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Iveco has unveiled its new eMoovy electric LCV for the 2.5- to 3.5-tonne segment at Hannover IAA Transportation trade show.
The Iveco eMoovy is the result of a partnership with Hyundai, utilising their eLCV platform to create a van with up to 10m³ cargo volume and a payload capacity up to 1.5-tonne.
The eMoovy can charge at up to 350kW to add 100km of range in under 10 minutes and has an official range of 320km according to the official figures.
The eMoovy comes with a 160kW (215hp) electric motor with peak torque of 350Nm.
Two battery packs are available, either a 76kWh version or a 63kWh battery. The 76kWh option offers a maximum range of around 320km.
As well as DC charging, the eMoovy is compatible with AC charging which is suitable for home charging up to 7kW single-phase or up to 11kW three-phase. Equipment, tools and the vehicle body can be powered using the eMoovy’s vehicle-to-load function. This can provide an AC 230V up to 3.6kW to power things like refrigerated units.
Inside, the eMoovy is equipped with a 10.25-inch infotainment screen, heated and ventilated seats, heated steering wheel, air conditioning and keyless entry and go. Standard safety equipment includes smart cruise control with stop and go, lane keeping and following assist, forward collision avoidance assist, junction turning assist, and advanced driver distraction warning.
Luca Sra, Iveco Group president truck business unit, said: “The eMoovy is the first completely new vehicle born from our partnership with Hyundai, a testament to our shared commitment to zero-emission mobility. With the eMoovy, we further expand our electric propulsion offerings, entering a new segment to provide our customers with a broader choice of effective solutions to support their energy transition and enhance their business operations. This launch represents a further step forward in our partnership, as we continue to leverage our respective know-how and advanced technologies to drive progress towards our shared objective of accelerating the transition to net zero carbon.”
Ken Ramírez, executive vice president and head of global commercial vehicle and hydrogen business at Hyundai Motor Company, added: “This innovative vehicle showcases Hyundai and IVECO’s shared commitment towards a carbon-neutral future. By leveraging Hyundai’s pioneering global eLCV platform, we aim to advance EV mobility technology with IVECO’s European expertise to position eMoovy as the leading transport platform that can transform the market.”
Drivers can also access the eMoovy app which allows the remote management of charging, doors and cab temperature. A smart routing system is integrated into the infotainment system and optimises routes with charging stops advised along the way. Transport managers can oversee fleet availability, charging, battery status, location and routes using the Iveco on portal.
Whether you’re moving house, helping with drive the local football team’s minibus or thinking of a job as a home delivery courier it helps to know what steps you need to take to drive a van. Vans might seem big and intimidating which is why so many people often ask ‘Can you drive a van with normal car licence?” when actually many of them are no harder or complicated to drive than a large car.
If you’ve ever wondered ‘can I drive a van?’ then this is the guide for you. We’ll answer questions like “do you need a special van driving licence?” or “what licence do you need to drive a van?”.
We’ll explain everything there is to know about van driving licences, driving a van and any restrictions for driving a van.
The simple answer is yes, but that will depend on what van you are looking to drive.
Most vans are 3.5 tonnes or under, which puts them in the same class as a car. All you’ll need to drive a van under 3.5 tonnes (or 3,500kg) is a full car driving licence – also known as Category B.
Fortunately that’s pretty much every van out there except some of the very biggest. So if you’re worried about driving a Ford Transit Connect or a Citroen Berlingo then don’t. Same goes for medium-size vans like the UK’s best selling van, the Ford Transit Custom or everyone’s favourite van the Volkgwagen Transporter and it’s camper sibling the Volkswagen California.
So, that’s the simple rules for anyone with a full driving licence.
But, as always things can get a little more complex, and not necessarily in a bad way.
For anyone who passed their driving test before January 1997 they have something called “Grandfather Rights” which should mean that you have an additional category on your licence in addition to your B Category.
Grandfather Rights will give you a C1 category on your licence. This enables you to drive vans up to 7.5 tonnes (7,500kg) – which also includes the really small kind of trucks.
It's possible to check your licence details on the gov.uk website. You’ll need your licence number, National Insurance number and the postcode where your licence is registered to. Of course if you have all that, you're probably looking at your driving licence in which case... turn it over.
On the back of your driving licence you will see wide range of categories.
We've listed them below:
| Licence Type | Meaning |
|---|---|
| AM | Moped |
| A1 | Low power motorbike |
| A2 | Medium powered motorbike |
| A | Full motorbike |
| B1 | Quadricycle (under 400kg, 550kg if an LCV) |
| B | Full Car and Van |
| C1 | Vans and Trucks up to 7500kg |
| C | Rigid Trucks (3 axles) |
| D1 | Passenger vehicles up to 7500kg |
| D | Full Coach and Bus |
| BE | Car with trailer over 750kg |
| C1E | C1 category with trailer 750kg |
| CE | C category with trailer (ie. articulated truck) |
| D1E | D1 category with trailer |
| DE | D category passenger vehicle with trailer |
As you can see there are plenty of different licence types to get qualified for but to simply drive a van all you need is a full B Category licence.
