electric vehicle charging

Volvo EX30 review

We spend some quality time with Volvo’s smallest SUV, which also happens to be 100% electric…

Here’s something you thought you’d never hear. The most affordable car in the Volvo range is an all-new EV.

In the midst of a climate emergency, it’s essential to cut emissions, yet survey after survey says the cost of electric vehicles is one of the main reasons buyers are not making the switch from the internal combustion engine.

Volvo is doing its bit to change that narrative with the stylish EX30, which starts at a highly competitive £32,850. Sure, it’s still not cheap, but then this is a premium product from Volvo.

A tad shorter than some of its main rivals in the compact crossover class (the Kia Niro EV, Hyundai Kona Electric and Peugeot E-2008, to name a few), but it is a stylish newcomer.

Instantly recognisable on the road, it’s attractive with a defined crease along the side of the body, then there are those distinctive “Thor’s hammer” headlights and the big badge with diagonal stripe adorning the bluff front end of the car.

Inside, it’s everything you’d expect from Volvo, with a modern twist. So, it’s minimalist (there’s not much more than a central touchscreen, steering wheel and air vents) and it’s sustainable. Recycled materials include denim from blue jeans, and plastic from drinks bottles and window frames. There are clever storage spaces too.

You can choose from three versions of the EX30. The entry-level Single Motor has a 268bhp motor on the rear axle, fed by a 51kWh (49kWh usable) battery. Official figures give it a potential range of 210 miles, and it can charge at up to 134kW, so a 10-80% top-up can be delivered in 26 minutes.

The Single Motor Extended Range model is much the same, except that it has a larger 69kWh (64kWh usable) battery, giving an official range of 296 miles. Charging is slightly faster too (up to 153kW), meaning a 10-80% boost will take as little as 28 minutes.

Finally, there’s the Twin Motor Performance version, which has an additional motor on the front axle (giving all-wheel drive and a combined 422bhp), but the potential range drops to 280 miles. It has exactly the same battery and charging speed as the Extended Range model.

For the record, the Single Motor has a 0-62mph time of 5.7 seconds, the Single Motor Extended Range takes 5.3 seconds, while the Twin Motor Performance arrives at 62mph in a blisteringly fast 3.6 seconds. Torque figures are 252lb ft for the Single Motor models and a massive 400lb ft for the range-topper.

We tested the Single Motor Extended Range on a variety of roads over a week and there’s no doubt that the Volvo EX30 is an impressive package.

As is increasingly the case, there’s no key or starter button, the car recognises you as you approach (no pop-ups, just solid door handles), you get in, then select Drive and you’re off.

It’s not stupidly fast like some EVs – instead offering manageable acceleration with instant torque to get you off the line.

The EX30 is easy to drive and nimble with sharp steering. It feels lighter than its 1.85 tonne kerb weight, while the brakes are pleasantly progressive (unlike many EVs).

Hustle it and body lean is well controlled. Add solid traction and it inspires confidence – not a given these days with so many front-wheel drive EVs scrabbling for grip.

The ride is gentle for the most part, and all in all, the EX30 delivers a refined, comfortable and engaging drama-free drive.

Of course, no car is perfect and the EX30 is no exception. Our biggest gripe is that virtually everything is controlled via the 12.3-inch central display, including wing mirror adjustment and glovebox opening. In other words, there’s no conventional instrument cluster ahead of the driver with essentials such as speed, range and traffic sign recognition.

Yes, the infotainment system is Google-powered, so it gets the best hands-free voice assistant, but too much fiddling in the centre console diverts attention from the road ahead.

The other area where the EX30 is compromised is when it comes to rear space. It’s snug for adults to sit comfortably in the back and the high floor means there’s a knees-up position. The boot only has a 318-litre capacity (smaller than a Golf hatchback). That said, you can fold down the rear seats for 904 litres in total, and there’s a small frunk under the bonnet.

Finally, the recycled materials may tick all the right eco boxes, but they don’t yet have the same premium feel,. For instance, the plastic used on the dashboard and elsewhere in the cabin looks good, but it’s a tad too hard and scratchy for our liking.

We achieved an average of about 3.5 miles/kWh, which is not bad at all and should give a real-world range closer to 230 miles. There is the option for one-pedal driving, but no paddles behind the steering wheel to alter the brake regeneration.

Verdict: It’s no wonder the EX30 has already won so many awards. Volvo’s smallest and most affordable electric SUV is a winning combination of Scandi cool and sustainability, delivering a good range and efficiency, alongside a refined and engaging drive.

