarios they’re imagining – we’ve dealt with them all in the past. The best part is that those scenarios won’t even occur because we’ve learned to implement solutions in a way that works within the set boundaries and parameters. All businesses are different –
in terms of strengths and weaknesses, infrastructure and policy. Much like the fleets you work with, right?
The way we support you – that works with your strengths and weaknesses – is exactly the level of support you’ll be able to offer when you implement the Bynx solution in your business.
From small beginnings It’s like your living room – in a way. You don’t need to make it perfect all at once. Start small and go as big as you like – with support all the way through. One of the biggest advantages of the modular nature of the system is that each module can exist on its own. As part of a module group. Or as part of the whole.
Buy the sofa and, if the sofa works, buy the matching armchair. Then add in the matching foot stool. Do it as and when it feels right.
How do we help fleets? By helping the businesses that support fleets, implement a modular digital solution that enables them to go at their own pace. In turn, that enables the supporting cast to help fleets in a way that specifically targets the areas the fleets they work with – in the areas that are most needed.
We support fleets by helping those businesses immediately plug gaps in their service, without long and tedious messy implementations. We help them to help fleets straight away – often filling gaps they weren’t even aware of. Quite simply, we help fleets by helping the people that help fleets, help those fleets better. Want to find out more, talk to us!
“The way we support you – that works with your strengths and weaknesses – is exactly the level of support you’ll be able to offer when you implement the Bynx solution in your business”
BYD Seal 6 DM-i Touring
A "Super Hybrid' – in saloon or estate form –
Despite a marked shift to electric vehicles, demand for plug-in hybrids remains relatively strong, especially given the increasing all-electric range of the latest cars. A case in point is BYD’s forthcoming Seal 6 DM-i, in which more than 932 miles are theoretically possible, with 62 of them in full electric mode, depending on the model.
After launching the Atto 2 and Dolphin Surf electric models, BYD has turned its attention to those in the market for a petrol-electric. And all bases are covered: the Seal 6 DM-i will be offered in both saloon and estate variants when it launches here in the future. It has nearly all of the hallmarks of previous BYD offerings – bags of space inside, big screens (either a 12.8-inch or 15.6-inch one, depending on the model) and a plethora of advanced technologies (including ADAS features that can be turned off with the mere press of a couple of buttons).
One feature – some might call it a gimmick (especially as it is essentially rendered redundant when using Android Auto or Apple CarPlay) – that’s missing is the rotating screen. Sources from BYD were in the dark as to whether this omission was for the Seal 6 DM-i alone, or if it was a blanket decision to ditch the idea altogether. We have mixed feelings about
the choice because, while rotation wasn’t often deployed, it was an element that helped the brand stand out a bit more.
The ‘Super Hybrid’ powertrain features ‘Dual Mode’ (hence the DM tag) technology to enable the seamless switch between engine and EV power. Creating the most efficient alternative to the allelectric version of the Seal, a different platform underpins the powertrain that combines a 1.5-litre petrol engine with
with plenty of space and range. By John Challen with 17-inch alloy wheels, automatic wipers, four USB ports, vehicle-to-load functionality, a powered tailgate and much more. Upgrade to Comfort and, as well as more theoretical range, drivers will benefit from the larger infotainment screen, heated steering wheel, larger wheels, upgraded interior lighting and audio – and wireless smartphone charging. Comfort Lite has the same spec as Comfort, the only major difference being the smaller screen.
“After launching the Atto 2 and Dolphin Surf electric models, BYD has turned its attention to those in the market for a petrol-electric”
43% thermal efficiency, high-speed electric motors with integrated controller and BYD’s Blade battery technology. Three grades will be available – Boost, Comfort Lite and Comfort – for both the saloon and Touring models. As well as a smaller battery (10.08 versus 19kWh), Boost will have a combined power output of 184hp and 300Nm of torque, while Comfort offers 212hp and the same torque figure. Spec-wise, Boost comes equipped
On our route around the French countryside, the Seal 6 DM-i was a very capable and comfortable companion. The ride quality was pretty good (albeit on very smooth French roads – a bit different to a lot of UK surfaces), hybrid performance impressive and, as already noted, the interior space was plentiful. Given the inroads that the Chinese company has made since it entered the market, there is no reason why this latest model won’t also be a very popular choice for fleets, too.
IN BRIEF
WHAT IS IT? C-segment saloon/estate
HOW MUCH? From c.£36,000
ECONOMY? 56.6mpg (WLTP)
EMISSIONS? 38g/km
Key fleet model 1.5 Comfort
Powertrain, competitive price, space
Confusing infotainment; dynamics
7-word summary Value for money and variety in lineup
Also consider BMW 330e Touring / Škoda Superb iV / Volkswagen Passat eHybrid
It’s no secret that UK drivers love an SUV.
In the case of the Q3, Audi is expecting to shift up to 115,000 of them this year alone. Those numbers ensure that the small SUV is the fourth biggest seller in the range and the brand is hoping that the third generation of the car will continue to build on that success.
The Q3 Sportback is arriving at the same time (with a £1,500 premium over the SUV) but, as the SUV is the dominant player (60:40 split in sales), we’ll concentrate on that model. The new Q3 is, says Audi, more digital, more spacious and more comfortable than the outgoing model. From a technological perspective, the new car features advanced lighting technology to make night-time driving safer – and also plenty of ADAS thrown in.
