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The Vauxhall Grandland X Hybrid (2WD) and Hybrid4 (AWD) are the plug-in hybrid (PHEV) versions of the Grandland X, a mid-sized SUV introduced in 2017 as a replacement for the ageing Antara. Here, I take a closer look at the Hybrid4 driven at its UK media launch.

Tested: VA69 MDX is a Grandland X Hybrid4, petrol auto in ‘Ultimate Nav’ specification.

RRP £46,650 as driven. Model starts from £36,790 (Business Edition Nav Premium).

One of the first models launched by Vauxhall following its takeover by the French PSA Group, the Grandland X Hybrid4 shares its EMP2 chassis and other components with the Peugeot 3008, which also features a PHEV variant.

Inside, there is little change from the regular Grandland X apart from a few PHEV-oriented inclusions in the infotainment screen and instrument cluster in front of the driver.

As this is the brand's flagship SUV, you get a high driving position, a good view out, an appealingly imposing stance and sufficiently desirable looks to match the competition. The Grandland X’s dashboard design will be familiar to anyone who’s sat in the latest Insignia or Astra, so it’s a plainly styled – if well-built and ergonomically sound – place to spend some lengthy road-time.

The Grandland X is a thoroughly sensible car. Sure, some rivals are perhaps more glamorous, but once the showroom experience is over and you’re making yet another trip to your local recycling centre or collecting a twice-removed aunt from the bus station, it will dawn on you why you chose the Vauxhall.

There are two generously sized cup-holders next to the central armrest, a wireless charging spot for your phone in the central cubby, a reasonable glovebox, decent door bins and a pleasant sense of space. And while the front seats don’t provide a huge amount of lateral support, you’re unlikely to notice this unless you’re cornering hard – which is not the Grandland X’s raison d'être.

Space in the rear is worthy of special mention with excellent leg, head and shoulder room. However, boot space of 380 litres in the Hybrid4 is much less than the 514 litres in the regular Grandland X, but this is mainly down to the lack of an underfloor compartment, so it shouldn't be a big problem day-to-day. Fold the back seats down and space increases to 1,528 litres.

Four trim levels are available on the Hybrid4 – Business Edition Nav Premium (£36,790), SRi Nav (£41,500), Elite Nav (£43,400) and top-spec Ultimate Nav as driven (£46,650) – the muddy red one pictured.

Standard equipment is impressive and includes an eight-inch touchscreen with satellite navigation, front and rear parking sensors, blind spot monitoring and climate control. SRi Nav features traffic sign recognition and rides on smaller 18-inch alloy wheels for improved comfort.

Elite Nav brings heated seats, ambient interior lighting and a fixed panoramic sunroof, while flagship Ultimate Nav versions bring a whole host of extra hit – including a premium sound system, park assist, a panoramic parking camera and keyless entry/start, to name but a few luxuries.

Combining a pleasantly punchy 197hp turbocharged 1.6-litre petrol engine and two electric motors (one for each axle), the all-wheel-drive Hybrid4 produces a muscular 296hp and 520Nm of torque in total and gets from 0-62mph in just 5.9 seconds, making it the quickest car Vauxhall currently sells. To put that in to perspective, that’s quicker than a Volkswagen Golf GTi.

You can drive the Grandland X Hybrid4 in four pre-set driving modes. The Hybrid mode will automatically put the vehicle in its most efficient method of propulsion. For instance, it will switch to EV mode when reaching a city centre. There’s a Sport mode that enables more dynamic driving combining both the petrol engine and the electric motors. However, this mode won’t be as efficient as EV or Hybrid. Finally, there’s an AWD mode that activates the electrified rear axle for maximum traction.

You can also use the e-Save function to reserve battery power for six or 12 miles to ensure you can run in electric-only form in low emission zones. When running solely on battery power, there’s a small blue light on the rear-view mirror – but only visible from the outside – to tell others you’re in zero emission mode.

Power is sent to both axles via a conventional eight-speed automatic gearbox and not one of those CVT noise-generators. The exact same powertrain is also used in the DS 7 Crossback E-Tense and the Peugeot 3008 Hybrid4.

It’s also the cleanest powertrain thanks to combined emissions of 34g/km for this model, with the 2WD hybrid version emitting 35g/km. On a WLTP-tested average fuel cycle, the Hybrid4 offers 204mpg (2WD 192mpg) – but not if you deploy Sport mode with some degree of frequency.

Either way, they are impressive figures and bode well for keeping taxation at a manageable level and to help offset the rather optimistic pricing structure.

The Vauxhall Grandland X Hybrid4 isn't available with fast- or rapid-charging technology. As standard, the SUV comes with a 3.7kW on-board charger, while a 7.4kW version is available as an option.

Using the latter, Vauxhall says the Grandland X Hybrid4 will charge in ‘less than two hours’ from a home wallbox of the same speed. In addition, Grandland X Hybrid4 buyers get six months' free membership of the Polar Plus public charging network.

The Grandland X Hybrid4 pulls away from cold in EV mode, unless the outside temperature has dropped and the system reckons the battery needs a bit of warming up to be at its most efficient. On our chilly drive at the end of February (it had snowed an hour before setting off), the all-electric mode gave smooth, serene progress with strong acceleration when needed to join faster flowing traffic.

When the 1.6-litre turbo petrol engine cuts in, it’s all but imperceptible and remains impressively refined at all speeds. The eight-speed auto is equally good at gliding through its gears with no obvious interruptions. You can also sense the 1,800kg mass as you slow when approaching a bend, with the regenerative braking helping to recoup power to the battery.

