Fleet World – March 2024

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publisher Jerry Ramsdale jerry@fleetworldgroup.co.uk

editor Fleet World

John Challen john@fleetworldgroup.co.uk editor-at-large

Alex Grant alex@fleetworldgroup.co.uk

business editor Natalie Middleton natalie@fleetworldgroup.co.uk

editor Van Fleet World

John Kendall john.kendall@fleetworldgroup.co.uk

March 2024 fleetworld.co.uk

06 Fleet 15

Joe Howick of Fleetondemand

08 Analysis

The pickup truck tax flip-flop

10 Incoming

Jeep’s Renegade gets electrified

12 At large

Why AI has a long way to go

13 Great British Fleet Event

Why you need to be there!

16 Supplier stories

Car Benefit Solutions

18 In conversation with... Maserati’s Peter Charters

20 Industry insight

Troubles transitioning to EV

22 SWOT

A quartet of affordable EVs

26 Opinion Enterprise’s Paul McCorkill

28 Insurance

Courtesy cars and correct cover

30 Fleet management

Tips and technologies for a more efficient fleet

34 Dear DfBB

Tackling workforce tiredness

35 Driven

Volkswagen ID.3, Touareg, ID.7 / Škoda Scala and Kamiq

39 Our fleet

Update on our long-termers

42 Fantasy fleet

Dacia heads to the Dakar desert

03 Profile > FridgeXpress

04 LCV outfitting & accessories

08 Driven

Ford Transit Courier

account director Claire Warman claire@fleetworldgroup.co.uk

account manager Tracy Howell tracy@fleetworldgroup.co.uk head of production Luke Wikner luke@fleetworldgroup.co.uk

designers Victoria Arellano Dan Bennett head of marketing Shona Hayes shona@fleetworldgroup.co.uk

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John Challen editor

The evolution of events...

As I write these words, the 2024 edition of the Geneva Motor Show is in full swing. Well, I say that, but it appears to be a very different – and quieter – affair this year, compared with the Swiss shows of the past.

Under normal circumstances, I would be in attendance. In fact, just this morning my phone alerted me to a load of photo ‘memories’ from my time at the 2019 show. Since then, the event has gone through a bit of an enforced evolution. Covid put a stop to proceedings in 2020 and it never really recovered. This year is the first time it’s reappeared in the automotive calendar – I’m not including the bizarre Qatar edition last year – since my trip there five years ago.

It was always my favourite motor show to attend, for a number of reasons. If required, the trip can be done in a day, thanks to the location of the Expo centre (right next to the airport) and decent transport links. Maybe because of that fact – or also maybe because it was on ‘neutral’ ground, compared with German, French or US shows – there were a lot of attractions. Countless global reveals, almost every car boss under the sun wandering around Palexo and

“The Geneva show provides an example of how we must move with the times”

a great chance to get a real feel for the current state of the industry.

But all that seems to have changed and the appetite for the Geneva show has been seriously diminished. There are just eight automotive brands present – just two from Europe and none of the Japanese players. Renault, Dacia, MG, BYD and, at a push, Lucid seem to be the big attractions. Mind you, a poke around the production version of the Renault 5 would be worth the entry fee alone for a lot of visitors.

The Geneva show provides an example of how we must move with the times and serves as a reminder that some things won’t remain the same forever. Not just in the automotive world, but life in general. In terms of fleets, the transition to EV is ongoing, albeit with some challenges along the way – but ignoring the shifting landscape won’t help. The best way to survive is to make best use of the technology, knowledge and assistance available to maximise efficiency. Fleet management is a huge contributor here and this issue carries plenty of guidance of how it can make a real difference. Elsewhere, you’ll find all the regular features and industry experts who are imparting their collective wisdom.

… and speaking of events

Meanwhile, one event that continues to go from strength to strength is the Great British Fleet Event. Milton Keynes on Wednesday 17 April 2024 is the place to be to find out the latest news and trends in fleet, make new connections and potentially help further improve your fleet. It promises to be a great occasion and I look forward to seeing you there.

greatbritishfleetevent.co.uk

Joe Howick CEO, Fleetondemand

What is your ambition in your current job role?

To work with our executive team at Fleetondemand to expand the global supply network and our customer base in the UK and Europe.

What job did you want to do when you were growing up?

Golf pro, because our family lived 100 yards from Blackmoor golf course in Hampshire. I achieved that goal at 16, but it wasn’t to be a career, long-term.

The best takeaway food?

When I’m in Yorkshire it is definitely the local Indian curry restaurant, Westbourne Spice. Amazing lamb chops as a starter.

What’s the proudest moment in your career?

Leading the team at FleetEurope, helping grow the business, which was then sold to Fleetondemand in 2019. This enabled my partners to retire after dedicating 20+ years to the business.

What’s your favourite film and why?

Gladiator, because it is just fantastic and one of our friends starred in it. Casino Royale would be a close second.

If money was no object, what’s the first thing you would buy?

I’m close to getting approval from the boss (my wife) for a golf simulator room in our newly renovated house.

Name three cars in your dream garage?

I’m fortunate enough to have owned a few very nice vehicles, so I’d choose just one: a 1964 Aston Martin DB5.

What are the biggest challenges facing fleets at the moment?

Navigating the transition to fleet electrification – and the rise in operational expenses.

You’re on your dream holiday. Where are you?

I try to arrange a long-haul family trip each year and Thailand is our favourite destination.

Night in or night out?

Night in. At the moment, it would be spent watching Trigger Point.

Supermarket of choice?

Waitrose. Our son works for John Lewis, so we get a discount!

What car do you currently drive?

Mercedes-Benz EQC 400 LC 4MATIC AMG Line Premium. Pre-heating the cabin is a game-changer.

Tea, coffee or other? Coffee.

Books or magazines?

Books.

Who is your idol in life and work?

David Bird and Roddy Graham, former execs from Leasedrive, who took me under their wings

DARE TO BE DIFFERENT

NEW TONALE PLUG-IN HYBRID Q4 280HP

IT’S IN OUR DNA

· COMBINED MPG 201.8 – 217.3

· ELECTRIC RANGE UP TO 38.5 MILES

· CO 2 30 – 33G/KM

· BIK 12%

Fuel economy and CO2 results for the Alfa Romeo Tonale Plug-In Hybrid Q4 Mpg (l/100km) (weighted combined): 201.8 (1.4) to 217.3 (1.3). CO2 emissions (weighted): 30 to 33 g/km.

Equivalent all-electric range: Up to 38.5 miles. These figures were obtained using a combination of battery power and fuel. The Tonale Plug-In Hybrid Q4 is a plug-in hybrid vehicle requiring mains electricity for charging. Figures shown are for comparability purposes. Only compare fuel consumption, CO2 and electric range figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including, accessories fitted (postregistration), variations in weather, driving styles and vehicle load.

ANALYSIS

A STORM IN A PICKUP TRUCK

There’s nothing like a major change of policy on vehicle tax – and then a U-turn a week later – to keep fleets on their toes. Natalie Middleton analyses the pickup tax changes and the subsequent climbdown

HMRC caused a stir across the fleet sector in February when it announced substantial changes to the tax treatment of pickup trucks – followed by a spectacular U- turn just seven days later.

New guidance was issued on 12 February 2024 announcing that double cabs with a payload of one tonne or more would be treated as cars, rather than goods vehicles for both capital allowances and Benefit-in-Kind purposes from 1 July 2024. The move followed a 2020 Court of Appeal judgment and was meant to address a loophole whereby some double-cab pickup drivers pay less BiK than on traditional company cars. However, it resulted in an uproar among the farming and motoring sectors, due to the tax hike that small businesses and individuals would face.

Society of Motor Manufacturers and Traders (SMMT) chief executive Mike Hawes warned that it would “raise costs significantly, and make an untenable choice for many” – potentially impacting buyer demand. It also caused alarm bells to ring among the leasing sector, with one business speaking to Fleet World about concerns for the tax treatment of part-exchange vehicles.

And there were worries about drivers currently not paying any tax if they use their pickup for business and commuting under the van exemption, who would get a shock if they wanted similar vehicles in the future.

The change has now been reversed and HMRC has said double cab pickups will continue to be treated as goods vehicles rather than cars, while businesses and individuals can continue to benefit from the historic tax treatment. However, double cab pickups with a payload of less than one tonne will continue to be treated as cars.

The Government said it had “listened carefully to views from farmers and the motoring industry on the potential impacts of the change in tax treatment”. It also acknowledged that the guidance update could have “had

an impact on businesses and individuals in a way that is not consistent with the Government’s wider aims to support businesses, including vital motoring and farming industries”.

Nigel Huddleston, financial secretary to the Treasury, said: “We will change the law at the next available Finance Bill in order to avoid tax outcomes that could inadvertently harm farmers, van drivers and the UK’s economy.”

PICKUP PANIC

Under the current BiK system, HMRC uses the VAT approach for double cab pickups, which is differentiated based on payload, with anything under one tonne classified as a car – and anything a tonne and over as a van.

However, the changes announced last week would have introduced a two-part test on whether the construction was primarily suited for “the conveyance of goods or burden of any description” and whether any modifications had been made.

It was expected that most, if not all, double cab pickups would have been classified as cars when calculating the benefit charge – because “typically these vehicles are equally suited to convey passengers and goods and have no predominant suitability”.

The tax on the BiK will now not increase when employers provide these vehicles to their employees; and the capital allowances available in the first year of use will now not be reduced when a business purchases this vehicle for use in their trade.

HMRC added that the U-turn would “ensure a continued generous and consistent treatment of DCPUs for capital allowances, BiK and VAT purposes, maintaining simplicity in the tax system”.

The Government will now legislate to ensure that double cab pickup vehicles over one tonne continue to be treated as goods vehicles for tax purposes. A consultation will run on the draft legislation to ensure that it achieves that outcome before being introduced in the next available Finance Bill.

“The move was meant to address a loophole whereby some double-cab pickup drivers pay less tax than on traditional company cars”

JEEP RENEGADE

What is it? New model to celebrate a decade of the B-SUV contender When is it available? Order books are open now Biggest changes? Improved infotainment, technology and upgraded specs Fleet appeal? A ‘100% electrified range’ (hybrids and PHEVs only, here!)

Technology upgrade

There’s a new infotainment system for Renegade MY24, which is not only faster (by five times over the old one, apparently) but also operates on bigger screens. The new car gets a 10.1-inch central display and a 10.25-inch instrument cluster –representing a 40% increase in overall display area. All in glorious HD, too.

Best of both worlds

Jeep clearly has a heritage with creating vehicles that can tackle trails and off-road tracks with ease. But the new Renegade, like the Avenger before it, embraces urban life with compact dimensions, improved ride and handling and more economical powertrains. Connected services –including the Amazon Alexa assistant onboard – reinforce that this is a car for all conditions.

Fresh trim

Jeeps might be known for their off-road abilities, but interior upgrades to Renegade have ensured drivers sit in more comfortable surroundings, regardless of their location. The base model comes with automatic air-conditioning and a rear view camera, while all grades offer a heated steering wheel and front seats –and carpeted floor mats.

Green lanes

Renegade drivers have the choice of four grades: Altitude; Summit; Overland or Trailhawk. The former two are fitted with a mild hybrid powertrain (e-Hybrid) with FWD system, the latter duo being PHEVs (4xe) with Jeep’s eAWD technology onboard. A combination of engine upgrades and new 18-inch tyres help achieve a 5% improvement in fuel consumption.