The range aims to cover all non-BEV bases, with prices starting from £38,300 and going up to £51,350. There are three TFSI petrol engines (150hp, 204hp and 265hp) alongside a 150hp diesel. In addition, there’s a plug-in hybrid variant – the Q3 e-hybrid – which can theoretically travel for 73 miles (WLTP) on battery power alone. With 272hp and 400Nm of torque (115hp and 300Nm of which comes from the electric motor, the rest from a 1.5-litre petrol) it’s the most powerful and efficient model in the range. Plus, with 9%
BiK, it’s also the one that will be most desired by the majority of business users. Recharging the 25.7kWh (19.7kWh useable) battery – notably larger than competitors from BMW and MercedesBenz – is possible up to 50kW DC.
“The new Q3 is, says Audi, more digital, more spacious and more comfortable than the outgoing model”
There’s a noticeable shift towards technology and ‘digital’ in the Q3’s cockpit, with one of the biggest differences being the relocation of the gear selector to the steering wheel, along with a revised layout for the wipers/indicators. It’s all a bit fiddly, with one occasionally getting in the way of the other. Display-wise, there’s a 11.9-inch instrument cluster and a 12.8-inch central touchscreen, plus the PHEV model has a head-up display as standard. Overall, there’s a generous use of different materials, but we can’t help but feel that they aren’t quite on a par to what Audi drivers might be used to. The menus and displays appear a bit drab, but they are straightforward to navigate.
And there is no shortage of kit onboard, across the three grades: Sport; S line and Edition 1. The base model gets LEDs all round, 18-inch alloy wheels, electric and heated door mirrors, multi-function steering wheel, adaptive cruise control and ADAS technologies, including emergency brake assist, lane departure warning and traffic sign recognition. Move to the volume S line model and there are larger wheels, exterior styling additions, an upgraded steering wheel and privacy glass. Drivers of Edition 1 models benefit from the black styling pack, driver assist pack and dynamic pack, which includes sport suspension and red brake callipers.
The Q3 is a very capable and appealing car and this third iteration is definitely the most impressive in terms of its technologies and spec. But it’s a section of the market with a lot of competition – and Audi will be hoping that brand loyalty is still alive and well, and that it can attract people with its premium product.
IN BRIEF
WHAT IS IT? Compact SUV PHEV HOW MUCH?
Key fleet model S line
Plenty of driver choice; lighting and tech
Fiddly controls; lacking premium feel
7-word summary
Audi shines new light on compact SUVs
Also consider BMW X1 / MercedesBenz GLA / Volkswagen Tiguan
The latest iteration of the small German SUV features PHEV, petrol and even a diesel offering. By John Challen
WEEK BEHIND THE WHEEL Volkswagen Tayron
Not everyone fits into the ‘I need seven seats, but don’t want an EV’ category, but John Challen has spent a week with just the vehicle for that demographic
DAY 1
In a (fleet) world dominated by electric and plug-in hybrid vehicles, it’s always quite a refreshing change to drive something a bit different. Yes, this Volkswagen Tayron is still a plug-free hybrid, but I quite like the almost old-fashioned powertrain option. Subjective, I know, but it looks good, too. Imposing and purposeful from every angle, the Tayron is helped on the outside by the Dolphin Grey (an £810 option) paint and eye-catching illumination.
DAY 3
There’s plenty of flexibility when it comes to boot capacity, but with the third row of seats there’s still 345 litres to fill in the back. Fold that rearmost set down and you’ll have access to 850 litres – and a whopping 1,905 litres with the second row flattened. While there were no trips to the tip when the Tayron was with me, moving large items would be a doddle in the big Volkswagen. Staying at the back end, the Tayron has the most effective ‘virtual pedal’ system I’ve ever encountered. Normally I wave my foot underneath the car and nothing happens. This time, as I walked past it, I’d barely got any of my foot in the right area and the system was activated. The only slight downside was that I didn’t mean to do it!
DAY 2
For some, this is just another biggish Volkswagen SUV, to join the Tiguan and Touareg (and maybe even the Touran), but, for others, the Tayron plugs a gap in the range. A full-size seven-seat SUV might not be everyone’s cup of tea, but the practicality is up there with the best of them. Today was the first time we got to put that practicality to the test, heading out six-up, with a load of stuff in the boot. Happy to report the Tayron passed the ‘space’ test with flying colours.
DAY 4
A 1.5-litre engine powering a car that boasts a gross vehicle weight of 2,310kg might not seem an appealing proposition, but it seems to work with the Tayron. Clearly, this isn’t a performance vehicle –what SUV really is, let alone one that seats seven? – a fact that is underlined by the car’s zero to 62mph time of 9.4 seconds. However, the turbocharged engine gives out 150hp and 250Nm of torque, which is enough for almost all of the scenarios I’ve put in front of it so far this week. There’s a bit of a roar coming from under the bonnet at times, but it typically gets on with its work in a very calm and efficient manner.
DAY 6
Another day, another occasion where nearly all the Tayron’s seats were called into action. This time, the task ahead was collecting a Challen Jnr and four of his mates after Reading Festival. A good few hours on the road for the round-trip – a lot of parents were tasked with the same job, so it seemed, leading to quite a few congested spots – were made easier by the car’s comfortable surroundings.
Once onboard, the young’uns were soon fast asleep and stayed in dreamland until we were close to home a few hours later – testament in part to the decent ride quality and refinement of the Tayron that didn’t disrupt their well-earned rest.
