Sales of battery electric vehicles (BEVs) hit 19,842 in June, beating the 15,027 sales of diesel vehicles recorded in the month.
The BEV sales represent a 122.9% increase compared with June 2020, according to the latest figures from the Society of Motor Manufacturers and Traders (SMMT).
It’s led to BEVs securing 10.7% of the market share in June 2021, compared with 6.1% in June 2020. In comparison, diesel took home an 8.1% market share. It’s not the first time BEVs have overtaken diesel sales, with April 2021 – a month in which diesel sales took a nosedive as a result of the impact of the first COVID-19 lockdown – seeing BEV sales represent 31.8% of the market share, with more sold than diesel cars for the first time.
BMW iX3
Combined, last month BEVs and plug-in hybrid vehicles (PHEVs) accounted for 17.2% of new vehicles in the month, totaling 31,981 sales.
New car sales in June were up year-on-year as a whole to 186,128, a jump of 28%. However, when compared with the previous decade average, monthly registrations were down by 16.4%.
Looking at 2021 to date, there have been 73,893 BEV sales compared to 30,957 at the same point in 2020. Market share has risen from 4.7% to 8.1%.
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Plans to significantly bolster the nation’s electric vehicle charging infrastructure were revealed this morning – and it make will plug-in vehicle ownership more feasible for an increasing number of drivers.
Gridserve, the British firm behind the UK’s first dedicated charging forecourt for electric cars opened in Essex, in December, has today announced plans to revolutionise the availability of chargers on the UK’s busiest routes, as part of its new Electric Highway scheme.
It will see every vehicle charging device at motorway services replaced with more dependable and faster-charging technology by September, but also add 50 high power ‘Electric Hubs’ – each offering between six and twelve ultra-rapid 350kW chargers – at the majority of these sites.
The hubs, which are part of a new £100million investment, will spark a significant improvement to charging on motorways, which has until recently been riddled with complaints about unreliability issues under the monopoly of Dale Vince’s Ecotricity firm.
Concerns about a lack of public chargers, especially on motorways when attempting long journeys, have been one of the biggest for motorists contemplating making the switch to an electric car before the Government outlaws the sale of new petrol and diesel cars at the end of this decade.
However, Gridserve confirmed today that it will add some 300 rapid chargers in total to 85 per cent of the UK’s motorway service stations, which will allow drivers of the latest EVs to add 100 miles of range in charges taking just five minutes.
Users will be charged on a price-per-kWh basis, though there will be a premium to pay at some service stations – as is the case when drivers of conventional cars fill up with petrol and diesel.
While it costs 24p per kWh to top up an EV at Gridserve’s first Electric Forecourt in Braintree, the price to charge at one of the new Electric Hubs is 30p per kW. This will enable a typical battery car to add 200 miles of range for as little as £15.
SWARCO eVolt is supplying 45 charging units, including 11 of its Rapid Chargers capable of charging two vehicles simultaneously in 30 minutes, across 28 sites in East Lothian (Image: eVolt)
Contactless payments can be made at all of the devices, rather than having to register and subscribe to the service.
The new hubs will be extensions to existing chargers that are already at sites – all of which will be upgraded by the end of the summer – and are separate from the 100 Gridserve Electric Forecourts that are set to be built across the country in the coming years.
Those behind the plans say the huge upgrade will provide drivers of plug-in cars with a ‘UK-wide network they can rely on, without range or charging anxiety, wherever they live in the UK, and whatever type of electric vehicle they drive’.
The news comes just weeks after Gridserve announced the acquisition of the Electric Highway from Ecotricity, after the Government announced plans to improve its under-performing network.
In March, the Department for Transport announced plans to break green industrialist Dale Vince’s Ecotricity monopoly on electric car charging at motorway services with legislation by 2023 that demands that all devices provide quick charge times, are reliable and can be accessed by anyone via contactless payment.
