Current fleet
Tales from the battery-powered vehicles in the EV Fleet World car park
Polestar 2 Long Range Single Motor
FIRST REPORT
List Price
BiK
3.5mpkWh
Efficiency
miles (Range)
miles (On fleet)
“The Polestar 2 received a nip and tuck of its own with a host of changes earlier this year, largely under the skin, as well as a new standard range 70kWh version to join this 82kWh Long Range model”
If a week is said to be a long time in politics, then five years is a veritable lifetime in the new car world. That’s how long it’s been since the Polestar 2 first arrived on UK roads. Five years is still no short amount of time, especially so when some of the newcomer Chinese brands are facelifting their cars after less than two years on occasion.
Thankfully, the Polestar 2 received a nip and tuck of its own with a host of changes earlier this year, largely under the skin, as well as a new standard range 70kWh version to join this 82kWh Long Range model. Included in those changes were an upgraded processor chip for the infotainment and touchscreen and also a new Bowers & Wilkins audio system (an £1,800 option also fitted to my car that I’ll be going into more detail in due course).
Those updates have helped to keep the 2 looking fresh though to my eyes, especially when it’s sitting alongside the latest 3 and 4 in those uber-trendy Polestar Spaces retailers. The 2’s slightly squared-off shape might at first feel slightly old school, but I think it’s barely aged at all and still stands out from the crowd in a busy car park (even though you’re now more likely to see other 2s as well). The only items showing their age on the outside are the proud, sticking-out door handles, when many modern EVs have gone for flush electronic versions instead.
That said, there’s no doubting that the 2 is a firm fleet favourite. In those past five years of being on sale, an incredible 80% of all 2s sold have been to fleets and businesses. And the latest spotlight on the brand generally with the new 3 and 4 is probably only likely to keep that strong too.
It’s admittedly been some time since I sat inside a 2, but while the portrait-style central infotainment screen looks basic at first glance compared to some of the latest all-singing-and-dancing offerings, the reality is that it’s refreshingly intuitive. I also love the fact that you can set individual settings not just for the regenerative braking, but also the steering weight and smaller factors such as the seat heaters temperatures and whether you want the car to creep like a traditional automatic, or tilt the mirrors when reversing. The reality is that most owners are likely to set these to their liking and then leave it, but for me it’s a neat addition – it shows someone has thought about the driver’s needs.
That’s not to say the 2 isn’t without some idiosyncrasies, mind you. The interior lighting wasn’t operating when opening the doors when the car got delivered, but rather oddly it’s not altered via the lighting menu on the screen, but by a roof-mounted button that you have to press and hold. Likewise, the ability to set the pre-conditioning isn’t in the charging menu, but on the heating and ventilation screen, which seems the wrong location to me.
What was also odd was how I solved these problems – via the on-screen digital handbook. Usually I’d rather run across a Lego-strewn floor in bare feet than use a digital handbook, but this one works well and, crucially, has a search function. That small addition has made me a convert. Rather than swearing and cursing as I went through the indexed menus, the search immediately bought up the required page and I could solve the problem. Pay attention other carmakers – whoever designed that search button deserves a medal.
We’ll see if any other medals will be handed out over the next six months.
Nat Barnes
BMW I20 iX xDrive45 M Sport LCI
List Price
BiK
3.0-3.4mpkWh
Efficiency
321-367
miles (Range)
280-330
miles (On fleet)
The iX has replaced our agile, quick, fun-packed Mini Cooper S JCW electric. For all its virtues, the stiff ride was not a great choice for a long journey, even if the drive was extremely rewarding.
In many respects, the iX is its polar opposite, apart from the performance. More than 400hp – 408hp to be exact – even in a 2.5-tonne car is enough to provide what another BMW brand might describe as “adequate” performance. Comparisons with the built-in-Britain brand are quite in order in other respects too. The ride quality bears more than a passing resemblance to a Rolls-Royce, which makes it an extremely comfortable long-distance cruiser. It’s serene, if not quiet enough to hear the digital clock ticking, but RR owners might consider the illuminated snout a touch vulgar.
In fact, its design has proved to be rather divisive. It’s a large, spacious, five-seat SUV with plenty of road presence. The large, illuminated double kidney grille is not subtle. It’s much more subtle from the side, rear three-quarters or rear, though. BMW has opted for frameless windows each side, but as you would hope from a car with such a price tag, the sealing has been done properly and the structure suitably braced to provide the stiffness and silence required.
I have already covered some miles in the iX. I’ve travelled from Bath to Edinburgh and back, and to Bury St Edmunds and back – both suitable tests of range, particularly as temperatures have fallen and winter weather arrived. There’s more to come this side of Christmas too. The cool weather has seen range tumble from around 330 miles to around 280, but the return trip to Scotland involved no more stops than I would have taken in an ICE-powered car. Food, drink and comfort breaks are just as necessary whatever you’re driving and lunch stops are great for charging. We did have to queue for charging – but not for long – at a Starbucks on the edge of Carlisle, but otherwise it was a case of pull up and plug-in. The charging network is chalk and cheese compared with a similar drive I made four years ago.