DAY 5
It’s been noticeable recently that some manufacturers are scrimping a bit on interior quality as they are tasked with keeping the overall vehicle cost down. Volkswagen has always been lauded for its cabin environments and our car shows that this tradition is upheld. The R-Line ‘ArtVelours’ upholstery on the seats – with matching trim on the dash, door and side trim panels – looks and feels the part. Our Tayron had a host of other high-quality items such as heated ‘sports comfort’ seats, brushed stainless steel pedals and matte chrome door handles. These additions make it a very nice place to be.
“The Tayron is a very capable choice for those who need a lot of room”
DAY 7
A final day with the Volkswagen had me contemplating the automotive landscape and where this particular model fits in. Big cars aren’t for everyone and, these days, nor are non-EV options. But the Tayron is a very capable choice for those who need a lot of room, but also want the comfort and quality of a premium car (although in PHEV guise you do lose two of the seats). It does pretty much everything that is required of it to a very high standard, which – let’s face it – is all we want in a car sometimes. Full-size seven-seaters might not be in high demand on the UK market but, certainly in the case of the Tayron, they do the job very well. JC
ON FLEET
ŠKODA ELROQ SE L 60
E
lectric cars are typically quiet, but sometimes that means you hear noises that an internal combustion engine would normally mask. That is not true in the new Škoda Elroq’s case, not least because there is no petrol or diesel-powered model. Just the same, Škoda’s engineering team have done their critical noise path analysis well and the Elroq is quieter than many electric cars I have driven in the past.
Our new Elroq SE L 60 arrived, quietly, a couple of weeks ago. It features the medium battery option – 63kWh – but that is enough to give it a WLTP combined range of up to 265 miles, plenty for many fleet drivers’ purposes. The medium battery helps to keep the price down and also helps to demonstrate that electric cars are not necessarily as expensive as you might think. Our model has a recommended
OTR price of £33,350. Add in Velvet Red metallic paint (£1,065) and Škoda’s Transport Package (£250) and the total comes to £34,665. The Transport Package? It’s another clever Škoda touch, as with the umbrella in the door. Effectively it’s a rear parcel shelf with a storage net on the underside – useful for keeping the charging cable off the boot floor but easily accessible. Simple and very useful. Price and cost-
AUDI Q6 E-TRON S line Performance
The more miles I put under the Q6’s wheels, the more impressed I am – in fact, I think this is by far Audi’s most convincing electric vehicle. With the range creeping up towards a realworld 300 miles – and it providing effortless long distance journeys – the Q6 really is a very impressive car to travel in. Factor in the spacious interior and large boot and it makes a case for an allround family car.
Obviously the £70,000-odd price tag is not ideal, but with so many of us basing our decisions on monthly bills, I thought I’d dig around and see how the Q6 shapes up budget-wise. If your employees are receiving a cash allowance, they can pick up a Q6 e-tron for £730 a month through Audi’s personal contract hire deal (£4,300 deposit/36 months /30k miles). Go for a PCP (again through Audi finance) and the
monthly payment drops to £624 (£12,000 down/48 months/40k miles). And, of course, there are even greater savings if drivers go down the salary sacrifice route. Away from the financial aspects, I’m getting more accustomed to all the technology built in and working out shortcuts to navigate through screens to get to the desired controls. What this does tend to mean, unfortunately, is a lot of fingerprint smears across the
P11D
wise, it’s right where it needs to be for many fleet drivers.
Like many rivals, the Elroq is well equipped, including a 13inch touchscreen display, 19-inch alloy wheels, heated steering wheel, cruise control and speed limiter, gesture and voice control, heated front seats, LED headlamps and ambient lighting, satellite navigation, smartphone integration and much more. Fleet drivers will be pleased to see that it can handle rapid charging up to 165kW – you might struggle to drink a coffee and have a bite to eat before it’s fully charged.
John Kendall
screens and the piano black centre centre console area, making the car look dirty even when it has only recently been cleaned.
And while I’m having a slight moan, the Q6 seems to have adopted a few of the electronic gremlins which reared their head in our previous A3 long-termer. We go through stages of myriad warnings coming up (everything from the mundane ‘assistant systems not available’ to the more concerning ‘suspension fault’). But as was the case with the A3, they disappear as soon as they arrive, with everything re-setting back to normal.
Julian Kirk
REPORT
MINI COOPER JOHN COOPER WORKS ELECTRIC
The transition to electric vehicles has meant a plethora of new models entering the market, but the number of those that could be classed as truly fun to drive is relatively small. It’s a part of the market that Mini believes it can fill with the electrified John Cooper Works variant of its Cooper three-door. The head-
line figures are 258hp, 350Nm of torque and a zero to 62mph time of 5.9 seconds, which sound pretty tempting. Complementing that, the steering is sharp and direct, as you would expect from a Mini and ours looks the part with its Nanuq White (a £550 option) –with Chilli Red bonnet stripes –exterior colour scheme.
However, other elements might not be so palatable to drivers who will be using the Mini every day. Due to the JCW treatment, the ride is very much on the firm side – to the point where you almost welcome freshly laid Tarmac for a bit of respite. Meanwhile, the JCW is technically a four-seater, but good luck getting
With its standout Swedish styling, it’s no surprise that I’ve spotted a fair few EX30s just around my local town over my time with the Volvo so far. The vast majority have been in the same Vapour Grey colour as ours, although I did spot one this month in Crystal White that’s also available at no additional cost –and very nice it looked too.
I’ve also been pondering the appeal of the beefed-up Cross
Country variant launched earlier this year, featuring four-wheel drive, extra ground clearance, allterrain tyres and chunky front and rear skid plates and solely available in Ultra trim. Living down on the south coast, I’m unlikely to make use of its rugged off-road skills and it’s a big step up in price too, starting from £45,460 compared to £31,650 for entry EX30 models, but it certainly looks the part.
