< Previous48April 23 2020 ■ fleetnews.co.uk AUDI A3 SPORTBACK By Dave Humphreys he Audi A3 enters its fourth generation, building on the bolder styling of the smaller A1. That design is enhanced further with greater differentiation between specification grades. It is now 30mm longer and 18mm wider than before with more headroom and elbow room in the front and rear. Sportier S Line models include Sport suspension, that reduces the ride height by 15mm. Boot space stays at 380 litres matching the BMW 1 Series and 10 litres more than the Mercedes-Benz A-Class can hold. With the rear seats folded, the A3s capacity increases to 1,200 litres and a shallow load lip makes it easy to lift bulkier items in and out. This A3 features a more driver-focused layout. A 10.25-inch Virtual Cockpit digital instrument display is standard, with a larger 12.3-inch version optionally available. All models get a 10.1-inch touchscreen display for the infotainment system. Overall, there is a high quality to the cabins finish. Audi will offer the most comprehensive array of engine options to date with the A3 as mild hybrid and plug-in hybrid models join the range. The first diesel model to arrive in the UK will be the 35 TDI, powered by a 2.0-litre turbocharged four- cylinder engine that produces 150PS. You can expect up to 56mpg and CO 2 emissions from 118g/km. Improved engine performance makes it smoother and quieter with all models getting acoustic windscreen glass to reduce noise. The power delivery is smooth with plenty of performance thanks to its 360Nm torque output, while the S Tronic automatic transmission offers near-seamless gear changes. Expect the 116PS 30 TDI version to be popular with fleet users when introduced as it has lower CO 2 emissions, starting from 111g/km, and fuel economy up to 60.1mpg. Aside from slower acceleration there is little to fault with this engine. Its manual gearbox has a positive action with gearing designed for economy; it should suit most buyers as it can be frugal over longer journeys. We drove this with the standard suspension, which includes a torsion beam rear set-up (the 150PS version gets a multi-link design) and found it to ride well and offer plenty of composure on a variety of road surfaces. Optional adaptive suspension operates over a broader spectrum between suppleness and firmness in its sportier modes. We liked the mild hybrid A3 35 TFSI model with its 150PS petrol engine. Aside from lacking in brake pedal feel, its smoother during start-stop, and the battery enables the engine-off coasting for short periods to save fuel. From launch, the A3 will be available as a 35 TFSI with a 150PS petrol engine and a six-speed manual or a 35 TDI also with 150PS and a seven-speed S Tronic automatic transmission. There will be three core trim levels: Technik, Sport and S Line. All will come with LED headlights, while S Line models receive LED rear lights with dynamic indicators. Additionally, Audi will offer Edition 1 and Vorsprung models above the S Line version. Pricing will start at £24,900 for the 35 TFSI Technik manual, rising to £31,650 for the 35 TDI S Tronic S Line. Pricing and CO 2 data for the mild hybrids will follow and a plug-in hybrid is also in the pipeline. T Improved performance, now with mild hybrid and plug-in options to boost fleet appeal A high-quality finish to the A3s interior IGNITION: FIRST DRIVE FLEET PICK A3 35 TDI TECHNIK S TRONIC SPECIFICATIONS P11D Price£28,085 Monthly BIK (20%) 30%/£140* Class 1A NIC£1,162 Annual VED £215 RV (4yr/80k)£9,575/34% Fuel cost 9.1ppm AFR11ppm Running cost (4yr/80k) 36.5ppm CO 2 118g/km* Fuel efficiency56mpg* *provisional figures based on German specification49fleetnews.co.uk ■ April 23 2020 PEUGEOT 3008 HYBRID By Matt de Prez ew benefit-in-kind (BIK) tax rates, combined with the introduction of WLTP, are pushing company car drivers in a clear direction. Electric, or at least partially electric, cars are becoming significantly more attractive than their petrol or diesel counterparts. Peugeot, along with just about every other manufacturer, is adapting its model range to suit. The new 3008 plug-in hybrid goes on sale alongside its Vauxhall and Citroën stablemates, while at the same time, Ford launches its Kuga plug-in hybrid. Available in two guises, front-wheel-drive 225PS Hybrid and all-wheel-drive 300PS Hybrid4, the plug-in 3008 immediately becomes the most tax-efficient model in the range. CO 2 emissions start from 30g/km and all variants can cover more than 30 miles on battery power, putting them in the 10% BIK band. Fuel economy ranges from 157-235mpg, according to the WLTP figures. Of course, plug-in hybrids can offer wildly different levels of fuel economy depending on how theyre driven and how frequently they are charged. Wed expect higher-mileage users to achieve between 40-50mpg, which is about the same as a diesel 3008. Those that