Users of electric vehicles in the UK will soon be able to to recharge their vehicles in Europe, thanks to an agreement between two of the largest networks of publicly-accessible charge points.
Charge Your Car, the UK’s largest EV charge point network with over 2,000 units, has formed an interoperability agreement with The New Motion, the leading charge-point network in mainland Europe.
It means that Charge Your Car members in the UK can now access over 15,000 points located in the Netherlands, Germany, Austria, Luxembourg and Belgium. Similarly, members of The New Motion travelling to the UK will be able to use any of the charge units forming part of the Charge Your Car network.
As well as enabling the UK’s EV drivers to drive more electric kilometres overseas, the agreement also accelerates moves to create ‘open roaming interfaces’ between international charge-point networks. The goal is to make it much easier for EV drivers to travel further afield in the knowledge that they will have unfettered access to roadside recharging units.
Alexandra Prescott, operations director at Charge Your Car, said of the landmark agreement,
“This agreement is a logical step to enhance services for both The New Motion and CYC drivers. Continental roaming is easier, opening up new e-mobility opportunities across Europe for our drivers.”
Ritsaart van Montfrans, founder of The New Motion, added:
“It is important for EV drivers to be able to take their car wherever they want, and through this agreement with Charge Your Car, we have added the UK to our expanding European infrastructure. This will open up new routes and new adventures for EV drivers on both sides of the Channel, in line with our mission to continue to facilitate and enable more electric kilometres to be driven by more EV drivers across Europe.”
A new ownership package for two of Renault’s most popular electric vehicles has been welcomed by the leasing industry.
It will now offer customers in the UK the chance to buy the Kangoo ZE and Zoe with a battery; previously the only option was to lease the power source separately.
It’s a shift in policy that has won the support of some of the country’s biggest leasing companies, which struggled to forecast accurate residual values for the vehicles.
In fact, Zenith Leasedrive simply chose not to include the Kangoo ZE and Zoe in its EV line-up at all, but told Fleet News that both vehicles will now be offered to customers.
Ian Hughes, commercial director at Zenith Leasedrive, said:
“We are delighted with the change of direction by Renault in its electric vehicle strategy.
“It was particularly difficult to forecast an accurate residual value in circumstances when a vehicle is bought but the battery hired – a bit like trying to sell a car without an engine.”
The policy required Alphabet to create a complicated “workaround”, according to its head of consultancy services, Jon Burdekin. He said:
“This move from Renault removes the complication. It will also remove any potential confusion in the market as to whether the battery is included in the quote or not. By making things easier to understand, Renault brings itself in line with other manufacturers in an area which it was previously behind on.”
Lex Autolease, like Alphabet, was already offering Renault EVs, with Kangoo ZE and Zoe amongst a fleet of some 700-plus plug-in vehicles leased by the company.
But Chris Chandler, Lex Autolease’s principal consultant, also recognised the difficulties that came with the leased battery option. He said:
“The introduction of a battery purchase option will make contract hire simpler for Lex Autolease. It is much simpler for us as a business to own both the battery and the vehicle.”
The French manufacturer had insisted that its battery leasing model offered the best deal for drivers contemplating a plug-in car. It argued that it reduced the transaction price of its plug-in vehicles and made them more competitive (fleetnews.co.uk, March 11, 2014).
However, pricing expert CAP refused to forecast used values for Renault’s EVs until the battery was included, and new tax rules meant the cost of replacing the battery would have to be added to the car’s list price for P11D purposes from 2015/16 (fleetnews.co.uk, April 5, 2013).
Renault hopes that by simplifying its offer to the leasing industry it could create greater traction in the fleet market.
“This will open the door to fleet [customers],”
said Ken Ramirez, managing director of Renault UK.
“The addition of full purchase versions on our core EV models will offer business customers a greater choice and further strengthen our position in the EV market.”
The Zoe i – the ‘i’ stands for battery included – is available from £18,443 on-the-road, after the Government’s plug-in car grant, compared to £13,995 on battery lease. The Kangoo Van i range starts at £16,161 (+VAT) after the grant, compared to £12,995 (+VAT) if the battery is leased.
Steve Jones, general manager of asset risk at Leaseplan, agrees that the change could generate more interest from corporate customers. He said:
“Both Zoe and Kangoo are strong propositions in the electric vehicle market, but the leased battery added a level of uncertainty for fleets and contract hire companies alike.