One thing I’ve been apprecia-
tive of on our EX30 from the start is the panoramic roof – again included as standard – and giving a really light airy feel in the cabin.
Generally, visibility is decent in the compact Volvo, despite chunky pillars front and rear, and a narrow rear window. On top of this, all models come with front and rear parking sensors, plus a rear parking camera, but our topspec Ultra also gets a 360-degree camera with virtual 3D view that
anyone (including small children) into the spaces behind the driver and front passenger.
Add in the available miles from the 49.2kWh battery – despite the favourable time of year, a full charge is only yielding 213 miles, which is short of the WLTP claimed figure – and some eyebrows might be raised at the suitability of the Mini as a fleet addition. However, all of those factors don’t completely deter from the fact that the JCW puts a smile on your face. Longer journeys might be a bit of a test of stamina, but more fun can definitely be had in this car than, say, your average C-SUV.
John Challen
means parking is an absolute doddle. The Ultra also comes with Park Pilot Assist, whereby the Volvo can steer, accelerate and brake to park itself and even parallel park. I was a bit chicken to test this out but it worked a treat in a trial in Morrisons car park. But with a wealth of cameras and gadgetry that mean parking is already a breeze, I’m not sure it’s something I’ll be using often.
My only gripe from a visibility perspective is that the logo from the Harman Kardon Premium Sound system on our Ultra version reflects in the windscreen. Yes, first-world problems and all that… Natalie Middleton
ON FLEET
BYD SEAL Excellence Twin
Motor Excellence AWD 3.8S
As previously discussed, the Seal attracts a fair bit of attention, which often leads to conversations with admirers about it and, to a lesser extent, the merits of Chinese cars. With more and more entering the UK market, it’s a given that they have to be at least on a par with their counterparts from more established markets to get any traction.
Fortunately, the Seal ticks that box, with a plush interior that looks the part, high quality materials (apart from a passenger floor mat that had lost one of its fixings on arrival) and great performance. Having experimented with the power of the twin motors recently, it was back to the more sedate form of driving as I looked to conserve range. The performance is, however, something to behold and the turn of pace while entering a busy dual carriageway has been very welcome on a number of occasions.
I have, though, suffered the
same fate as Mr Kirk’s reports here with smears on the vast touchscreen. I guess it comes with the territory and is a small price to pay for having all the information in one place (I’ll leave aside the ‘screens versus buttons’ debate for another time).
The other thing to mention is practicality. As a saloon, I was slightly concerned when I opened the really quite small boot lid when preparing to load up. However, the space is deceptive and stretches a long way back, meaning that you can cram in a lot of stuff.
John Challen
Imentioned in my final report on FW fleet’s hugely impressive Cupra Tavascan that it was quite nice to transition to a slightly more compact hatchback, as I probably didn’t utilise the Tavascan’s capabilities as much as someone with a larger family and covering a few more business motorway miles would have done.
When the daily commute involves far more urban driving, not only do EVs come into their own, but most plug-in hybrids arguably make an even stronger case for themselves.
And so it seems with Cupra’s latest Leon eHybrid. In fact, I think – BEVs aside – this particular car has hit the absolute sweetspot in this respect.
This comment stems from having run a first-generation SEAT Leon e-Hybrid back in 2020/21 which offered exactly the same PHEV functionality, but had a significantly smaller battery – and less clever battery tech to make it
as efficient as possible – which meant a real-world electric range of around 35-40 miles.
For those with a 20-mile commute in the winter, this often meant dipping into the 1.5-litre petrol engine’s reserves to get home, thus diluting the PHEV benefits. The new e-Hybrid is in a
completely different league in this respect – offering an 81-mile range – and although it doesn’t have the 350-mile-plus capability of the Tavascan, it represents a paradigm shift and makes the Leon so much more useable if you like electric motoring, with zero range anxiety Luke Wikner
ON FLEET
ALFA ROMEO JUNIOR Elettrica
Not so long ago, Alfa Romeos were somewhat renowned for their idiosyncrasies. Little oddities either about their styling or interiors; if there was a car that could ever usually boast form over function, it was an Alfa.
Today’s Alfas under Stellantis ownership are far better made and
more reliable than they probably have been. That doesn’t mean that they’ve entirely lost those little idiosyncrasies, mind you – as I’ve been finding out with the Junior.
One thing noticed early on was a lack of grab handles. There’s one for the front passenger only but none for those in the
back. Not a huge problem, but it also means that you can’t hang a jacket up.
Then there’s the boot opener. I’ve been driving the Junior for more than two months and I’m embarrassed to say that I’ve only just found the internal button for the electric boot – on the ceiling, above the rearview mirror. I’m no car designer, but would you place a button you’ll probably use regularly, right next to one that hopefully you might never have to use?
On the flip side, I’m really impressed with the Junior’s efficiency. It’s matching its official 4.1mpkWh – and regularly beating it. On shorter journeys I now regularly see more than 5mpkWh – and bar very long motorway trips, it makes little difference what I do to change that.
And talking of motorway trips, the concrete south-east section of the M25 – usually on a par for road noise with having Keith Moon in the back seat with his full
RENAULT RAFALE E-Tech Hybrid iconic esprit Alpine 200
TTHE NUMBERS
P11D £35,695
BiK* 3% I £18 (20%) / £36 (40%)
RANGE 254 miles
4.1mpkWh
drum kit – was a dream. At first, I honestly hadn’t noticed that the Alfa was noticeably quieter than other cars. Then, I wondered whether they done something different with the road – they hadn’t. But I can honestly say that the Alfa is one of the quietest cars I’ve driven across that section of motorway – and I’ve driven plenty, believe me.