As is usual with hybrid cars, the suspension is strengthened in an attempt to offset battery weight. How delicately the engineers get that balance right is a defining factor in ride comfort. The ride is a little firmer in the Hybrid4 than other Grandland X models, but otherwise it’s much the same and the engineers are to be commended.

In Sport mode it's certainly quick in a straight line, but to be fair this is not a car you'll relish driving on a twisty country road. The suspension setup isn’t bad but the light steering and automatic gearbox hardly encourage enthusiastic driving, and it's obvious you're in a fairly tall SUV.

Toting up the sums to see if the Vauxhall is best for you will depend to some extent on the type of driving for which you use it.

As a plug-in hybrid with an electric-only range of up to 35 miles, the Grandland X Hybrid4 could potentially be driven without ever consuming a drop of petrol. Vauxhall says they chose this powertrain set-up as 80% of commutes fall within that 35-mile range and the petrol engine negates any anxiety about longer drives.

While the Grandland X Hybrid4 does have four-wheel-drive, it is not an all-out off-roader and is more suited to a spot of muddy green-laning. I drove the car over boggy conditions on a special course in Windsor Great Park. It felt sure-footed and was never in any danger of getting stuck in the mud, even on ordinary road tyres.

The Hybrid2 and Hybrid4 versions of the Grandland X have not been specifically tested by crash-test boffins Euro NCAP. However, the regular petrol and diesel versions have and secured the full five stars when it was assessed back in 2017.

This is thanks in part to the fact that every Grandland X gets forward collision alert, autonomous emergency braking, lane-keeping assistance and a driver drowsiness detection system. In addition, there is keyless entry, high-beam assistance and rear parking sensors.

The Grandland X Hybrid4 is Vauxhall's first plug-in SUV. It's far from perfect, but is not without a good degree of Greta Thunberg appeal. It presents as a practical, no-nonsense family SUV with the potential for rock-bottom running costs, but the 296hp and 0-60mph time of 5.9 seconds is pleasingly bonkers for a family SUV.

The interior is functional and logically laid out and if you spend most of your time ferrying the children to school or running short errands – with the ability to charge regularly in between – then Vauxhall’s first plug-in hybrid is a rational choice.

2020 Vauxhall Grandland X Hybrid4 timeline:

2020: January		UK model line-up and prices announced, order books open.

2020: February		UK media launch, first deliveries to retail network.

Engine: Front-mounted 1.6-litre 4-cyl turbocharged petrol, with an electric motor on each axle.

Transmission: Eight-speed conventional automatic gearbox.

Emissions/EURO Class: 34 CO₂/km (EURO 6.3).

Roadside assistance: 8 years / 100,000 miles.

Based on the V-Class, the EQV all-electric MPV is Mercedes’ second electric model after the EQC SUV and is one of the first electric MPVs on sale in the UK.

The EQV looks broadly similar to the current V-Class, with the electric version featuring larger LED headlights, a chrome grille with full-width LED lighting, restyled front and rear bumpers and aero-efficient alloy wheels with blue accents.

Inside, there’s blue leather trim and rose gold accents alongside Mercedes’ latest hi-tech infotainment system, which now features a self-learning voice control function. There are EV-specific tech changes, including a satnav that monitors the charge of the batteries and indicates where charging stations are available when driving, as well as a smartphone app that can be used to pre-heat the interior and pay for charging.

The UK will only get the extra-long wheelbase model, with eight seats as standard.

With a starting price of over £70,000, the EQV costs £15,500 more than the range-entry regular Mercedes V-Class and is expected to be higher than any of its electric rivals, including the Nissan e-NV200 and the upcoming Citroen e-SpaceTourer, Vauxhall Vivaro-e Life and Peugeot e-Traveller trio.

There are three trim levels called Sport, Sport Premium and Sport Premium Plus. The Sport model is well-equipped with alloy wheels, adaptive LED headlights, a reversing camera, a hands-free tailgate, electric sliding doors, an upgraded MBUX satnav system and a driver assistance tech package all included.

Sport Premium costs £2,230 more and adds a 360-degree camera, smartphone integration, rear table layouts and styling tweaks, while the top-spec Sport Premium Plus adds a premium sound system, bigger alloys and air suspension for £77,145.

Based on the current Mercedes V-Class, the EQV is powered by a 100kW battery located under its floor, meaning that passenger space is unchanged from the Mercedes V-Class MPV. It offers a claimed 213 miles of range, which is rather decent considering the car’s 3,500kg gross weight and supplies power to electric motors that provide a healthy 201hp. Mercedes has not confirmed any performance details aside from the EQV’s top speed of 99mph.

More relevant to EQV buyers is the MPV’s standard-fit fast-charging ability. Recharging from 10 to 80 percent battery capacity takes 45 minutes using a public rapid charger and, adding 60 miles should take just 15 minutes.

Using an 11kW wallbox, the EQV will fully recharge in around 10 hours. The Mercedes EQV offers a selection of driving modes which includes an E+ mode to maximise available range. Drivers can choose from different levels of brake regeneration; choose the strongest level and you’ll be able to slow to a stop without using the brake pedal.

MERCEDES-BENZ: Eight-seat EQV available to order

Land Rover launches Discovery Sport and Range Rover Evoque PHEVs promising up to 201.8mpg and priced similarly to the rest of their respective ranges.

New plug-in hybrid powertrains have been introduced for the Land Rover Discovery Sport and Range Rover Evoque, promising an all-electric range of 41 miles. Both are available to order now.

The petrol-electric unit, which is the same in both models, uses a three-cylinder 1.5-litre petrol engine combined with an electric motor that sits on the rear axle. They produce a combined 305hp and 540Nm of torque.