commute over a shorter distance and plug in every day may hardly burn any fuel at all. But lets be honest, its the BIK advantages that are going to attract drivers to this car. The 3008 is one of the best crossover-type SUVs in its segment. Not only does it have sharp looks and an upmarket interior, its also great to drive. Adding the hybrid system has affected that last characteristic, somewhat. The battery, motor and charging components add almost 300Kg to the cars weight. On the Hybrid4 its 360Kg. While the new models pack more punch, and perform better, the weight can be felt in the corners and will clearly impact the fuel economy once the battery runs out. The flagship Hybrid4 is the most powerful production Peugeot ever made. Its 300PS and 520Nm output gives a 0-60mph time of six seconds, but this isnt a performance-oriented car. The eight-speed transmission is a bit dim-witted and the car doesnt always serve up the performance with the urgency youre expecting. In electric-only mode, both cars can cover around 30 miles at speeds up to 84mph. The car defaults to electric mode when you set off and uses the battery unless you switch to hybrid mode, where the engine and electric motor work together. Its best for longer journeys where battery charge can be saved for city driving later on. The Hybrid4 has a second electric motor in the rear axle, giving all-wheel-drive. While the Hybrid makes do with one gearbox-mounted motor. Both use the same 1.6-litre turbocharged petrol engine and 13.2kWh battery pack. Prices start at £36,530 for the Hybrid in Allure trim and thats where it doesnt stack up. The petrol and diesel models are already priced ahead of their rivals and this model costs about the same as a BMW 320d. Opting for a more desirable GT Line model, with some options, will be close to £40,000. The range-topping Hybrid4 GT costs almost £47,000. The 3008 is a good car but it may not appeal to drivers able to get premium-badge models at this price point. N A super crossover-type SUV but the pricing puts it head-to-head with premium rivals An upmarket interior adds to the 3008s appeal IGNITION: FIRST DRIVE FLEET PICK 3008 HYBRID 225 ALLURE SPECIFICATIONS P11D Price£36,530 Monthly BIK (20%)10%/£61 Class 1A NIC£504 Annual VED£0 RV (4yr/80k)£10,924/29.9% Fuel costn/a AFR14ppm Running cost (4yr/80k)n/a CO 2 30g/km Fuel efficiency 222mpgIGNITION: OUR FLEET By Gareth Roberts Lockdown for the Mazda3 has given me the opportunity to appreciate the all-new saloon from kerbside and theres a lot to like. The Mazda3 saloon shares just its bonnet and windscreen with the hatchback, giving it an executive look distinct from its stablemate. Sharing an identical wheelbase, the saloon is 200mm longer, while the 444-litre boot (compared with 351 litres) offers a good level of practicality. Mazda talks about its Kodo design philosophy and how it is inspired by the purest traditions of Japanese art, but, in laymans terms, its a good- looking car. Judges at the World Car Awards appear to agree. The Mazda3 has just won the World Car Design of the Year award, following the lead of the Mazda MX-5, which received the same award in 2016. Mazda UK managing director, Jeremy Thomson, said: In the Mazda3 we simply have one of the best-looking family cars in the world, and this award cements that achievement. In the UK, there are 27 models across the combined hatchback and saloon line-up. Its available in five trim levels SE-L, SE-L Lux, Sport Lux, GT Sport and GT Sport Tech and is offered in the UK with a choice of petrol engines. VOLVO XC60 D4 MOMENTUM By Stephen Briers I was expecting to be writing about the final test of the Volvo XC60 this month following the conclusion of our four-month loan. The focus wouldve been about technical gremlins not spoiling our enjoyment of an outstanding family car that offers excellent value for money due its generous equipment levels. However, due to the coronavirus lockdown, all our cars are remaining on our fleet for a little while longer albeit, they are getting minimal use. It seems that Im not the only person to have fallen for the charms of Volvos latest models while forgiving some of their software glitches. A reader from north of the border got in touch to ask if Id had issues with the voice recognition system. I hadnt, although I confess it isnt one I have used much. However, our reader had been hit by a number of faults with the device on his S90 (another Volvo weve tested and loved). It had been updated six times over the past three years with issues including turning off the heating without instruction, navigating home unprompted and misunderstanding instructions. He wondered if other readers have suffered similar fates, but then added: I enjoyed the car so much I have just bought it from the contract hire company despite the voice gremlins. Good value for money for a car with lots of safety whistles