Ecotricity, until now the lone supplier of chargers at motorway service stations – has been heavily criticised by early adopters of electric cars for its unreliable and outdated hardware that has caused huge headaches for EV owners, in some cases resulting in drivers being stranded at services.
For years it has been rated the worst electric vehicle charging network in Zap-Map’s annual satisfaction rankings, including a two-out-of-five-star rating in the most recent poll – the lowest score of 16 providers, with Tesla’s Supercharger network topping the results with a 4.8 score out of five.
Commenting on the performance of the Ecotricity motorway network in the 2020 study, one electric vehicle owner said: ‘They kickstarted the market, but now they are out of date and unreliable.’
In the six weeks since Gridserve has taken responsibility of the motorway network it has installed new chargers with a minimum capacity of 60kWh at over 50 locations – an installation rate of around two new charging locations every day.
The entire network of almost 300 old Ecotricity devices at more than 150 locations on motorways and Ikea stores is due to be replaced by September, according to the British firm’s schedule.
It will mean that drivers of any type of electric vehicle will be able to charge and use contactless to pay for their charging sessions.
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If you’re after a practical, well-equipped electric car that offers great value for money, then look no further than the MG5 EV
The MG5 is a no-nonsense family estate that offers decent practicality with the efficiency benefits of all-electric drive. It won’t suit buyers looking for any sparkle and shine on their driveway, as the MG5 lacks any pretension or showy, extravagant character.
Instead, it delivers on what matters most: plenty of space, good levels of standard equipment, a usable range and low running costs. The MG5 isn’t going to set your pulse racing, but if you can get past the humdrum image you’ll find a car that just gets the job done – at a price that makes it hard to resist.
About the MG5 EV
Electric cars are often criticized for being too expensive to buy. With stylish city runabouts such as the Fiat 500 priced at well over £20,000, and superminis like the MINI Electric and Honda e nudging £30,000 and above, buyers with an eye on practicality and value for money might be put off making the switch to a new EV
Enter the all-electric MG5. With its functional estate bodystyle, impressive kit list and £25k starting price (after the PiCG government grant), it brings a no-frills approach to challenge the latest models in the burgeoning electric car market.
Evergreen electric rivals such as the Nissan Leaf and Renault Zoe can’t compete on price, and don’t come close on interior space, while the MG5’s significantly lower running costs could persuade buyers away from the more typical options of the Ford Focus estate and Volkswagen Golf estate. In fact, the 5 even undercuts its ZS EV sibling on price, while also offering a better overall range.
The MG5 has a 52.5kWh battery which gives a claimed range of 214 miles, while a single 154bhp motor drives the front wheels. With 50kW on-board charging capability, it’ll take just 50 minutes to charge the battery from 0-80 per cent, while topping up (to 100%) from a 7kW home charger requires around 8.5 hours.
There are just two trim specifications available for the MG5: Excite and Exclusive. The former includes enough kit for most, with sat-nav, Apple CarPlay and Android Auto connectivity, a DAB radio and Bluetooth, while the latter adds luxuries such as heated seats, leather upholstery, keyless go and extra USB ports.
MG5 (Image: mg.co.uk)
MG has already announced a facelifted version of the 5 EV for other European markets, due later in 2021. It includes an increase in power, range and 100kW on-board charging, along with slight cosmetic changes, although it’s not been confirmed for the UK as yet.
Engines, performance and drive
The MG5 is more than quick enough for a family estate, but the ride isn’t perfect.
As with most electric cars that have a single motor, the MG5 uses a single-speed fixed gear to send drive to the front wheels. The car’s soft suspension set-up doesn’t translate into a flawlessly smooth ride however, with the typical pockmarked roads around town too easily felt through the cabin. Things improve when on the motorway, although the doughy steering could be better, with inputs not feeling particularly precise.
The MG5 probably won’t suit keener drivers as, despite a decent turn of straight line speed, the estate’s dynamic deficiencies are again highlighted with lots of body roll through corners. There are three levels of brake recuperation on offer, but none are effective enough to allow ‘one pedal’ driving – a function which helps easier driving in stop/start town traffic.
