Current fleet
Tales from the battery-powered vehicles in the EV Fleet World car park
Polestar 2 Long Range Single Motor
List Price
BiK
3.5mpkWh
Efficiency
miles (Range)
miles (On fleet)
DE-FLEET REPORT
The first signs of late spring-early summer appear to be finally making an appearance. And, as marginally warmer weather arrives, unfortunately that means that the Polestar 2 has to go.
It has felt like a rapid six months, though it’s ironic that I’m still finding myself learning new things about the car. For starters, with warmer weather and with the driver’s window open, I’ve suddenly been aware that the Polestar emits a low beep to warn any pedestrians behind. I’d never noticed it before as the windows have always been shut during the winter.
One other benefit is that the 2’s efficiency has been steadily climbing too. I’ve mentioned the frustrations before that the trip computer is in kWh per 100 miles rather than the more conventional mls per kWh, but it does mean that even marginal efficiency improvements are noticeable – even if in reality it makes little difference to your overall mls/kWh figure.
I’ve also been driving some other EVs recently and it has underlined just how inherently good the Polestar 2, despite the original package being five years old. The lack of wireless Apple CarPlay is a bit of a giveaway obviously, but the only car where the Polestar has really shown its age afterwards is when driving the superb new BMW iX3. For a car of this age, that’s mightily impressive.
It’s also proven to be pretty practical. While the reality is that the rear seats haven’t been used by passengers with much frequency, I have lowered them to transport larger items on many occasions – just another benefit of that hatchback body, even if it does look like a saloon at first glance.
In fact, looking rearward was a bit of a bugbear during my time with the car. The rear camera is great but its low mounting just above the number plate meant that it was constantly getting dirty or having drips of water distort the image shown on the screen. Plus, an admitted personal grievance with numerous modern EVs is that there was no rear wiper. Not a problem, but there were plenty of times over the winter months when the rear windscreen was dusty and in direct sunlight was almost impossible to see out of.
Overall though, the Polestar 2 has been a superb companion, so much so that I’ve even been looking into buying a used example. It’s extremely comfortable for longer journeys and I think the styling still looks fresh and stands out in a car park, especially amongst the latest fashion for amorphous blobs that have all the sharp edges of a 10-minute-old Sherbet Lemon.
The other factor where it stands out from modern rivals is its touchscreen. It’s clear, easy to read and, more importantly, easy to navigate. And, despite that wired-in connection mentioned earlier, not once has Apple CarPlay ever failed to work on any journey – that’s certainly not something I could say of plenty of other EVs I’ve driven.
My first report on the Polestar 2 praised the index search function on the digital handbook – a genius move so clever that it was a wonder that no other car manufacturers did it. I said at the time that whoever thought of it deserved a medal and wondered whether the Polestar would be winning any more during my time with the car. On the basis of the last six months, simply still being this good and this competitive after this long means that surely, as with the Oscars, an accolade for lifetime achievement is deserving. I certainly think so.
Nat Barnes
Volvo ES90 Single Motor Extended Range RWD Plus
List Price
BiK
3.2mpkWh
Efficiency
miles (Range)
n/a
miles (On fleet)
FIRST REPORT
Fresh off our tests of the EX30 and EX30 Cross Country, our new ES90 long-termer is here to showcase Volvo’s plans to reinvent its flagship executive presence.
Arriving on our fleet just weeks after starting first UK deliveries, this long-awaited new model from the Gothenburg brand is notable for being its first-ever fully electric executive saloon, heralding a spiritual successor to the S90.
It’s positioned as a highly competitive rival to German executive EVs such as the BMW i5, Mercedes-Benz EQE and Audi A6 e-tron, competing as a tech-forward car built with high-end Scandinavian design, cutting-edge software and long-range electric performance.
The ES90 shares its underlying architecture – the SPA2 platform – with the EX90 SUV, but adopts more traditional three-box saloon styling, combined with a slightly elevated, SUV-like driving position and a practical, hatchback-style boot opening.
This fastback design offers exceptional aerodynamic efficiency while significantly boosting cabin space and cargo utility. More in our next report.
It’s also Volvo’s most technologically advanced and computationally powerful vehicle to date. Driven by the brand’s next-generation Superset technology stack, its core computing capacity allows the car to constantly evolve through software updates.
Priced from £67,560, it’s available with a choice of two trims and three powertrains – Single Motor Extended Range, Twin Motor and Twin Motor Performance variants – delivering up to 435 miles of range.
Ours is the entry-level, rear-wheel-drive Single Motor Extended Range, which is fitted with a 92kWh (nominal) battery and delivers 333hp along with up to 411 miles of WLTP combined range and 0-62mph in 6.6 seconds.
As a foundational pillar of Volvo’s tech-forward approach, the ES90 also features 800V architecture – unlike some of its rivals – which is combined with a completely new battery management software and hardware for a longer range and faster charging than any electric Volvo before. It’s also set up with bi-directional capabilities – vehicle-to-grid and vehicle-to-home, for houses with an advanced wallbox and home energy management system.