VERDICT

Across the Stellantis family, drivers will find a wide selection of different models, but nothing quite matches the Jeep lineup for standing out in a crowd and – if required –the ability to off-road like a boss. With PHEV models now firmly in the Renegade range, it could be a serious option for a lot of people in 2024 and beyond.

AT LARGE

Alex Grant

Artificial intelligence has come a long way, but some aspects fall way short of reality, says our editor-at-large

Call it professional curiosity, but I’m fascinated by the almost day-byday evolution in artificial intelligence during the last 18 months. Science fiction promised us the likes of Hal and Skynet, but the reality seems less threatening. It’s materialised as friendly chatbots who’ll answer questions, draft scripts for imaginary film sequels and draw strikingly colourful landscapes within seconds. I have no doubt that it’ll find increasingly productive roles across all sorts of businesses, but I’d also advise caution for the early adopters.

Yes, I would say that. As a writer, I’ve had countless people asking me whether I see it as a threat – after all, why would you pay a human to spend hours working on something a ‘bot can turn around for free, within seconds? However, with a bit of experimentation, I’m getting a clearer view of the capabilities, pitfalls and limitations it presents. Understanding this technology is important.

Let’s start with the terminology. Most consumer-facing AI is based on what’s called a large language model (LLM), where developers feed vast amounts of text and images into the software, which then learns to spot patterns and figure out how humans tend to combine them. It’s compiling influences, rather than creating – and the results are always limited by the quality and quantity of data it’s been exposed to. If it doesn’t know, it’ll guess with expert-level confidence.

As a tinkerer, the results are amusing. Bots struggle with detailed analysis of specialist topics, add extra fingers to photo-realistic human portraits and garble text in images. I’ve seen them write sample buyers’ guides for classic cars that

wax lyrical about unimaginable-at-thetime infotainment systems. I've also seen image generators repeatedly drawing the wrong car, despite very specific prompts. Impressive, but flawed.

There’s a dark side to this. I spent some time last year writing about facial recognition software and was repeatedly told that it’s prone to racial bias, based on the sample size of the different ethnic groups in the training data. Using bots for research is prone to the same issues – the answers are prone to being skewed by political or cultural biases, inaccuracies and manipulation within the source material. Just ask the New Zealand supermarket chain whose ‘Savey Meal-Bot’ cheerily provided users with the recipe for chlorine gas, a chemical weapon. Garbage in, garbage out.

The source material is riddled with unsolved issues too. The New York Times is currently suing several tech companies alleging that scraping training data amounts to copyright theft. Although the World Health Organisation says it cautiously supports using LLMs for healthcare, it’s also raised privacy concerns about bots being fed patient data and the potential for this software to generate misleading and harmful advice. That certainly isn’t amusing for anyone who follows it.

Perhaps these are wrinkles that’ll be ironed out as the technology matures, but they’re also a reason to be cautious today and this is something fleets need to

approach with their eyes open. AI was the automotive bandwagon at this year’s Consumer Electronics Show, promising conversational in-car assistance and more accurate results. Given how much our cars already know – and are learning – about us, it’s worth getting drivers to study the small print before they dive in.

However, I’d also advise some professional curiosity among fleet managers, for whom AI’s inherent trend-spotting talent could be a very useful asset. There are already tools promising to optimise routes, vehicle selections and maintenance based on multiple data sources, so I see it transforming fleet management before it makes any meaningful difference to my career. Just make sure you avoid the ‘garbage in’.

“With a bit of experimentation, I’m getting a clearer view of the capabilities, pitfalls and limitations AI presents”

Fleet World’s Great British Fleet Event 2024 provides a central meeting hub for the entire fleet industry, and this year there will be a particular focus on decarbonising and increasing fleet operational efficiency... Especially important with inflation, spiralling costs and electrification.

Centrally located in Milton Keynes, the event – encompassing a busy exhibition, unmissable Masterclass conference sessions and an invitation-only Awards ceremony – brings fleet decision makers and suppliers together in a focused, business-to-business networking environment.

The phrase ‘if you stand still, you’ll get left behind’ has arguably never been more relevant in today’s automotive industry, which finds itself amid massive upheaval and uncertainty. There are huge financial pressures and demands for greater efficiency that have led to massive changes in the world of work. In that scenario, coupled with an economy that is impacting our day-to-day lives, it comes as no surprise that businesses are looking at new fleet solutions.

What was once the norm, isn’t anymore. Companies need flexibility and solutions that have a car option for every driver, regardless of what their circumstances are. Although we’re all sustainability conscious, it might not be right for every company to have a full fleet of electric vehicles immediately –the more important consideration right now is the transition – and how we get there. So, if traditional fleet solutions don’t suit all businesses anymore, what could a new fleet solution look like?

Does one size really fit all?

To get the best out of your fleet, a flexible and agile approach is the preferred way forward, says Car Benefit Solutions’ managing director, Paul Taylor

A modern-day employee population

To achieve a solution that really works for your business, you need to look at the bigger picture. Today, your employee population has varied needs and to keep all your employees happy – which assists in retaining staff – a solution that works for everyone is required.

For traditional company car drivers who cover a lot of miles and might have range anxiety or infrastructure concerns over EVs, the best option might be an Employee Car Ownership Scheme (ECOS). This method of providing an employee car benefit is cost-effective for both employers and employees as it removes company car tax and Class 1A National Insurance Contributions.

For businesses moving towards a green goal, offering EVs as a company car would satisfy this fleet requirement. You also have the option to offer a cash benefit that employees then use to source and maintain their own vehicle.

It’s a tricky balance to tailor a fleet solution to satisfy all employees and have benefits for the business too – but it is possible. Offering a variety of ways to deliver a car benefit allows the most flexi-

bility and also means the solution management can be agile too, future-proofing the fleet. The ‘one-size-fits-all’ approach is looking like a thing of the past.

What’s best for your business?

The likelihood is, most businesses would benefit from a single fleet solutions provider that is able to offer a consistent benefit, using multiple ways to deliver it. From beginning to end, here at Car Benefit Solutions (CBS), we’ll take care of everything. We manage your fleet solution from consultation and design through to implementation – and we ensure all technical and compliance requirements are met, too. We also offer in-life management included as standard, leaving you free to focus on driving your business forward.

Flexible and agile fleet solution management

With more than 20 years of expertise in the automotive and corporate employee benefits sector, we can provide our flexible and agile fleet solution management to suit your business needs. We don’t do out of the box; we do car benefits differently.

“What was once the norm, isn’t anymore. Companies need flexibility and solutions that have a car option for every driver, regardless of what their circumstances are”

In conversation BEV issima!

Peter Charters, Maserati North Europe’s general manager, has the fleet market in his sights as the Italian carmaker rolls out its Folgore BEV sub-brand

Where does Maserati find itself in 2024?

PC: Last year was an extremely busy year for us – arguably the most important in our recent history because we had our first full year of Grecale SUV. Then, as we moved towards the end of the year, we turned our focus towards the BEV version under the Folgore umbrella and delivered our first left-hand drive models. In the same way that Grecale was a gamechanger for us, BEV, as a whole, will have a similar impact. We’re going straight there from ICE to EV – no plug-ins.

Why no hybrid option?

PC: It’s a deliberate strategy because we wanted to give drivers the full Maserati experience, not a compromised one and, in our view, a plug-in hybrid would be a compromise. We’ve now opened order books for GranTurismo and Grecale Folgore models in the UK, which is really exciting. We’ve seen how some other brands have increased volumes with EVs and we believe that the market is there. Even at the top –price-wise – of the market.

What are your hopes for getting Maseratis into fleets?

PC: We’re not a manufacturer that sets ourselves volume objectives, but we’re looking to pull as many customers as we can into the brand – retail and fleet. In the last few years, everything has been very retail-based, but now we are focused on fleet – moving there in a controlled way. We have no financial pressure on us to move metal, that’s not the objective; it’s more about high-quality customer experience. We’ve got the two BEV options now, but GranCabrio will be arriving – in ICE and BEV form –by May. It won’t be huge volumes, but it’s an important and iconic car.

How do you convince Maserati drivers to get into an EV?

PC: Our strategy is to run with both ICE and EV in the short to medium term to give people options – and it’s fair to say that there are a lot of drivers who just don’t want a quieter engine. We bring our customers along with us, give them the Maserati experience and slowly, over

time, convince them that the future is actually pretty exciting – even in a BEV. We talk about how the GranTurismo Folgore drives and corners like a Maserati – it’s still an exciting vehicle, with the luxury and performance that drivers expect from one of our cars.

In time, every version of a Maserati will have a Folgore variant. The one word that we would use to describe how Maserati operates is audacious. We’re really keen to harness what makes Maserati different from other brands and we think it’s summed by the Italian audacity to make brave choices. The current move to electrification was similar to the introduction of diesel years ago, which turned out to be extremely successful.

What involvement do you have with the wider Stellantis family?

PC: Back office-wise, there are some touch points – and there’s long-term engineering and industrial work, which gives us massive confidence because we have the strength of a global player to make the right investment choices. If you go

While Maserati doesn’t reveal targets, it expects plenty of drivers to be tempted by the Grecale Folgore

back 10 years, we made some very bold decisions and significant investments, but that was a five-year plan, with some degree of uncertainty.

Day-to-day, as a team – and within the dealer network – we have virtually nothing to do with Stellantis. The dealer network is separate and we make our own decisions. We’re obviously focusing on a very high quality, luxury and customer experience – on an even greater level than the other brands.

What will the Folgore range look like, compared with the current Maserati model lineup?

PC: There will be a electric replacement for the Ghibli Quattroporte, which is coming in 2025, but anything beyond that we can’t comment on. However, it’s fair to say that we made a commitment that everything will be electric by 2030.

What aspirations do you have for both the Grecale and GranTurismo Folgore?

PC: Grecale will be the volume product because it is the less expensive and GranTurismo will absolutely be a premium product. But there are a lot of fleet drivers prepared to pay for GranTurismo, particularly with the BiK advantages for a high-end, luxury car. So I have high expectations of GranTurismo, even in the competitive fleet market.

There’s a great amount of interest in

Grecale from the corporate world as a premium electric vehicle and we expect it to do a great job in terms of that community. Our strategy of engagement with the right key players in the industry has to be right, though.

Where are you expecting conquest business to come from for Folgore models?

PC: For potential Grecale drivers in the fleet world, there are already players out there, so we have the chance to conquest directly from other high-end BEV vehicles. Also, we think we’ll take some new customers along with us, either exMaserati customers, or people who are not quite ready to go with a German or Chinese brand. We spent a lot of time thinking about our strategy of engagement with fleets, such as identifying the right leasing companies to partner with and – in terms

of salary sacrifice – businesses to cut through to get the right drivers. We’re fortunate that a number of our dealer partners have excellent corporate teams too, such as Sytner, H.R. Owen, Hendy and JCT 600 – all of whom are used to operating in the corporate arena.

How important will fleet be in the short to mid term?

PC: I think it’ll be a relatively high proportion of our Grecale and GranTurismo sales for Folgore. We still have quite a loyal base of ICE customers, so it’s possible that an MC 20 driver will also buying a BEV, because they’ve always got more than one car. It will be incremental to our business – and obviously, we want to hold on to these customers – but I think for Folgore, fleet will dominate slightly over retail. Only time will tell.