And lastly is Apple CarPlay. Now I don’t want to jinx things, but I can’t remember ever having driven a car where CarPlay is as reliable as this –including other Stellantis products, funnily enough.
Nat Barnes DE-FLEET REPORT
THE NUMBERS
P11D £44,695
BiK* 26% I £194 (20%) / £388 (40%)
CO2 EMISSIONS 105g/km
ECONOMY 57.6-60.1mpg ON FLEET 53.7mpg
he Rafale left a few minutes ago and I am genuinely sorry to see it go. As I previously reported, I have only seen two others on the road while I was its temporary keeper. I suspect that, once again, the fact that it is a large car and not German may be the cause. If so, there may be fleet drivers who are missing a trick.
Perhaps they are put off by the large car/1.2-litre engine combination. If so, they should not be. Advanced hybrid system design means that the Rafale is a brisk performer when needed, it’s no slouch. At the same time, I have averaged an indicated 53.7mpg while it has been with me. With spacious seating for five
and a large boot, I think that makes it an impressive allrounder. My biggest problem with it has been the driver’s seat cushion, which I don’t find comfortable on a long drive. Would I spend my own money on one? It would certainly be on my shortlist, although I would opt for the plug-in hybrid variant.
Living with the Rafale has been largely a pleasure and a measure of how much Renault has revised its product range for the better in recent years. If you are changing your car soon and this car is on your choice list, I would recommend taking a test drive. Renault has long had a knack of producing fine family cars and the Rafale is very much in that tradition.
John Kendall
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FANTASY FLEET
MOBILITY OUTSIDE THE BOX
words John Challen
Living on an island, for residents of the UK to have some form of watercraft is always a good idea (says someone who lives on the south coast!). You never know when you might need to escape and, given the dramas at Heathrow this year, conventional means are not to be relied upon.
One such form of sea-loving transport that has been, er, making waves recently was a concept developed with the help of a major automotive brand. In a parallel (completely unrealistic) universe, fleets and drivers could bag one of these beauties under an alternative salary sacrifice or mobility scheme, offering a chance to really travel across borders in style. Seems impossible? Of course – at best it’s highly, highly unlikely – but please indulge us for a moment.
You need to safely deliver staff members to Europe – or maybe even just the Isle of Wight (where the crossing’s ‘cost per mile’ rate is one of the highest around) – and don’t want the stress and unpredictability of public transport. The perfect alternative is a reimagined version of the Windelo 62 (or the
Windelo 58, if you don’t want to stretch to the €2.55m price tag), which were unveiled at September’s Cannes Yachting Festival. The duo are the result of a collaboration between Stellantis Design Studio, Windelo – the sustainable catamaran manufacturer –and naval architects Barreau-Neuman.
Much like some cars, the 62 comes in two grades – Adventure and Yachting – each tailored to a different audience with, for example, Adventure featuring more robust materials and overdeveloped hull protection. Go for the Yachting version and you will be treated to a selection of woods, coverings and upholsteries – as well as three “semi-customisable harmonies: Nordic Zen; Blue Wave and Dolce Vela”.
There’s electric and hybrid propulsion, with a diesel generator onboard and solar, hydro and wind contributing to the green energy credentials. The ’62’ will accommodate 13 people, who can fight over five
Windelo 62
Price: €2.55m (ex. VAT)
Length: 18.88m
Weight: 22 tonnes
Floating roof: One
Floating instrument panel: One Plans for range expansion: Yes, the 63 and 59 are to follow
Likelihood of making it onto the fleet? 0.62/10
cabins. Onboard, there are lots of floating elements, beyond the model itself. On the bridge, you’ll find a floating instrument panel, while a floating roof (with concealed glass frame) offers a 360° view of the horizon and surrounding area.
“The Windelo 62 and Windelo 58 represent the perfect synergy between our expertise in pushing design boundaries and Windelo’s commitment to performance and sustainability,” enthused Hugo Nightingale, creative director of Stellantis Design Studio. Where the catamarans could fit in alongside the likes of Peugeot, Citroën and Jeep is yet to be confirmed, but the 62 certainly looks like a flag(pole)ship model to us...
“In a parallel (completely unrealistic) universe, fleets and drivers could bag one of these beauties under an alternative salary sacrifice or mobility scheme”
SUPPLIER DIRECTORY
evfleetworld.co.uk
vanfleetworld.co.uk
GO L ARGE
New conversions extend the appeal of the latest MAN TGE range
30 y ea r s o f openin g doo r s. Op e nin g doo rs for mobile bookshops, portable pizz a joints and on-the-go gyms. Opening businesses big and sm a ll and ever-changing in size. Opening up fully stocked same-day deliveries and birthdays and graduations and anniversaries and new jobs and happy tears and you-shouldn’t-haves. cupboards. Opening up fridges and freshly filled last-minute gifts. Opening
Opening a m bu l anc es and urgent treatment and life-saving support.
Openin g bui l din g si t es , building supplies and building communities.
Opening roads. Opening railways. Opening airports, ferry ports and shipping container ports . Opening infrastructures to open up cities and countries and continents. Opening potential. Opening growth. Opening opportunities. Opening up the world.