Three individual drive modes are also available: Eco prioritises range, still allowing for a decent turn of speed, but taking a little longer to get up to motorway pace. In Normal you benefit from full power, while Sport mode adjusts the throttle response to unlock a slightly unexpected level of performance – although the trade-off is you’ll drain battery power more quickly.
Engines, 0-60 acceleration and top speed
With 154bhp and 260Nm of torque, the front-wheel-drive MG5 is able to dispatch the 0-62mph benchmark in 7.7 seconds, but probably more relevant to buyers in terms of real-world driving will be the sprightly 0-30mph time of 3.2 seconds. In comparison, the 181bhp MINI Electric posts a time of 3.9 seconds from 0-37mph, so the MG5 can definitely hold its own if you need to get off the line quickly.
Range, charging and running costs
Decent range and charging ability will appeal, although the MG5 is more expensive to insure than you might think.
The MG5 will be attractive to business users due to its claimed 214-mile maximum range, and zero CO2 emissions attracting the lowest possible Benefit-in-Kind rate: 1 per cent for 2021/22, and 2 per cent for 2022/23. Competitive list prices, starting from £25,000, will appeal to private buyers, while some determined haggling should secure a decent discount.
Insurance
Both MG5 versions sit in group 32 for insurance, so premiums will be a little more expensive than a typical combustion-engined estate. For example, the Ford Focus range is rated from group 10 to 23, with only the standalone 276bhp ST version in a higher group 34. The MINI Electric ranges from group 22-23, while the Honda e is in group 25-29.
Depreciation
Data suggests that, after a typical three-year/36,000-mile ownership period, the MG5 will hold onto around 44 per cent of its original list price, which isn’t quite as good as its ZS EV sibling at nearer 51 per cent, and lags even more behind the MINI Electric with 54% of its value retained over the same period.
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Although General Motors will build Honda’s first two fully electric vehicles for North America, the Japanese automaker plans to change course and manufacture its own later this decade.
Company officials say they’re developing their own EV architecture, and after two GM-made EVs go on sale in 2024, Honda will start building its own.
“It’s absolutely our intention to produce in our factories,” Honda of America Executive Vice President Dave Gardner said, adding that Honda has developed battery manufacturing expertise from building gas-electric hybrids. “We absolutely intend to utilize that resource.”
Honda e Electric Car (Image: Honda.co.uk)
Honda and GM have been partners on hydrogen fuel cell and electric vehicles. Earlier this year they announced that GM would build one Honda SUV and one Acura SUV using its Ultium-branded electric vehicle architecture and battery system. The company said the Honda SUV would be named the Prologue, and that both SUVs will have bodies, interiors and driving characteristics designed by Honda.
But after those two, Honda plans its own manufacturing for most of a series of electric vehicles, although it hasn’t determined if it will use GM components.
Gardner says sales projections for the Prologue are between 40,000 and 150,000 per year, but he didn’t say when those numbers would be reached.
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Electric cars are becoming increasingly popular, and it’s no surprise. They are responsive to drive, cost-effective to run, and very good for local air quality. And if you are a company car driver, they are highly tax efficient. In fact, we think there are few downsides, especially considering the variety of models that are available to lease.
That’s not always been the case. Not so long ago, there were just a handful of cars to pick from. Today, there are electric models in just about every body style you can think of. More than that, EVs are offered with a variety of power outputs and battery sizes, in the same way that there are usually multiple engines available in petrol and diesel models.
So why isn’t everyone in an electric car? Price remains a critical barrier. Yes, they cost less to run than a car powered by an engine, but they carry a higher purchase price to start with. Which is where leasing becomes an ideal choice.
Leasing an EV is the answer
When you consider a vehicle’s costs on a month-by-month basis – rather than a large lump sum required to buy a car – many EVs offer comparable leasing costs; that’s before you start to factor in running costs, where EVs hold a significant advantage.