Badged P300e, it promises impressive economy and low running costs. The Evoque emits 32-38g/km of CO2 and is capable of up to 201.8mpg and the higher 41-mile all-electric range, while the Discovery Sport emits 32-38g/km, is said to achieve 143.5-175.5mpg and travel up to 38 miles on electric power.

Both will appeal to business users with the Evoque eligible for a 6% benefit-in-kind (BIK) rate in 2020/21, rising to 8% in 2022/23. The Discovery Sport has a BIK rate of 10% rising to 12% over the same period.

On the performance front, the Evoque achieves a 0-60mph time of 6.1 seconds while the Discovery Sport takes 6.6 seconds. Both are capable of travelling up to 84mph on electric-only power.

Each model offers three drive modes, the default of which is Hybrid. This setting automatically combines the electric and petrol power as necessary, with the ability to intelligently mix power for maximum efficiency if a destination has been put into the sat nav.

There’s also an EV mode to run solely on electric power and Save, which prioritises the petrol engine to keep the battery charged. This is handy for those that travel into low emissions areas and can ‘bank’ electric power for that part of the journey.

Land Rover says the 15kWh battery has been placed between the rear seats so that it doesn’t affect interior space and can be charged to 80% within 30 minutes at a 32kW public charger, or just under 90 minutes using the supplied 7kW home charger.

LAND ROVER: Two new plug-in hybrids launched

The all-new, all-electric Corsa-e features a range of up to 209 miles (WLTP) and is available to order right now.

The all-new, all-electric Corsa-e features a range of up to 209 miles (WLTP) and is available to order right now. The Corsa-e is assembled on the same lines as petrol and diesel variants of the sixth-generation Corsa at the Zaragoza plant in Spain, where the Corsa has been built since the first generation was launched in 1982.

By 2024, Vauxhall will have an electrified version of every model in its vehicle range – with the Corsa-e the brand’s first-ever all-electric vehicle.

The all-new Corsa-e – like the regular Corsa – features IntelliLux LED matrix lights, while standard safety and driver assistance kit include automatic emergency braking with pedestrian and cyclist detection, lane keep assist and traffic sign recognition.

Available in two trim levels – SE and Elite – the Corsa-e comes standard with satellite navigation, automatic climate control, electric parking brake and keyless entry/go. Drivers also receive a seven-inch colour touchscreen and a digital cockpit as well as Apple CarPlay and Android Auto.

Prices for the Corsa-e start from £28,315 which gets you the 7.4kW SE. If you’re after the 11kW SE, then be prepared to pay an additional £850. Stepping up to the better-equipped 7.4kW Elite costs £30,960, while the larger battery of the 11kW Elite is priced at £31,810. All prices are ‘on-the-road’ after the government’s £3,000 plug-in grant.

With a range of up to 209 miles under WLTP testing, the 50kWh battery supports up to 100kW rapid charging, with an 80% charge taking just 30 minutes and is covered by an eight-year/100,000 mile warranty.

To optimise battery range, drivers can choose from three driving modes – Eco, Normal and Sport. Eco extracts the maximum range from the vehicle, extending it by up to 40%. Sport promotes responsiveness and driving dynamics with a subsequent range loss of around 10%. Normal mode offers the best solution for balanced, day-to-day driving.

The 136hp electric motor provides nippy performance and 260Nm of seamless and instant torque, the all-new Corsa-e combines entertaining, emission-free driving. As is common with all fully-electric cars, the Corsa-e features regenerative braking to recover kinetic energy released under braking and deceleration.

The 50kWh battery supports domestic 3-pin plugs, a wall box and rapid-charging technologies and is guaranteed by an eight-year/100,000-mile warranty. For owners wishing to charge at home, a ‘Mode2 cable’ compatible with domestic 3-pin sockets can be purchased as an optional extra, capable of supplying up to 3.4kW.

A 7.4kW ‘Mode3 cable’ which is supplied as standard, supports fast charging. With a length of six metres, the cables are long enough to enable connection with public charging stations that are not necessarily right next to the vehicle. Every Corsa-e also supports CCS rapid-charging at speeds up to 100kW – enabling an 80% charge in as little as 30 minutes. 

The ‘universal charger’, which is available to purchase as an accessory, combines the functions of ‘Mode2’ and ‘Mode3’ cables in a single device. With infrastructure-specific adapters, this allows charging at nearly all local plug sockets and public charging stations. The ‘universal charger’ is therefore ideal for customers who usually charge at home, but occasionally make longer journeys and need to recharge on the road.

Corsa-e drivers can check the current state-of-charge, energy consumption and range via a separate menu displayed on the infotainment touchscreen. Customers also get a six month subscription to the Polar Plus charging network, after which a monthly charge of £7.85 is made.

Cooperation between E.ON and Volkswagen Group Components contributes to establishing an ultra-fast charging infrastructure.

E.ON and VW co-develop new solution for ultra-fast charging EVs

The provision of an expansive public network of ultra-fast EV charging stations can be attained quicker than previously thought possible. E.ON and Volkswagen Group Components (VGC) are giving the realisation new impetus with the prototype of a new, flexible ultra-fast charging station that will be presented and trialled in Essen, western Germany.

By integrating a battery system, it will be possible to install ultra-fast charging stations almost anywhere and at significantly lower cost without civil engineering or mains connection.

According to E.ON and VGC, the new technology paves the way for a larger number of ultra-fast charging points to be installed where they are needed. E.ON is seeing demand for this solution from municipal utilities and local authorities as well as from filling stations and service areas. In addition, the concept is tailored to the electrification of retail parking lots and logistics companies such as parcel services.

The stations are installed according to the plug & play principle – simply put them down, connect them and configure them online. The quick charging system can charge two e-cars with up to 150 kilowatts of power at the same time, thus providing an additional range of around 120 miles on average in just 15 minutes.