and bells. KODA SCALA 1.0 TSI SE L By Sarah Tooze Like many fleets weve been affected by the halt to non-essential vehicle deliveries during the coronavirus lockdown. Our long-term Scala is currently at Skodas workshop in Milton Keynes, waiting to be returned to us after a minor repair. It was due to come back at the end of March, then mid-April and now we expect it in May, although that could change too if the lockdown continues. The Skoda press office has been proactive, with regular calls and emails to inform us of the changes, and had kindly loaned us another Scala prior to the lockdown while ours was fixed. Like our long-termer, it is an SE-L (the most popular trim, along with the SE, for fleets) and has the same 1.0-litre TSI 115PS engine. However, it has some sporty additions, including 18-inch alloy wheels (for £680) rather than the standard 17-inch on our SE-L, which dont make any difference to the CO2 emissions figure (113g/km). It has also been specified with a sport interior pack, which includes black sports seats, stainless steel pedals and a black ceiling cover for £645. I was already a fan of the Scalas premium-like interior and this pack gives the car a different feel again. Complementing the interior is the addition of sport chassis control with drive mode select (£505), which lets you switch between sport, normal, eco and individual modes. Unsurprisingly, the fuel economy suffers by around 5mpg when in sport mode compared to eco although I havent been able to do a long journey to properly assess how economical the eco mode is. The car is finished in race blue metallic, which I prefer to our Rallye green metallic (although I may be in the minority on that score) and has a tailgate design pack costing £280. The Scalas tailgate already features the brands new design language, with koda in block lettering instead of the traditional rear badge. I find it Ford-esque, however, and it is arguably a case of change for changes sake. This model has also been fitted with adaptive cruise control (£415), blind spot detection (£535), which is very noticeable, and a boot pack (£80). MAZDA3 SKYACTIV-X SPORT April 23 2020 ■ fleetnews.co.uk50VIEW OUR FLEET IN DETAIL AT fleetnews.co.uk/cars/long-term-car-reviews BMW 118i M SPORT By Matt de Prez Sporty trim levels seem to be the most popular with UK company car drivers and with the BMW 1 Series that is certainly the case. Currently 58% of 1 Series sold in the UK are in the M Sport trim, which features aggressive styling, larger alloy wheels and firmer suspension. The ride height is 10mm lower than standard, giving the car a more aggressive stance. Our car is enhanced further by 19-inch alloy wheels, as part of the optional £1,800 M Sport Plus package. When I took delivery of the car the first thought that came to mind was: blimey the rides a bit firm. Now, Im not too bothered by a harder- riding car. On the right road the 1 Series is enjoyable and it feels more planted on the motorway. In short, the car handles brilliantly it has very quick and direct steering, helped by plenty of grip. My dog, however, isnt such a big fan. If I take him out in the car it usually results in him being unwell. The ride in the 1 Series is very jiggly. On rough road surfaces it does give your back a bit of a pounding, which is less than ideal. Ive also noticed those big alloys tend to dig into grooves on the motorway and cause the car to tramline. For the first few days I though the car had an over-aggressive lane-keeping assist system! If I were to configure a 1 Series again, Id think carefully about opting for the larger wheels. Another feature of the aforementioned M Sport Plus pack thats worth highlighting is the BMW M Sport brake upgrade. This adds larger calipers, finished in metallic blue, and larger front discs. Stopping power is immense. A similar setup is used on the Mini Clubman JCW, which has more than double the power of our 118i. Adaptive dampers are optionally available on the 118d and 120d, but not the 118i. For £500 these enable the driver to soften or firm up the ride to suit their requirements. We were impressed by the system on our previous 520d long-termer. CITROËN C5 AIRCROSS 130 BLUEHDI FLAIR PLUS By Luke Neal In last months review I wrote about Citroëns Advanced Comfort programme and the C5 Aircrosss seats and suspension. Soon after writing, the country went into lockdown and I have had little opportunity (or need) to enjoy the Citroëns levels of comfort or, in fact, drive anywhere. The car currently sits on my drive with a tank of diesel which I filled more than three weeks ago. What this period has given me is time to clear out the house of everything that my family no longer needs or wants. However, with recycling centres and charity shops closed indefinitely, Ive nowhere to take all the unwanted items. Thats where the C5s spacious interior has come into