Current fleet
Tales from the battery-powered vehicles in the EV Fleet World car park
Alfa Romeo Junior Elettrica
List Price
BiK
4.1mpkWh
Efficiency
miles (Range)
miles (On fleet)
One month down with the Alfa Romeo Junior Elettrica and I’d like to expand on something that I’ve touched on before – rightsized EVs. Coming from ICE vehicles, there’s a natural tendency with EVs to want the biggest battery and the longest range possible to cover all eventualities. That’s understandable with larger cars, but with smaller models such as the Junior, efficiency is far more important.
This Junior might only have a 54kWh battery, shared with other models in the Stellantis portfolio, but that’s enough for a 248-mile real-world range and, perhaps more importantly, efficiency levels that are regularly above 4mpkWh, especially on shorter journeys.
Now, admittedly, we’re into the summer months – and warmer temperatures and air conditioning don’t deplete an EV’s range as much as the heater in winter – but anything above 4mpkWh is pretty good in my book. It would be easy to criticise the Junior and say this is only on shorter journeys, but in reality, this is what the majority of us are doing for the majority of the time.
A really good upcoming example is the few days I plan to spend walking in the Peak District soon. That will see me cover at least 400 miles in five days, but that’s a rare trip. The rest of the time, I’m doing short hops on my commute to the station, for the school drop-off or pick-up, all usually less than 20 miles. And on those shorter, slower journeys, I can regularly not just hit that magic 4mpkWh figure, but improve on it; anything up to 4.5mpkWh.
Again, those critics might say that’s a great efficiency figure, but it’s only achievable on those shorter journeys. But the thing is, all of those shorter journeys add up to a long distance when they’re combined. The length of the journey is irrelevant, because it’s the overall that really matters. And, of course, in turn that also dilutes the lesser efficiency of those longer trips for your overall average.
It’s what makes the Alfa such a great little EV. It may not boast a 300-mile-plus range, but it doesn’t need to. The times when I need it to do that distance will be few and far between and then I can use the public charging network, which is improving all the time (despite what you might read in some areas of the media). For the other 95% of the time however, I’ll be revelling in the Junior’s great efficiency and the perfect-sized battery for the perfect-sized car. Not too big, not too small, it’s the EV answer to Goldilocks.
Nat Barnes
Volkswagen ID.3 Pro S 77kWh
FINAL REPORT
List Price
BiK
3.8mpkWh
Efficiency
miles (Range)
miles (On fleet)
There seems to be a growing theory in the Fleet World fraternity that, when it comes to EVs, smaller is better. The realisation, which has hit a number of us on the team, has no doubt been influenced by an increasing number of impressive sub-C-segment models, with the encouraging efficiency figures something that a lot of fleets and drivers should be keeping an eye on. As with EVs in general, small cars are not the solution for every driver but, with the ID.3, they make a compelling and very persuasive argument.
As the Volkswagen departs, I’ll look back on the past six or so months with great fondness. It’s a car that does a lot more than you would probably think on initial contact – the interior space being one of the first and most surprising aspects. Big cars are great, but let’s face it, a lot of people just need a car that carries themselves and maybe a bit of luggage and/or shopping. And the ID.3 meets this requirement with ease, without the parking bay-bothering dimensions.
Before it departed, there was one long round trip to the Midlands for an event – the motorways there and back were a breeze in the small Volkswagen, which is another box ticked in the ‘I didn’t think it would do that as well as it does’ column. When I gave someone a lift to the venue from the nearby hotel, they were seriously impressed with the refinement, space and overall layout, and environment that Volkswagen has created. Despite the fact that this individual spends a lot of their time behind the wheel of DAF trucks, they could appreciate the car for what it is and what purpose it serves. I’m not sure if they are in the market for an EV as their daily non-commercial vehicle, but a quick blast through the countryside might’ve been enough to sway them.
With the departure of the Volkswagen, I’m moving into something a little bit larger and, therefore, not as efficient. And there will be a lot of elements I’ll miss – but one won’t be the slightly unreliable infotainment system that even on one of our final journeys together decided to shut down by itself and then restart again for no apparent reason.
Niggles such as that one aside and the ID.3 is just a really good product – from the quality of the interior, to the efficiency and the driving experience, it’s yet another win for Volkswagen. As the brand continues its own transitional journey to EVs with increased competition, from legacy and new manufacturers, making cars that get the job done as well as the ID.3 does would be a good route to follow.
John Challen
Audi Q6 S line e-tron Performance
List Price
BiK
3.3mpkWh
Efficiency
miles (Range)
N/A
miles (On fleet)
A little over three years ago I wrote a welcome piece to an electric Audi SUV, which seemed to be at the very cutting edge of EV technology. As I look back now to that report on the e-tron, with its claimed 192-mile range and £60,000-plus price tag, it makes me appreciate the leaps that have been made in technology that are embodied in our new long-term Audi SUV – a Q6 e-tron.