To ensure that the battery installed in the charging station always has sufficient capacity, it is permanently fed by a conventional 16 to 63 ampere power connection. E.ON will operate the rapid chargers exclusively with green electricity. Updates, remote maintenance and billing of the charging points will be carried out via E.ON's central software platform. The technology meets all the requirements for financial support under both the EU and the German directive and complies with the requirements of calibration law.

The business model was developed jointly by E.ON and VGC. The hardware component is an innovation of the automotive company combined with E.ON's proven operator system and market knowledge. VGC will start series production this year.

In the second half of the year, E.ON will intensively test the new charging points at six motorway filling stations and then launch them on the German market under the name E.ON Drive Booster.

UK pricing and specifications for the new Fiat 500 mild hybrid and Panda mild hybrid have been announced, arriving in UK showrooms mid-February and March, respectively.

The ubiquitous Fiat 500 and the diminutive Panda are two iconic models in the current Fiat product range. They represent and perhaps, even define urban mobility with combined annual sales of over 400,000 units throughout the EU and the UK.

With the introduction of mild hybrid technology, the 500 and the Panda provide all the benefits of efficient, compact, lightweight and accessible hybrid driving.

Fiat has confirmed that the new Fiat 500 mild hybrid and Fiat Panda mild hybrid will start from £12,655 and £13,855 respectively.

Both models mark the electrification of the brand and are the first steps towards more sustainable urban driving. That journey continues later in 2020 when production commences of the new 500e in its spiritual home of Turin. Being fully electric, the model will play a key role in the FCA e-Mobility strategy. The new 500e is expected to debut at the Geneva Motor Show next month.

Both models will be available with a new petrol mild hybrid drivetrain that combines the latest 3-cylinder FireFly 1.0-litre engine with a 12-volt belt-integrated starter-generator (BSG) electric motor and a lithium battery. Combined output is 70hp.

Compared to the outgoing 1.2-litre 69hp petrol engine, the mild hybrid version improves fuel efficiency, reducing CO2 emissions by up to 30 per cent without impeding performance. The 500 mild hybrid has CO2 emissions as low as 88g/km with the Panda at 89g/km. Fuel economy for the 500 is said to be 53.3mpg, while the Panda returns 49.6mpg (both WLTP Combined).

The BSG system also ensures a very high standard of driving comfort, allowing for a quiet, vibration-free restart of the internal combustion engine in Stop-Start mode. The system is mounted directly on the engine and is operated by the belt that also drives the auxiliaries.

The mild hybrid drivetrain is paired with a six-speed manual gearbox sending drive to the front wheels only. It is said to improve fuel economy during out-of-town driving, thanks to new low-friction bearings and gaskets and the use of a specific high-efficiency lubricant. The new system also involves lowering the entire power unit by 45mm so the car behaves better on the road thanks to the lower centre of gravity.

Special Fiat 500 Mild Hybrid and Panda Mild Hybrid launch editions

When they arrive in showrooms, the mild-hybrid 500 and Panda models will be available in a Launch Edition trim. These models will be presented in model-exclusive ‘Dew Green’ paint, with seats trimmed in a fabric manufactured from recycled plastic waste.

The Launch Edition models start from £16,795 for the 500 and £14,385 for the Panda. Each mild hybrid Launch Edition will be recognised by a rear-mounted ‘Hybrid’ badge and an exclusive ‘H’ logo (formed by two dew drops) mounted at the base of the B-pillar.

Fiat 500 and Panda Mild-Hybrids Now Available

The UK EV market grew by 21% in 2019 with more than 72,000 new plug-in cars registered in the UK – that’s one registered every seven minutes.

Plug-ins on the rampage as one is sold every seven minutes

UK electric car registrations continue to set records, as latest figures place the total number of new 100% electric and plug-in hybrid cars registered last year at 72,834, making 2019 the most successful year for electric cars to date. That equates to one new electric car registration every seven minutes in the UK. The total also means the market grew by 21% compared to 2018.

The end-of-year figure marks a continued trend, which saw consumers and businesses switch to ultra-low emission vehicles. The fourth quarter of 2019 saw a further 24,722 plug-in cars registered between October and December.

For the first time, fully electric cars accounted for more than half of the plug-in market, with 52% of sales. This takes the number of 100% electric and plug-in hybrid cars registered in the UK to date to 271,524.

From a regional perspective, the South East saw the highest demand across the nation, with 26,136 vehicles registered – a 22% increase on 2018. Other leading regions include the West Midlands (11,623), South West (8,128), Yorkshire and the Humber (7,566) and East Anglia (5,373), making up the top five British regions for electric car uptake this year.

2019 marked the eighth consecutive year of growth for the electric car market. This has in part been driven by an increase in the models available, with over 50 for consumers and businesses to choose from.

2020 has the potential to be another strong year for registrations as a host of models are set to be introduced, including the Peugeot e-208, Volkswagen ID.3, Mercedes-Benz EQC, Vauxhall Corsa-e, Skoda Citigo E, and MINI Electric just some of the new cars due to hit the roads.

The continued growth of the EV market has also been accompanied by new charge points being installed in response to the increased demand. There are now over 29,000 public charging connectors in the UK, making it one of Europe’s largest charging networks.

These numbers are set to rise thanks to continued Government funding and investment from the private sector. In September, the Government committed a further £35 million worth of investment into the UK’s rapid charge network, which combined with a matching £35 million from the private sector, will result in the delivery of a further 3,000 rapid chargers by 2024.

Electric or Plug-in Hybrid Vehicle Sold Every Seven Minutes

The Sony Vision-S concept car has been unveiled at CES to showcase the firm’s latest vehicle safety and infotainment innovations.