“The one word that we would use in terms of how Maserati operates is, audacious. We’re really keen to harness what makes Maserati different from other brands”

Every Maserati will be electric by 2030, promises Peter Charters (right)

Paul Hollick

chair, Association of Fleet Professionals

WBARRIERS TO ENTRY

but it is proving more difficult for some than they thought

hen it comes to electrification, fleets have, no doubt, already achieved a lot. Many have completed a long list of tasks: wholly redrawing choice lists; putting charging policies and equipment in place; getting drivers onboard; tackling operational limitations created by range issues and much more. Despite those moves forward, it looks as though future progress is going to be more difficult for many.

While the transition has involved a lot of work, what most fleet managers have been doing so far is picking the low hanging fruit, such as getting drivers with off-road parking into very low tax electric company cars. A relatively straightforward move compared to what comes next, which appears to be much more of a grind.

“For fleets to electrify successfully, a properly functioning used EV market that allows RVs to be forecast with a reasonable degree of certainty is essential”

The electrification problems we’re now seeing fleets encounter are ones without any easy answers and which will take time to work through. A good example is on-street charging. A reasonable proportion of company car drivers don’t have off-road parking, probably because they live in a terraced house or apartment, so some form of nearby roadside, overnight charging is essential for them to adopt an EV. The alternative is that they spend time rapid charging at a public point, which is expensive and, in the longer term, bad for the battery. Yet, the amount of on-street charging available is very low and, while the Government is making funds available, there is no transformation in sight. Progress will be slow, it appears.

Another issue is that while the portfolio of available EV models is growing on a weekly basis, we’re tending to get more and more of the same – SUVs and saloons of varying sizes and levels of luxury. There are big gaps that are operationally essential to some fleets – notably pickups and proper 4x4s. Also, while the situation is improving, there are not enough quality, affordable, sub-£30K EVs that are suitable for fleet use.

A further concern is the used sector. For fleets to electrify successfully, a properly

functioning used EV market that allows RVs to be forecast with a reasonable degree of certainty is essential. It’s still early days really, but the dramatic drops in values that have been seen over the last year or longer have made many important elements in the remarketing chain very nervous about EVs.

Having said all of this, there are definite bright spots for fleets as they continue to electrify. The general charging infrastructure is noticeably improving on almost a weekby-week basis. This doesn’t just apply to public charging – more and more businesses have comprehensive on-site charging and are making it available to visitors.

Also, with BiK rates published until 2027/28, the company car EV sector has a huge amount of stability when it comes to planning ahead. For most fleets, that’s a whole replacement cycle away. Employees know that they won’t be paying much at all for their company car well into the future.

Tackling electrification remains very much top of the agenda for the AFP. Dialogue about solving the issues outlined here and many others is shared every day, helping to develop and spread best practice solutions quickly and effectively. It’s a moment when being a member of the organisation is even more beneficial than usual.

SWOT

Strengths, weaknesses, opportunities and threats of four affordable EVs are analysed by Fleet World

’s fab four

BYD DOLPHIN • KIA NIRO • MINI COOPER • VAUXHALL ASTRA ELECTRIC

STRENGTHS

SH A high-value package, offering a well equipped electric car with a very usable range when fully charged.

JK The top trim level Design has a comprehensive standard specification. Driving range is good, too.

MW Priced right, looks good value and has a spacious interior.

A softer ride is welcome when navigating potholes and poor road surfaces.

JW Accomplished product, great price. Genuinely competitive.

WEAKNESSES

SH An unknown quantity as far as fleets and aftersales are

STRENGTHS

SH Highly regarded EV with good range and efficiency, and a practical shape. Well equipped and nicely finished interior.

JK Kia is on the up and Niro is a familiar nameplate with the second-generation car building on the original’s success.

MW A good real-world range of

225+ miles. Niro is smooth and easy to drive.

JW Far more accomplished than the previous generation, well equipped, competitively priced.

WEAKNESSES

SH Not many but, compared with the BYD Dolphin, it looks a

concerned, but executives seem keen and ready to listen.

JK A brand rapidly growing but still unknown to many. Bold exterior and interior colour options won’t be for everyone.

MW The majority of the public aren’t aware of BYD yet. Charging appears to be slower than rivals.

JW Brand awareness and a hesitancy to invest in a relatively unknown product may dissuade consumers away from the brand.

OPPORTUNITIES

SH The UK car market isn’t exactly awash with affordable electric cars, so the Dolphin could be attractive.

JK A new brand to the UK but gaining plaudits, BYD is blazing a trail for the new Chinese entrants.

MW For drivers looking for a small, cheap-ish electric hatch –with a few dealers around the

bit pricey, which will also feed through into comparative depreciation.

JK Exterior design is much more daring than its predecessor, but driver choice in this sector is ever-increasing.

MW Hard interior plastics let the cabin down, while road noise can be a bit intrusive.

JW Not the most engaging or driver focused vehicle in this selection of models.

OPPORTUNITIES

SH A good option for people trading down from a more expensive model, as well as potentially luring people out of PHEVs.

JK A very capable and practical mid-size SUV at a reasonable price point, it should appear on more peoples’ wish lists.

MW Over the years, Kia has become a a well-known, trusted

country, it’s a good option.

JW Lowered the barrier to entry into electric vehicles for most people, increasing the opportunity for sales.

THREATS

SH Future tariff imposition on Chinese brands who get subsidies to build EVs in their domestic market could increase costs.

JK Some elements of the car are not always comparable to many European brands; pricing isn’t as low as many expected.

MW Buying a Chinese car, from an unrecognised brand, might be a challenge for some to even consider.

JW Equally competitive Chinese brands and established players with a premium feel will be stiff competition.

brand. There’s no choice in battery size, which makes buying and deciding much easier.

JW Standing on the shoulders of its well-received predecessor, so consumer confidence should be high.

THREATS

SH As a popular car in the sector, Kia needs to manage volume carefully and avoid exacerbating future residual value forecasts.

JK A price premium of around £7,000 over the hybrid version may be a stretch.

MW As more and more cheaper Chinese manufacturers arrive into the UK, the Niro could start to look a bit expensive.

JW It is really hard to ignore the cheaper Chinese brands that are flooding the UK market.

Jon Wheeler > JW Head of vehicle valuation services, CDL Vehicle Information Services

Simon Harris > SH Head of valuations, UK Vehicle Data

Jason King > JK Head of OEM insight and data supply AutoTrader

Martin Ward > MW Manufacturer relationship specialist

BYD Dolphin

Kia Niro

“Because it’s a Mini, regardless of any of the car’s limitations, desirability is still a big factor”

STRENGTHS

SH Fun to drive and a premium feel makes it stand out among the others here.

JK A funkier, but recognisable, exterior design with an updated interior and the promise of electric go-kart handling.

MW Everyone loves a Mini –whether it’s 60 years old, or a new

electric version. An iconic car.

JW The fresh new looks, stylish interior, extra power and longer range have given the Mini a fresh lease of life.

WEAKNESSES

SH Can’t really play the ‘family car’ role that others here can,

STRENGTHS

SH A familiar name and brand to many fleets, along with a very capable electric variant.

JK The exterior design of the latest Astra is crisp, modern and sporty.

MW There’s a choice of Astra models – petrol, diesel, PHEV and EV – that all look identical. That has to be a good thing.

JW Strong brand awareness counts for a great deal, especially at a time with so many new entrants bringing EVs to the market.

WEAKNESSES

SH Some might expect more range than the 54kWh battery allows, or slightly lower pricing.

despite being roomier than its predecessor.

JK A lower list price than before, but still seems a little steep for a small BEV.

MW Space in the rear is a little compromised and there might still not be enough driving range for some people.

JW Not many to pick out here, although the styling may not appeal to everyone.

OPPORTUNITIES

SH Could appeal to some people who had previously ruled out the old model because of range.

JK The market is not awash with premium brand compact BEVs, while the much-improved driving range should attract new fans.

MW Because it’s a Mini, regardless of any of the car’s limitations, desirability is still a big factor.

JK Not the best value in this company, most drivers would like to see a little more range from a car of this size and price point.

MW Depreciation is a concern, as is slow charging. Interior quality probably not as nice as its rivals.

JW Depreciation is clearly a factor – but that goes for a lot of brands. The below par Euro NCAP rating is arguably more of a concern.

OPPORTUNITIES

SH A credible option for fleet customers who wouldn’t have been able to choose an EV from the brand before.

JK If overall range isn’t of high importance in your choice, the Astra is a stylish all-rounder.

MW A comfortable ride that soaks up the bumps, while a reasonable range is a bonus. Extensive dealer network helps.

JW Vauxhall has historically done

Drivers want to be in one and be seen in one.

JW Strong residuals and competitive prices will appeal to the high volume of Mini drivers.

THREATS

SH With electric versions of all Minis, people (and fleets) might be keener on the other models’ extra practicality.

JK The driving range on the previous version wasn’t fit for purpose. Hopefully drivers will realise the new car is very different.

MW Although the Cooper is keenly priced, Mini will be looking over its shoulder at cheaper alternatives coming through.

JW There’s far more choice in the EV market now, compared with when the original electric Mini was launched.

well in the public sector and will be looking for continued success with the new electric model.

THREATS

SH Vauxhall has a bullish attitude to pricing of its latest models, but I’m not sure used car buyers are on board yet.

JK The higher-than-average list price and range concerns mean the Astra may not be the strongest offering, especially when compared to the newer market entrants.

MW Astra has been a strong brand for years, but lots of new manufacturers could put an end to its popularity.

JWHigh price, low residual value and four-star safety rating could push many toward any of the Astra’s competition.

Mini Cooper

Vauxhall Astra Electric

THE VERDICT

Kia Niro 64.8kWh ‘2’

P11D: £37,270

CO2: 0g/km

RV: £15,194 (40.77%)

BiK: 2%

SMR: £1,573

Fuel costs: £3,683

Insurance: £4,266

Finance: £5,031

NI: £437

VED: £0

Cost per month: £1,069

3rd

MINI Cooper E 40.7kWh Classic

P11D: £31,495

CO2: 0g/km

RV: £14,200 (44.45%)

BiK: 2%

SMR: £1,498

Fuel costs: £3,258

Insurance: £3,561

Finance: £4,313

NI: £375

VED: £0

Standard equipment:

Bluetooth, USB

Satellite navigation

Rear parking camera

Voice control

Roof rails

Hill start assist

Options:

Metallic paint: £595

Standard equipment:

DAB, USB

Satellite navigation

Head-up display

Intelligent park assist

Artificial engine noise

Traction control

Options:

Alloys (17-inch): £550

1st 2nd 4th

P11D: £31,640

CO2: 0g/km

Cost per month: £893 SH

BYD Dolphin 60.48kWh Design

RV: £11,804 (37.31%)

BiK: 2%

SMR: £1,465

Fuel costs: £3,692

Insurance: £4,893

Finance: £4,271

NI: £371

VED: £0

Cost per month: £998

Standard equipment:

DAB, Bluetooth, USB

Wireless phone charging

Adaptive cruise control

Front and rear parking sensors

High beam assist

Leather upholstery

Vauxhall Astra Electric 54kWh Design

P11D: £37,740

CO2: 0g/km

RV: £10,523 (27.88%)

BiK: 2%

SMR: £1,308

Fuel costs: £3,209

Insurance: £4,011

Finance: £5,095

NI: £442

VED: £0

Cost per month: £1,186

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

Traffic message channel

Lane departure warning

Acoustic windscreen Lumber seats

Options:

Metallic paint: £600

Towbar: £605

Jon Wheeler > JW Head of vehicle valuation services, CDL Vehicle Information Services

Simon Harris > SH Head of valuations, UK Vehicle Data

Jason King > JK Head of OEM insight and data supply AutoTrader

Martin Ward > MW Manufacturer relationship specialist

Empower your drivers. Boost productivity.