play. With 720 litres of boot space (seats up) thanks to its three individual sliding rear seats and removable boot floor, the C5 is ahead of rivals such as the Nissan Qashqai (430l) and the Mazda CX-5 (506l). With rear seats folded flat the space increases to a generous 1,630 litres. More than enough for my current needs. Loading is made easy thanks to the electrically- operated tailgate although the foot-operated sensor sometimes takes a lot of foot waggling. Hopefully, things will return to some sense of normality soon and I can get the car emptied. LEXUS UX 250H By Andrew Ryan Theres a hackneyed old phrase among football pundits when discussing some of the worlds best foreign players: Yes, but could he do it on a rainy night in Stoke?. Its supposed to highlight that things always look better when theyre in ideal circumstances and question whether their qualities would still apply in tougher conditions. That was the case when I borrowed our long- term Lexus UX a few weeks ago. It was a reunion of sorts as I was able to drive an UX on its European media launch a year ago. Then, I was impressed with its refinement, ride and the high quality of its cabins build, materials and design. However, that was in Barcelona, with its glorious sun and well- maintained roads. This time, I was driving in rainy, grey Peterborough. Was I still impressed by the SUV? Yes. In my regular, everyday driving, the CV gearbox was slightly better and less rev-happy than I remembered, making the driving experience even more refined than anticipated. Average fuel economy was 49.7mpg. The ride also impressed, while the interior matched the high standards I remembered, firmly establishing the UX as a strong contender in the premium small SUV sector. Yes, the UX can do it on a rainy night in Stoke. fleetnews.co.uk ■ April 23 202051IGNITION: OUR FLEET By Andrew Ryan The premium car sector is one of the most competitive for aspirational company car drivers. The Audi A4 is traditionally one of the heavyweights in this sector along with the BMW 3 Series and Mercedes-Benz C-Class, with often little to separate them on paper or on the road. Analysis of the latest generation of models including our A4 35 TDI Technik shows this remains true as far as cost to both employee and employer goes. With CO 2 emissions of 134g/km, our 163PS diesel A4 sits in the same 33% benefit-in-kind tax band as the 190PS BMW 320d SE, while the RDE2- compliant 194PS Mercedes-Benz C220 2.0d is subject to 31% BIK despite emitting 143g/km. This means that in the 2020/21 tax year, a 20% taxpayer would face a monthly BIK bill of £192 for the A4, £1 less than the driver of the 320d and £3 more than an employee with the C220. The cost to the employer is similarly close. They would pay monthly Class 1A national insurance contributions of £133 for both the A4 and the 320d, and £130 for the C-Class. According to KeeResources calculations for wholelife costs which covers depreciation, SMR, and fuel the 320d does eke out an advantage over its rivals. VW CADDY STARTLINE SWB 2.0TDI 102PS DSG By Trevor Gehlcken We are already halfway through our three-month test stint with the Caddy and Im loving every minute. The Caddy is due to be replaced early next year. But, if I was a fleet driver Id be more than happy with whats on offer in the current model and thats saying something as vans on run-out are usually beginning to look and feel their age. The Startline is the lowest model in the range but, even so, boasts a stunning array of kit as standard not least of which is the city emergency braking system that stops the van in its tracks at any sign of a prang under 30mph. This is standard on all VW vans now and the manufacturer has to be hugely praised for its safety stance. I cant list all the kit on this van as it would fill the whole page. But, suffice to say if your drivers manage to crash a Caddy, then they probably shouldnt be working for you. VW also added a few extras for us, too. The blackberry metallic paint job at £528 gives the vehicle a really stylish look while the lumbar adjustment on the drivers seat (£174) is a must for old groaners like me who suffer from back twinges on long journeys The super-snazzy entertainment/sat-nav package is stunning but, at £900, its unlikely fleet drivers will get it. Ive already added nearly 2,000 miles to the Caddys clock since its arrival and every mile has been a sheer driving pleasure. AUDI A4 35 TDI TECHNIK April 23 2020 ■ fleetnews.co.uk52 As we all get used to, or not get used to working from home, not allowed to visit family, friends, and waiting patiently to go into a supermarket for essentials, life has changed dramatically and beyond all recognition. Things are moving at pace, and will have changed even more from the time of writing this to it being read. Nobody really knows how long this crisis will last and what will happen to the industry