Similar in size to the e-tron, the new Q6 costs a chunk more than its predecessor, but its motor and battery tech have had commensurate boosts too. With the Performance powertrain specified (adding £3,500 to the price), our Q6 is claimed to offer 355 miles of range and 3.3mpkWh efficiency (compared with around 300 miles for a standard version).
It’s too early to report on real-world range but I would expect to be able to top 300 miles on a charge once the need for full-power climate control has abated as summer draws to a close.
In terms of trim, we’ve opted for mid-level S line, although a Sport model can be had for a smidgen over £60,000. S line adds the usual sportier styling and inch-larger 20-inch alloy wheels as well as privacy glass and a heated steering wheel. This tops off an extensive list of standard equipment – to which we’ve added metallic blue paint (£725) and a panoramic sunroof (£1,525). Both are options we would recommend – the Plasma blue paint lends a refined air while the sunroof does wonders in lightening up the overbearingly black cabin.
We’ve only had the Q6 for a couple of days but it is already impressive – the ride quality is good and adds to the serene air of refinement once on the move. The cabin is large with plenty of room for four adults, the boot swallows two sets of golf clubs easily and the on-board tech such as the parking systems are excellent. In fact, the touchscreen controls and systems are a world away from those on that original e-tron SUV of 2022.
Progress is rapid in the EV sphere – just three years separate e-tron and Q6, but it feels like a generation of evolution between them.
Julian Kirk
Cupra Tavascan V2 77KwH
List Price
BiK
4.6mpkWh
Efficiency
miles (Range)
miles (On fleet)
I said in my last report on the hugely impressive Tavascan that I was blowing the official range figure out the water and it turns out that – long-distance trip from the South East to the North West aside – I’ve carried on covering over 400 miles from the 77kWh battery. Bearing in mind the Tavascan weighs nearly 2.2 tonnes including little old me on board, this feels very impressive. The last time I charged fully (I try to habitually charge to 80% to preserve battery life), Cupra’s biggest BEV displayed a whopping 432-mile range. The warm (ok, very warm of late) weather helps with battery efficiency, of course, but even so, it was a welcome surprise.
As I’ve also said before, it feels like a super chunky, substantial car with great build quality. While the brakes are excellent, they can’t reverse the laws of physics and you’re aware that, from high speeds, there’s a fair amount of mass you’re trying to slow down. All of which makes the performance even more impressive, even though our V2 spec puts out 286hp, against the dual-motor, top-spec Tavascan’s 340hp. That equates to 6.8 seconds from zero to 62mph in V2 form, powered by just the rear wheels, whereas the higher-powered model – available in VZ1 and VZ2 trim only – is effectively four-wheel drive, with a motor on each axle – and cuts the zero to 62mph time down to 5.5 seconds.
Frankly, I couldn’t imagine needing more performance on a daily basis, but Tesla set the bar for EV performance versus efficiency early on for fleets, so expectations from company car drivers are high. The Tavascan’s performance never feels anything other than muscly and easily accessible and adopting the old cliché “I might not often use the performance but it’s nice to know it’s there”, leads to a very relaxed driving experience, particularly on longer journeys.
Editor John Challen mentioned in last month’s issue of Fleet World that exposure to a many and varied selection of battery-powered cars in the last few years has mellowed his driving style, and I can definitely relate to this. Tyre noise aside – given that there’s no engine noise and all sounds are relative to others – EVs encourage a bit of serenity behind the wheel and I’ve genuinely felt calmer at the ends of journeys. This seems to apply equally to motorway and urban driving too. And that can only be good news for drivers’ safety, attitudes towards other road users and general mental wellbeing.
Luke Wikner
I said in my last report on the hugely impressive Tavascan that I was blowing the official range figure out the water and it turns out that – long-distance trip from the South East to the North West aside – I’ve carried on covering over 400 miles from the 77kWh battery. Bearing in mind the Tavascan weighs nearly 2.2 tonnes including little old me on board, this feels very impressive. The last time I charged fully (I try to habitually charge to 80% to preserve battery life), Cupra’s biggest BEV displayed a whopping 432-mile range. The warm (ok, very warm of late) weather helps with battery efficiency, of course, but even so, it was a welcome surprise.
As I’ve also said before, it feels like a super chunky, substantial car with great build quality. While the brakes are excellent, they can’t reverse the laws of physics and you’re aware that, from high speeds, there’s a fair amount of mass you’re trying to slow down. All of which makes the performance even more impressive, even though our V2 spec puts out 286hp, against the dual-motor, top-spec Tavascan’s 340hp. That equates to 6.8 seconds from zero to 62mph in V2 form, powered by just the rear wheels, whereas the higher-powered model – available in VZ1 and VZ2 trim only – is effectively four-wheel drive, with a motor on each axle – and cuts the zero to 62mph time down to 5.5 seconds.