SONY stuns with all-electric car at CES Las Vegas

If you thought that SONY was just going to announce the new PlayStation 5 at this year’s Consumer Electronics Show in Las Vegas…you’d be right, along with millions of others.

What no-one expected was SONY’s reveal of its concept Vision S prototype car, built to showcase what SONY can do for the cars of tomorrow. 

The electronics brand has dipped its toes in everything from cameras to 8K televisions and everything in between, so it actually isn’t all that surprising that they would decide to use CES to jump into the auto industry.

Looking remarkably similar to the Tesla Model 3 with hints of Porsche in the front, the four-door Vision S rolled silently onto the stage. The Vision S packs 33 sensors, including radar, LiDAR and cameras, but SONY says its real innovation is infusing the data collected from all those things to produce cleaner data with fewer errors.

Although it’s not widely known, SONY isn’t entirely new to this game: Its CMOS sensors, like those used in its cameras, are already used in vehicles like the Toyota Corolla and Lexus NX.

SONY’s foray into LiDAR — the ‘eyes’ of an autonomous car that allow it to sense how far it is from obstacles around it – comes as a bigger surprise. The race to build cheaper, more reliable LiDAR has become one of the hottest contests in automotive technology and SONY will face upstarts like Quanergy and LeddarTech, along with established players like Velodyne and Bosch.

Inside, the Vision S looks like what you would expect from a company that built its reputation on televisions, with a massive panoramic dash screen that stretches below the entire windshield. The rear seats both have screens of their own and SONY says the car provides a 360-degree panoramic audio experience.

“We believe that the evolution of mobility will also redefine cars as a new entertainment space,” said Sony CEO Kenichiro Yoshida.

The EV chassis the car rides on was built by Magna Steyr, a Canadian manufacturer that also supplies GM, Ford, Mercedes and yes, Tesla. Not surprisingly, SONY had help from a number of other partners, including Qualcomm, Continental, and Nvidia.

Few technical details of the prototype were made available at the reveal, but we know it’s powered by a pair of 268hp electric motors (one per axle), which give it a 0-62mph time of 4.8 seconds and a top speed of 149mph.

SONY will show the Vision S concept at its CES 2020 booth, but don’t expect SONY dealerships to spring up anytime soon – it’s merely a demonstration to get other automakers interested in Sony’s automotive-related technologies.

For traditional petrol and diesel vehicle drivers, it’s usually a fairly simple choice to decide where to fill up your motor; generally it’s the nearest petrol station. But for electric vehicle drivers the choice is not so simple; largely due to the multitude of different charging options available.

The first choice to make is how quickly you need your vehicle to charge up. For example, if it’s the end of the day and you don’t need the car until the next morning, then a slow overnight charge would be suitable. However, if you’re en-route and need to fill up quickly, then a much faster (and generally more expensive option) will probably be the one to go for.

Electric vehicle chargers come in three different speed ratings: Rapid, Fast and Slow. This represents how power is outputted and hence directly affects the speed the connected vehicle is charged.

There are two types of Rapid charger: Alternating Current (AC) or Direct Current (DC). Currently, AC chargers have a 43kW (kilowatt) rating. DC chargers tend to be 50kW or more, meaning they can charge most Electric Vehicles (EVs) to 80% in under 60 minutes. Most rapid chargers tend to be Direct Current.

Tesla’s use Tesla Superchargers, which are Rapid DC and can charge at high speeds, utilising power of 120kW. This is certainly one of the benefits of opting for a Tesla, but of course, you’ll pay for it, as Tesla’s don’t tend to come cheap. Check out our exclusive review of the Tesla Model 3.

Fast charging usually has output between 7kW and 22kW. As the power output is so much less than rapid chargers, it naturally takes longer to charge a vehicle. As a result, a full charge takes around 3-4 hours.

It does get slower though... and slow chargers are charging units that have a power output of up to 3.7kW and are designed really for overnight charging. This is because it can take a good 6-12 hours to charge an electric vehicle; and sometimes more. Even with a Plug-in Hybrid Electric Vehicle (PHEV) - where a battery is used in conjunction with a traditional petrol or diesel engine - it can take a 2-4 hours to charge the battery. Connection to a slow charger is made using a standard 3-pin plug socket.

Nothing is ever simple, and as such, there are a number of different types of charger available. None will be compatible with every vehicle, so before buying or leasing an electric vehicle, or getting a home charger installed, make sure you have the correct type of charger.

This is the slowest, least efficient way of charging your vehicle and should only be used as a last resort. EVs will allow you to charge your vehicle at home using a standard 3-pin plug socket, but be warned it will charge at a painstakingly slow rate, giving you roughly 8 miles of range per hour of charging. However, if you are happy charging your vehicle overnight, then it can be a very convenient and cheap way to add some juice to your car.

Most European manufacturers are favouring this type of charger. The Type 2 has a 7-pin socket and is used for both Slow and Fast charging. It also has an in-built locking mechanism, which makes connecting and recharging easier and safer.

UK Home charger installations will tend to come with this option so you can recharge much faster than if you only had a standard 3-pin plug socket. A Type 2 connection at home (with 3.7kW single-phase power) will give you approximately 12.5 miles of range per hour. However, you may be able to have the higher powered 7kW installed (like most public charging stations in the UK) and so you can charge up to 25miles of range per hour.

Some public charging stations may have the Type 2 Combo (CCS) socket that is used for Rapid charging. This is great as it can have a higher power rating and can charge your vehicle much more quickly; at roughly 75 miles per hour of charging.

Over in Europe, research has begun on the next-generation of Type 2 chargers. The plan is to install a network of Rapid chargers capable of 350kW output. With this power output, you can expect to gain up to 525 miles of range per hour.