when it all reverts to some sort of normality. But, who knows how long this will take? Many have compared the current crisis with the global financial problems in 2008. There are some similarities, but there is much that is completely different. For example, back in 2008 everybody could move around and businesses could continue operating. Nothing was shut for any length of time. The fact that the motor industry stayed open really harmed values and we saw prices fall dramatically. One or two manufactures had large amounts of nearly new vehicles, and they had to move them to get cash in. These cars were sold at ridiculously low prices, and everything else and every manufacturer followed suit in an effort to try to get some cash in. Every car kept its relationship in terms of pricing with everything else, if a large 4x4 came down 20%, then a small had a similar percentage drop. Once this started, there was no going back, the slippery-slide started quickly, and how it snowballed. There was a recovery, and prices did, eventually, return to pre-crisis levels. This crisis is different. There is little or no activity in the market. Everything is shut, the trade can neither sell nor buy vehicles. The editors at Cap HPI have taken the decision to only move prices when there is sufficient data on used car sales, which, in reality, will be very little. The pause button has been pressed on the motor industry and every other industry and life in general. At some time in the, hopefully, not too distant future, the play/resume button will be pressed and we will all come out of hibernation and things will return to some sort of normality, and hopefully vehicle values will start where they left off. I dont know more than anyone else, but I would like to think that this is what will happen. By Martin Ward, Cap HPI manufacturer relationships manager THINKING CAPfleetnews.co.uk ■ April 23 202053 DAF XF FTP By Tim Campbell hen it comes to describing a typical UK fleet tractor unit, I suspect many people would mention the Daf CF. It offers a good balance between, power, cab and total life costs. Equally impressive in this area is the XF being tested here which appeals to customers wishing for a larger type cab for longer fleet haul operations . Once the decision on the type of cab has been made, the choice doesnt get any easier as the XF range has a mixture of rigids and tractor units. In fact, there are six choices of three axle tractors, with five of these as 6x2s. In 2019, the market for tractor units rose by 12.6% compared with 2018, as 22,191 models joined UK roads and the popular three axle artics increased their share by 14.5%. In fact, the tractor market remained by far the most popular segment taking 44.6% of the total heavy truck market above six tonnes gross vehicle/ combination weight, with demand growing 12.9% compared with 2018. Two axle tractors are outnumbered by three axle units by almost 10 to one and, as mentioned, Daf has five models in the 6x2 axle combination with a mixture of tag, mid-lift and steered, with perhaps the most popular the 6x2 air suspended FTP model. The FTP choice is not just limited to axle configurations but also the major driveline items with four power ratings encompassing two engine types, and three gearbox offerings as well a couple of variations on the axle loadings. Power options include Paccars own Euro VI MX-11, which delivers up to 440PS, and the MX-13, which starts at 430PS but rises to 485PS (tested here) and tops out at 533PS, the higher end of the UK cab sector. Behind the MX engines is a mix of gearbox options, with the TraXon 12-speed considered as the UK standard for many of the UKs national general haulage requirements but there is the option of a TraXon 16-speed and also a 16-speed manual. As explained, the FTP version is a 6x2 configuration. The front axle is rated at eight tonnes with options either side of this (7.5 and nine tonnes) with the second lift axle having a rating of just 4.4 tonnes on 235/75R17.5 tyres. Finally the drive axle is a more standard 11.5 tonnes. This combination results in the gross vehicle weight of the FTP to be rated at 23,900kgs and a rear bogie weight of 15,900kgs. As far as the chassis is concerned there are two wheelbase variants, a 3.85m and 4.05m when measured from the centreline of the front axle to the centreline of the rear (Axle 3). There is a standard rear bogie spread of 1.1m on both. The Paccar MX engine features a three-stage engine braking system (a ZF intrader is available as an option), ventilated disc brakes are on both front and rear axles, and, of course, theres the normal array of electronic braking features such as EBS, EBA and EBS as well as lane departure warning and vehicle stability control (VSC). The XF tractor range has two cabs available, the Space cab sleeper and the top of the range Super Space cab. Both are 2,490mm