Our test iX comes with a lengthy list of standard equipment, including excellent adaptive LED headlights, a personal eSIM and Live Cockpit Pro with head-up display. In addition, it is fitted with a list of options and packages including a Sky Lounge Panoramic Sunroof (£3,200) and Comfort Pack, which includes ventilated and electrically adjustable front seats. There’s also a Technology Pack, which adds 22kW three-phase AC charging, Driving Assistant professional and Parking Assistant Pro. Altogether, these options add £13,800 (ex-VAT) to the list price.
No surprisingly, it’s a very pleasant way to travel, offering comfort, low noise levels, a refined ride and rapid performance when wanted. There is space for five adults – four would be the most comfortable option – and the large boot provides plenty of luggage space too. If an iX were on your options list, it would have to be a serious consideration.
John Kendall
Audi Q6 S line e-tron Performance
List Price
BiK
2.8mpkWh
Efficiency
miles (Range)
miles (On fleet)
Last month I mentioned a drop-off in efficiency due to the colder weather – and the trend is continuing downwards. The Q6 is now returning 2.8 miles per kWh – down from 2.9 last time round and dropping from all-time high in the late summer of 3.3. That represents a 15% drop in efficiency, which equates to a loss of around 45 miles in overall range.
With exclusively home charging at 21.8p per kWh, a full charge from zero to full costs me £21.80 per charge. As I said previously, it’s not the end of the world but it does necessitate an extra charge in order to complete the Q6’s mileage duties in the average week.
However, it’s worth remembering that even at 2.8 miles per kWh this is still equating to 100mpg-plus in olde worlde fuel economy terms – not bad for a 2.2-tonne SUV.
And when you factor in a long service interval – two years or 19,000 miles – the cost-effectiveness of the Q6 really comes to light (well, as much as it can for a near-£70k premium SUV but well ahead of our family Volvo XC90 and its yearly service requirement).
Obviously for drivers looking for ultimate efficiency, the size and weight of the Q6 count against it, but for an employee with a family and a healthy monthly car allowance, it is hard to argue against it.
The Q6 continues to offer smooth, relaxing mile-munching capabilities combined with a high-tech cabin bursting with apps and driver assistance systems. This gloomy time of year has also highlighted the benefit of ticking the options box for the panoramic roof – £1,525 well spent thanks to the way it lifts the gloomy air of the black cabin.
Julian Kirk
Volvo EX30 Single Motor Extended Range RWD Ultra
List Price
BiK
3.2mpkWh
Efficiency
miles (Range)
miles (On fleet)
LAST REPORT
Our last couple of weeks with the EX30 have been filled with a flurry of longer journeys that again proved completely pain-free in terms of easy driving and unplanned, on-the-spot charging.
First up was an excursion to my goddaughter’s wedding in Devon. At 91 miles each way, this was well within the EX30’s e-range capabilities but a few extra journeys over the weekend, plus a scenic detour on the way back with a few trips down memory lane, added a lot of extra miles. I’d have still made it back with about 10 miles to spare but it wasn’t worth pushing it and, happily, while pulling away from a toilet stop at West Bay, we realised there were some handy Mer 150kW chargers at the other end of the carpark. Twelve minutes of charging gave us ample electrons to get home, costing £7.40 for 9.5kWh – in fact, due to my failed password attempts, it took almost longer to access the app than to charge.
And then the legendary Fleet World Xmas do in sunny Stevenage last Friday. I should have made it back with 20 miles to spare but that would have meant taking it steady and I needed to get home quick. There was a wealth of options over the 110-mile return journey but I took the decision to stop at South Mimms where there was a battalion of very handy Applegreen 175kW ultra-rapids, one of which refilled the EX30 at 80kW. I just literally had time to nip inside and by the time I was back at the car, I had another 75 miles, costing me some £14. I know charging is often not pain-free but this really was.
And that sums up our seven months with the EX30. Pain-free, easy electric driving – with some superb performance at our fingertips.
There have been some things over our long-term test that I still don’t get on with. I’ve got used to the lack of a driver display but even on my last journeys, I was left wondering about the wisdom of flashing up safety messages on the central infotainment screen when I couldn’t take my eyes off the road ahead to look at them. A head-up display would solve all of this. And some features are still buried too deep in sub-menus.
Also, just a little more rear legroom and boot room would have gone a long way. But a journey spent in the rear also did show how pleasant it is in the back and how much that panoramic sunroof does really elevate an already striking-looking cabin. Weirdly, I’ve suddenly started seeing a lot of EX30s around in Moss Yellow, even though it’s no longer offered.
I’m still not a fan of the keyfob. If you have the fob on you, the car lights up whenever you got past (which is super friendly but can also be a pain), but back early summer, before I’d started using the app (where you can actually flash the lights), I was struggling to find it in a packed car park (well, field) in Powderham Castle and had to get near it before the lights greeted me. The EX30 doesn’t always recognise the keyfob either, especially when walking around from the rear, and the neighbours have probably been wondering why I’m frequently holding the fob up to the B-pillar by the door and offering up expletives. It would also be handy to be able to operate the power-operated boot remotely so it’s open as I get to the car (yes, first-world problems!). I’m still not able to try the digital key as it’s only for iPhones, although I’ve heard a rumour that an Android version could be out before year-end.