Obvious from its name, but Tesla Type 2 is the connection used by all Tesla Vehicles. These are the only Direct Current (DC) chargers that use a Type 2 connector. All others are Alternating Current (AC). These Tesla Superchargers will give a vehicle approximately 180miles of range per hour.

Essentially, this is the US format of the Type 2 / CCS setup. In the US, Type 1 is used for Slow and Fast charging and CHAdeMO is for Rapid Charging. The Type 1 connector has a 5-pin socket and does not feature a locking mechanism.

Charging rates for Type 1 are pretty much the same as for Type 2.

Depending on your vehicle, the connection type will vary - just like smartphones all tend to come with different charging cables. Your vehicle’s battery size plays an important role in how fast your vehicle may charge. Larger EV's tend to have larger batteries, and these are usually more capable of the fastest (Rapid) charging.

Currently, there are around 17,000 public charging points in the UK. Thanks to new legislation, it is now a compulsory requirement for all large petrol stations and motorway services to provide charging points. So as time moves on, there will be more and more of these appearing up and down the country. They also tend to be capable of either Fast or Rapid charging.

Tesla has its own network of ‘Superchargers’. In the UK these can dispense power up to a massive 145kW, although currently Tesla cars themselves are limited to a meagre 120kW.

Currently, when topping up your electric vehicle, you’re most likely to see one of the following installations: BP Chargemaster (Polar), Ecotricity, Pod Point and Charge Your Car.

Depending on which one you use, the payment methods available will vary. Some may take traditional bank cards, some an RFID card, and some of the more advanced may connect to your account via a smartphone app.

Before you can charge your vehicle, you’ll need to sign up to whichever company manufacturers the charging network and create your own account. Usually this is free, but double check as some require a membership sign-on fee.

Once signed up and connected, you’ll be charged in one of the following ways:

We recommend choosing one that charges per kWh as it’s easier to calculate how much you’ll be paying. Also bear in mind, some will also charge an initial connection fee each time you connect your vehicle. So it’s worth checking beforehand if you’re planning on just putting in a small amount to keep you going. In addition, like traditional petrol stations, actual price will vary dramatically, so be sure you’re happy with the price before connecting.

Ecotricity, for example, charges roughly £6 for a 45 minute charge from a Rapid Charger. In the Nissan Leaf, this will get the battery up to 80%. Check out our exclusive review of the Nissan Leaf e+.

If you’re lucky enough to have off-street parking, then a home installation of an EV charging point could very well be the most practical, convenient and cheapest way of regularly charging your electric car. 

To keep things simple, many companies offer a fully installed package for a fixed price. The cost is usually around £1,000 and you may be eligible for a Government grant of up to £500 to help with the installation cost; that is if you own or lease your vehicle. You may also be able to get an additional £300 from the Energy Saving Trust (EST). So the resulting outlay could very well be minuscule; especially when compared to how much you’ll be saving on running costs.

You’ll find the majority of home charging setups have a power output of around 3.7kW or 7kW. The 7kW packages are the wall-mounted high power ones, and will cost more to install, but they will charge your vehicle much faster.

The installation will be done on its own separate circuit (to save your car shorting out your entire house), and you’ll be able to monitor your electricity use either by your traditional meter, or by a smartphone app.

If you buy an electric car from new, you may be offered a free home installation as part of the deal. This is because many vehicle manufacturers now have deals with some of the charging companies, so it’s worth haggling to see if you can get this included.

Unfortunately, if you don’t have off-street parking, you’re unlikely to be able to benefit from having your own charging point. This is because most councils won’t allow cables trailing across the street or pavement, for obvious safety reasons. Having said that, there are new technologies being researched to enable this, such as electric pads that sit underneath your vehicle to charge it wirelessly, and possibly using the power from lampposts. This is because since their switch to LED, there is a lot of leftover power that can be harnessed.

One possible alternative to home charging is charging at work. An increasing number of workplaces are having charging points fitted. They are a very practical way of charging your vehicle, as you can do it while you’re busy and your vehicle is stationary for hours at a time, rather than having to wait around at a service station.

These charging points are generally for both employees and visitors, and are being fitted often as a way to attract new workers as a staff perk and also to attract new visitors and customers.

Unlike home chargers though, work-place chargers generally have a higher electricity output, 7kW to 22kW. They often come double-socketed too, so two vehicles can be connected at once. Like home installations, workplace grants are available as well as capital allowances to incentivise companies to have the EV points fitted. Depending on the company, they may even offer free charging if they want an even greater attraction for staff and visitors.

Whilst the charging network is not yet ready for the whole of the UK to instantly adopt an electric vehicle, it’s huge rate of expansion means it won’t be long before it is. For more information about the UK charging infrastructure, check out our article Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?.

The International Energy Agency is aiming to increase the share of electric vehicles globally to 30% by 2030 and many national governments working to create an enabling environment for the adoption of electric vehicles, it seems like the electric car revolution is here to stayhere to stay.

Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?

Recent trends indicate that despite its currently poor state, Britain's charging infrastructure will be able to cater for increased adoption of electric vehicles in the future. With Boris Johnson pledging in November to make charging stations readily accessible - at least 30 miles within the reach of everyone, The International Energy Agency aiming to increase the share of electric vehicles globally to 30% by 2030 and many national governments working to create an enabling environment for the adoption of electric vehicles, it seems like the electric car revolution is here to stay.

That means if you buy an electric vehicle today, you won't get stranded with an inconvenient and unwanted product in the future. Also, since both public agencies and private auto companies are set to derive immense benefits from having more electric vehicles on roads, their efforts to develop the needed charging infrastructure will be sustained. But what are these benefits?