With Webfleet you get it done.

Your drivers are essential to your business. When they’re out on the road, you want to be sure they have all they need to do the job safely, efficiently and with minimum stress. Webfleet equips you and your drivers with market leading tools designed to make their work simpler, safer and better.

FLEET EXPECTATIONS

Decreasing vehicle access is putting pressure on the grey fleet says Enterprise Mobility’s director of business mobility, UK & Ireland, Paul McCorkell

Many local councils, NHS Trusts and government departments have replaced pool cars with bettermanaged dedicated on-site car club vehicles

Arecent Enterprise survey of 1,000 UK office employees who drive for work showed that more than one in five (22%) have decreased the number of vehicles they have access to. Meanwhile, more than two in five (44%) have sold at least one. These figures might be, in part, because a third also said they drive less for work now than they did a year ago.

These results suggest that the grey fleet of mileage reimbursement may be running out of road, as many individuals may no longer have a personal car to use for business travel.

The emerging situation is compounded by the fact that younger people, in particular, are holding off learning to drive. The DfT reported last year that just under three in four people aged 17 to 20 do not have a full driving licence. That figure is down from almost half of young adults in 1989.

The cost of lessons was cited as a key factor, which means younger employees cannot be relied upon to have access to a car – or even the ability to drive one – unless their employer gives them that access.

Enterprise’s research also highlighted that younger workers were more open to alternative mobility options: almost nine out of ten (88%) of Gen Z employees had made a multi-modal journey in the last 12 months, compared with only 57% of those born before 1964.

To many employees and businesses, using a private vehicle for work is often considered a convenient option for day-today business travel. Given that, how do businesses address mobility if fewer employees have access to a car, or indeed, know how to drive?

Personal cars tend to be older (more than eight years old on average, according to the BVRLA), have less modern safety equipment and produce higher CO2 emissions. Privately owned cars also tend to be used for unmanaged travel that has not been officially authorised. So, the emerging situation is an opportunity to move away from the grey fleet and towards alternatives that may bring other benefits such as reduced cost, mileage and emissions.

There are plenty of examples of innovation and best practice. Many local councils, NHS Trusts and government departments – facing strict oversight on costs and decarbonisation goals – have replaced pool cars with better-managed dedicated on-site car club vehicles.

If employees know they have access to a car at work, they can choose to commute in a different way. This process can reduce pressure on both rush-hour traffic and parking spaces. An on-site car club can even encourage people to commute more healthily by walking or cycling.

We’ve also seen that they can even encourage positive behaviour change

among employees. As people start to reschedule their meetings around vehicle availability, employees adopt a ‘community’ mindset and become more considerate of their fellow colleagues’ travel requirements, making more efficient business travel decisions.

The important thing is that people who don’t have their own car – as well as those who do – can access vehicles that are managed and utilised far more effectively.

The changing face of vehicle access is going to require a lot of organisations to change their fleet and travel policies.

Dedicated car clubs are only one potential part of the puzzle. Many of those employees who don’t travel enough to warrant a company car still need to visit customers or work sites. It’s going to be increasingly important to analyse how, when, where and why those people travel and create strategies that fit.

This is why many businesses are looking for strategic travel consultancy, to help them with factors such as understanding employee psychology around travel for work. Then they can help people embrace new methods of business travel and try something new.

The first step for most fleets is to take a long, hard look at their grey fleet travel. It might still seem like the simplest option right now but, in years to come, it’s going to be anything but.

AVAILABLE IN MARCH 2024

OUT OF COURTESY

It’s worth checking the small print to ensure a suitable replacement vehicle is provided in the event of an accident, says Ashbourne Insurance’s Peter Smits

It’s a popular misconception among policy holders that the insurer provides a courtesy vehicle while their own vehicle is in for repairs post-accident. The truth of the matter is that while the insurer’s recommended repairer is obliged to provide a courtesy vehicle for the duration of repairs only, it is them – and not the insurer – that provides this benefit. This means that if your vehicle is the subject of a non-recovered theft or a ‘total loss’ accident – and no repair is required – there will be no provision of a courtesy vehicle.

All courtesy vehicles are provided subject to availability and it is worth noting that most repairs are not obliged to provide you with a like for like replacement of your own vehicle.

In simple terms, this could mean that you are without your van for a few weeks and have to use a very basic hatchback. In more serious matters, it could result in drivers not getting the benefit of a replacement refrigerated van, dropside or tipper, which impacts on your day-to-day business activities.

Many fleet operators will have arrangements with a local repairer and prefer to use someone who knows and understands their fleet in the event that a vehicle will be off-road under repair. However,

these outfits may not be an ‘approvedrepairer’ of your insurer and a courtesy vehicle is left to your own negotiations and relationship. In this instance, it can also mean a delay in repairs as any works will need to be signed-off by the insurer’s engineer, before they touch the vehicle.

In addition to the above, repairs via any garage are currently suffering from a delay in getting appropriate parts and a lack of workforce. Factor in the combined storm that is post Covid-19, Brexit and the ongoing hostilities in Ukraine and delays are inevitable.

Repairers are reluctant to take in vehicles pending repair and provide a courtesy vehicle without the necessary parts being on-site. Many will try to discourage you to start repairs if the vehicle is roadworthy, to help manage their own backlog.

Some insurers are trying to relieve the pressure on the repair network by providing a ‘credit-hire’ vehicle. While this solution can result in a more suitable courtesy vehicle (a more like-for-like replacement) this is usually only an option in the event of a non-fault claim, where there is a guilty third-party against whom the insurer can recover the costs.

Another misconception is that the insurance for the courtesy vehicle provided by

the repairer or hire company is automatically included within the existing policy wording. More and more insurers are asking the policyholder to add the courtesy vehicle to their own policy for the duration of repairs adding an additional insurance cost.

Alternatively, they are insisting that the courtesy vehicle replace that of your own vehicle on the schedule for the duration of repairs, while your vehicle would be covered by the repairer’s own insurance. This situation does mean that there is cover for your vehicle while under the custody and control of the repairer – think about you having to claim against their insurance policy beyond your control and subject to terms and conditions of which you have no prior knowledge.

As with everything insurance, the devil is in the detail. Not all insurers apply the same processes and endorsements – and there are policy add-ons you can purchase in advance that will guarantee a replacement hire vehicle of your choice for the set period of time.

Before accepting cover from any insurer/broker, ask them to explain in full the claim process including a guarantee on the repair, using approved parts and the provision of a courtesy vehicle.

“Repairers are reluctant to take in vehicles pending repair and provide a courtesy vehicle without the necessary parts being on-site”

fleet management

FINE-TUNED

Fleet management systems are constantly evolving to keep pace with developments, demands and evolution within the automotive sector. Here are some of the latest products, upgrades and offerings that fleets should be considering to help improve their vehicle operations

Fleet Operations

Jayne Pett, sales and marketing director

Time-strapped drivers and under-pressure fleets can be overwhelmed by administrative and compliance obligations, as well as the wealth of information that must be collated to manage their vehicles.

The Move driver app from Fleet Operations can help fleets streamline the different elements involved in fleet management amid mounting cost pressures. The app enables drivers to ‘self-serve’ for information and workflow, helping fleets distribute workload and reduce driver requests.

The innovation combines an extensive suite of vehicle and safety management tools, giving grey fleet, company car and van drivers one-stop-shop access to everything needed to order and run their vehicles. The ‘driver companion’ digitally transforms everyday tasks by providing key vehicle information alongside intuitive and automated processes to make working lives safer, easier and more productive.

Simultaneously, it helps businesses manage costs and vehicle downtime –and establish risk management best practice. This is done via a vehicle inspection and defect management solution that can automate the entire SMR experience.

AI

The Herd Group Kerry Pollard, implementation and strategic account manager Herd Connect, a complete end-to-end fleet management solution from the Herd Group, helps reduce fleet administration, allowing businesses to focus on the company strategy.

The system keeps everything in one place with an easy access dashboard login, allowing a complete fleet overview. Herd Connect has pre-agreed reduced labour rates and parts discounts with a network of over 5,000 garages nationwide, meaning the solution is usually not only cost-neutral but,

INDUSTRY INSIGHT

After a vehicle is involved in an accident, the priority is to get it back into service as quickly as possible to minimise business disruption. But, for non-fault incidents, what about the loss in value the vehicle has suffered? The inclusion diminution in value as part of an accident management solution for today’s fleets could make a difference.

Once a vehicle is involved in an accident, it suffers a loss in value, even if repairs are carried out to a high standard. This loss is based on what the vehicle is worth immediately after it has been repaired, compared with what it would have been worth if it hadn’t been involved in an accident.

Diminution in value averages between £825 to £1,500 for every vehicle, but those numbers can be higher. With around 0.5% of the UK car parc involved in a qualifying road accident in a typical year, these losses add up. For a fleet of 5,000 vehicles, that’s a potential loss of up to £37,500 a year.

in many cases, cost-positive. As a result, it can often actually add profit to the bottom line of a business.

Typically provided to SMEs who don’t have their own fleet manager, this complete Cloud-based system offers expertise across a range of disciplines, including fleet consultancy, fleet compliance, asset lifeline, full servicing and maintenance and accident management.

Powered by Jaama fleet management software, Herd Connect provides a realtime fleet management portal to customers, ensuring complete fleet compliance and visibility for customers.

Optimize

Colin Ferguson, CEO

in association with

David Bartlett, head of accident management, The AA

Such losses can be recovered in cases of non-fault accidents, where liability can be directed to another insured driver. However, the opportunity to make such claims is often overlooked.

THE PROCESS FOR MAKING A CLAIM

Once a vehicle is recovered, a comprehensive report is produced, which details the vehicle’s damage and specifically what the value will be at the point of sale. This process should take place while the vehicle is in for repair, so no additional downtime is incurred.

If a vehicle meets the criteria required for a diminution in value claim, an expert solicitor will manage the process of recovering the loss on a customer’s behalf. It should be a seamless process, taking place behind the scenes, without interrupting the day-to-day running of a fleet.

assets. We are leading the charge with this approach, enabling our partners, fleets and end-users to achieve their net zero targets.

As the fleet and freight transport sector embarks on a decarbonisation journey, a new layer of complexity will be added to the transport ecosystem as businesses transition to new vehicle types, energy sources and infrastructure requirements. Our algorithms are focused on optimisation, a significant part of the AI landscape – and they consider electrification, infrastructure and fleet transition to produce improved journeys, duty cycles and routes.

We specialise in fleet and freight transport optimisation, decarbonisation and transformation, using powerful artificial intelligence algorithms to solve the complex challenges our clients face today and in the future.

The award-winning technology we have developed delivers productivity breakthroughs for our clients as they seek to decarbonise their businesses, reduce emissions, improve efficiency and maximise the utilisation of their

DispatchTrack

Alex Buckley, general manager, EMEA and APAC

When promises are made to customers, DispatchTrack’s right time delivery management software makes sure they are kept. The DispatchTrack platform uses AI-powered routing, a mobile app drivers can engage with easily and flexible customer communication tools to help you build trust with customers and strengthen your brand.

Since 2010, DispatchTrack’s scalable SaaS platform has helped delivery organisations be more connected, agile and intelligent, using highly configurable capabilities designed to empower better delivery management from end to end.