Two grades – Plus and Ultra – are available in the UK. Ours is the Plus, which comes with features such as a 14.5-inch infotainment screen with Google built-in, with Google Maps, Google Assistant and more apps on Google Play, a 9.0-inch driver display, 360-degree camera with 3D view, Bose Premium Audio System, wireless phone charging and head-up display. There’s a veritable arsenal of safety equipment and a fixed panoramic roof too.
Ours comes with just two extras – the Mulberry Red exterior colour (£950), which is a stunning and elegant change from the usual grayscale colours for this segment, plus ventilated Nordico upholstery (£800).
All this background information is essential to understanding the driving experience and everyday life with the big Volvo.
We’ll report back in the coming months but first impressions are overwhelmingly positive. Standout features include a cavernous interior thanks to its generous 5m length, the impressive 411 miles of range and whisper-quiet cruising on the road that could shake up its rivals.
Natalie Middleton
Audi A6 Avant S line e-hybrid quattro S tronic
List Price
BiK
109.1
mpg
CO2
n/a
miles (On fleet)
After a few months of driving a Q6 e-tron – the pinnacle of Audi’s current EV offering – it feels almost like a step back to take the keys to a plug-in hybrid model. From pure electric motoring we’ve now added in a thirsty and fossil-fuel munching petrol engine, somewhat at odds with the evangelical push for the adoption of pure EVs.
However, as we all know, not every driver either wants or can live with an EV, so a plug-in is the best compromise in the short term (until the Government starts increasing the Benefit-in-Kind (BiK) bandings ever further upwards from 2028).
So what we have here is almost the quintessential high-mileage company car – able to muster around a 400-mile range of combined petrol and electric power, good levels of comfort and technology, loads of cabin room, affordable BiK bills and strong residuals.
Recently revised, the A6 is a stalwart of the Audi line-up, occupying what is now a shrinking executive sector as SUVs in all shapes and sizes take over. But is it still a tempting alternative for a company executive?
Absolutely… shorn of the excessive weight of a pure EV’s battery pack, the A6 combines mile-crushing comfort and pace with a surprising level of agility on cross-country roads. It’s a car you can cover big distances in five-up with a bootful of stuff. And with the petrol tank brimmed you have around 360 miles of range, while the battery pack offers a claimed 60 miles fully charged.
Our test car is in the default S line specification, adding in all of the sporty accoutrements you expect – the bigger wheels, bulkier body kit and lowered ride height imbue the A6 with a real sense of purpose.
We’ve added to that purpose with the addition of a gorgeous set of grey 20-inch RS alloy wheels (a hefty £2,300) to offset the £775 metallic blue paintwork. Other options include the panoramic full-length sunroof with switchable transparency (£2,400) and an uprated stereo with headrest speakers (£150). All of which adds £5,625 to the £70,155 list price.
As the A6 has only just arrived on fleet it’s too early to calculate running costs, but we’re already impressed with the pure EV range and comfort. We look forward to putting many more miles under the wheels.
Julian Kirk
Volvo EX30 Cross Country Twin Motor Performance AWD Ultra
List Price
BiK
3.2mpkWh
Efficiency
miles (Range)
miles (On fleet)
DE-FLEET REPORT
Our six months’ testing the EX30 CC is now up, leaving us looking back at our time with Volvo’s jacked-up compact SUV.
The EX30 was the UK’s 10th best-selling battery electric vehicle in 2025 and this lifestyle-focused version is a hard one to quantify, given the £47k price tag for our range-topping AWD version and the ludicrous 428hp of power on tap.
But, as mentioned before, it’s actually £1,200 more than the standard EX30 on a like-for-like powertrain and trim comparison, putting it on a bit more of an even footing. Whether buyers would want to spend that money on the raised ride height, extra cladding and softer suspension is another matter.
It’s also worth shedding past perceptions of Volvo Cross Country models. It may be Volvo’s first electric vehicle to receive the rugged Cross Country treatment, but with its high-performance powertrain and lack of an offroad mode, the EX30 CC is more about daring self-expression – and raw electric performance – than quiet utility.
The vehicle’s softer suspension enhances daily usability and everyday comfort, although it brings minor compromises in real-world range, which sat at around 220 miles for us. This was helped by warmer weather and integrating minor eco practices, such as utilising the Range mode and one-pedal driving.
As with the conventional EX30, the offroad version has the same issues with a screen-heavy, button-light cabin, resulting in a lack of physical switchgear and too many functions buried deep in menus. I did get used to this over time though. And the frustrations with the key fob frequently not sensing the car were helped by the arrival of the digital key option for Android users.
On that subject, the Google operating system works great, giving access to Google Maps and a range of pre-installed apps such as Spotify without having to go near your phone. Reliability remained good over our six-month test period, experiencing no software glitches or technological issues. The Volvo app is also a great resource for everything from software upgrades to pre-heating and vehicle info too. And while I thought I would prefer a paper driver’s manual at first, I soon realised the search function on the EX30’s digital version – accessed via the infotainment screen – makes things a lot quicker to find. Over-the-air updates keep everything up to date as well.