For example, you can lease a Volkswagen e-Up! 32 kWh with a similar (if not better) specification than a Toyota Yaris 1.5 Hybrid Excel for £193.03 per month against the Yaris at £197.92 per month. It’s a similarly sized car, with both models well suited for urban driving, but the e-Up! will cost you far less to run thanks to the cheapness of home charging and lower maintenance costs.
Looking at an even closer comparison, the popular and stylish MINI Hatch is offered with either electric or petrol power. The Cooper S model – where the electric range starts – sees a monthly leasing cost of £236.91 for the 1.5 litre petrol model.
Turning to the electric MINI Cooper S the monthly lease rental costs starts at £260.22 per month, both on a 48-month personal lease. While the headline rental of the petrol MINI is cheaper, many drivers will comfortably save the £23 difference each month in fuel costs alone, and many could save that each week.
The above comparisons are based on compact cars, so what happens when we look at larger machines? Well, the price difference increases, but not by much. The VW T-Roc 1.5 TSI EVO R-Line – one of the most popular models in the family SUV class – starts at £259.62 per month.
If we look at a comparable Kia e-Niro 2 64 kWh, which has a range approaching 300 miles on a charge, prices start at £286.21 a month. As with above models, to keep comparisons fair, the specifications are similar, as are the physical size of the car and the power/performance figures. As with the MINI comparison, the £27 cost differential in picking a Kia e-Niro over a VW T-Roc can easily be reclaimed in fuel costs each month.
And the list could go on. There are electric cars available as superminis, city cars, family hatchbacks, estates, compact SUVs, mid-sized SUVs, large SUVs . . . everywhere really. Prices are close to that which you might pay for a petrol, diesel, or hybrid model, but with the added benefit that you can charge conveniently at home, and spend a lot less on fuel.
Charge ahead to cheaper running costs
For example, it will cost around £10 to fully charge a Kia e-Niro on a home tariff (based on 16p/kWh – though with smart or off-peak tariffs this can easily be reduced), and that will comfortably get drivers 280 miles in real-world conditions. To cover the same distance in the T-Roc, based on the official fuel economy, it will take 25 litres of fuel. At a broad average of 130p per litre for petrol, drivers will pay more than £32 to drive the same distance.
Many electric cars now have a range of around 200 miles on a charge, which is considerably further than most drivers cover in a day. Even the smallest models will comfortably cover more than 100 miles on a single charge, and recharging those EVs can take as little as 20 minutes.
Larger EVs with longer ranges will double that recharging time, but also be able to travel around 300 miles before requiring a charge. For anyone that claims 300 miles is too short for a reasonable range, sitting at 70mph on a motorway for three hours would see a driver cover 210 miles, by which time it is recommended that they take should be taking a break regardless.
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Lack of electric vehicle (EV) charging points is preventing more people from adopting EVs, according to business secretary Kwasi Kwarteng.
Speaking at the Virtual Smart Transport Conference, Kwarteng said that EV infrastructure was an issue that “comes up all the time”.
He said: “Anecdotally, lots of people out there want to adopt electric vehicles. But one of the main things that is stopping people doing so is the lack of provision for charging points. And this is something which the Government is fully aware of.
“We have committed an extra £300 million on top of the initial £500 million to really kick-start the roll out of electric vehicle charging points. And this is critically important.”
There are currently more than 42,000 charging points, according to Zap-Map, and estimates vary as to how many will be required by the time the ban on the sale of new petrol diesel cars and vans is introduced in 2030 (with hybrids phased out by 2035).
Think-tank Policy Exchange believes 400,000 public chargers will be required by then but the Society of Motor Manufacturers and Traders (SMMT) puts it significantly higher at 2.3 million – equating to 700 charge points being installed daily to the end of the decade.
Much rests on the Government’s infrastructure strategy, due to be published this year, which will set out an action plan for the roll out of charging infrastructure to meet the 2030 ban.
