Top tips for preventing tool theft from vans

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Gareth Herincx

2 hours ago
Auto News

Car crime vehicle theft

UK tradespeople reported a staggering £3.5 billion worth of stolen equipment last year.

According to research by Volkswagen Commercial Vehicles, tool theft has increased by 33% since 2020, with a third (36%) of van drivers falling victim in the last year.

The average value of tools stolen per van last year stands at just over £2,000.

The study also revealed that almost half (48%) of van drivers confess to keeping more than £2,150 worth of tools in their vans overnight.

From a financial perspective, van owners who are on the receiving end of tool theft are at risk of an increase in future insurance premiums.

With theft on the rise, there has never been a more pressing time for van drivers to ensure that their vehicles are protected.

Here are Volkswagen Financial Services’ top tips on the best ways van drivers can protect their vehicles:

  1. Be a conscious parker – When possible, ensure that the van is parked in a well-lit place which is visible to passers-by, not in areas which are secluded and dark
  2. Stay alert, be aware – Check your surroundings before offloading your tools – savvy thieves can spot a high value tool and are willing to take risks to steal them
  3. Track your vehicle – Consider fitting your van, or tools, with a tracking device so that you can see where they are at all times
  4. “No tools on board” – The best way to prevent your tools from being stolen is to not leave them in the van, especially overnight. If you remove your vehicles from your van, then consider affixing a sign to the van saying ‘no tools left in vehicle overnight’
  5. Take note – If you do need to leave any tools in your vehicles, then ensure that they are security marked (noting the serial numbers of all tools is also advised). If your tools are tagged, then put a sticker on them to advertise this fact
  6. Taking extra precautionary measures – Sometimes tools have to be left in a vehicle, in a vulnerable location. If this is the case, then consider fitting additional safety locks to the rear and side door, or install lockable racking and safe boxes, making it harder for thieves to break in

Volkswagen ID. Buzz Cargo

Volkswagen Commercial Vehicles understands the importance of incorporating theft prevention technology into its vehicles, to protect van owners.

For instance, the all-electric ID. Buzz Cargo is fitted with an anti-theft alarm system, interior monitoring in the cab, back-up horn and towing protection as standard. When activated, the anti-theft alarm system sounds the horn and activates the hazard lights, ensuring that bypassers are aware there has been an unwelcome intrusion.

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Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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Audi Q4 e-tron review

Audi Q4 e-tron review

We get behind the wheel of the Q4 e-tron – Audi’s entry-level, all-electric car…

Launched in 2021, the Audi Q4 e-tron battles it out in the hugely competitive mid-sized SUV sector.

Its many rivals include the Tesla Model Y, Kia EV6, BMW iX1, Mercedes-Benz EQB, Volvo XC40 Recharge and Polestar 2.

Audi Q4 e-tron review

Priced from £51,325, it also competes with its Volkswagen Group cousins (they share the same platform) – the Skoda Enyaq and VW ID.5.

Available in both SUV and sleeker Sportback versions, the Q4 e-tron comes with a 76.6kWh battery and two power levels – the ’40’ (rear-wheel drive single electric motor) or the top-spec ’50’ quattro (two electric motors driving all four wheels).

The ’40’ delivers 201bhp and accelerates from 0-62mph in 8.5 seconds, while the ’50’ has 295bhp on tap and can hit 62mph in 6.2 seconds.

Audi Q4 e-tron review

Both versions have a 135kW charge capacity, which can get you from 5% to 80% in as little 29 minutes. Like all EVs, it will also charge up overnight if you have a home wallbox.

Depending on body style and power output, the Q4 e-tron has a claimed range of 292 – 328 miles.

Naturally, the Q4 e-tron is generously equipped, but as ever with Audi, there’s still a lengthy list of options, plus three packs (Technology, Technology Pro and Safety Package Plus) in addition to the basic three trim levels (Sport, S Line and Black Edition).

Audi Q4 e-tron review

We road tested the Audi Q4 e-tron 50 quattro in S Line trim. Our car was a Sportback, which is mechanically identical to the more conventional SUV version, except for the sharply raked roofline for extra kerb appeal. Perhaps more importantly, its slippery body also delivers a slightly longer range.

Inside it’s very Audi. In other words, it’s a combination of top build quality, state-of-the-art tech, comfort and space.