“The process came across as complicated and some companies may not have considered Zoe and Kangoo ZE in their selection process as a result. Now this complexity has been removed, it’s much easier for customers to work with Renault so we should start to see an increase in adoption.”
This could also have a positive effect on RVs.
“The used car market doesn’t like uncertainty and the position on the battery lease has always been that,”
explained Nick Hardy, sales and marketing director at Ogilvie Fleet.
“The true test will be in how the used car market views these vehicles in three to four years’ time and what, if any, difference it makes with actual, real-world residual values.”
A PIONEERING Cornwall taxi company has taken delivery of one of the first all-electric Nissan e-NV200 Combi models to arrive in the UK.
St Austell-based C&C Taxis added the award-winning van to its six-strong fleet of 100% electric Nissan LEAFs earlier this month.
The five-seater Combi – Next Green Car’s LCV of the Year – has since clocked up more than 1,000 miles across the Duchy.
Already C&C’s fleet manager, Mark Richards, is sure the company’s onto another winner, calculating that, just like each LEAF on the fleet, the e-NV200 Combi will save £10,000 in fuel bills per year.
And the additional versatility and practicality the e-NV200 Combi – added to the LEAF’s winning formula of low cost, zero emissions motoring – has convinced him to commit to a long-term strategy of phasing out the company’s remaining diesel vehicles and replacing them all with EVs.
Mark said: “We’ve had such great success with our LEAFs we decided we were going to buy an e-NV200 the minute we learnt it was going to be launched.
“Now we have one, we’re absolutely delighted with it. It does everything the LEAF does but is much bigger and offers more space.”
“We’ll definitely be ordering more.”
Priced from £17,855 – incorporating £5,000 Government Plug-in Car Grant (PICG) – the e-NV200 Combi is capable of covering 106 miles on a single charge and can be charged from zero to 80% full in as little as 30 minutes.
Meanwhile, running costs are as low as two pence per mile and users also benefit from low maintenance costs that make for unrivalled total cost of ownership – £1,200 lower than a conventional diesel van over four years.
Stuttgart. Locally emission-free, significantly more eco-friendly over its complete life cycle thanks to 64 percent lower CO2 emissions than the equivalent B 180 petrol model, generous in terms of space and range (200 km) and still dynamic on the road (output of 132 kW): the B-Class Electric Drive is a convincing proposition in all sorts of ways. Its high environmental compatibility has now also been confirmed by the inspectors at the TÜV Süd technical inspection authority, who have awarded the electric-drive Sports Tourer from Mercedes-Benz the environmental certificate in accordance with ISO standard TR 14062. This certification is based on a comprehensive life-cycle assessment of the B-Class Electric Drive, documenting every detail of relevance for the environment.
“The fact that we are able to integrate the electric motor and batteries into a perfectly ‘normal’ B-Class does not only mean that we can assemble the Electric Drive alongside the other B-Class vehicles on one production line, but almost more importantly means that our customers do not have to make any compromises at all in terms of spaciousness, safety or comfort”,
explained Professor Dr Herbert Kohler, Chief Environmental Officer at Daimler AG.
“The B-Class Electric Drive is an important milestone along our journey towards emission-free driving.”
Mercedes-Benz analyses the environmental compatibility of its models throughout their entire life cycle – from production, through their long years of service, to recycling at the end of their lives. This analysis goes far beyond the legal requirements. The Environmental Certificate and supplementary information are made available to the public as part of the “Life Cycle” documentation series, which can be accessed at http://www.mercedes-benz.com.
Over its entire life cycle, comprising production, use over 160,000 kilometres and recycling, the B-Class Electric Drive produces emissions of CO2 that are 24 percent (7.2 tonnes – EU electricity mix) or 64 percent (19 tonnes – hydroelectricity) lower than those of the B 180 – despite the higher emissions generated during the production process. This is due primarily to the exceptional efficiency of the electric motor, which gives rise to significant advantages during the use phase. One key factor here is its ingenious energy management system: the optional radar-based regenerative braking system, for example, ensures the optimal recuperation of braking energy back into the battery. This further enhances the efficiency of the drive system and enables even greater ranges.