wide and have LED daytime running lights as well as galvanised steel bumper, tinted glass, main/wide angle controlled and heated along with electrically windows. The cab interior trim colour is officially called dark sand and basically converts to a beige colour complimented by black infill and also a generous amount of wood-style trim. The drivers seat is air suspended although the passenger seat is fixed and theres a single bunk to the rear with a second optional. Climate control and an auxiliary cab heater (water) takes care of the cab temperature and theres a manually controlled aluminium roof hatch. The XF is probably one of the most familiar cab types on UK roads, and is a consistent winner of many truck awards. As you climb inside the Space cab the semi wrapround dashboard really makes you feel welcome, in fact the dash is more of a full wrapround and thats a plus. Obviously long haul type cabs dont necessarily need the driver to have cross cab access other than for the overnight stay and obligatory rest periods. The XF features an array of advanced driver assist systems including an eco mode driver scoring system. My driving guru, Mandy Wannerton from DAF Trucks, suggested we complete two circuits, one without coaching and one with and using all the driver assist systems. The difference is amazing with a double-digit potential saving in fuel. W Advanced driver assist systems, used properly, have a big impact on fuel consumption The drivers seat is air-suspended MODEL TESTED DAF XF FTP SPECIFICATIONS ModelXF 480 Space cab 6x2 GVW/GCW23,900kgs/44,000kgs Payload (exc trailer) 35,911kgs Wheelbase4,050mm Engine Paccar MX-13 litre Power485PS (355kW)@1,600rpm Torque 2,500Nm @ 900-1,125 rpm GearboxTraXon 12-spd automated Warranty 2 years vehicle, 3 years drive line COMMERCIAL FLEET: FIRST DRIVEadRocketFORD RANGER Let nothing stand in the way of your business Make your business unstoppable with the New Ford Ranger, featuring a Bi-Turbo EcoBlue Diesel engine and up to 3.5 tonnes of pulling power. Available with an embedded modem, SYNC 3 Connectivity and interior space for 5, youll be ready for anything work throws at you. Discover more at ford.co.uk VW UP! CITY CAR OF THE YEAR FORD RANGER PICK-UP OF THE YEAR FP_FLEETNEW_294825FOBFid4274011.pdf 04.14.2020 10:44 55fleetnews.co.uk ■ April 23 2020 MAXUS E DELIVER 3 By Tim Campbell axus is set to launch its second van in spring in the form of the all-new E Deliver 3. Previously called the EV30, the E Deliver 3 will be one of the first electric-only vans to be sold in the UK, offering a range of up to 174 miles and a payload of up to 1,000kg. Its not the only renaming taking place: Maxus itself changed names in the UK this month from LDV. Electric van sales are still in the embryonic stage. According to the Society of Motor Manufacturers and Traders, there were fewer than 1,000 registrations in 2018 (or less than 0.3% of total LCV registrations) but the increasing scrutiny on diesels is certainly changing the picture. It estimates that sales almost tripled last year to around 2,800 units. Maxuss current electric van, the eV80, had a great year of sales for both retail and fleet, with Milk & More placing an order for 159. Electric vehicles (EVs) are where Maxus and its Chinese parent SAIC are one step ahead of western manufacturers after all, more than half of the worlds 2018 EV sales took place in China in 2018. Unlike most electric vans, there will be no internal combustion engine (ICE) versions and so engineers have designed everything around electrification including the use of composite plastic and aluminium, rather than steel, for body panels which helps offset the weight of the battery for payload and increase the range. The cab is quite surreal in that it gives a futuristic feel with its mix of contrasting black and blue plastics on the dashboard. There is an abundance of storage spaces and it is extremely spacious. UK models will have an electronic parking brake, rather than the traditional handbrake, which will free up room for an optional extra third seat. The Chinese-spec model we were testing came with a 70kW/220Nm motor which means it slightly trails the eNV200 for performance, but UK models will have an uprated 85kW (115PS)/255Nm motor. Given its compact size, the driving position is quite high which provides commanding all-round views. Even by EV standards, its effortless to drive with electrically-assisted power steering and the choice of two throttle modes and three degrees of energy recuperation. The MacPherson strut and leaf-spring suspension configuration is more geared towards taking loads than comfort, and therefore the cab certainly bears the brunt of speedbumps and potholes. However, it is nicely balanced and handles well in the corners like most electric vans. There will be two battery packs offered on the new van; a 35kWh and a 55kWh (this compares