Frankly, I couldn’t imagine needing more performance on a daily basis, but Tesla set the bar for EV performance versus efficiency early on for fleets, so expectations from company car drivers are high. The Tavascan’s performance never feels anything other than muscly and easily accessible and adopting the old cliché “I might not often use the performance but it’s nice to know it’s there”, leads to a very relaxed driving experience, particularly on longer journeys.
Editor John Challen mentioned in last month’s issue of Fleet World that exposure to a many and varied selection of battery-powered cars in the last few years has mellowed his driving style, and I can definitely relate to this. Tyre noise aside – given that there’s no engine noise and all sounds are relative to others – EVs encourage a bit of serenity behind the wheel and I’ve genuinely felt calmer at the ends of journeys. This seems to apply equally to motorway and urban driving too. And that can only be good news for drivers’ safety, attitudes towards other road users and general mental wellbeing.
Luke Wikner
Volvo EX30 Single Motor Extended Range RWD Ultra
List Price
BiK
4.0mpkWh
Efficiency
miles (Range)
miles (On fleet)
After a comprehensive effort on a recent long-haul journey, I’ve hit a new high for efficiency in the Volvo, racking up a figure of 4mpkWh and extracting 269 miles out of its single motor extended range powertrain compared to its official 296-mile figure.
Such efforts were led purely by not wishing to stop and charge very late at night on my own and instead wanting to get a wriggle on with getting home.
Although I’d planned the journey well and knew it would be a tall order, there were some extra problems. As it was so hot, the Volvo started out with 294 miles rather the usual 296 – although it could have been a lot worse if the weather had gone the other way.
A 2.5-hour queue to exit the venue carpark at the other end didn’t help either – and while I’d forced the sat-nav to opt for the same, shorter but slower 110-mile route back as I’d taken on the way there, it eventually made me come back via a weird 128-mile route up the M5 and along the A303 due to claimed road closures. This would have left me with a 2% state of charge but I put my best eco practices into effect and got back with 11% and a very comfortable 31 miles of range left. It was on track to actually be over 40 miles but some rather inconsiderate hills on the A303 put paid to that.
There were some highs – literally – and lows along the way. I realised I’d been driving with the one-pedal mode left on for weeks so switched that off to make the most of coasting. But then reactivating it again for heavier traffic meant going back into the Volvo’s centre display and this was too distracting on the move. Oh for a button or paddles on the steering wheel…
Outbound, despite the inclement 26° summer heat, I decided to switch off the air-con and open the windows slightly; when asked, the EX30’s Google Assistant advised me the latter is more efficient up to 50mph, although I’ve seen a figure of 45mph since.
My laidback eco driving probably added about another half an hour to the journey. But it equally did save me the time and hassle of stopping in the wee small hours to charge along with the cost of rapidly adding some kWh. All in all, a win all round.
Natalie Middleton
BYD Seal Excellence Twin Motor Excellence AWD 3.8S
FIRST REPORT
List Price
BiK
N/A
Efficiency
miles (Range)
miles (On fleet)
A first for us here at EV Fleet World towers, as we welcome a Chinese manufacturer’s car onto the long-term fleet. In the case of BYD, we’ve had the opportunity to sample most models in the ever-growing range, but the Seal has eluded us, so a few months spent with the much talked-about car seemed the best way to put that right.
The arrival of more and more Chinese brands into the UK market means it’s difficult to dismiss them, regardless of what drivers think about them or the vehicles they offer. From my first interaction with a BYD model – the Atto 3 – I was blown away with its suitability for European roads, driving styles and driver requirements. Certainly, in the case of our Seal – in twin motor Excellence AWD 3.8S trim – drivers will want for very little. Fully loaded is an often-used phrase, but it is one that perfectly describes LC25 EZU. All for under £50k, which seems pretty reasonable.
Performance is impressive too. The ‘3.8’ tag refers to the time it takes to hit 62mph from a standstill, aided by 530hp and nearly 670Nm of torque. However, as I’ve written about before, my driving is a bit more sedate these days – although such performance might change that (all in the name of a proper vehicle appraisal, of course).
It’s early days, so some things take getting used to, or figuring out. One being the air-con which initially seems a bit reluctant to help get to the required low temperatures as quickly as possible. It gets there eventually, but more than one of the Challens (including me) have had the fleeting thought of if it is working correctly. Another obvious feature to get used to is the ‘Shadow green’ colour. I’m quite a fan – and so are many others, it turns out. Not only did I pass an identically-coloured Seal the other day just along the road from me, but it’s a shade that more and more people are choosing in models from other brands.
Taking the whole ‘going green’ thing to a new level, I guess!