Our customers typically see a threeto 10-fold increase in return on investment at the same time as saving an average of 10% on CO2 emissions for each route. DispatchTrack is constantly innovating to improve performance and better serve its global customer base. A base that includes fleets such as Furniture Village, Gillies, Vision Logistics, Sussex Beds and Hillary’s Blinds.

Podfather

Jane Geary, marketing director

fleet management

AI

Podfather is an all-in-one platform that includes vehicle checks, routing, scheduling, tracking and electronic proof of delivery. Designed for fleets of all sizes, Podfather enables delivery companies to provide their customers with an Amazon-style experience. This is achieved through real-time ETA notifications and electronic proof of delivery, while the user benefits from paperless operations and better digital record-keeping, plus integration with their ERP and accounting software.

We’re experiencing a lot of enquiries from delivery van fleet operators looking to enhance their customer experience. Consumers and businesses want better visibility of their deliveries and we can help companies to provide that as an integrated solution which works straight out of the box.

We’re also not a huge corporation so we can respond quickly to customer needs; and we feel our culture of customer care is very much aligned with that of our clients.

Trakm8

Nick Guise, head of marketing

In 2024, AI fleet optimisation will emerge as a game-changer for fleet management, extending beyond last-mile delivery. Fuelled by flexible algorithms, this technology tackles rising costs, prioritises sustainability and enhances customer experience across various fleet operations. Offering tangible benefits, it

slashes fuel and labour costs, curbs emissions and handles increased order volumes without adding resources.

With a focus on efficiency, AI optimises routes, scales operations seamlessly and improves miles per drop. Crucially, it boosts driver satisfaction by providing optimal routes, reducing stress and creating safer working conditions. As fleets embrace this technology, AI fleet optimisation promises a future marked by cost-effectiveness, sustainability and operational excellence.

fleet management tool is putting business owners and fleet managers back in control. It is giving them complete peace of mind that vehicles are kept road legal and safe, while staff are fit and eligible to drive.

One of our customers – a major UK food retailer – says: “The launch of a routing platform, with the Trakm8 AI optimisation algorithm at its core, has been transformational for our home delivery business. The platform has delivered business savings and has also directly benefited our customers by offering them more flexibility and choice in when they get their deliveries. The platform is the foundational layer on which we will build upon to deliver more business and customer value.”

Pocket Box

Jim Finnegan, CEO

Pocket Box’s Fleet technology is a simple way for SMEs to maintain compliance, reduce risk and save time and money. One of the biggest pain points currently for smaller fleets is their vulnerability caused by non-compliance or misunderstanding of ever-tightening road safety legislation. So the web-based

With over 80% of SMEs found to be still using spreadsheets, whiteboards and paper-based files to manage their fleet, business owners are increasingly recognising the need for digitised solutions to streamline hugely labour-intensive processes. Pocket Box Fleet is helping these businesses to better handle fleet-related tasks, gain realtime visibility of critical information and create an electronic audit trail to comply with legal requirements. It has also been integrated with complementary fleet technology to bring together a growing range of data sources into a single management system.

Pocket Box’s software helps ensure fleet vehicles remain road legal and safe

Pocket Box Fleet has more than 5,000 managed vehicles, because it prioritises simplicity and ease-of-use to overcome the traditional pushback from smaller fleets against excessive complexity when it comes to technology adoption.

MEANWHILE, IN THE TRUCK WORLD...

Transport operations come in all shapes and sizes – so one single system to keep fleets compliant is never going to fit all. That’s why Truckfile fleet and workshop management packages are designed to be endlessly adaptable, to help operators of any number of vehicles, across all industry sectors, stay safe and legal in the most efficient way possible. Essentially, Truckfile offers compliance that is made to measure.

Based in North Lincolnshire, but running a fleet of more than 350 trucks and 140 trailers across the country, Wren Kitchens has been using Truckfile since 2021. “The benefits of using this system speak for themselves,” says Wren Kitchens’ national fleet manager, Philip Bennett. “We’ve always run a ‘tight ship’ at Wren but, since using Truckfile, we’ve seen an increase in faults flagged up by drivers.

“To be clear, that’s not because more is going wrong with our vehicles,” clarifies Bennett. “It’s because Truckfile has helped us further improve our processes.”

The Miles Consultancy

Angus Leeson, international sales director

The Miles Consultancy (TMC) has enhanced its fleet management and data aggregation for international, European and global vehicle operations. Fleet+ is a centralised system that delivers a country-level operational tool for day-to-day fleet management, alongside global reporting that supports easier collaboration, data comparison and insight sharing.

Fleet+ gives complete visibility and control of the entire fleet footprint, showing a comprehensive breakdown by country, manufacturer and lease providers via a suite of configurable dashboards. Data can be imported from all fleet suppliers, in any format, with advanced processing and mapping providing businesses with actionable insights. By incorporating accurate fuel

data, for example, it is possible to gain crucial insight into greenhouse gas emissions and total cost of ownership, as well as supporting effective invoice management.

The fresh, modern and fully digitalised solution can be viewed on a desktop, tablet or mobile. There is also the option of a mobile app, which is designed for managers, technicians, field sales or any employee on the go.

Clenergy EV

Will David, CEO

With fleet vehicles showing a 65% market share of new EV registrations, it’s clear that the fleet transition is driving the current EV market. And it’s our job to make sure we build tools to make life as easy as possible for fleet managers.

We’ve seen a huge rise in the number

in association with

of companies using our EV fleet management software, from Scania, Wincanton, Port Talbot Council to North Wales Fire and Rescue. Nottingham City Council is one of our biggest success stories after it used our system insights to help address driver habits. The project saved £1 million every year on running costs and roughly 1,162 tonnes of vehicle emissions.

From experience, some of the most used features on our platform include live vehicle and charger reporting, click-to-fix remote maintenance to reduce total cost of ownership, and load balancing, which allows organisations to install six times as many chargers on a site without straining local grids. As well as the technology, our 24/7 customer support for drivers and fleet managers is an integral part of helping people feel more confident in their transition to electric.

Dear DfBB...

Dear DfBB,

Our drivers often have to work well outside normal office hours. What can I do to make sure they have had enough sleep and are fit to drive?

DfBB says:

Your drivers, your bosses and other road users will thank you for raising this issue. There are some eye-opening facts about tiredness out there. For example, the peak times for fatigue-related collisions are between 02.00-06.00 and 14.00-16.00.

Meanwhile, 83% of van drivers say they feel more tired in the autumn and winter and one crash in five is caused by tiredness. Meanwhile, research shows that 20% of people suffer some form of sleep problem that affects their driving ability, by impairing coordination, judgment and memory –and causing longer reaction times. Finally, a driver who is awake for 24 hours is seven times more likely to have an accident.

Although driving when tired is not an offence, it does increase the chance of drivers committing other driving-related offences or causing a serious or fatal collision. There are a number of measures your drivers can tale to make sure they stay alert. These include: having adequate sleep before starting a journey; avoiding heavy meals before driving; planning a 15-minute break for every two hours of driving and avoiding taking medication that causes drowsiness. We would also advise stopping in a safe place and take a break at the first sign of tiredness and drinking two cups of coffee or an equivalent caffeinated drink.

Got a fleet-related question or something on your mind? Let the team at Driving for Better Business know and it will (hopefully) make all your worries go away! Got

Driving when tired or unwell impairs judgement and reaction time causing drivers to react slowly, brake late and is a major factor in a lot of rear end incidents. It also affects coordination, resulting in a variance in speed – slowing down and speeding up. Tired drivers also have what is known as microsleeps, which last from a fraction of a second to two seconds. At 56mph, a van travels 25m/sec, so microsleeping for a couple of seconds means 50m of unconscious travel.

periods. Drivers breaking these rules can receive large fines and even custodial sentences. The easiest way to understand which rules apply is to assume the more onerous EU Rules will apply unless there is an exemption; these exemptions are legally defined and can be seen at www.gov.uk/drivers-hours/exemptionsfrom-eu-law. If these apply, you will need a tacho too. If exempt, then the simpler GB domestic rules apply.

The single biggest exemption to the EU

“Driving when tired or unwell impairs judgement and reaction time causing drivers to react slowly, brake late and is a major factor in a lot of rear end incidents”

Motorways and dual carriageways are the most common roads for sleep-related road incidents, due to the monotonous road environment and lack of interruptions. Crashes caused by drivers falling asleep involve vehicles running off the road or into the back of another vehicle. They tend to be high-speed impact incidents, where the risk of death or serious injury is high.

There are laws limiting the amount of driving a van driver can do each day. These laws also require minimum rest

Rules is that vehicles below 3.5 tonnes GVW are not covered. This means most vans are exempt and will need to use the GB domestic rules unless they are towing. Vans used for towing may still be exempt but for a different reason – you’ll need to check.

To help your drivers, there’s a huge range of free material on fatigue and drivers’ hours at drivingforbetterbusiness.com. There you can also sign up to the Van Driver Toolkit find downloadable toolbox talks and driver information cards.

LITTLE AND LARGE

Time spent in two recently refreshed Volkswagens tells John Challen that the brand offers something for everyone

These are important times for legacy car manufacturers such as Volkswagen. With increased competition on the electric front – mainly from China – and the task of juggling a varied selection of models, the business has its work cut out. But the signs are looking good in terms of deliveries and plenty of interest in what the German brand has to offer. As well as introducing all-new cars to the range (see over the page for one of them) and the promise of 10 new electric models by 2026, there’s the small matter of managing the existing portfolio. Tiguan and Passat will be replaced later in 2024 and the Golf has just been given an upgrade in what is its 50th year.

Two other cars that sit at almost opposite ends of the Volkswagen spectrum were revised in 2023 – ID.3 and Touareg. It was this duo that bookended our drive of the ID.7, arriving at the venue in one and departing it in the other.

In the case of new ID.3, Volkswagen set about making a few tweaks to the original car that arrived in 2020 and launched the company on its electric journey. There were improvements in quality, sustainability and assistance systems to bring it into line with other models in the range.

“In the case of new ID.3, Volkswagen set about making a few tweaks to the original car that arrived in 2020 and launched the company on its electric journey”

There was also a battery upgrade – with 58kWh and 77kWh options – helping to offer a theoretical range of 347 miles. A more engaging and traditional interior was also part of the refresh, with a few more buttons than were seen on the original ID.3. Further upgrades included aerodynamics, lighting and packaging.

Meanwhile, proving that the big SUV segment was still relevant – and that electric was not the only option to be considered by fleets – the new Touareg celebrated more than 20 years with a facelift. One of the most important considerations for fleets is the availability of two plug-in hybrid Touaregs – the eHybrid and the range-topping R eHybrid. The former’s V6 petrol engine and electric motor combo puts out 281hp, emits 51g/km and records a combined consumption of 128.4mpg. The R version, as you might expect, is more powerful (462hp), emits more – just (53g/km) – and is marginally less economical (122.8mpg). However, on the flip side, both have 450Nm of torque, can reach 62mph from a standstill in under six seconds and offer as many as 30 electric-only miles.

The interior leaves drivers and passengers wanting for pretty much nothing. It

has the look and feel of a premium SUV –including ones from Volkswagen stablemates Bentley and Porsche – for a fraction of the price (the standard version costs under £70,000). High-quality materials such as leather and brushed aluminium feature throughout the interior as well as a prominent 12-inch customisable display and an eight-speaker sound system. A complete suite of safety technologies, panoramic sunroof and five USB-C ports are just some of the additional features on the car.