As with all SUVs, there’s a high driving position, while the dashboard layout is refreshingly conventional with a user-friendly blend of 10.25-inch digital driver’s display, a 11.6-inch central touchscreen, separate (physical) climate controls and a multifunction steering wheel.

Audi Q4 e-tron review

Audi’s infotainment system is as slick as ever. What’s more, it uses ‘haptic feedback’ (there’s a slight clicking sensation when you touch it), which is much better than the frustrating touch-sensitive system used by other VW Group brands such as Volkswagen and Seat.

Visibility is good and where there are deficiencies, the multitude of cameras and sensors make up for it. Oh, and kudos to Audi for sticking with a rear wiper, an essential missing from competitors such as the Hyundai Ioniq 5.

On the road, the Audi Q4 e-tron 50 quattro may not be as blisteringly fast in a straight line as some rivals, but it’s still swift enough for everyday driving.

Audi Q4 e-tron review

The ride is a tad stiff, but even so, it manages to stay comfortable and refined with very little wind and road noise making it into the cabin.

In fact, our test car – which was fitted with 20-inch wheels and optional adaptive suspension – only got caught out on poorer surfaces.

The Q4 disguises its weight well, for a fairly heavy car (more than two tonnes), thanks to a low centre of gravity, but also light and accurate steering with a reasonably tight turning circle. It’s only when stopping from speed that you sense how hard the brakes are working.

Audi Q4 e-tron review

Push it on more challenging roads and it would be a stretch to call it the most engaging of drives, but at least it manages to remain relatively flat in faster corners, plus it grips well and traction is excellent.

There are various drive modes (Efficiency, Comfort, Auto, Dynamic and Individual) and selecting Dynamic does make it feel slightly sharper and more responsive, but that’s as far as it goes.

We also like the way you can also adjust the level of brake regeneration via the paddles on the steering wheel, plus there’s a B-mode on the gear selector, for maximising energy recuperation.

Audi Q4 e-tron review

Based on a week of mixed driving, we’d estimate our Q4 e-tron has a real-world range of around 270 miles. However, if you opt for the entry level model, your range is likely to be closer to 230 miles.

The Q4 e-tron’s interior is spacious and there’s enough room for six-footers to sit comfortably in the rear which isn’t always the case with sportier SUVs.

Add 535 litres of luggage space in the boot (15 litres more than the SUV version) and 1,460 litres with the rear seats folded, and it’s a very practical proposition.

Finally, and as with most modern EVs, the Q4 e-tron is loaded with the latest technology and solidly built, achieving a maximum five stars in Euro NCAP’s crash tests.

Verdict: Handsome, comfortable, practical and easy to drive, the Audi Q4 Sportback e-tron oozes badge appeal and is one of the best 100% electric SUVs in its sector.

Audi UK

Audi Q4 e-tron review

Play your cards right with cinchCharge

Audi RS e-tron GT charging

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.

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.

cinchCharge app

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.

Subaru Solterra charging

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!

2023 Volkswagen ID.3 review

2023 Volkswagen ID.3 review

Volkswagen’s bestselling EV in the UK has had an update for 2023 – we drive the new, improved ID.3…

The VW ID.3 electric hatchback has been treated to a mild makeover and tech update, despite only being launched in 2020.

Volkswagen has listened to feedback (some of it lukewarm) and acted on it swiftly. The result is a more mature proposition.

Crucially, the changes will also keep the car competitive in the ever-increasing EV family hatch sector, where rivals include the ID.3’s VW Group cousin, the Cupra Born, plus the MG4, Nissan Leaf, Renault Megane E-Tech Electric, Vauxhall Astra Electric and Peugeot e-308.

2023 Volkswagen ID.3 review

The ID.3’s exterior styling tweaks are subtle, to say the least. The front now features a longer-looking bonnet as a result of the removal of the black strip beneath the windscreen, plus larger air intakes. The honeycomb effect on the bumper has also gone and LED headlights are now standard.

Badging along the side of the car, plus decals on the rear pillar, have vanished too, resulting in cleaner lines, while the rear light cluster is tweaked and it has a distinctive X-shaped light signature.

The cabin has had an upgrade too. There are now more soft-touch surfaces, while the seat covers and door trims use fabric made of 71% recycled materials.