CO2 emissions during the use phase here depend upon the method used to generate electricity. In 160,000 kilometres of driving use, the new B-Class Electric Drive (NEDC combined consumption from 16.6 kWh/100 km) produces 11.9 tonnes of CO2, assuming use of the EU electricity mix. When electricity generated by hydroelectric means is used to power the electric vehicle, the other environmental impacts relating to electricity generation are also almost entirely avoided. The B 180 (NEDC combined consumption 5.4 l/100 km) on the other hand emits 23.8 tonnes of CO2 during the use phase.
UK automotive industry totally committed to air quality improvement and carbon reduction.
Ultra Low Emission Zone (ULEZ) needs to be more ambitious says SMMT.
Diesel vehicles built today the cleanest ever made capturing over 99% of particulates.
Welcoming plans for an Ultra Low Emission Zone (ULEZ) in London by 2020, the Society of Motor Manufacturers and Traders (SMMT) today said London should set the benchmark for the world’s great cities by implementing a scheme which demands the very best in vehicle technology. In an open letter to the Mayor of London, SMMT has called for a rethink of the current proposals set out by Transport for London (TfL) to enforce the latest emission standards for both petrol and diesel vehicles. This reflects the step change in clean diesel technology, and helps to ensure similar schemes across the UK and Europe are harmonised.
Mike Hawes, SMMT Chief Executive, said,
“The implementation of the ULEZ will accelerate the take-up of ultra low and low emission vehicles, but a harmonisation of standards – a technology neutral approach – for petrol and diesel vehicles would strengthen the initiative. Currently the proposed requirements differ for cars and vans. SMMT is urging London to be more ambitious with a universal (Euro-6) standard for both petrol and diesel vans and cars which would remove any confusion, strengthen the uptake of cleaner technology and bring air quality benefits sooner.
“The automotive industry is investing billions of pounds in the UK and abroad to develop technologies to lower vehicle emissions. The ULEZ can accelerate the take up of these cleaner technologies and bring air quality and carbon reduction benefits to London sooner.
“Today’s diesel vehicles are light-years away from those built just a decade ago. Intelligent engine design and highly efficient exhaust aftertreatments, including particulate filters, capture over 99% of particulates and around two-thirds of NOx emissions. ULEZ proposals should support the introduction of these technologies now, technologies which are being introduced ahead of the ever-tougher legislative requirements which will be implemented over the next few years.”
The current proposals for an ULEZ for London dictate the 2006-standard Euro-4 for petrol vehicles and the latest Euro-6 for diesel vehicles. Given the introduction date of 2020, it would therefore allow petrol vehicles of up to 14 years of age to enter without penalty. By this date the European fleet average will be approaching 95g/km of CO2, whereas a typical petrol car of Euro-4 vintage would have CO2 emissions some 72% higher. Euro-6 petrol and diesel vehicles are on sale now and mandatory from next year meaning that under SMMT’s proposals, by 2020, qualifying vehicles would be up to six years old and would be reasonably affordable, potentially on their third owner. Crucially, regulators can be assured that they will be delivering the air quality benefits as Euro-6 vehicles have engine management systems which constantly monitor and manage emission performance – a major advance on earlier models’ technology. Underlining the progress made by car makers, SMMT also said that it is vital that the ULEZ actually delivers on congestion reduction to allow the automotive industry’s new technologies to work effectively. There must be no side effects to the ULEZ which actually increase congestion or else any air quality benefits will be negated.
The success of the automotive industry’s commitment to improved emissions is indisputable. Average CO2 emissions for new cars in the UK in 2013 were 128.3g/km, down 29.1% since 2000. The 2013 figure marks a milestone as it exceeds the pan-European 2012-2015 target (sub 130g/km). Work on CO2 reduction has been matched by technology to cut other pollutants, resulting in filters which capture over 99% of particulate (PM10) emissions. Nitrogen oxide (NOx) levels from diesel cars have also been cut by 64% since 2000. Criticisms that vehicles fail to deliver real world improvements compared to ‘controlled test cycle conditions’ are also being addressed, with the Euro-6 standards to include ‘real world’ driving emission testing for the first time. This will give confidence to regulators and consumers alike that these new vehicles are delivering real benefits.
Those benefits include carbon reduction as diesel engines are key to reducing road transport CO2 emissions. Diesel cars emit up to 20% less carbon than their petrol equivalents – essential if the UK and Europe are to meet their climate change ambitions.