John Kendall
VFW editor
“There are certainly issues around suitability of charge points where vans are concerned but the Government does appear to be listening”
Permission for an extension grant-ed
Over the summer there was some good news for van operators wanting to switch to electric from the Government. That was the decision to extend the plug-in grant for electric vans and trucks until at least 2027 – “at least” being the words used in the Government press release. This means that small vans will be eligible for a grant of up to £2,500 and large vans will qualify for a grant of up to £5,000. A full list of eligible vehicles is available at: www.gov.uk/plug-in-vehicle-grants/vans
It seems unlikely that this news had much impact on electric van sales in August, but the monthly registrations were up 109.5% on the same month last year to 1,902 units. For the year to the end of August, the increase in registrations was a more modest 60% with 17,856 electric vans registered so far this year. That represents just 9.2% of the market, but with the phase-out for internal combustion engine powered vans still 10 years away, the pace of change is likely to remain modest for a few years to come. Even so, with the expanding charge network and falling price of batteries and hence vehicles, sales are better than the doomsayers would have us believe. There are certainly issues around suitability of charge points where vans are concerned but the Government does appear to be listening.
One viable alternative is usually reckoned to be hydrogen, either as a combustion engine fuel or to drive a hydrogen fuel cell. I shall be taking a look at a hydrogen project in Belgium soon so will be interested to hear the experiences of those involved in the scheme. We will carry a report in the next issue of Van Fleet World.
MAN TGE
The latest large van in the CV market – and from the Volkswagen Group – has arrived. John Kendall has driven it
At a glance, exterior styling hasn’t changed drastically. There’s a new headlight design, a slightly beefier grille and new alloy wheels to choose from on all models apart from the Utility spec vehicles, which still get steels. The rear end also has a different light design. Since MAN is part of the Volkswagen Group, it is no secret (or a surprise) that its large van – the TGE – is based on the Volkswagen Crafter. You might ask what’s the point of the two brands selling effectively the same vehicle side by side, but then you could apply the same logic to the Stellantis marques with the Citroën Relay, Fiat Ducato, Peugeot Boxer and Vauxhall Movano – or the Renault Master and Nissan NV400.
Actually, the logic is a bit different. A better comparison would be between the Renault Master and Renault Trucks Master, where the first is sold through Renault car dealers and the latter, Renault Trucks dealers. MAN truck customers run vans too and once you have their business for trucks, it would seem logical to try and keep them as van customers too. Truck dealers may also offer more flexible opening hours for servicing, so it’s not a case of replicating sales, more a question of attracting customers that you might otherwise lose.
In some ways, MAN has slipped behind. The company offered TGE electric variants a few years ago but that is no longer the case with the latest models. Again, truck customers are less EVminded than van customers at the moment, so MAN could argue that it is not really losing out.
The TGE has been quietly revised, mostly with software updates and the addition of digital instruments. MAN claims that the new vehicle electrical system architecture enables the use of new assistance systems and provides improved cyber security and mobile use of future digital services.
The German brand’s latest move is to offer new factory conversions, although it is not yet clear how many of these will be available to UK customers. The latest additions are a three-way tipper from Meiller and a mini-artic conversion for the TGE from BE-Combi with a body volume of up to 28m3. The finished vehicles should be available from MAN direct and are covered by the manufacturer’s warranties.
The Meiller Trigenius three-way tipper is constructed from Hardox steel using laser welding. On a 3,500kg GVW TGE, payload can be up to 951kg, depending on specification, or up to 2,600kg on a 5,500kg GVW chassis. Features include one-tonne lashing eyelets on the side walls and floor lashing points with a capacity of two tonnes.
We drove a range of TGE models at the launch including the Meiller Trigenius –
both on a test track to demonstrate some of the new safety features and also on the road. The latest changes make a good vehicle even better. With such a broad range of features and body options, MAN has most market segments covered. The TGE is as pleasant to drive as it always was, with a smooth-shifting six-speed manual or eight-speed automatic transmission. As we have said, buying from a truck dealer will be particularly appealing for customers needing access to out-ofhours servicing, although the network and locations may not suit everyone.
VERDICT
The TGE has proved popular with recovery vehicle operators and fleets seeking extended hours servicing.
The latest revisions and new conversions extend its appeal further.
Key fleet model Standard panel van h/r
Well-specified with good build quality.
Availability through the MAN truck dealer network may not suit all customers.
7-word summary
A very good van with upgraded attributes
IN BRIEF
WHAT IS IT? Heavy van, chassis/crew cab HOW MUCH? £TBC
GROSS PAYLOAD? From 951kg
ECONOMY? 32.7mpg (WLTP)
DRIVE? 2-litre diesel 138hp/161hp/174hp
INDUSTRY Vehicle Off-hire Charges: Under the Microscope FROM THE
Unexpected end-of-hire damage bills remain a frustration for many fleet operators, often seen as inflated or unfair. But with repair costs rising across the sector, driven by compliance standards, labour shortages, and supply chain challenges, transparency has never been more important. Herd Group is tackling this head-on, showing how fleets can benefit from fair, competitive pricing and a no-profit approach to repair charges.
Although it’s common knowledge that when vehicles are off-hired the hirer is responsible for paying for repairs, many businesses still treat these costs as unexpected. This is compounded by the misconception that end-of-hire charges are disproportionately high.
The reality is that today’s repair prices reflect wider industry pressures. Compliance with BS10125 repair standards requires investment in certified personnel, specialist equipment, and rigorous quality controls. Rising material costs, supply chain disruption, and a nationwide skills shortage driving up labour rates all add further pressure.