But there have been many positives to the Volvo too, not least the over-the-air updates that bring sudden new capabilities, plus a charming, comfortable and highly likeable cabin. Then there’s the easy-going driving and performance in spades; the EX30 is happy hiding its light under a bushel in everyday driving but it can seriously get a shift on in an instant.
We’re not even seeing an impact to driving range despite the supposed season change; I’m still getting around 220-240 miles per full battery, but the fact that I’ve defrosted the car just twice so far this autumn (and that most days feel like spring) unfortunately speaks volumes about warmer climes and climate change.
We would have had some serious reservations about handing the keys back, but we’re actually swapping for an EX30 Cross Country; a jacked-up version of the EX30 complete with an extra motor for all-wheel drive. Perfect for when/if it does get frosty on the south coast!
Natalie Middleton
Škoda Elroq SE L 60
List Price
BiK
3.6mpkWh
Efficiency
miles (Range)
miles (On fleet)
I’ve made a fair few motorway journeys in the Elroq over recent weeks, which pushed the driving range at times to its limit, but thankfully not beyond it to the point of either needing charging, or being stranded with no miles left.
However, there was one occasion where it was going to be touch and go as to whether I would make it out and back in one charge-less hit, so I decided to investigate the journey options. It turned out that choosing a route avoiding the majority of motorways saved about 50 miles, but only added five minutes to the elapsed time. Bit of a no-brainer, really, for the sake of five minutes that – knowing the M25 – would probably end up being spent at a standstill on the motorway anyway. It was a really interesting lesson in how a small adaption in how we can EVs can bring benefits – all for the sake of a bit of planning.
Talking of planning, the cold snap caught me out with the Elroq because I couldn’t see any app connectivity that would allow me to pre-heat the car before departure. There is a menu option on the screen to set it for a specific time, but I’m really not that organised! Another disappointment was the lack of a Škoda ‘Simply Clever’ integrated ice scraper. Unless I’m missing it, I couldn’t find one – and to make matters worse, having used my own one (not as good as the Czech options, I should add) and getting on the road, I heard a radio advert for the Elroq, specifically highlighting the scraper. I guess you have to go above the SE L to benefit from one as standard.
But those blips don’t detract from the overall driving and living experience – and the fact that the Elroq is a very capable, comfortable and dependable EV. It might not have every bell and whistle possible – or the mega miles of some other models in our fleet – but it just does everything you need it to. The more time I spend with it, the more I get to like it – which is a big compliment because it often ends up going the other way. We’ve got a few more journeys to make before the end of the year break, so I’m hoping to report more positivity in the near future.
John Challen
Cupra Leon e-Hybrid V3
List Price
BiK
4.3mpkWh
Efficiency
miles (Range)
miles (On fleet)
I’m quite openly not a fan of winter, hence often referencing the delights of heated front seats and heating steering wheels – which in the Leon are beyond fault. However, until recently, I have never really used the cabin pre-heating function so I thought I’d give it a go – through the increasingly user-friendly MyCupra app – to see if it made November’s chilly morning drives any more palatable. And the answer is emphatically: “Yes, it does”.
Like most things in life, there is a but, and in the Cupra’s case, on several occasions it used over 5% of the battery capacity to get the car all warm and toasty for delicate old me. To put that into context, that’s all the battery energy it takes (without heaters on) to drive from the Fleet World offices, to our supplier just under four miles away, just to heat the cabin.
And it is figures like this that, in a way, underline the added appeal of the latest Leon eHybrid. The 80-mile range (compared to 37 miles for its predecessor) may well have dipped to sub-70 during colder days, but there’s still plenty of buffer zone in the range to avoid using the ICE for most regular commutes.
A further note on the heating as well. I’m sure there is a setting somewhere that I haven’t been diligent enough to find but the default appears to be just heating the driver’s side of the windscreen, which I find rather baffling. Surely, from a safety point of view, if you’re wanting to direct warm air towards the windscreen, it is to keep it clear from condensation, and there’s no real safety benefit to having a half demisted windscreen. My Heath Robinson solution to this issue is to place my heavy rucksack on the front seat, so that the Leon thinks there is a passenger present, and defaults to heating both sides of the screen. In between now and my next report, I will work out a more elegant solution.
Sticking with the winter theme, a recent industry report stated that, as the days are getting shorter and more drivers are spending longer behind the wheel in the dark, vehicles’ latest LED headlights appear to be creating an issue of glare for oncoming motorists. I must say, up until this point, I hadn’t really noticed but I wonder whether it is due to LED lights being brighter or the clever matrix LED lights that some cars now have not being quite as effective at avoiding dazzling oncoming drivers. The headlights in our Leon are non-adaptive, but the auto-dimming function appears to work excellently, meaning it doesn’t really feel like we’re missing out. For the record, LED Matrix headlights come as standard on the VZ2 trim Leon eHybrid 5-door, which adds an extra £1,600 on top of the list price.
Luke Wikner