Why Investing in Charging Infrastructure is a Top Priority

First, electric vehicles are eco-friendly. Unlike petrol, diesel or gas vehicles that emit carbon dioxide which affects the atmosphere, electric vehicles don't. Also, their batteries are recyclable. This makes electric vehicles a perfect ally in the fight against pollution and climate change. Which is why a coalition of charity groups including Greenpeace, WI, and Oxfam recently demanded that,

"The next government must bring forward the target for reaching net-zero carbon emissions by five years to 2045, phase out diesel and petrol cars by 2030 instead of 2040, and start devoting at least 5% of all government spending to the climate and the restoration of the UK’s natural environment."

By enabling the growth of electric vehicles and its supporting infrastructure today, the government will save more on health and the environment tomorrow. But the government won't be the only one saving money.

For car owners, electric vehicles are cheaper to maintain, don't need oil-related maintenance and there are tax cuts on each purchase. While they're currently more expensive to acquire than traditional cars, those purchase costs are also expected to nosedive shortly. Besides, since electricity is cheaper than petrol or gas, owners will save more when charging the vehicle. These factors represent an opportunity that ambitious Auto companies are eager to explore; hence, their readiness to find lasting solutions to common electric vehicle problems.

Electric vehicles are powered by rechargeable batteries. This means that while you don't have to refuel anymore, you'll need electric energy to run your car. And through an EV charging station, you can access the required electrical energy.

Charging your car can be done in three different modes (also called levels). Level one involves the use of a 120-volt outlet at home. It is the slowest mode and is not suitable for travel over long distances. With level two, you'll need to use a 240-volt power outlet. It offers a faster charge than the former. The final and fastest option is the DC charger. This mode offers the best option for long-distance travel.

There are also different kinds of electric charging stations. Your needs will determine the kind of station that you'll use. One option is lamp-post charging. Readily available and always connected to electricity, LED lamp-posts can provide 20 miles of driving with every hour of charging. Another option is induction pads. Unlike other common charging stations, pads eliminate the need for cables but they're expensive for average car buyers. Other kinds of stations are kerbside charging points and fast-charging hubs powered by solar panels.

How much does it cost to use a charging station? This depends on the model of your electric vehicle because each model comes with different battery sizes. Typically, an electric vehicle with a bigger battery size will cost more to recharge.

With more than 63,000 electric cars sold by November 2019, exceeding 2018's total of 59,700, and the government pledging to create the needed infrastructure, you might want to join the train. But before buying your first electric vehicle, you should get familiar with all purchase options: brand new or second-hand (they're now available, cheaper and of course, come with the typical disadvantages of second-hand products), electric vehicles or hybrids, driving ranges and battery sizes.

The Nissan LEAF was the first mass-market battery-only electric vehicle (BEV) and it remains the best-selling BEV in history with more than 460,000 units sold worldwide. The Nissan LEAF has won about every award for green cars - including the World Green Car Award - twice.

Tested: Nissan LEAF e+ 62kWh in Tekna trim.

Prices: Test car RRP £35,895. As driven with options £36,820.

Nissan LEAF range starts from £27,995 (includes £3,500 Government Plug-in Grant).

It’s been a long road for the Nissan LEAF. Introduced in 2011 - several months ahead of the smaller Renault Zoe - the LEAF was the first mass-market battery-only electric vehicle (BEV) and, despite other upstarts making gains in the intervening years, it remains the best-selling BEV in history with more than 460,000 units sold worldwide. The Nissan LEAF has won about every award for green cars - including the World Green Car Award - twice.

Earlier this year, Nissan delivered a redesigned and improved LEAF. The range retained the 40kWh battery model and added a newer, higher-capacity model with its 62kWh battery architecture, offering more power, more durability and more range. That new model is dubbed the e+ and is the subject of our review this week.

From being seen by many as a quirky outsider, the Nissan LEAF has become an electric force to be reckoned with – around half of all BEVs sold in the UK last year wore a Nissan badge. Now into its second generation, the LEAF continues in its quest to 'normalise' electric cars into mainstream daily culture – but does it offer enough to attract drivers away from diesel and petrol?

The test car was provided by the good chaps at Nissan UK and presented in Tekna trim, finished in ‘Magnetic Red‘, with a two-tone ‘Pearl Black’ roof. In between lashings of horizontal wind-borne rain, I made a few soggy notes of all the things I liked about this second-generation Nissan LEAF.

There are many, so pop the kettle on and find a comfy sofa – this will likely borrow the next seven-or-so minutes of your day…

In its earlier years, rivals to the LEAF used to be few and far between and numbered little more than a handful at best. However, in recent years a plethora of car manufacturers have caught up with the LEAF and include the Renault Zoe, Hyundai Ioniq and Kona Electric, Smart ForTwo Electric, Ford Focus Electric, the KIA Soul EV and e-Niro, and Volkswagen’s e-Golf and e-UP, MG ZS Electric, et al.

In an echelon above, there’s also the BMW i3, Mercedes B-Class Electric Drive, Tesla Model 3, Jaguar i-Pace and Audi e-tron, plus others.

The standard 40kWh LEAF is capable of a maximum range of 168 miles (under the new WLTP testing regime), while the LEAF e+ claims a range of 239 miles. Battery charging won't take forever – with the smaller battery 40kWh LEAF a 50kW quick charger will give you 10-80% capacity in around 60 minutes.

The larger capacity 62kWh battery in the LEAF e+ takes around 45 minutes to charge from 20% to 80% capacity using a 50kW quick charger, but using a 6.6kW home wall charger will take around 11.5 hours to achieve a 100% charge – or comfortably overnight.

The LEAF comes with two charging cables, one for a three-pin household socket, and one for a fast charger. They're stored out of the way on each side of the boot, leaving the rest of the space clear for luggage.