Both the ID.3 and Touareg are a joy to drive, for very different reasons. In urban environments, ID.3 is nimble and quiet, with enough power when required. The move away from ‘smart’ switches inside is a welcome move, as is the uplift in overall quality, fit and finish. Meanwhile, the Touareg might look imposing, but it is refined, stable and extremely comfortable to drive. Long motorway journeys are not a chore for it or drivers.

Based on the three Volkswagens featured in this issue – each of which will appeal to very different types of driver –the company is on the right track to deliver something for everyone – now, as well as in the future.

Volkswagen Touareg

Volkswagen ID.3

Volkswagen ID.7

ID.

As one of the most successful manufacturers in the automotive world, Volkswagen seems to be handling the shift to an electric future well. In 2023, the company delivered nearly five million cars to drivers all around the world. Meanwhile, in the UK, 22,780 BEVs –predominantly ID.3 and ID.4s – found homes in that same time period.

For 2024, things have moved up a notch with the arrival of an EV with more space, luxury and technology onboard. The ID.7 is a car that is suited perfectly to those who need plenty of driving range, effective connectivity and comfort for longer journeys. The trusted MEB platform has been stretched (literally for the ID.7, as it measures nearly 5m-long (4,961mm, to be exact)), with an impressive wheelbase of 2,971mm. As a result, there is a huge amount of space front and rear. Adding to the sense of luxury and refinement, heated massage seats come as standard and feature automatic air conditioning and an advanced activation function to work on specific muscle groups.

The high-quality seats set the tone for pretty much everything else in the big Volkswagen, with the Pro Match – to be followed by Pro S and GTX variants –

offering an impressive list of standard kit. Starting with the outside, just some of the features include: LED matrix headlights; heat insulating glass; electric folding and heated door mirrors and flush door handles.

the attention of many fleet drivers. By John Challen keep drivers – and other vulnerable road users – as safe as possible.

Moving inside, there’s ambient lighting with a choice of 30 colours, a 15-inch infotainment screen, a heated multi-function steering wheel and much more. One of the biggest additions to the Volkswagen

“The ID.7 is a car that is suited perfectly to those who need plenty of driving range”

range with the ID.7 is the online voice assistant, IDA. From Q2 2024, the company says it will be compatible with ChatGPT and be able to control elements such as background lighting, set driver profiles and handle requests such as weather forecasts.

Finally, there’s a whole host of ADAS features that often seem to divide drivers, but prove useful in some instances. The list includes park assist, assisted lane change and an exit warning system to

The ID.7 will soon feature the largest battery in the Volkswagen lineup – 86kWh – that will enable a theoretical 430 miles between charges. For the vehicle we sampled – the Pro Match – it was a 77kWh unit, which still had the potential to cover a more-than-adequate 384 miles. There’s a new electric motor for the car in Pro Match guise, which generates 286hp and 545Nm of torque.

The result is an engaging and enjoyable driving experience that is quiet, with plenty of performance and all enjoyed within luxury surroundings. The big infotainment screen is clear without being imposing, while the return of a few more buttons in front of the driver is sure to be welcomed by many. ID.7 is almost certainly the best of the ID. bunch, with plenty more options in the range to come later in the year

IN BRIEF

WHAT IS IT? Executive Fastback

HOW MUCH? From £51,550

RANGE? 384 miles

CHARGE 5-80%? 28 minutes (175kW)

Key fleet model Pro Match 77kWh Refinement; space; Infotainment Wind noise; price

7-word summary A fantastic fastback with shedloads of space

Also consider BMW i4 / Hyundai Ioniq 6 / Tesla Model 3

The

lineup grows, with an upmarket fastback that will grab

Škoda Scala + Škoda Kamiq

The Czech brand has given given two of its compact models an upgrade, with welcome results says John Challen

You’d be forgiven for thinking that the world has completely fallen out of love with small petrol vehicles, with the sheer volume of EVs entering the market. However, even though the likes of the Ford Fiesta have departed the vehicle parc, there is still a desire for compact, low-cost models that, say it quietly, might even have a manual gearbox!

Granted they won’t be at the top of every fleet driver’s list, but Škoda is committed to providing a full spectrum of models and believes that these latest upgrades are worthy of shouting about. Having delivered more than 670,000 Scala and Kamiqs since 2019, the Czech manufacturer might have a point. Going a bit further into the numbers, Kamiq is actually Škoda’s second best-seller behind the Octavia – so it’s kind of a big deal!

For 2024, there’s a choice of two 1.0-litre (95hp and 115hp) and one 1.5-litre (150hp) petrol engines – all TSIs – for both cars. The smaller engine is mated to a fivespeed manual in the 95hp version, while there’s a choice of a six-speed manual or seven-speed auto in the higher powered version. The range-topping 1.5-litre comes with either a six-speed manual or seven-speed auto.

Both models feature three trim grades: SE, SE L and Monte Carlo – and Škoda has

introduced its Design Selections, first seen on the Enyaq, to the models, adding personalisation and individuality to the interiors. Loft, Lodge and Monte Carlo are offered across SE, SE L and Monte Carlo respectively, with different seat materials and decorative details used throughout.

All Scalas and Kamiqs come with an 8-inch digital display, with a 9.2-inch touchscreen and 10-inch virtual cockpit standard on SE L and Monte Carlo cars.

“Kamiq is actually Škoda’s second best seller behind the Octavia – so it’s kind of a big deal”

Another option available for the first time on the cars is a pair of USB-C ports with 45W, in addition to the standard two ports on all models. Škoda says the powerpoints are suitable for charging smartphones, tablets and even laptops while on the move. Wireless charging that claims to be three times faster than normal is also available as part of the charging pack that now features a cooling function. Completing the standard kit is dual-zone climate control, operated

via the control panel featuring haptic buttons to control fan speed.

Škoda wouldn’t be Škoda without some ‘Simply Clever’ touches and the pair’s integrated ice scraper is now made from recycled plastic, while smartphone pockets have been added to the rear seats.

Safety wise, there are up to nine airbags and numerous ADAS technologies such as front assist with pedestrian monitor, rear parking sensors and traffic sign recognition. Options include ‘Crew Protect Assist’, which automatically closes open windows and tightens front belts in the event of an impact, plus side assist, adaptive lane assist and cruise control. LED Matrix lights also make their debut on both models.

On the road, both the Scala and Kamiq offer an assured, comfortable and serene driving experience. All of the engine options offer enough performance, with the 1.5-litre option particularly impressing in terms of acceleration and economy. The screen setup is substantial without being imposing – and there is a sensible mix of touchscreen commands and physical buttons. The new Climatronic panel makes the air and temperature controls a lot easier to use. While the manual ‘boxes almost feel nostalgic – in a good way – the automatics impress with smooth changes, both up and down the gears.

Škoda Kamiq

Škoda Scala

COST CERTAINTY THE KEY FOR VAN USERS IN 2024

The current economic climate means even the best businesses are facing challenging – and unpredictable – conditions. And it’s especially difficult for businesses that use commercial vehicles. Uncertainty over customer needs makes it hard to plan too far ahead when it comes to fleet requirements. There’s also the pressure on cashflow from unexpected vehicle maintenance costs.

As Keith Shorter, UK Vans & Trucks Director at Europcar explains, many organisations are looking for alternatives to outright vehicle acquisition or longterm leasing. “What we’re hearing from our customers is that they need flexibility when it comes to commercial fleet options. They don’t want to commit to vehicles for 3 or more years that they’re simply not sure they will need. They also don’t want any unexpected surprises when it comes to cost.

Future-proofing

“Many businesses also know that they will need to step up to the sustainability agenda in the longerterm, bringing on low and zero emission vehicles as Ultra Low

Emission and Clean Air Zones expand across the country, as well as satisfying a moral obligation that we are all feeling. Right now they’re just not certain that what suits their operational needs now, will look the same in 5 years time.”

Addressing these challenges Europcar has developed a solution that provides certainty over vehicle supply and cost for one, two or even three years, in a rate that encompasses all the costs of vehicle usage, including maintenance and servicing.

“Many businesses are telling us that they like the flexibility of rental for one, two and even 3 years, rather than committing to outright purchase or other less flexible lease-style solutions”, added Keith Shorter. “However, when looking at a rental solution they also require certainty over costs.”

Peace of mind for fleets

With the new Europcar Van solution customers sign up for one or two years and the rate will not change during that period regardless of any additional costs for servicing or maintenance. They can even cap the price for a third year.

Fleets want flexibility, meaning they’re not directly committed to vehicles for the very long-term.

Delivering important peace of mind in the current uncertain economic climate, and part of Europcar’s LongTerm Van Hire services, the new solution can be applied to any of the van fleet including short and long wheel base, Chapter 8 vehicles, crew cabs and specialist bodied vehicles. It also provides the option for variable mileage requirements and includes free delivery & collection to business or home addresses. Customers must simply commit to a minimum of 12 months, and they will only be subject to a pre-advised fee if they return the vehicle early during the chosen second or third year.

“Commercial vehicles play a critical role in the UK economy. However, many businesses are facing challenging operating conditions and need as much certainty as possible over their costs,” added Keith Shorter. “They also want flexibility that means they’re not directly committed to vehicles for the very long-term.

“Our new long-term van rental solution aims to offer the best of both worlds – the flexibility of rental, with the certainty of cost.”

To find out more about Europcar van solutions visit www.europcar.co.uk/en-gb/p/business/commercial-vehicles

ON FLEET

VOLKSWAGEN GOLF GTE

I’m writing this while sat in my local Volkswagen dealership waiting for our Golf’s 10,000mile oil service to be completed.

Faced with the option of dropping the car in first thing and waiting all day for the call to say it’s finished, I instead opted to make a ‘while-you-wait’ appointment. On the dot of 2pm I drove

into the ‘drive-thru’ service bay, dropped off the keys, made a coffee and logged into the wifi –easy, time-efficient and less hassle all round.

It gave me an opportunity to think about the Golf and any issues I have with it. There are few, to be honest, so I’m reduced to nit-picking. The hybrid set-up

means that when accelerating out of junctions, especially in the wet, you do get some unnecessary wheelspin, while the steering wheel paddle shifts are pointless for all but the most wannabe F1 gaming driver.

I’d also question the logic of spending £875 on the optional Dynamic Chassis Control system

AUDI E-TRON GT quattro 350kW

DE-FLEET REPORT

Some long-term fleet logistics were required earlier this year, which meant a rendezvous with Mr Kendall at Cobham services. While he departed in one direction around the M25 in the I-Pace, I headed in the opposite direction in the e-tron GT.

The car was only with me for a few days before it headed back to Audi HQ, but that was more than enough time to get a feel for what a fascinating piece of engineering and technology the GT is. As you’ve read in the reports so far, both Messrs Kendall and Kirk

have been equally impressed with the sporty EV. It’s not all about the performance, although that is worthy of more than a passing comment. There are still outdated opinions from some drivers about EVs and how they can’t match a big-engined supercar. The Audi’s sub-4 seconds zero to 60mph time tells a different story, as does the continued acceleration onto a claimed 152mph.

The previous e-tron – in SUV form – was a very different proposition, with a disappointing driving range and, understandably, a lot more mass to move around. With way over 260 miles from a full charge, the e-tron GT is a much more suitable car for those drivers covering big distances on a regular basis. Although those sort of ranges will take a bit of restraint with your right foot!