Looking to the future, Mike Hawes added,
“We need an integrated approach on air quality at local, regional, national and European level. Fleet renewal, or the uptake of new vehicles on the road, is critical in reducing emissions. Proposals such as London’s ULEZ can help deliver this goal. Air quality is often a local issue so we need a flexibility that allows for focused initiatives like the ULEZ but which sit within an overall framework of harmonised standards across Europe. The automotive sector must have certainty in policy direction so technology investments can be targeted on addressing key issues such as air quality and climate change.”
Engine manufacturing is a crucially important part of the UK automotive industry with more than 2.5 million engines built in the UK in 2013. Engine manufacturers include Ford in Dagenham and Bridgend, Bentley in Crewe, BMW at Hams Hall, Honda in Swindon, Jaguar Land Rover in Wolverhampton, Nissan in Sunderland, Toyota in Deeside and Cummins in Darlington.
Significant new investment into the manufacture of engines in the UK has been announced over the last few years. Ford announced in the last month that it will invest £190m in diesel engines at its Dagenham plant, creating 318 jobs. Jaguar Land Rover’s new engine manufacturing centre in Wolverhampton, recently opened by HM The Queen, marks an investment of more than £500m, creating 1,400 jobs.
You wouldn’t know it was an EV … except it might use NO petrol
Vulture at the Wheel It would have been difficult for Audi to launch an electric car differentiated more from BMW’s. Whilst the BMW i3 has been styled and engineered to look and perform like something from another planet, the new A3 e-tron most definitely has not.
This is Audi’s first production ‘leccy car since it announced it would not be mass producing the all-electric concept e-tron coupe or the design-study Wankel rotary-engined A1 e-tron range extender.
What we have here is something that – if you removed the e-tron badges, taped over the interior decals and didn’t rummage around too deeply in the display menus – you could get in and drive from John O’Groats and Land’s End and not notice it was an EV at all.
Of course, this is entirely deliberate. Audi thinks the path to electric motoring is not to scare the horses but still to bundle some cutting edge drivetrain technology under the bonnet. That’s why the A3 e-tron looks just like any other A3, right down to hiding the charge socket under the four-circles badge at the front – a place you’d never notice it unless you were looking for it and had been told its whereabouts to begin with.
The only clue to what’s in play here is under the bonnet. Pop the hood, as the Americans say, and you’ll see the high power electric cabling and associated 75kW electric motor which is coupled to a slightly modified 150ps 4-cylinder 1.4L turbocharged TFSI petrol engine.
The electric motor draws its power from a 96-cell 8.8kWh Li-Ion battery pack that’s buried beneath the rear seats. The 12V battery and its associated electrics, evicted from under the bonnet by the electric drive motor, now snuggle up alongside the fuel tank at the back. This means the new drive train set-up doesn’t have any noticeable impact on the A3’s front-to-back weight distribution
Volkswagen says its Golf GTE plug-in hybrid offers eco-friendly buyers the “best of both worlds” — a compact hatchback that can be driven up to 50km in cities using electric power or up to 940km on highways with additional power from its gasoline engine.
The Golf GTE is VW’s second plug-hybrid after the low-volume XL1. Others will follow, including a Passat plug-in hybrid. VW is touting the Golf GTE’s sportiness. The plug-in has the same performance as a Golf GTI and is “both eco-friendly and sporty,” said Hans-Jacob Neusser, VW brand’s r&d head.
VW says the Golf GTE will complement the all-electric e-Golf, which went on sale in February. The e-Golf has a maximum range of 190km so it is more suited to urban driving than long distances, VW says. The Golf GTE costs 2,000 euros more than the 34,900 euro e-Golf in Germany. VW is not disclosing any production or sales forecasts for the Golf GTE.
Neusser said the car can be built on the same production lines as other Golfs so the company can react very flexibly to demand. IHS Automotive forecasts that VW will sell 24,233 Golf GTEs next year, with volume reaching a peak of 52,356 in 2021. VW says the Golf compact family now has the widest choice of powertrains in the segment with the GTE adding to the gasoline, diesel, CNG and EV versions.
The United States is banking on decades of abundant natural gas to power its economic resurgence. That may be wishful thinking.
When US President Barack Obama talks about the future, he foresees a thriving US economy fuelled to a large degree by vast amounts of natural gas pouring from domestic wells. “We have a supply of natural gas that can last America nearly 100 years,” he declared in his 2012 State of the Union address.