Volvo UK

UK hits 50,000 EV charge point milestone

Gareth Herincx

3 days ago
Auto News

Zapmap, the UK’s leading charge point mapping service, has confirmed that the UK has surpassed 50,000 electric vehicle charging points.

Operated by en-route provider MFG EV Power, the 50,000th charging device to be installed was an ultra-rapid device at a service station in Weston-super-Mare.

With the 40,000th charge point only installed in February, the latest milestone also reflects encouraging growth in two key areas of the country’s charge point infrastructure.

Last week, Zapmap’s quarterly statistics showed that the number of ultra-rapid charge points in the UK increased by 68% since September 2022, with the number of slow chargers increasing by almost 68% as well.

Looking ahead, given the current rate of installation, Zapmap’s calculations show that the UK is likely to reach 100,000 charging devices in August 2025.

“Hitting 50,000 public charging devices is a really important milestone for the country and illustrates the sea change behind the increased rate of charge point installations,” said Melanie Shufflebotham, Co-founder & COO at Zapmap.

Ade Thomas, Founder of World EV Day, added: “There has been a great deal of negative press about the number of public chargers.

“With the 50,000 threshold having been hit, on the UK’s journey to being an EV nation, we should now start really talking up what a great job the British green tech sector are doing bringing this huge number of EV chargers online, and all in super quick time.”

Power Rating Group	Devices End Sept 2022	Devices End Sept 2023	YOY Growth
Slow	8,503	14,252	68%
Fast	19,748	26,421	34%
Rapid	4,241	5,336	19%
Ultra-Rapid	2,305	3,873	68%
All	34,797	49,882	43%

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Play your cards right with cinchCharge

We test the “faff-free” app and card that makes charging an EV much easier…

The great switch to electric vehicles is not without its issues. The high upfront cost of EVs, range anxiety and finding a public charger, to name but a few.

Then there’s the multitude of different companies providing chargers, each requiring registration, meaning some EV drivers have phones packed with apps or wallets loaded with (RFID) cards.

Anything that can smooth things along helps, which is why car marketplace, cinch, is on to a winner with cinchCharge.

Marketed as “faff-free EV charging”, cinchCharge is a payment card and app which gives cinch EV buyers access to more than 30,000 public chargepoint connectors across over 18 networks.

In one fell swoop, electric car drivers who’ve bought via cinch can pay for charging using the cinchCharge card or app without having to shuffle cards and flick through different apps.

We’ve been testing out cinchCharge for ourselves over the last couple of months and we’re impressed.

The cinchCharge app helps you find and filter accessible public chargers by availability, speed and distance from your location.

What’s more, the cinchCharge app is free to download, there’s no monthly subscription and no fees.

When you stop at the charger, simply tap the cinchCharge card or use the app to start charging. Then you end your charging session and payment is taken from your linked debit or credit card, so you only pay for what you use.

The cinchCharge card worked perfectly on every public charger we used, including Gridserve, Motor Fuel Group, Osprey and Ionity.

Typically, there were also a couple of occasions where we were miffed because we weren’t able to use fast chargers on the Instavolt and BP Pulse networks, because they are not cinchCharge providers, but on the whole, the coverage is impressive.

The app is fine, though perhaps not the slickest out there, but it is integrated with Google Maps, Waze and Apple Maps, meaning you can easily get directions to chargers, once you have located them.

What’s more, the interactive map within cinchCharge shows you whether the chargepoint is available, compatible, the speed it will charge your car, as well as highlighting the price.

Our only suggestion is that would be a great bonus if the kWh prices were discounted a little for cinch owners.

So, overall cinchCharge works and certainly alleviates one of the key “faffs” of owning an electric vehicle (ie registering with various suppliers and needing multiple cards).

It’s just a shame that all EV drivers can’t benefit from cinchCharge and you have to buy a car via cinch in order to be able to access it!

Kia Soul EV review

We road test the latest versions of the quirky Kia Soul EV – the long range Explore and Urban commuter…

It’s fair to say that the Kia Soul has always been something of a left-field choice.

Originally launched in 2008, it’s now in its third generation. Over the years the Soul’s divisive looks have been softened and it’s now more cool than weird.

However, it remains difficult to categorise its boxy design because it has elements of a hatchback and crossover.

One thing is for sure, there’s bags of head and legroom in the front and back. And while the boot isn’t the biggest (315 litres), with the rear seats flipped down the load space expands to 1,339 litres.