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The new Fiat 500 is a superb all-electric city car, and one that should be at the top of your shortlist if you’re in the market for a stylish and immensely capable small EV. The 500 retains all of its familiar Italian flair, and is now even more appealing with updated on-board tech along with a practical real-world range that leaves close rivals lagging behind.
Verdict
Throw in the government’s plug-in car grant incentive and the new 500 offers tremendous value for money. It’s among the best small electric cars currently on sale, and one we can wholeheartedly recommend.
About the new Fiat 500
At first glance, you might think not much has changed with the new Fiat 500 compared to the previous model. Well, you’d only be half right, because although the famous Nuova 500 profile is still easily recognisable, the latest third-generation car has switched to all-electric power.
The new 500 is slightly longer, wider and taller than the previous model, which remains on sale in petrol/mild-hybrid form, and has been developed using an all-new platform, so there are no compromises on valuable interior space which is an issue that can sometimes occur with modified combustion-engined models.
There are arguably only two rivals that are in direct competition with the all-electric 500: the classy MINI Electric will tempt some, while the retro Honda e really stands out from the crowd with its funky styling. Other options that buyers might consider include the PSA Group’s Peugeot e-208 and Vauxhall Corsa-e, although both perhaps lack the necessary kerb appeal to seal the deal, while the extra practicality of the Renault Zoe is still a compelling choice – even after eight years on sale.
Power for the 500 comes from either a 117bhp or a 94bhp motor, with the former using a 42kWh battery which Fiat calls ‘Long Range’ and the latter a 24kWh ‘City Range’ version. With a claimed maximum of 115 miles from a single charge, the City Range option is suitably named, and you probably won’t be relishing many longer journeys in the cheapest 500. But, upgrading to the bigger battery means you’ll benefit from up to 199 miles (WLTP rated) before you need to stop at a charging point.
Fiat 500 2021 (Image: fiat.co.uk)
Fiat offers three core equipment levels for the 500: Action, Passion and top-spec Icon, while a limited La Prima edition is also available. The entry Action specification is paired with the 94bhp motor, with all other trims are coupled with the 117bhp Long Range set-up.
Prices for the 500 start from around £20,500 and rise to over £27,000, after deducting the government plug-in car grant. There are Convertible versions to consider as well, although these command a premium of around £2,500 to £3,000.
Engines, performance and drive
The Fiat 500 was always a good city car, but it’s been made even better by the adoption of electric power. Key to this improvement is how well Fiat has engineered the 500 to make it such an effortless and uncomplicated car to drive – particularly at slower speeds. One-pedal driving is possible if you choose the right drive mode, helping to take some of the strain of navigating through busy urban streets, while the 500’s drivetrain is reassuringly smooth and quiet on the move.
Refinement is decent for such a small car, although we’d avoid the bigger 17-inch alloy wheels as they create too much fidgeting over the lumps and bumps of typical UK tarmac. The 500 has the ability to take on motorway driving without feeling overly strained, while the only real niggle is the light steering at speed and a slight deadzone through the centre which increases the inputs having to be made.
Fiat has made the on-board tech a real highlight, with the 500 being the first car in its class to feature Level 2 autonomous driving. This means the car is able to adjust acceleration and braking, while also ensuring it remains within the designated lane, although the driver has to be ready to resume control at any time.
Engines, 0-60 acceleration and top speed
The entry 94bhp 500 version achieves 0-62mph in 9.5 seconds, with a top speed of 84mph. It’s probably worth remembering that this is the ‘City Range’ option, so you probably won’t spend too much time exploring the top end of the speedo dial. Instead, it’s good to know that, with a healthy 220Nm of torque and the typical instant drive associated with all-electric cars, the base 500 is more than capable of keeping up with traffic in and around town.
Moving up to the 117bhp car brings a half-second advantage to 62mph and a 93mph maximum.