Finally, the infotainment system (one of the original ID.3’s biggest issues), has improved software and can now be updated over-the-air.

2023 Volkswagen ID.3 review

The menu structure is clearer and it seemed slicker and more responsive on our test drives. Even the controversial touch-sensitive sliders at the bottom of the touchscreen and on the steering wheel worked better.

Sadly, UK buyers will have to wait until 2024 for the new, larger 12.9-inch central screen, which benefits from backlit climate and volume controls – one of the big criticisms of the original car.

There’s also a more intelligent route planner for the sat nav (which schedules charging stops more effectively on longer journeys), improved voice control and an impressive augmented reality head-up display which projects directions from the sat nav onto the road ahead.

Mechanically, the rear-wheel drive ID.3 is much the same, so there’s still a choice of two batteries – 58kWh in the Pro and 77kWh in the Pro S, delivering ranges of up to 266 miles and 347 miles respectively.

2023 Volkswagen ID.3 review

Priced from £37,115, both develop 204bhp, though the Pro accelerates a tad quicker to 62mph (7.4 vs 7.9 seconds).

Another change is that the ID.3’s charging capacity has been uprated. So, the Pros S can be charged from 5-80% within 30 minutes at speeds of up to 170kW, while the Pro takes 35 minutes with a charging capacity of up to 120kW.

The revised ID.3 is no different to the “first generation” model on the road, which means that it’s competent and assured.

It’s no Golf in the handling department and is unlikely to put a smile on your face like some EVs, but it’s easy to drive and a refined cruiser.

2023 Volkswagen ID.3 review

It’s also good in the city with decent all-round visibility, light steering and a tight turning circle of just 10.2 metres.

There’s also plenty of grip and it smoothed out poorer road surfaces well, but it’s not at its happiest when hustled on more demanding roads.

There are three drive modes (Eco, Comfort and Sport), but the reality is that the ID.3 is all about comfort and extracting maximum miles from a charge.

2023 Volkswagen ID.3 review

Frankly, there’s not much between the Pro and Pros S, other than range. If anything, the 58kWh Pro S is a tad more nimble, but ultimately, the ID.3 still lacks the driving engagement of some rivals.

So, there aren’t many gripes with the improved ID.3. The brake pedal still has a relatively long travel, which takes a bit of getting used to, and paddles or buttons behind the steering wheel to adjust the brake generation level would be a bonus.

And the ID.3 can’t be faulted when it comes to space inside the cabin where there’s plenty front and rear, while the boot has a healthy 385-litre capacity, rising to 1,267 litres with the back seats flipped down.

2023 Volkswagen ID.3 review

It’s safe too, boasting a maximum five stars from Euro NACAP. The ID.3 has all the latest safety and driver assistance systems. And new for 2023 is Travel Assist, which helps keep your vehicle in its lane, keeps its distance from the vehicle in front and maintain your pre-defined speed.

Verdict: The updated Volkswagen ID.3 is a welcome improvement. Safe, spacious, refined and a doddle to drive, it’s a sensible electric hatchback choice with a good range.

Volkswagen UK

Abarth 500e review

Abarth 500e review

Is the Abarth 500e a proper electric pocket rocket? We get behind the wheel to find out…

If you’ve ever driven or heard one of the Abarth-tuned Fiat 500s over the years, you’ll know that they are cars that bombard the senses.

Not only do they look suitably sporty, they drive like go-karts and the aggressive exhaust note is like no other small car on the road.

Abarth 500e review

Offered as a hatch or convertible (more like a cabio), the Abarth 500e is the brand’s first fully electric car.

Priced from £34,195 and based on the Fiat 500e city car, the Abarth version certainly looks the part.

Up front there’s a deeper front bumper, there are bigger side skirts and wider wheel arches down the side, while a large roof spoiler and meaty bumpers adorn the rear.

Abarth 500e review

Thanks to a wider track and lower sports suspension, the Abarth 500e’s stance is more athletic too.

Then to top it off, there’s a choice of five colours, each with cool names – Antidote White, Venom Black, Adrenaline Red, Acid Green and Poison Blue (the latter two are especially vibrant), plus a smattering of scorpion badging.

Inside there’s a new flat-bottomed three-spoke steering wheel wrapped in Alcantara, plus sports seats. You also get the same (much improved) 10.25-inch touchscreen from the flagship 500e as standard (featuring Apple CarPlay and Android Auto), plus a 7.0-inch digital driver’s display.