As with the standard EX30, the Cross Country version is a little light on boot space, although handily it does come with an adjustable boot floor that can be raised to align with the folded seats and get rid of the loading lip, or lowered for more height. We took this partition out though to give a bit more capacity. The boot is a useful shape though and there’s also the frunk and plenty of onboard cubbies for extra space too.
We also liked the way the Volvo balances its elegant interior with sustainability through the extensive use of recycled materials. The cabin, despite its shortcomings in switchgear, is a masterclass in Scandinavian minimalism and innovative, eco-friendly materials, such as the recycled denim fibres salvaged from blue-jean manufacturing waste products. Even in the final days, we were still spotting neat design details such as the Swedish flag on the driver’s seat.
I also appreciated the fact that the Volvo took six months of work and family life in its stead and remained pristine, while also offering practical, everyday utility.
The sole disruption to an otherwise flawless stint was a stray nail in the tyre right before vehicle handover. This was swiftly and efficiently dealt with by Volvo Assist. A very nice man came out quickly on a sunny Saturday afternoon, plugged the tyre and explained about the maximum 50mph and maximum 50 miles rules before the tyre had to be replaced. The whole experience further underscored Volvo’s premium approach to car ownership.
Going back to where we started this report, the Volvo EX30 Cross Country is a hard one to quantify. As with the standard version, there are some downsides – a smaller boot space and rear than some class rivals, plus a frustrating focus on running functions through screens and some intrusive driver distraction and alerts, although these have somewhat been dealt with by one of the aforementioned software updates. The price uplift needs justifying too.
But it excels on high-end Scandi style, rugged aesthetics and breathtakingly fast acceleration.
If you view it as a premium, high-riding small SUV with a rugged edge, it makes more sense for beautiful design, a highly comfortable yet lively driving experience and a unique character that some EVs lack.
Natalie Middleton
Kia EV4 GT-Line
List Price
BiK
3.8mpkWh
Efficiency
miles (Range)
miles (On fleet)
As the UK electric vehicle market undergoes a fierce price war, manufacturers are under immense pressure to discount heavily to keep metal moving.
Living with our Kia EV4 GT-Line over the past few weeks has got me thinking about exactly where those cost-cutting compromises are being made under the skin.
On paper, our mid-spec GT-Line looks like a premium long-distance cruiser, packing a substantial 81.4kWh battery.
However, unlike its larger siblings, the EV6 and EV9, the EV4 does not utilise Kia’s celebrated 800V ultra-rapid charging architecture. To hit its competitive price point, it relies on a more conventional 400V setup.
When you are staring down the barrel of a massive 81.4kWh pack, the EV4’s maximum peak DC charging rate of 127kW can feel frustratingly sedate during a time-sensitive motorway pitstop. You quickly realise that a larger battery capacity is a double-edged sword if the intake pipe is not quite wide enough to match.
The public infrastructure can compound this frustration. On one recent journey where I had a little more time on my hands, I pulled up to a standard 50kW rapid charger. Unfortunately, a van plugged into the opposite connector caused my charge rate to plummet to a painful 25kW.
Thankfully, the upside to that big battery remains its sheer endurance. Enforced by some long traffic jams and lower-speed running in recent days, I have seen individual journey efficiency creep above 4m/kWh.
The sleek, aerodynamic hatchback profile works beautifully on the motorway, too. The car recently passed 7,000 miles, and I can still complete the vast majority of my weekly duties using cheap overnight electricity on my home tariff. Consequently, the lower public charging speed becomes less of an issue on a daily basis.
Simon Harris
BYD Sealion 7 Excellence
List Price
BiK
2.8mpkWh
Efficiency
miles (Range)
miles (On fleet)
Some cars have an unquantifiable aura the moment you sit in them for the first time. That aura isn’t always positive. In motoring circles, we usually simplify it with highly technical industry terms like ‘boring’, ‘cheap’ or ‘samey’.
The Sealion 7 is the first BYD I’ve driven, so I climbed aboard with no real preconceptions whatsoever. But I can tell you now – it falls into none of those categories.
It exudes the sort of polish you’d expect from a brand that’s been refining premium cars for generations. There are plenty of fanciful touches that – let’s be honest – are probably unnecessary, but they all help create a genuinely luxurious, well-rounded package. Pop-out door handles, a rotating touchscreen, height-adjustable cup holders, an augmented reality-style reversing camera, music-syncing ambient lighting, and enough padded leather trim to make you instinctively lower your voice when you climb in.
Even the doors close with the heavy, reassuring thud of an aircraft cabin door, while the seats resemble those dangerously comfortable airport massage chairs. Honestly, the whole thing feels like a warm hug.
It’s spacious, too. On a quick family trip to the park, the 520-litre boot swallowed two kids’ bikes with ease, while rear legroom feels closer to a luxury saloon than a family SUV.
I’ve only had the chance to sample the Sealion 7 on a handful of shorter journeys so far, but initial impressions are hugely positive. The ride can feel a touch wallowy over uneven roads, yet the car still feels refined, confident and impressively complete – even if it is a little conservative in the fun department.
Now let’s see how it handles weekend road trips with the kids and dog in tow.
Richard Bush