Obama’s statement reflects an optimism that has permeated the United States. It is all thanks to fracking — or hydraulic fracturing — which has made it possible to coax natural gas at a relatively low price out of the fine-grained rock known as shale. Around the country, terms such as ‘shale revolution’ and ‘energy abundance’ echo through corporate boardrooms.
Companies are betting big on forecasts of cheap, plentiful natural gas. Over the next 20 years, US industry and electricity producers are expected to invest hundreds of billions of dollars in new plants that rely on natural gas. And billions more dollars are pouring into the construction of export facilities that will enable the United States to ship liquefied natural gas to Europe, Asia and South America.
All of those investments are based on the expectation that US gas production will climb for decades, in line with the official forecasts by the US Energy Information Administration (EIA). As agency director Adam Sieminski put it last year: “For natural gas, the EIA has no doubt at all that production can continue to grow all the way out to 2040.”
But a careful examination of the assumptions behind such bullish forecasts suggests that they may be overly optimistic, in part because the government’s predictions rely on coarse-grained studies of major shale formations, or plays. Now, researchers are analysing those formations in much greater detail and are issuing more-conservative forecasts. They calculate that such formations have relatively small ‘sweet spots’ where it will be profitable to extract gas.
The results are “bad news”, says Tad Patzek, head of the University of Texas at Austin’s department of petroleum and geosystems engineering, and a member of the team that is conducting the in-depth analyses. With companies trying to extract shale gas as fast as possible and export significant quantities, he argues, “we’re setting ourselves up for a major fiasco”.
That could have repercussions well beyond the United States. If US natural-gas production falls, plans to export large amounts overseas could fizzle. And nations hoping to tap their own shale formations may reconsider. “If it begins to look as if it’s going to end in tears in the United States, that would certainly have an impact on the enthusiasm in different parts of the world,” says economist Paul Stevens of Chatham House, a London-based think tank.
…
If natural-gas prices were to follow the scenario that the EIA used in its 2014 annual report, the Texas team forecasts that production from the big four plays would peak in 2020, and decline from then on. By 2030, these plays would be producing only about half as much as in the EIA’s reference case. Even the agency’s most conservative scenarios seem to be higher than the Texas team’s forecasts.
“Obviously they do not agree very well with the EIA results,”
Owning a car provides freedom. Drive hundreds of miles if you want. When you’re low on gas, fill up in five minutes. Electric cars don’t work that way. Most modern models can travel fewer than 100 miles on a full charge, and gas tanks fill much faster than batteries charge. But one type offers a compromise that combines the benefits of an electric car with the convenience of a combustion-powered vehicle.
“I come to the conclusion that the main competitor of electric cars is the plug-in hybrids because they offer the best of both worlds,” said Ricardo Daziano, who studies the way engineering and economics affect the adoption and improvement of new technologies at Cornell University in Ithaca, New York.
“So you can go electric on your daily commute and then you feel good about the environment.”
Plug-in hybrids, such as the Chevrolet Volt (= Vauxhall Ampera), offer battery power sufficient for commuting. The battery power is often paired with a gas-powered engine that provides either direct propulsion or on-the-go battery charging during long-distance travel. In some cases a plug-in hybrid’s gas engine only charges the battery.
Vauxhall Ampera in Milton Keynes Central railway station multi-storey (Image: T. Larkum)
Current battery costs keep electric vehicles expensive and limit their range. But, electric cars don’t require gas and the vehicles themselves emit no greenhouse gases or other fumes. Of course, gas is relatively cheap right now, with oil at about $70 per barrel. Low gas prices could slow the adoption of new auto technology because the most direct benefit of using battery power to propel a vehicle is probably the money they’ll save at the gas pump.
Electric vehicles, in many ways, require a new approach to travel. Drivers can charge at home while they sleep, or at charging stations while at work. They don’t need to go to gas stations. But, if they expect to approach the limits of their range, they need to plan their daily trips carefully. They may even purposely choose busy, stop and go traffic instead of free-flowing highways.
“If people were to use some of these more congested areas, they can regenerate some of that battery charge,” said Srinivas Peeta, a transportation engineer at Purdue University in West Lafayette, Indiana. “In some sense, what we are saying is that the range can get extended a little.”
Hybrids, plug-in hybrids, and electrics typically recapture as much of the car’s energy as they can. When the driver applies the brakes, a portion of that energy is sent back into the battery for later use.