Range, charging and running costs
Fiat offers the 93bhp Action version as an entry point to the 500 range, although it comes with a smaller 24kWh ‘City Range’ battery and offers a claimed 115-mile range. You’re probably looking at nearer 100 miles in real world conditions, so you’ll have to work out if it suits your lifestyle, or whether you’d rather stump up an extra £3,500 for the more practical 117bhp mid-range Passion version with a 42kWh ‘Long Range’ set-up and up to 199 miles from a single charge.
During our own test with a Long Range car we saw an estimated 168-mile range from a full charge with the Normal driving mode engaged, however this figure climbed a little when switching to the more efficient Range mode and rose to over 180 miles using the Sherpa setting, which reduces the maximum available power and limits top speed to 50mph.
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The Government’s work to decarbonise transport is placing too much emphasis on the shift to electric vehicles without encouraging a shift to clean transport alternatives.
A new report from think tank The Institute for Public Policy Research (IPPR) analyses the Committee on Climate Change’s sixth carbon budget and shows that, without additional measures being put in place, the current approaches to reaching net zero could lead to significantly more cars on the UK’s roads.
It predicts there will be a 28% increase in car ownership between 2021 and 2050, with 10 million more cars on the road by the mid-century.
At the same time, there will be an 11% rise in car traffic while even more land will be required for car parking.
It also warns that an approach that places too much emphasis on the shift to electric vehicles – without also providing sufficient support for alternatives including affordable public transport, walking and cycling – would also likely benefit wealthy people more.
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Several automobile manufacturers have made pledges in recent months to halt or drastically reduce producing cars with internal combustion engines between 2030 and 2035.
Fuel Included BMW i3 on static display (Image: T. Larkum)
The latest was Audi, a subsidiary of Germany’s Volkswagen, which pledged Tuesday to launch only fully electric vehicles from 2026 and halt manufacturing cars with internal combustion engines by 2033. Here’s a look at other major automakers who have already set a deadline for their model line-ups to go fully electric.
BMW
The German carmaker has increased its electric vehicle sales targets as stricter EU emission limits are pushing all manufacturers to make the shift.
Over the coming decade, BMW now wants to sell 10 million fully-electric vehicles, up from its previous target of four million.
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You can charge an electric car in the rain, but if yours breaks down you shouldn’t tow it yourself. Here’s what you need to know about living with an electric car
It’s easy to make assumptions or build up misconceptions about electric cars. Did you know, for example, that while electric vehicles (or EVs) are typically cheap to run, there are times when they’re more expensive than comparable diesel cars? If you’re a new electric car owner, or thinking of getting one, here’s our myth-busting guide to the realities of going electric.
According to figures from the Society of Motoring Manufacturers and Traders (SMMT), published by EV charge point mapping app Zap Map, there are now more than 250,000 electric cars on our roads.
That figure is forecast to rise to more than 12m in just over eight years, after the sale of new petrol and diesel cars is banned in 2030. So even if you’re not an electric car owner now, there’s a good chance you will be in the future.
To help you know what to expect, we’ve busted a few common electric car myths.
1) You can charge an electric car when it’s raining
Whether you can charge an EV in the rain is a query we get asked at Which?, along with questions about whether you can drive through deep puddles in an electric car.
The answer to all such questions is yes. You can charge in the rain, you can take an electric car through a car wash and if you have to traverse a flooded road, you won’t be electrocuted (just make sure you adhere to the car’s wading depth – check your manual for details).
Meanwhile, the standards for electric car charge points say the points must have a minimum waterproofing rating of IP44, which means they should be protected from water splashes from any angle – more than sufficient for all rain conditions.
Some charging operators have gone beyond this minimum standard, which should lend even more assurance. For example, Osprey is rolling out new charge points that have a rating of IP65, which means the electrics will be protected against jets of water from all angles, as well as being completely dust-tight.
2) Rapid chargers are only rapid for a battery’s first 80% of capacity
Rapid car chargers are able to fill a battery to 80% very quickly, but if you want your battery to be fully charged, expect to wait a bit longer.