Meanwhile, the interior is unmistakably Audi – a sensible blend of switches and touchscreen menus alongside comfortable seats and enough

THE NUMBERS

P11D £40,455 (12%)

BiK* 12% I £81 (20%) /£162 (40%)

ECONOMY 234.5mpg / 38 miles

CO2 EMISSIONS 27g/km

ON FLEET 52.3mpg

– you really don’t need a threestage adjustable damper set-up when the default suspension is just on the right side of firm to give a sporty feel.

However, with the cold weather now almost behind us, I can vouch for the value of the £315 Winter Pack, ensuring toasty front seats and steering wheel (as well as heated washer jets) to counter those frosty mornings.

The service was completed in around 90 minutes and cost £195 (fresh oil, new filter, washer fluid and some other sundries) –not cheap, but essential for the stamp in the digital service book.

Julian Kirk

THE NUMBERS

P11D £90,535

BiK* 2% I £30 (20%) / £60 (40%)

RANGE 296 miles

ON FLEET RANGE 235-265 miles

EFFICIENCY 2.4mpkWh

room for five (just!). A decentsized boot, high-quality materials and plenty of storage places in the cabin just sweeten the deal. One potential sticking point is the price – specced as seen, the e-tron GT comes in at more than £90,000 but, in a new age of EV pricing, that’s beginning to look normal.

All in all, it’s another positive addition to the Audi lineup that will be on many drivers’ lists. With more ICE and EV models scheduled to arrive over the coming months, the job of choosing that next car will get even more difficult.

John Challen

JAGUAR I-PACE R-Dynamic HSE Black EV400

So, the Audi e-tron GT has been returned but the gods are still smiling on me because its replacement is the Jaguar I-Pace that editor Challen has been running.

Arguably, I should now have a completely distorted view of life with electric cars, having spent time with two of the most expensive. That said, I have driven a number of them over the years

and they don’t have to be expensive to be good. I picked up the I-Pace on my return from spending a few days at CES in Las Vegas, so the fact that the I-Pace dashboard had no resemblance to a games arcade was a big plus for me.

Over the years, Jaguars have been among the quietest cars I have travelled in or driven. You would expect an EV to be quiet

but, in my experience, I-Pace is one of the quietest. I really don’t like noisy cars, whether that’s tyres, wind or exhaust and the I- Pace really is a joy. That’s before I get on to the blend of performance, comfort and handling. You might expect a Jaguar to score well in all categories and the I-Pace really does. The optional Dynamic Pack brings electronic

SEAT ATECA SE Technology 150hp DSG

The Ateca has been showing its practical side. Boot space has been pressed into use in recent weeks. With hands full of whatever gubbins, it’s been a relief that the Seat comes with the requisite levers to plop down the rear seatbacks from the boot – and that the boot space is

pretty flat with just a small lip. The parcel shelf is also quick to remove yet robust enough for every-day use too. And there’s a folding hatch through to the rear seats for longer loads.

I’m a fan of the 1.5 EcoTSI petrol engine, which delivers smooth yet gutsy and effortless

performance out on open roads, while the Active Cylinder Management technology seamlessly switches to two cylinders in low-load conditions.

Although the DSG feels a little slow to change when I’m doing three-point turns in our road –where drivers seem to think the

THE NUMBERS

P11D £77,440

BiK* 2% I £26 (20%) / £52 (40%)

RANGE 276 miles

ON FLEET RANGE 217 miles

EFFICIENCY 2.3mpkWh

air suspension which includes Active Suspension with Adaptive Dynamics. In short, it’s very comfortable, yet when you want to tap into the 696Nm of torque and open up the performance it gives impressive body control.

And the downside? The range is disappointing. Jaguar quotes a WLTP range of 276 miles, but the best I have seen is 217 after a full charge, which sunk to 197 in a recent cold snap. For me that makes the difference between a return trip to London without charging and having to stop for expensive electricity. A usable 250 miles would make a difference.

John Kendall

THE NUMBERS

P11D £33,195

BiK* 35% I £194 (20%) /£388 (40%)

CO2 EMISSIONS 151g/km

ECONOMY 39.8-42.2mpg

ON FLEET 37.7mpg

basic act of slowing down for other cars simply doesn’t apply to them – it’s very quick to change out on the road.

School runs in morning traffic have also made me appreciative of how quick the start-stop system is to react.

Dynamically, the Ateca does feel different to its VW Group siblings. Ride is definitely firmer but without being uncomfortable and body control is good.

I have been pleasantly surprised by fuel consumption. This is a fairsized – and well built – car and yet I’m getting 37.7mpg, no doubt helped by the cylinder shutdown. Natalie Middleton

W

e don't tend to get a lot of snow on the south coast of England, but the recent arrival of the cold white stuff coincided with the day the latest Fleet World long-termer rocked up at Challen Towers. However, the adverse weather conditions (it’s all relative) did little to dampen my enthusiasm for the electrified 5 Series.First things first, the styling of the i5 at the front is a bit Marmite – that much was made clear to me, during one of my first trips out in the car, by an acquaintance from a rival manufacturer. The biggest issue that people seem to have is with the ‘grille’, which these days houses a wealth of ADAS sensors, neatly hidden behind a cover. Not really much BMW could’ve done about that, but it has got recent previous with unconventional front ends, so maybe the opposition is understandable. Overall, I think the i5 looks great, especially in ‘Carbon Black’ metallic paint (a £900

for more reports visit

BMW i5 eDrive40 M Sport Pro

FIRST REPORT

option), which actually has hints of blue in it. Red callipers and 20inch multi-spoke alloys complete the imposing exterior look.

Inside, the ‘Burgundy Veganza’ upholstery is a no-cost option, unlike the panoramic glass sunroof (£1,600), sun protection

glass (£470), Bowers & Wilkins surround sound system (£1,250) M Carbon exterior styling (£1,750) and more. Chuck in the Technology Plus and Comfort packs and the total on the road cost for YC73 WNU, with options, is £89,075.

BMW iX1 xDrive30 xLine

DE-FLEET REPORT

Last month called time on our BMW iX1 experience, after around 7,000 miles in just over six months with the car.

And, as is relatively often the case on the FW Fleet, in our last few weeks with the iX1, it appeared to exhibit a little separation anxiety, resulting in the tyre

pressure monitoring system flashing a warning on the LCD display.

on top of such things and not wait for the car to tell you.

It was easily sortable of course, and putting the extra air in didn’t have a noticeable effect on the iX1’s already slightly firm ride, so it was business as usual thereafter.

I also thought I might’ve been a victim of a non-updated sat-nav

THE NUMBERS

P11D £77,050

BiK* 2% I £26 (20%) / £52 (40%)

RANGE 357 miles

ON FLEET RANGE 285 miles

EFFICIENCY 3.1mpkWh

For that money, though, there is almost everything you can wish for. Heated seats and steering wheel, lumber support, adaptive LED headlights, wireless charging and much much more. The M Sport touches are obvious but, at the same time, subtle – you can’t escape those callipers but the coloured stitching on the seat belts is a nice example of attention to detail.

There’ll be a lot more to say about the driving experience but, safe to say, the i5 is very capable, comfortable and confidenceinspiring and is one the best executive cars on the market.

THE NUMBERS

P11D £53,240

BiK* 2% I £18 (20%) / £36 (40%)

RANGE 270 miles

ON FLEET RANGE 249 miles

EFFICIENCY 3.5mpkWh

system taking me down a newly generated bus-only lane in central London but it turned out to be a false alarm. The iX1 had tried to route me on another bus lane in a similar scenario a month earlier where I diverted at the last moment – but obviously the onus is always on the driver to not rely solely upon modern driver aids.

Other than possibly erring towards the cheaper, more efficient (but notably less powerful) xDrive20 model now available, it’s hard to think of single thing I’d change about the iX1 experience.

Let’s see if the new BMW i5 on our fleet gets the same high praise.

Luke Wikner

fleetworld.co.uk 41

FANTASY FLEET

MOBILITY OUTSIDE THE BOX

Rally, to some people, will always be the poor relation to the glitzy and more glamorous world of Formula 1. But it’s also seen as really quite cool, so there’s no wonder manufacturers, when given the chance, love to get involved. Every year, without fail, Iveco talks up its latest Dakar Rally challenger, such is the excitement that vehicle generates within the truck industry and beyond.

This year, on a much smaller scale, there’s Dacia, which has unveiled the stunning Sandrider. Like Iveco, Dacia will be attempting the Dakar event, as well as competing in the World Rally-Raid Championship from 2025. Granted, there won’t be many similarities between the Sandrider and a midrange Duster or Sandero. But, at the same time, the Renault-owned brand has the opportunity to win a new generation of fans (well, it worked for Mitsubishi and Subaru back in the day!).

Sandrider is inspired by Dacia’s Manifesto concept car and is using expertise from within Renault and Prodrive to create an agile, low-weight contender for the rally crown. Body panels are only used when utterly necessary, while the short, raked bonnet ensures optimum visibility for driver and co-pilot. The view from inside has also been taken into consideration on the upper part of the car’s dashboard, which features anti-reflective paint – an innovation taken from the world of aviation.

Dacia S andrider

words John Challen

For its road cars, Dacia has worked hard to present a ‘go anywhere’ image, which is something that resonates – and is taken to the extreme – with the Sandrider. A consolidated subframe and bumpers sit alongside carbon bodywork, double wishbone suspension and a 4x4 transmission built for gruelling rally stages.

Beyond these stock fundamental elements, there are other handy innovations, such as safety belts that use antibacterial fabrics to self-regulate humidity –and uncovered spare wheels for improved accessibility. Reaching onboard tools is also made easier thanks to a magnetic plate built into the bodywork instead of a bolted panel – thereby reducing the risk of losing fixings in the sand.

Being 2024, there’s also an eco-friendly vibe to the Sandrider, with major efforts made to reduce mass and fuel consumption. The result is a vehicle that, according to Dacia, is “15kg lighter than comparable prototypes”. Clever aero work has ensured a 10% cut in drag and 40% drop in lift – at the same time ensuring more effective air inlets were used to cool the engine. Also keeping people and parts cool are infrared pigments directly integrated into the car’s carbon body – an innovation that is patent-pending.

If you want to keep up with how the Sandrider gets on, there’s a bit of a wait – a long testing programme is underway before the car’s debut at the Rally du Maroc

Price: Unknown

Engine: 3.0-litre V6 twin-turbo

Max power: 355hp

Max torque: 539Nm

Body: Carbon fibre

Fuel: Synthetic

Suspension travel: 350mm

Tyres: 37-inch (BF Goodrich)

Likelihood of making it onto the fleet? 0.1/10

2024 in October. Then, the hard work begins in earnest in 2025, when the trio of rally legend Sébastian Loeb, Cristina Gutierrez Herrero and Nasser Al-Attiyah attempt the race series and the iconic Dakar race.

“Being 2024, there’s also an eco-friendly vibe to the Sandrider, with major efforts made to reduce mass and fuel consumption”

GKL Leasing

Chesterfield: 01246 572181

Princes Risborough: 01844 852000 www.gkluk.com

Arnold Clark Vehicle Management

Tel: 0141 332 2626

www.acvm.com

Fleetondemand

Tel: 0330 123 1089 www.fleetondemand.com

Europcar Mobility Group UK

Tel: 0871 384 0140

www.europcar.co.uk/business

(UK) Ltd

Tel: 01256 610907

www.drivetech.co.uk

fleetworld.co.uk

evfleetworld.co.uk

vanfleetworld.co.uk

John Kendall

VFW editor

supplier stories

FridgeXpress

You’ll see on the pages of this issue of Van Fleet World that there’s another new Ford LCV on the scene – the impressive Transit Courier looks like another winner – offering extra space, extra practicality and resultant extra pressure on vans in the class above.