Nissan has done a complete 180 with the styling of this new LEAF. Where the first-generation advertised its electric powertrain with futuristic styling, its successor looks like an ordinary hatchback - and is all the better for it. Nissan’s current house styling cues, including the ‘V-Motion’ grille and ‘floating’ roof line, are borrowed from other current Nissan models.

As with the first-generation LEAF, the charge ports are housed in the nose of the car. But this time it’s discreetly hidden under a flap between the grille and bonnet edge. Visually, the e+ model is indistinguishable from the standard-range LEAF, with only discreet badging to show that you’ve invested in the extra range.

The interior also carries over from the standard-range LEAF. Most of it is standard Nissan fare, meaning a rather sober, sensible design but let down by some cheap-feeling materials in the cabin’s critical touch zones.

Fortunately, the overall familiarity with other Nissan models affords the LEAF a reassuringly normal feel – until, that is, you put it into ‘drive’. In place of a conventional lever, there is a circular knob-like device that slides around to select drive, neutral or reverse (‘park’ is a button on top). The shifter carries over from the first-generation LEAF which I like. It is function-over-form-practical and becomes easy to use quickly when performing parking manoeuvres.

Like the standard-range LEAF, the e+ has a reasonably good driving position, but there is limited steering column adjustability (it tilts up and down but doesn’t telescope which is somewhat of an oddity in this day and age).

The front seats are surprisingly comfortable and the car offers good outward visibility aided by a 360-degree camera system on the Tekna trim test car), despite a steeply-raked windshield and thick rear pillars.

The LEAF might not look any bigger than a regular hatchback, but it’s actually 110mm longer than a Ford Focus and 20mm wider than its predecessor. This means you shouldn’t notice where Nissan has squeezed in the larger battery pack, which is kept low down and mostly beneath the rear seats.

It’s reasonably spacious inside the LEAF, with enough room to accommodate four tall adults. Rear passengers sit a little higher owing to the batteries which are stored beneath the rear seat, which means a good view out, but also that their knees are tucked up slightly. Interior space isn't great though, with slim door pockets up front and a small tray in the centre console.

Happily, it's an easy car to get in and out of. The doors open nice and wide and the position of the seats are well-judged and are at the right height for most adults' hips to slide onto.

The extra length pays dividends when it comes to the boot because with 435/1,161 litres of space it’s not only big for a BEV, it’s larger than most regular family hatchbacks. In comparison, the Volkswagen e-Golf has a 341-litre boot, while the Hyundai Ioniq Electric manages 350 litres. In Tekna and e+ Tekna trim levels, the LEAF is fitted with a Bose stereo system that includes a large boot-floor mounted subwoofer, which impinges slightly on usable boot space.

There are three trim levels to choose from when buying a Nissan LEAF: Acenta, N-Connecta, and Tekna. There’s a £1,700 price jump from the range-entry Acenta to N-Connecta, while you’ll need to add around another £1,000 for the top of the range Tekna trim. The e+ model with the bigger battery pack is only available in top-spec Tekna trim as tested.

LED daytime running lights and LED tail lights are standard, as is automatic air conditioning, cruise control, electric windows, a seven-inch TFT screen, Nissan Connect navigation with an eight-inch touchscreen, and Apple CarPlay and Android Auto compatibility. There’s plenty of safety equipment, too, with six airbags, intelligent emergency braking, lane departure warning, cross traffic alert and a blind spot warning.

The N-Connecta trim adds 17-inch alloy wheels, privacy glass, electric folding mirrors, part leather seats and parking sensors. Tekna includes full LED headlights, leather seats, heated seats and steering wheel, an electronic parking brake and a seven-speaker Bose audio system.

The e+ Tekna gets all the standard Tekna kit plus metallic blue front and rear bumper accents, revised suspension and 100kW rapid charging capability.

Single options fitted to the test car were Magnetic Red metallic paint (£575) and a two-tone Pearl Black roof (£350).

As it has more performance and the same near-silent driving experience as the first-generation LEAF, few are likely to be disappointed with the latest model. It’s not especially sporty, but drives better than you might expect and its e-Pedal and ECO mode are successful innovations.

The LEAF's ProPilot technology is fitted as standard in the top of the range Tekna model, but is an option on lesser-equipped models in the range. It can control the car's steering, braking and acceleration while reading road markings and monitoring the car in front. The same technology allows the car to park itself and activate emergency braking to avoid other cars and pedestrians. It's a level of technology rarely seen on cars of this price.

Tag: plug-in

Review: Vauxhall Grandland X Hybrid4

MERCEDES-BENZ: Eight-seat EQV available to order

LAND ROVER: Two new plug-in hybrids launched

Vauxhall’s new all-electric Corsa-e

E.ON and VW co-develop new solution for ultra-fast charging EVs

Fiat 500 and Panda Mild-Hybrids Now Available

Electric or Plug-in Hybrid Vehicle Sold Every Seven Minutes

Sony Vision-S All-Electric Concept Car

Electric Vehicle Charging Guide

Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?

Review: Nissan Leaf e+

Review: Tesla Model 3

Tag: plug-in

Review: Vauxhall Grandland X Hybrid4

MERCEDES-BENZ: Eight-seat EQV available to order

LAND ROVER: Two new plug-in hybrids launched

Vauxhall’s new all-electric Corsa-e

E.ON and VW co-develop new solution for ultra-fast charging EVs

Fiat 500 and Panda Mild-Hybrids Now Available

Electric or Plug-in Hybrid Vehicle Sold Every Seven Minutes

Sony Vision-S All-Electric Concept Car

Electric Vehicle Charging Guide

Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?

Review: Nissan Leaf e+

Review: Tesla Model 3

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