Herd Group has developed robust processes to manage these challenges while protecting customers. By securing volume-based supplier agreements, Herd ensures pricing
remains competitive. All repairs are carried out to BVRLA fair wear and tear standards, giving customers reassurance that costs are transparent and fair. Importantly, Herd makes no profit from damage charges, costs are recovered purely to cover safe, roadworthy repairs for future hires.
“I find Herd repair costs to be fair and often lower than the cost of parts listed on Audatex, which is great”
Ricardo Pedro > fleet manager, Fast UK Parcel
Every vehicle undergoes a thorough pre-delivery inspection to confirm roadworthiness and record any existing damage, creating a clear baseline when vehicles are returned.
This approach is winning recognition from customers. Ricardo Pedro, fleet manager at Fast UK Parcel, reported a 35% saving in repair costs when returning vehicles to Herd compared with other providers. “I find Herd repair costs to be fair and often lower than the cost of parts listed on Audatex, which is great,” he said.
Dave Dolan, Herd’s Vehicle Body Repair Manager, explained: “We minimise costs on every return by securing favourable terms with partners, auditing estimates, and crosschecking against previous rentals. We also encourage customers to raise concerns before invoices are issued. In some cases, where damage is significant, we’ve sent vehicles directly to auction, using a Loss in Value approach that has reduced charges by thousands of pounds.”
By focusing on fairness, transparency, and proactive cost control, Herd Group is dispelling myths around inflated charges, giving fleets confidence that end-of-hire costs are competitive, accurate, and justifiable.
MAKE LIGHT WORK OF HEAVY LIFTS
What equipment can be fitted to LCVs to avoid manual handling mishaps?
Matt MacConnell
investigates
Lift with your knees, not your back! That’s easier said than done, especially after you’ve already loaded 50-plus parcels into the back of a Renault Trafic – and it only takes a split second for an accident to occur.
According to Unison.org, one in three accidents at work is caused by manual handling errors, with over 300,000 resulting in back and neck or spine injuries. Information from the Reporting of Injuries, Diseases and Dangerous Occurrences Regulations (RIDDOR) shows that in 2023-2024, injuries while handling, lifting or carrying were the second commonest among non-fatal incidents, accounting for 17% of total non-fatal injuries.
By law, employers must reduce the risk of injury from manual handling to the ‘lowest level reasonably practicable’ – and risk assessments must be carried out before any manual handling operation takes place. Training and information must also be provided regarding load weight and the load’s heaviest side if its centre of gravity is not positioned centrally.
The employee must also abide by HSE regulations and adhere to their company’s rules, while using common sense when lifting, manoeuvring and transporting objects. If a company fails to follow regulations and an employee has an accident while loading a van, the employee could sue the company. However, while expensive, equipping a fleet with loading equipment could massively reduce the risk of manual handling injury.
NEED A LIFT?
The most popular systems are hydraulic cranes and tail-lifts. Many Luton van producers offer optional tail-lift systems, while others include these as standard. Tail-lifts typically handle weights up to 500kg and are a perfect solution for furniture delivery companies or transporting heavy equipment. They fold neatly against the van’s rear doors, maximising its load area.
Smaller lift systems also exist, such as the LoadLift platform offered by Penny Engineering, which lifts up to 250kg and folds away inside the van when not in use. This system is ideal for lifting parcel cages and is used by Royal Mail. This modular system can also be adapted to lift oil drums and tyres.
While large tail-lift systems remain largely unchanged (why fix it when it works?), crane systems have been adapted to accommodate various job types while saving space. Smaller crane systems, which are fitted inside the van against a wall behind the rear doors or side doors, can typically lift between 250kg and 500kg, making them ideal for transporting equipment such as air compressors, engine blocks and whacker plates. These usually have a 1.5m boom, are operated by the van’s battery and tuck away to save space.
Utilising a van’s load space can be critical, especially if the vehicle is equipped with additional racking or machinery; therefore, a roof-mounted crane might be a better option for some fleets. These cranes can lift 500kg, depending on the make and model, have a boom length of around 227cm and weigh between 150 and 190kg. Luckily, most cranes, excluding the roof-mounted cranes, can be relocated anywhere in the van’s loading bay, meaning they can be used for loading via the van’s side door or rear doors.
Of course, cranes have a maximum boom reach, meaning heavier items need to be dropped in the van’s vicinity for the crane to be able to load them.
Smaller hand fork trucks, known as mini lifters and stackers, can be used in this instance and typically lift anywhere between 100 and 250kg. These are usually operated via hand and foot pumps, meaning no charging is required; they cost much less than a larger forklift or pallet truck and can also be stowed in the van’s loading area. Likewise, mobile scissor lift tables are ideal for shifting bulkier items. They can also carry up to 500kg but require a bit more space when being stored. If your fleet specialises in glass, marble or steel, a suction lifter could suffice. These are often made from extra-strength aluminium and form a super-strong vacuum to facilitate safe, secure lifting of heavy, smooth-surfaced items, and most lift up to 75kg.
DO IT YOURSELF
Not every fleet can throw money at lifts and cranes and in some cases, depending on the fleet, these might be overkill.
Most cranes, excluding the roofmounted cranes, can be relocated anywhere in the van’s loading bay, meaning they can be used for loading via the
Penny Engineering’s compact LoadLift
van’s side door or rear doors
“While expensive, equipping a fleet with loading equipment could massively reduce the risk of manual handling injury”
Instead, manual lifting slings could be a handy tool to have when lifting items up to 50 to 100kg. These slings are often made from durable fabric and are designed to wrap around circular items, such as cast-iron water gate valves – and minimise bending and lifting efforts. They take up little space
and can be stowed in a racking system when finished.