with 40kWh for the eNV200 and 33kWh for the Kangoo ZE), returning a range of 127 miles and 174 miles respectively on the NEDC cycle. Real-world and WLTP figures have yet to be published. A rapid DC charge to 85% takes just 45 minutes, while a Type 2 AC charge could take as long as seven hours. Maxus will offer both short and long-wheelbase variants which, at 5.0 and 6.3 cubic metres and 4.5m and 5.1m long respectively, straddle the traditional small and medium van segments. Of course, European homologated figures are yet to be finalised, but preliminary figures suggest there will be payloads of around 850kg (SWB) and 1,000kg (LWB), with Maxus lifting the GVW for vans with larger batteries to compensate for payload loss. Official prices were due be announced in Q1, but bosses hinted the E Deliver 3 will start at around £24,000 plus VAT for the short wheelbase, 35kWh model when the Governments PiVG has been taken into consideration, which is only a marginal increase on the eNV200. The first UK deliveries will take place in spring and will be backed by Maxuss excellent five-year, 125,000-mile warranty (eight-year warranty on the battery). M Everything is geared to keeping the body weight down and the payload high MODEL TESTED E DELIVER 3 SPECIFICATIONS OTR price£30,000 (est) Power/torque 114PS/255Nm Payload855kg Gross vehicle weight n/a Load volume5.0 cu m Fuel cost n/a SMRn/a Running cost n/a Rangeup to 174 miles COMMERCIAL FLEET: FIRST DRIVEBy Gareth Roberts oronavirus pandemic is challenging commercial fleets in different ways some operators are struggling to cope with demand, while others have vehicles standing idle. The Government has attempted to soften the blow through a series of financial measures and the relaxa- tion of some regulations. Ministers have delayed the intro- duction of clean air zones (CAZs), while Transport for London (TfL) suspended the congestion charge and ultra-low emission zone (ULEZ) until further notice, when the lock- down began on Monday, March 23. A spokesman at the Department for Environment, Food and Rural Affairs (Defra) told Commercial Fleet the Government had agreed with Leeds, Birmingham and Bath to delay the introduction of the charging zones until after January 2021. Ministers have also now tempo- rarily removed tachograph require- ments for all drivers, after initially 56 April 23 2020 ■ fleetnews.co.uk COMMERCIAL FLEET: NEWS C Pandemic puts clean air zones, MOT and tachograph rules on hold Government and local authorities delay measures as coronavirus threatens fleet futures limiting it to those transporting certain essential goods. Furthermore, the Driver and Vehicle Standards Agency (DVSA) has suspended MOTs for all heavy goods vehicles (HGVs) and public service vehicles (PSVs) for three months from March 20. Lorries and trailers due for test in the suspension period will be issued with exemptions automatically. Some vehicles, such as those due for their first MOT test and vehicles returning to service with a test certificate that expired before March, will require an application for exemption certificates. The MOT on vans and other light commercial vehicles (LCVs) has been extended for six months from March 30. However, the DVSA is reminding fleets that vehicles must be main- tained, kept safe to drive (roadworthy) and operate within the terms of operators licence conditions. Richard Burnett, chief executive of the Road Haulage Association (RHA), echoed the DVSAs warning. He said: It is vital that all vehicles on our roads remain safe to use and their roadworthiness must be main- tained at all times. However, he added: Routine testing is a vital part of our safety culture and we believe it should be restored as soon as possible. ENFORCEMENT DELAYED The Direct Vision Standard (DVS) and new rules for Londons Low Emis- sion Zone (LEZ) have also been put on hold until 2021. Both were set to be enforced from October this year, but they have now been delayed for four months. The suspension, ordered by the Mayor of London, Sadiq Khan, acknowledges that demands currently faced by the commercial fleet sector could have made compli- ance with the new standards difficult to achieve. Coronavirus has disrupted supply chains and placed additional demands on the freight industry, making it more difficult for new standards to be met on time, he said. To help ease pressure on the sector, Ive asked TfL to delay the enforcement of the new stricter rules, initially for four months, to allow the freight industry to focus on its core operations during the pandemic. Although the new rules under both schemes will still legally come into force on October 26, no charges will be payable or enforced for non- compliant vehicles under the new standards until the end of February 2021. TfL says the new date for the start of enforcement will be kept under review. Natalie Chapman, head of urban policy