An electric version of the Soul has been available in the UK since 2014. Back then, it had a modest 27kWh battery pack with a claimed range of 132 miles.

The latest model (launched in 2020) is only available as an EV (no petrol, diesel or hybrid variants). New for 2023, there are now two models – Urban or Explore.

The main difference between the two is that the former has a small 39.2kWh battery pack, while Explore boasts a 64kWh battery. Claimed ranges are 171 miles and 280 miles respectively.

We drove them both over a couple of days and those range figures are realistic. In fact, in the right conditions with a bit of restraint, it may even be possible to squeeze more miles out of a Soul.

Priced from £32,845, Urban provides an entry-level EV for Kia. It’s also significantly cheaper than Explore, which starts at £39,045.

As well as the new battery options, the Soul has also received the lightest of exterior makeovers. From what we could see, the bold new Kia badge is now integrated into the horizonal trim linking the slim LED headlights and there’s also a new Kia logo on the boot, while the tail-light clusters appear to have a darker tint.

Except for an infotainment system update, it’s much the same inside as before. In other words, it’s a fairly generic old school Kia interior with a ‘black plastic’ look and feel, paired with a ‘traditional’ central infotainment screen and driver’s digital instrument binnacle.

We say ‘traditional’ because the Soul’s newer stablemates (the Sportage, Niro and EV6), all benefit from futuristic dual panoramic curved displays.

That’s not to say that the Soul’s infotainment system is poor, because it’s certainly not. It’s clear and responsive, but just lacks the wow factor of its younger siblings.

However, like the rest of its interior, it is starting to look a bit dated.

For the record, the Urban gets a small 8.0-inch touchscreen and a 7.0-inch driver’s digital cluster, while the Explore is treated to a larger 10.25-inch touchscreen with sat nav.

Both the Urban and Explore models are generously equipped, with autonomous emergency braking (AEB), a reversing camera, lane-keep assist, LED headlights, a smart entry system and adaptive cruise control all standard. Explore adds goodies including black leather upholstery, heated front seats and heated steering wheel.

Under the bonnet the 39.2kWh battery pack is paired with a 134bhp electric motor, while the 64kWh version gets a 201bhp motor. Drive is through the front wheels on both models.

The latter is faster (0-62mph in 7.9 seconds, top speed of 104mph), compared to 9.9 sec/97mph for the Urban Soul.

On the road, there doesn’t seem to be much between the two in terms of acceleration because the less powerful Urban’s battery weighs 140kg less. In fact, on a loose or slippery surface, it’s possible to spin the Soul’s front wheels if you floor your right foot.

That said, there is a more noticeable difference when it comes to handling, because the lighter Urban feels slightly more agile.

Whichever version you choose, you’ll get a smooth, whisper-quiet EV experience, spiced up with a bit of instant torque.

For a relatively tall car, body roll is well controlled. And though the ride is on the firm side, it’s perfectly acceptable, while grip is good for a front-wheel drive car.

So, the Soul doesn’t deliver the most engaging drive, but it can have its fun moments.

There are four driving modes – Eco, Eco , Normal and Sport – and the latter is properly fast, but as ever, Normal will do just fine. Eco and Eco are heavy on regenerative braking, which recharges the battery by harvesting power otherwise wasted during deceleration, but tends to dull the further dulls the driving experience.

If you do stick with Normal, then use the paddles behind the steering wheel to adjust the level of brake regeneration, especially on downhill sections or when slowing down from speed for a junction.

Ultimately, the Soul EV is more about being affordable, a doddle to drive, well-equipped, comfortable and practical. Judged on that basis, it ticks all the right boxes.

Finally, the batteries on both versions can be charged from 10-80% in 47 minutes via a 100kW connection, while a 10-100% charge on a 7kW wallbox takes six hours – ideal for charging overnight at home or during the day at a workplace.

At the end of the day, if you like its looks, the Soul is very capable and an easy car to live with. Plus, it comes with peace of mind because like all Kia cars, it’s blessed with a generous seven-year warranty.

Verdict: The Kia Soul is a quirky family EV choice. Offering good value for money, it’s spacious, safe and well-equipped.

Kia UK

Volkswagen ID.Buzz review

If the success of a new vehicle could be judged purely on kerb appeal and cult status, then the Volkswagen ID.Buzz is a winner.

This retro-cool reboot of the iconic VW camper generated more interest and positive comments from complete strangers during my road-test week than just about anything else I’ve driven over the last few years.

But here’s the thing – the 100% electric ID.Buzz isn’t just eye candy. Underneath that captivating exterior is a practical people carrier that’s easy and fun to drive.