Similarly, there are lifting and moving straps, which again can be easily stowed away when not in use. These straps require two people for use, but they can lift heavier items, usually up to 360kg, such as fridges and washing machines. The harness-like straps wrap around each person and use leverage from your legs and shoulders, leaving your hands free to stabilise the equipment being moved. Another slightly more expensive option is roller crowbar and skate sets, such as those offered by industrial supplier Hall Fast. These skates typically weigh between 31 and 131kg, depending on model, and can be used to shift between two and 36 tonnes. Hall Fast also offers chain hoists, electric tugs and sack trucks.
Chain hoists have been used in industrial lifting for years. They come in all shapes and sizes and can lift between 50kg and 500kg, the latter being a more expensive electrically powered option. Heavier chain hoists are usually secured to a solid point, such as a beam, and are more suited to construction sites, while many lighter applications can be secured to a fixed point within a van.
Electric tugs, while expensive, can haul between one and 1.5 tonnes over smaller distances and are easy to store. Finally, there are sack trucks. Sack trucks, as the name suggests, were originally
designed to haul material sacks, but these have evolved and can now be fitted instead with pallet forks. Sack trucks are often equipped with electric motors to ease material transportation and can be stored in a van thanks to their compact dimensions.
BATTERY-POWERED BENEFITS
As more fleets embrace electrification, further grey area topics arise, such as increased electrical load. Equipping an electric van with tail-lifts and cranes will, of course, have a detrimental effect on the vehicle’s range, caused not only by additional electrical load but also by weight. Most of the aforementioned equipment can weigh up to 190kg and electric vans simply aren’t as advanced in battery range as electric cars.
Therefore, if your fleet covers large mileage, it’s worth investing in a van with a larger range. This will give the driver a bit of a buffer during the winter months when the van’s range has already decreased due to temperature change.
For fleets shifting to electric, some groups, such as Stellantis, offer in-house outfitting services, allowing the fleet manager to specify what each van needs. Stellantis will also work with other outfitting companies at customer request, so that the van leaves the factory with the required equipment, saving time and money.
GWM POER300
John Kendall gets behind the wheel of the latest pickup – from a new entrant – to hit the UK market
Afew years ago, the pickup truck market was in a much-reduced state in the UK following the departure of Mercedes-Benz, Mitsubishi and Nissan. It’s quite a different story today with Ford, Ineos, Isuzu, KGM, Maxus, Toyota and Volkswagen all selling pickups – and they are now joined by a further manufacturer from China. GWM, formerly known as Great Wall Motor, sold over 1.2 million vehicles globally last year, mostly from its Haval SUV brand, with Great Wall taking 177,000 sales in 2024. Currently the company sells vehicles under the ORA (EV), Haval (SUV), Wey, Tank (luxury offroad) and POER (pickup, also branded Cannon in some markets – and pronounced ‘power’) brands and its final one will be the badge on the GWM pickup trucks here, sold alongside ORA and Haval.
The POER300 is a fairly conventional double-cab pickup, featuring GWM’s own 2,370cc four-cylinder turbo-diesel engine with variable geometry turbocharger, offering 184hp at 3,600rpm and 480Nm of torque between 1,500 and 2,500rpm. GWM will only offer one transmission option, its own nine-speed torque converter automatic. The POER300 is a conventional body-on-chassis design and there will only be a double-cab version. GWM claims a rigid structure using steel and aluminium.
POER300 will come with normal, sport and eco drive modes. The two- and fourwheel-drive options include 2H, the default on-road mode. The vehicle’s torque-on-demand (TOD) system will automatically engage 4H if it senses loss of traction. For off-road work, 4L needs to
be selected manually and there’s a locking rear differential for when the going gets particularly tough. The transmission also includes an anti-wind-up release mechanism, triggered automatically to counter transmission wind-up in 4L on surfaces with more grip. The truck will tow a braked 3,500kg trailer.
POER300 will come with three specifications: Lux; Ultra and Vanta. Entry-level Lux includes LED headlamps, automatic folding door mirrors, wireless Apple CarPlay and Android Auto, 12.3-inch infotainment system, 7-inch driver display, wireless phone charging pad, rear parking assist and park assist.
Ultra gains items such as a heated steering wheel and front seats, which are also ventilated, along with leather trim, electrically adjustable front seats, privacy glass, tailgate step, front parking sensors and a 360° surround view camera.
Vanta effectively adds black external trim to Ultra spec.
All this with prices starting lower than any other pickup truck available in the UK.
There are several neat touches – for instance, the vehicle is pre-wired for auxiliary electrical equipment such as beacons, with switches in place on the centre console. Ford offers something similar on its vans so it’s not new, but a useful feature. Similarly, the tailgate can be fitted with a fold-down ladder to give simple access to the load bed, a neat touch.
We drove the POER300 towing a trailer with a car mounted, then solo off-road and on. It feels like a solid piece of kit. It was quite comfortable towing the car/trailer combination, tackled the off-road course
without trouble, while demonstrating the wind-up release system and having no difficulty with steep slopes up or down. On road, the automatic transmission makes for relaxed driving. What will probably hold the POER300 back is that it is an unknown with no track record here, so despite the attractive pricing, potential customers might be inclined to stick with what they know. Some of those concerns might be removed through leasing though – and that might be the key to opening up the market for this pickup.
VERDICT
A solid and conventional entrant into the pickup truck market, the POER300 is attractively priced and well-specced. Neat touches such as the auxiliary pre-wiring and tailgate access ladder add to its attractions.