And talking of space, and maximising usage, our outfitting and accessories feature should provide you with some inspiration to ensure all your vans are fully fit for purpose.

Lastly, I hope to see you all at the Great British Fleet Event in MK on 17 April 2024!

Less than a year ago, FridgeXpress, the refrigerated vehicle and trailer contract hire and rental specialist was acquired by the Redde Northgate Group, which includes Northgate Vehicle Hire. FridgeXpress was launched some 10 years ago and has begun a new chapter, as managing director Adam Naylor explains

“The business is known to our customers as a service proposition. It lives and dies by the service it provides, the ability to procure quality vehicles and support the industries that need to have a refrigeration unit in some shape or form. We are spread across many sectors: cold foods, fast moving consumer goods and pharmaceuticals, which is becoming a big player as well and a growing market.”

The company is based at its head office in Rugby, where all its UK activities are based. Naylor does not think it needs to change.

“This is a standalone, fully operational business and we have the ability to link into the Redde Northgate group of products and services.” It’s part of the group, which includes Northgate Vehicle Hire Business, Blakedale and ChargedEV. Northgate has 65 locations in the UK and Naylor does not rule out sitting alongside

them in that network. “It will depend on where the demand is, where that customer base requires that level of service.

“My role is to stabilise the business after its acquisition, bring in a lot of the good practices that a rental business should have and then grow the vehicle rental revenues, grow the customer base and really be the business that everyone wants to deal with.”

FridgeXpress can provide a range of vehicles from box bodied conversions to van conversions, covering all sizes from small vans to extra long bodied large vans. Customers can choose from single or dual evaporator refrigeration units, according to their needs.

The company does not carry out its own fridge conversions, but relies on trusted suppliers including CoolKit, Polar Truck and Van and Rex, a relative newcomer, based in East Sussex. The family-run company was formed about four years ago.

FridgeXpress is currently working on a vehicle specification for the rental sector, designed to meet the needs of all customers. The design will feature twin evaporators with a removable bulkhead. This would suit the needs of pharmaceutical suppliers and would also enable single compartment use, for food industry customers for instance, by removing the bulkhead and turning off one of the evaporators.

“The key bit about this business and its fundamental changes is that it has become a rental business, as opposed to more of a contract hire business,” says Naylor.

Currently the business splits approximately 80% long term contracted business and 20% Spot hires.

“The key bit about this business is that it has become a rental business”

NICE OUTFIT!

Choosing the right accessories and storage solutions for van fleets is not an easy task. Thankfully, there is plenty of help at hand to ensure vehicles are fit(ted) for purpose. By

Matt MacConnell

“Planning van outfitting can be a challenge, but it’s important not to forget smaller accessories that may be crucial – for example, a medical kit”

Many companies rely on their van fleet to lug gear around for multiple daily jobs. So it’s vital that LCV operators optimise and maximise vehicle storage to keep tabs on what fixtures, fittings and equipment are needed for a particular job. A messy van can lead to a fogged mind, which can result in missing fundamental parts that are needed to get a job done.

When it comes to van outfitting, there are lots of market options available for fleets on tight budgets, for those wishing to make best use of the space available and for businesses who use more specialised machinery.

Using lightweight storage containers and racking material could help improve fuel economy by lowering the van’s overall weight. It could also increase the driv-

ing range of fleets that use electric LCVs. With this in mind, Sortimo offers a lightweight aluminium system called SR5. Fleet managers can also design labels for storage boxes, foam inserts for equipment – and build a modular system that can be rearranged, depending on the operator’s needs.

Sortimo has partnered with various companies, such as Bosch and Gedore, which means that Bosch power tools can be stored correctly in the Sortimo LBOXX, a storage container designed to fit into the racking system. Sortimo also offers its FlexRack 2.0 shelving system adapted for delivery companies. This system is mounted to a van’s interior walls and can be folded down to allow for parcel deliveries, or retracted for larger objects that take up most of the van’s floor space.

SEE THE LIGHT

Meanwhile, the Elite Plus solution offered by Bri-Stor Systems contains lightweight steel and can integrate various configurable storage components.

Like the Sortimo system, the Elite Plus is modular and Bri-Stor claims it can be fitted into any LCV on the market. The company also offers Easiload, which is designed to make LCV ladder roof storage and access easier. This system is offered in lengths of 2.4m, or 3.2m for longer ladders – and either a single or double format.

Various companies offer template fitting services that can be tailored to a particular van size. These fittings are predesigned and can be handy for companies that specialise in a particular area, such as mobile paint shops or Webfleet

Tel:

mobile field surveys. Other fleets who could benefit here are those who require accommodation vans, mobile workshops and small vehicle transport, or large fleets that require all vans to be decked out the same way. Having a template installed could reduce the amount of time that a van is off the road for fitting, as no design work is required.

SMALL DETAILS

Planning van outfitting can be a challenge, but it’s important not to forget smaller accessories that may be crucial – for example, a medical kit. Many outfitters who produce modular systems often offer first aid kits, eye wash stations, fire extinguishers or a hand washing station that can be attached to the racking. Fleet managers can also choose from other accessories such as hand gel dispensers, bins, glove dispensers, wheel arch boxes (making the most of wasted wheel arch space), 20-litre fuel can holders and gas cylinders.

Drivers who lift heavy loads in and out of an LCV may require a hoist or crane to be fitted. Here, there are a few options on the marketplace – and these can occasionally be an additional accessory when outfitting an LCV, depending on the supplier. A common crane option is the free-standing jib crane that is mounted to the floor of the LCV. These cranes can be operated via the vehicle’s 12v or 24v power supply and can lift a maximum of 250kg. Businesses that need to lift upwards of that weight can use a frame-mounted crane. These are often mounted to four posts that are installed on the outer edges of the LCV’s interior, which means it won’t take up too much room. They can have a reach of over 3.6m, depending on which

option is chosen and can easily lift 500kg. When it comes to interior and exterior LCV lighting, most will run off the van’s power s upply, although there are some rechargeable or battery-operated options available. Lighting a van’s interior will not only help the fleet operator find the specific tool or component they need, it will also improve operational safety. Some lighting systems are automatic and triggered either by a motion sensor or whenever the van’s rear doors are opened. Exterior lighting – such as strobe beacons, light bars and rear or side work lights – can be mounted to an LCV’s roof and operated from a switch box in the cabin.

There are many customisable options for fleets to optimise storage operations

mounted solar panels are available that will charge a secondary battery. If a fleet opts for solar panels, a charge controller may be required to regulate the voltage. This controller will help charge the batteries efficiently and prevent any overcharging. Companies that need power on site can use accessories such as an all-in-one power unit, which provides 240v power even when the van is turned off, a split-charge system which helps protect your van’s starter battery when the van is no longer idling, power inverters and 110v transformers.

As of February 2023, reported tool theft incidents in London went up by 25% in comparison to 2022 figures, according to research carried out by Herts Tools. Powered hand tools remain a target, with 22,005 such items stolen between January and October 2022. Non-powered hand tools such as garden implements, building materials, ladders, steps and trestles are the next most popular target, accounting for 1,683 thefts in the same period.

POWER-RELATED PRODUCTS

Other available accessories are powered side and rear step systems. Whenever a van door is opened or closed, the step will respectively fold out or retract automatically. A van with many powered accessories may cause rapid battery discharge, which isn’t ideal if you have components or power tools that need regular charging. However, roof-

Many suppliers allow fleet operators to take their vans home after their shift, which means they aren’t under constant depot surveillance (something that could be enough to deter thieves). Fitting vans with deadlocks may slow down a thief, while trackers may help retrieve whatever is left of a stolen van and its equipment. If the thief’s intent is to steal expensive power tools, adding a Sold Secure or Police-verified lockbox to a van should slow down the process or stop the thief in their tracks. There are various lockbox options available which cover pipe storage, battery storage, ion battery charging units, toolboxes, strimmer and chainsaw storage and dangerous chemical storage. Some companies also offer portable lockboxes.

Ford Transit Courier

The latest – and largest – Transit Courier is a smart addition to the Ford range, says John Kendall

When Ford launched the original Courier in 1990, it was awaited with eager anticipation by competitors, because sales of rivals were small scale and the entry of the market leader into the sector would surely stimulate interest and increase sales. While much has changed in the LCV marketplace, some things have not. Ford still dominates UK LCV business, for example. Meanwhile, the light van sector still commands relatively few sales and they have been in decline for a while.

This time, Ford is not new to the sector, but the company is trying a slightly different tack: Transit Courier has grown up. It is almost the same size as the larger Transit Connect, which shares a platform with the Volkswagen Caddy and is due to appear later this year. To distinguish between the two, Courier is being offered as the slightly downmarket little brother of the Connect. It’s likely that this is more a case of unfortunate timing, as Ford and Volkswagen develop their collaboration on LCVs. The Courier was obviously already too far down the line to stop, while it offers the full battery electric variant, due later this year, that the Connect does not (more on that another time).

Transit Courier is available in four trim options. Leader is the entry level, followed by Trend, Limited and Active. Most of the models that Ford had available for us to drive were in Limited spec, with a few Active vans available, too. Active is decidedly not downmarket. Standard equipment includes an 8-inch touchscreen with Ford’s SYNC 4 system,

automatic air conditioning, keyless entry and start, a suite of Euro NCAP Platinumrated driver assistance systems, LED headlamps with auto high beam and 17inch alloy wheels. The models we drove came with a list of options too, such as the driver assistance pack with navigation and heated seats and steering wheels – included in the Winter Pack.

Limited is very similarly specified and most differences are cosmetic. Active comes with specific wheel arch mouldings, front and rear skid plates, roof rails and 17-inch black alloy wheels with machined facings.

UK customers will not get the option of the double-cab in van version available to us at the launch, although Ford says that if there’s sufficient demand for it, it could make an appearance.

The load space, offering up to 2.9m3 of volume, is a regular shape with minimum intrusion from the wheel arches. Our test vehicles were all carrying around 250kg as a representative load.

Ford offers several neat storage ideas in the cab, such as the 'letterbox’ storage on the side of the centre console for laptops, tablets or unfolded A4-sized documents. The control and instrument layout has similarities with the larger

Transit models, with many functions controlled from the central touchscreen. Although systems such as the climate control are operated through the screen, there are shortcut keys. That said, the temperature control is a touchscreen slider and it’s difficult to change it accurately on a bumpy road.

We drove petrol and diesel models. Both petrol models featured the 125hp variant of Ford’s three cylinder, one-litre engine – one with manual transmission and the other with a seven-speed dual clutch automated system. The diesel was Ford’s 1.5-litre 100hp engine with manual transmission. There was very little difference in noise between petrol and diesel. Low mileage users may find that petrol is the better option, with no AdBlue costs and lower prices.

IN BRIEF

WHAT IS IT? Compact high-cube van

HOW MUCH? From £16,200 (ex-VAT)

MAX PAYLOAD? 465kg (including 75kg driver)

ECONOMY? 42.8-53.3mpg (WLTP)

DRIVE? 1.0-litre petrol engine or 1.5-litre diesel

VERDICT

Ford is on to a winner here. Transit Courier is well-equipped, easy to drive and offers a broad range of trim and power options. Electric versions will arrive later in the year.