While traditional vehicles use extra fuel for heating and cooling the cabin, with an electric, all that energy has to come from the battery, further limiting the range.
Recharging an electric or plug-in hybrid is different than the typical routine of filling up a traditional vehicle. There’s not just one pump, like for gas. There are multiple types of charging, ranging from the trickle of a normal household outlet, which takes hours to fill a battery, to fast charging stations such as Tesla’s supercharger that add about half a charge to a battery in 30 minutes. It’s as if some gas pumps drip into the tank, and some are fire hoses. For electrics or plug-in hybrids, the additional time required to charge the car encourages businesses to offer expanded services at highway rest stops, in order to make it more engaging for people who would have to linger to charge a car’s battery.
“You have to come up with compatible services. People wouldn’t just wait there or stand there for 20 minutes, right? Because that doesn’t make sense,” said Eric Huang, a civil engineer at Clemson University in South Carolina, who led a session on electric vehicles and charging at the annual meeting of the professional society INFORMS this fall. He suggested that a company like Starbucks might begin offering outlets to electric vehicle drivers making intercity trips.
“Those fast chargers have to be strategically located along the highway with appropriate services.”
Developing the infrastructure to support intercity travel for electric vehicles will take time. There are other types of engines out there, including hydrogen fuel cells and compressed natural gas, but electrical power is generally easier to access. Developing an electric vehicle with both a moderate cost and a more robust range will take some time.
“You look at a car, whether it’s electric, or fuel cell, or an internal combustion car, you want it to be affordable and you want it to have adequate driving range,” said Cosmin Laslau, a technology researcher at Boston-based Lux Research, a firm that studies emerging technologies. “You can get a very affordable electric vehicle, but it has poor driving range. You can get one with astonishingly good driving range, maybe 300 miles or more, but it is going to be very, very costly. The challenge is to make a car that can drive 300-500 miles for the purchase price of $20,000-25,000. That’s not going to happen for another 10 or 15 years.”
Some experts think it might take longer. But many agree that in the next couple of decades, plug-in hybrids are going to be an important vehicle option. Why? Consumer demand.
Jonn Axsen, who studies the relationship of human behavior, energy technology and environmental policy at Simon Fraser University in Burnaby, British Columbia, said that one reason people are attracted to plug-in hybrids is because the first 10-30 miles are completely electric. But, he found that relatively few people are interested in all-electric vehicles.
“It seems no matter how I present it, there are far more consumers that are willing to buy a plug-in hybrid rather than a pure electric vehicle,” he said.
When drivers commute to work in a plug-in hybrid, it’s possible to use gas very rarely.
“Usually Chevy Volt owners drive on the battery alone,” said Laslau. “It’s a really high percentage of their driving pattern that’s battery power alone.”
Currently, these technologies are new to consumers, so experts don’t know how people will adapt to these choices. Also, the relative costs of use for electrics and plug-in hybrids are difficult to project into the future.
“There is so much uncertainty,” said Axsen. “Because you have to have perfect foresight about what the fuel costs are going to be over the next 15 years. And we have no idea.”
“If you’re looking at the whole picture, [a plug-in hybrid vehicle] has greater potential at least in the near term,” said Zhenhong Lin, a senior researcher at Oak Ridge National Laboratory in Tennessee.
Huang and Peeta, both indicated that electric vehicles will eventually win out. One factor is that by including a gas-powered generator in a plug-in, means that there are two systems of propulsion in the same car.
“Because they have two different power trains and so on, the cost associated with them in the long run is one thing to factor,” said Peeta.
Huang called plug-ins a transition model, and suggested that when the batteries and infrastructure are ready,
“I think battery vehicles are the way to go.”
How far into the future can we expect to observe that transition? As of today, it’s unclear.
We are currently in the process of trying to arrange test drives of the new Mercedes B Class Electric for our customers. According to various news reports and press releases (like this one) the B Class Electric is available to order now in the UK.
However, we have been in touch with two different Mercedes dealers in the south of England and they both tell the same story. They are not expecting to have cars to test drive until about Easter, and deliveries would be some time after that.
That’s a pretty disappointing state of affairs. We’ve certainly yet to hear of any B Class Electrics being delivered in the UK, so that’s consistent with what we’ve been told.
We’ll keep following up on this, and report here if we get any new information.