Abarth 500e review

I tested the top-of-the-range Turismo model in both hatch and soft-top body styles. The driving position is (thankfully) lower than the Fiat 500e, while the body-hugging seats are comfortable and supportive.

Underneath the Abarth’s pumped-up bodywork you’ll find the same 42.2kWh battery that powers the standard Fiat 500e, though it is now paired with a more powerful 152bhp electric motor driving the front wheels.

However, the first surprise is that it’s swift rather than blisteringly fast off the line, unlike some other EVs. With a 0-62mph time of 7.0 seconds, it’s only a fraction quicker than a petrol Abarth 595, though instant torque makes it feel faster because it’s also a second faster from 25-37mph.

Abarth 500e review

The downside of this power boost is that the Abarth’s takes a hit compared to the Fiat 500e, which on paper can manage up to 199 miles on a full charge.

For the record, the hatch has a 164-mile range, while the cabrio is up to 157 miles. In other words, the Abarth 500e is very much in urban territory, along with other EV rivals including the MINI Electric, Honda e and Mazda MX-30.

Just like the Fiat 500e, the Abarth can charge at up to 85kW, meaning you can top up 80% in 35 minutes, or in other words, you can add around 25 miles of range in five minutes.

Abarth 500e review

Don’t get me wrong, I like the Fiat 500e, but for me its weakest point is that it’s not quite as agile as it looks when pushed, so how does the Abarth stack up on the road?

Well, it certainly goes a long way to sort that issue. For instance, there’s sharper steering, which makes the car turn in more keenly.

The ride is on the firm side, but don’t worry, it’s not anywhere near as bad as Abarth 595/695s of old that used to crash over potholes.

Abarth 500e review

For the most part, the Abarth 500e feels composed, there’s plenty of grip, and body lean is kept in check on more challenging roads.

The brakes are effective, if slightly aggressive at times (unusually for reasonably-priced EV, it has discs all round). Go for it on faster, twisty roads and you’ll have the confidence to push on.

You can also choose from three drive modes – Turismo, Scorpion Street and Scorpion Track. The first is more comfort-orientated, limiting power and delivering more regenerative braking via one-pedal driving around town. Scorpion Street keeps the regen but adds full power, while Track is all about performance.

Abarth 500e review

Personally, I found the regenerative braking a tad too fierce. What’s more, the settings only change with the drive mode, so there are no paddles behind the steering wheel to adjust the regen, which always work better.

Overall, the Abarth 500e is settled and predictable, but I’d stop short of calling it thrilling.

For now, my benchmark urban hot hatch remains the road-going go-kart that is the MINI Electric.

Abarth 500e review

However, there’s one area where the Abarth 500e beats its rivals hands down. Its party piece is a sound generator which reproduces the exhaust note of a petrol-powered Abarth.

More than 6,000 hours was spent analysing and creating the perfect sound, and the end result certainly adds to the fun aesthetic of the car.

Unfortunately, the novelty wears off on longer runs and it’s more relaxing to switch off the drone (which sounds like an engine stuck in third gear) and enjoy the refinement that only an EV can offer.

Abarth 500e - Gareth Herincx

Irritatingly, you can only disengage it via the fiddly digital driver’s display – and the car has to be stationary. Apparently, Abarth is already looking into ways to make the process easier.

From a practicality point of view, the Abarth 500e is a mixed bag. Fantastic though the front seats are, they are bulkier than the Fiat’s and eat further into the already tight rear space. All but the smallest children would struggle to sit in the back.

Luggage capacity is limited too. There’s just 185 litres with the rear seats up, or 550 litres with them folded down. And on a personal note, I found I couldn’t rest my left foot comfortably.

Abarth 500e review

There’s virtually no difference between the hatch and convertible on the road, despite the latter being a tad heavier (25kg).

The slick electric hood mechanism can be opened and closed on the move, and apart from a slight loss of cabin refinement, it’s much the same as the hatchback.

Verdict: The Abarth 500e is an entertaining EV debut from Fiat’s sporty sister brand. There’s definitely still space for a hotter version, but for now this swift urban runabout offers a fun blend of good looks, driver engagement and everyday comfort.

Abarth Cars UK