To help protect the car’s batteries, the car will manage the amount of charge coming in. The fuller the battery, the slower the car will charge from that point.
As an example, the Volkswagen ID.3 (2020-) has a maximum DC charge rate of 100kW. This graph shows how the power from a 100kW charger decreased as the battery filled (its ‘state of charge’), when we monitored this in our lab.
As you can see, the car charged at 100kW up to around 30%, when the power started decreasing, then dropped off more sharply when it reached 80%.
In the case above, we found it took just 35 minutes to charge the 58kWh battery in the ID.3 from 10-80%. But it then took an extra 24 minutes just to get the car from 80% to 100%.
Because of this drop-off, and because you’re very unlikely to ever reach a rapid charge point with no battery left at all, rapid charge times are typically given as how long it would take to charge your battery from 10% to 80%.
IONITY rapid charge points at Leeds Skelton Lake Services (Image: IONITY)
3) Some public electric car chargers can be more expensive than diesel
Another issue with rapid chargers is that they can be expensive. You’ll typically pay 35p per kWh to charge your car at a rapid charger, or more for ultra-rapid, compared with a typical electricity cost of 19.19p per kWh if you’re able to charge at home on a standard tariff.
We’ve compared the cost of fuelling large diesel and large electric cars, across all the models we’ve reviewed under our current test programme, taking into account their average fuel efficiency and the current cost of diesel.
We’ve calculated that if you’re paying more than 33p/kWh to recharge an electric car using a rapid or ultra-rapid charger, you’ll be financially worse off than you would be fuelling a medium diesel car (or full petrol hybrid) to drive an equivalent distance.
Find out more about when it will cost you more to charge an electric car than fill a diesel by going to our electric car costs guide.
4) Batteries require more energy to charge than they can hold
This may sound counterintuitive, but to give you an example, we’ve recently tested the Mercedes EQC (2019-), a super-sized SUV. It has an 80kWh battery, but to charge it from 0% to 100%, we used 93kWh.
This head-scratcher isn’t unique to the Mercedes – it applies to all rechargeable batteries. We refer to it as ‘loss of charge’.
In our tests, we wrap this tested loss of charge into our average fuel efficiency assessments to provide a more accurate electricity use figure.
We then turn these figures into charging costs; you’ll find them in the tech specs of all our car reviews online. We also provide costs for petrol, diesel and hybrid cars, allowing you to compare day-to-day running costs between different cars and fuel types.
5) The EV market has its own ‘gas guzzlers’
There is a big difference in how much energy different electric cars use to travel the same distance – there are efficient EVs and EV equivalents of ‘gas guzzlers’.
We’re used to this concept in petrol and diesel cars. As a rule of thumb, big SUVs use a lot more fuel than small hatchbacks and city cars. Generally, the same is true of electric cars, and naturally it affects how much it will cost to keep your car running.
As an example, the tiny Seat Mii (2020-) city car is one of the most frugal EVs we’ve tested. It used just 17.3kWh per 100km in our tests, which is very low.
Based on average home energy rates of 19.19p per kWh, that would cost you around £480 to drive 9,000 miles (the average annual pre-Covid mileage driven by respondents to our last car survey).
Whereas the enormous Mercedes EQC (2019-), pictured above, is one of the least-efficient electric cars we’ve tested. In our tests it used 27.6kWh per 100km.
That increase of 10.3kWh per 100km to 27.6 per 100km equates to a total charging cost of £767 – nearly £300 more than the dinky Seat Mii.
While these differences might not be that surprising, there are some unexpected exceptions to the rule. The most efficient electric car we’ve tested is the Hyundai Ioniq EV – a large hatchback (similar in size to a Toyota Prius), which is substantially bigger than the tiny Seat Mii city car. It used an astonishingly low average of 16.3kWh per 100km in our tests, equating to just £453 to drive that 9,000 miles.
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