at the Freight Transport Asso- ciation (FTA), told Commercial Fleet that operators are already facing significant disruption to their opera- tions as members of their workforce fall ill and self-isolate. Achieving compliance with DVS will require many goods vehicles over 12 tonnes to have additional cameras, sensors and alarms fitted, she said. However, supplies 57 fleetnews.co.uk ■ April 23 2020 of technology, equipment and trucks are already being disrupted. Delaying enforcement will allow businesses to focus their efforts on ensuring the population of London continues to receive the food, hygiene products and other basic items required to see it through this pandemic. Chapman did warn, however, that a longer period is likely to be needed for businesses to adjust and it would work with TfL on the final timetable. The scheme means trucks entering the capital will have to comply with a London-specific safety standard or face a £550 fine. The RHA wants TfL and the mayor to push DVS back by at least a year to give firms time to recover from the national emergency. Burnett warned: Hauliers supplying London with the goods they need during the crisis are already facing a financial struggle for survival. Adding a year to the roll-out of this scheme would cost the authorities nothing and save many firms from going out of business. MOUNTING COSTS The financial impact of the crisis will differ across the industry. Estimates from the Office for Budget Respon- sibility (OBR) suggest that, based on a three-month lockdown, the UK economy could shrink by a record 35% by June. While the UK economy would contract by 12.8% this year under board as most segments experi- enced double-digit declines, according to the Society of Motor Manufacturers and Traders (SMMT). New LCV registrations fell by 54.3% compared with March 2019, with just 30,247 vans bearing the new 20 number plate joining the roads. The impact is expected to be far greater in April, with retailers and vehicle manufacturers remaining closed during the lockdown. BAROMETER FOR ECONOMY Mike Hawes, chief executive at the SMMT, said: The commercial vehicle market is a barometer for the wider economy so Marchs decline to the lowest level in more than 20 years is stark evidence of a crisis of truly unprecedented proportions. There is no doubt that demand will recover once we overcome the challenge that lies ahead. However, given we do not yet know how long this will continue, Government must continue to do everything possible to safeguard the sector so it is ready to help operators and the entire country get back to business when that time comes. Fleet operators can access emer- gency vehicle repair and mainte- nance services as some garages and workshops remain open during the coronavirus lockdown. Recovery services, including The AA and the RAC, are also still oper- ating as is parts supply from Euro Car Parts. Other motor factors are closed, making some parts difficult to obtain. this scenario, it is expected to get back to its pre-crisis growth trend by the end of 2020. In a separate report, the Interna- tional Monetary Fund (IMF) said it expects the UK economy to shrink by 6.5% in 2020, while the global economy will contract by 3%. The OBRs estimates said a three- month lockdown would push up the UKs borrowing bill to an estimated £273 billion this financial year, or 14% of gross domestic product (GDP), representing the largest deficit as a share of GDP since World War II. A survey conducted by the British Chambers of Commerce shows that a fifth of all firms are intending to furlough their entire workforce and a further 17% are furloughing more than 75% of their staff, equating to more than nine million workers. Designed to support employers whose operations have been adversely affected by the COVID-19 pandemic, furloughing is a tempo- rary measure to provide business funding, initially for up to three months, and is part of the Govern- ments Coronavirus Job Retention Scheme. Under the terms of the programme, businesses can reclaim up to 80% of an employees usual monthly wage, up to £2,500 per month FTA CEO David Wells says it is vital that fleets can be confident the Governments systems and processes can cope with the scale of likely demand. If they cant, it will add further delay to the provision of vital cash to struggling businesses, he said. FTA has already heard of several organisations that are not paying their furloughed staff until the cash from the scheme is received a decision which will have a massive impact on workers. REGISTRATIONS FALL The latest figures on new van sales also reflect the economic impact. The new van market fell by more than half in March, with just over 30,000 units registered as lockdown measures came into force. Demand was down across the GOVERNMENT MUST CONTINUE TO DO EVERYTHING POSSIBLE TO SAFEGUARD THE SECTOR MIKE HAWES, SMMTNext >