At launch, this eco minibus has five seats and features a 150kW electric motor powered by a 77kWh battery pack that delivers its power to the rear wheels. There’s also a cheaper commercial version (marketed as the ID.Buzz Cargo Van).

Sharing its underpinnings with the smaller ID.3 hatchback and ID.4 and 5 crossovers, it has a claimed range of up to 258 miles (closer to 200 miles in real-world driving).

With a charging power of up to 170kW, it’s possible to replenish the battery from 5-80% in as little as 30 minutes (using a rapid 150kw connection), and if you have a home wallbox it will charge overnight.

If you’re familiar with Volkswagen’s ID family of EVs, you’ll recognise the minimalist front cabin which features a large central touchscreen and a ‘twisty knob’ gear selector positioned behind the steering wheel.

Sadly, this infotainment system is not without its critics. Too many of the vehicle’s main functionality is accessed via the touchscreen (including climate control), while the touch sensitive sliders below and on the steering wheel are fiddly.

Thankfully, the electrically adjustable driver’s seat is comfortable with a commanding driving position, offering an expansive view of the road ahead. There’s plenty of glass around the rest of the ID.Buzz too, so with the help of the reversing camera, manoeuvring isn’t as challenging as you might think. What’s more, it has a turning circle of just 11.1 metres.

My test car also came with Park Assist Plus which can memorise up to five individual parking manoeuvres – such as you backing into your garage. All you do is park up, save the spot, and it will park itself automatically next time.

On the road, the ID.Buzz is amazingly nimble for its size (L= 4,712mm, W= 2,211mm x H= 1,937mm) and weight (up to 3 tonnes).

There’s something uncanny about driving a van-sized vehicle with instant torque that can accelerate from 0-62mph in just 10.2 seconds. The look on other drivers’ faces as you floor it to overtake is priceless – and it feels swifter than the official acceleration figure suggests.

There are various drive modes (eg Eco, Comfort and Sport). Inevitably, Comfort is just fine for everyday motoring, because Eco dulls the driving experience and Sport is just fine for energy-sapping short bursts of fun. In fact, the only noticeable difference between the settings is the responsiveness and output of the throttle pedal.

Oh, and don’t forget the ‘B’ setting on the gear selector which can be used for higher levels of brake regeneration while you’re driving (especially useful on downhill stretches or when braking from speed for junctions).

But it’s not just about straight-line speed, the ID.Buzz is remarkably agile on twisty country roads, only let down by the brakes which seem to have a lot of travel before they engage, meaning that slowing down requires a little more anticipation and isn’t as smooth as it could be.

As you’d expect with an EV, it’s smooth and refined. Yes, the ride is on the stiff side, so it’s not so forgiving on poorer surfaces, but overall it has more in common with a large car than a van.

Add direct and well weighted steering and it seems to defy physics and definitely puts a smile on your face.

So far so good, but perhaps the biggest surprise is that the ID.Buzz is so expensive at launch. There’s currently just the one model available with two trims.

Starting at an eye-watering £58,915 for the entry-level Life spec, next up is the Style trim for £63,715. A flagship GTX will join the range soon, and it will have a dual motor four-wheel drive system.

A longer wheelbase version and camper van are also coming, and the latter will address the other current annoyance, which is the MPV cabin’s lack of flexibility.

At present, the rear seats can recline and slide to either improve the cavernous boot or increase legroom if pulled forward.

Ideally, ID.Buzz owners want to be able to swivel the front seats round and have the ability to remove the rear seats altogether.

That said, boot capacity is one of the its biggest strengths. Even with five passengers on board, there’s 1,121 litres of cargo space. With the rear seats folded and pushed forward there’s a van-like 2,123-litre capacity.

And a special mention for the clever ‘Buzz Box’ – a removable storage compartment between the driver’s seat and front passenger seat.

So, it isn’t perfect and there’s definitely room for improvement which future versions will address, but overall VW has done a great job with the ID.Buzz, which oozes style and character.

Awards for the ID.Buzz so far include Car of the Year and Best Large Electric Car at the What Car? Awards 2023, plus Best MPV and Electric Car of the Year at the 2022 Top Gear Awards. It’s also packed with safety and driver assistance tech, achieving a maximum five-star Euro NCAP rating.

Verdict: Funky, functional, fun to drive, comfortable and safe, the retro-cool Volkswagen ID.Buzz has room for improvement, but such is its character, all is forgiven.

Volkswagen UK