If you want to tow with a van you are allowed to tow a trailer up to 750kg, but anything over that will require a BE Category licence.
For more information on towing visiting the towing capacity pages for individual model information on vans that can tow.
As previously mentioned, you can drive any van, of any size, on a normal car licence, but there is a restriction on the weight.
A few of the larger vans have a gross vehicle weight (GVW) of more than 3,500kg. These are generally vans with twin rear wheels and they will usually have a tachograph in there as well.
It’s likely that even the largest vans you can hire will all be under 3.5-tonnes and any decent van rental company will tell you that you’re hiring a van that’s over 3500kg as they’ll want to check you have the relevant licence.
Specifying a Luton van might be the right van to help you move house, but these in particular should be built on a higher GVW chassis. So be careful when hiring any large van if you don’t have a C1 category licence.
Every single make of large van has a version that is 3.5-tonnes. These are the ones that can all be driven on a car licence.
Of course they then make even larger vans that are usually used as chassis for larger bodybuilder projects like very big motorhomes, hospitality vans, welfare vans and tippers. They are nearly always extra-long wheelbase and if they are a panel van, extra high roof models.
The Mercedes-Benz Sprinter is one of the largest vans on the market and if you look at the Mercedes-Benz Sprinter dimensions guide you’ll see there is a dizzying array of options which include vans of 5, 6 or 7-tonne vans. The same is true of the Ford Transit, Volkswagen Crafter, MAN TGE, and the Iveco Daily.
The Iveco Daily is actually the largest GVW van on sale at the moment with the biggest vans going up to 7.2-tonnes as a chassis.
Our advice is to check the vehicle plate – which is either a metal plate or sticker located inside the passenger door frame or under the bonnet.
It wouldn’t be government legislation without a few exceptions. These of course have come about over time and are now focused on electric vans.
Yes. Because the batteries in an electric van are heavy, an additional allowance has been added to let you drive them.
For B Category licence holders they are allowed to drive a 4.25-tonne van if it is electric. This is to make the payload comparable between electric and diesel.
Great, I hear you shout. But… at the time of writing there’s a catch. The driving licence rules might say you can drive the van, but you will fall into all the requirements for larger vehicles (like trucks) over 3.5 tonnes. That could mean tachographs, o-licences, six-weekly inspection schedules and drivers hours/working time directive. If you’re doing all of this driving for personal usage then there’s an argument that you fall between the crack.
But, if you are driving a van over 3.5-tonnes either diesel or electric for hire or reward then you’ll need to think about treating it as a truck rather than a van. It’s a total minefield at the moment.
For any electric van over 4.25 tonnes you’ll still need a category C1 on your licence and all of the above headaches definitely apply.
Yes, all you need is a regular B Category licence which will allow you to drive a passenger van or minibus with up to 16 passengers. As with the above electric van, if you are doing it for hire or reward that’s a different matter.
Volkswagen Commercial Vehicles has released the first pictures of its next-generation Transporter van based on the Ford Transit Custom platform.
The new van will officially be unveiled at the Hannover IAA commercial vehicle show in September but Volkswagen has been teasing the seventh generation van's arrival for months.
Details of the line-up have been pretty obvious since Ford announced the Transit Custom, but Volkswagen has officially confirmed that the new Transporter will have a choice of three TDI engines with nominal ratings of 110hp, 150hp and 170hp.
There will also be a plug-in hybrid model called Transporter eHybrid which gets a 232hp rating.
There will also be a fully electric version of the new Volkswagen Transporter with a choice of three outputs.
The eTransporter will get 100 kW (136 PS), 160 kW (218 PS) and 210 kW (286 PS) outputs with a battery capacity of 64kWh.
The TDI and eHybrid models come with front-wheel drive but there will also be a version adopting VW's famed 4MOTION name with an all-wheel drive system available on the two higher outputs of the TDI engines.
Electric models are rear-wheel drive, while an all-wheel drive version is also planned for later in the model's lifetime.
The most powerful 170hp TDI engine will come with an an eight-speed automatic gearbox as standard, while the middle of the range 150hp will be able to have the same transmission as an option over the standard six-speed manual. Plug-in hybrid and electric models will both have automatic gearboxes.
The new Transporter has increased in size compared to the Transporter T6.1 which is replaces.
It now measures 5,050mm in length (up by 146mm) and the wheelbase has been extended by 97mm to 3,100mm. A long-wheelbase model with an additional 400mm will be also be in the line-up giving the Transporter a choice of two body lengths and a total length of up to 5,450mm, as well as two roof height options.
The width of the Transporter has also increased to 2,032mm with an additional 128mm compared to the T6.1.
In the rear loadspace this means that the maximum width between the wheelarches has increased by 148mm to 1,392mm.
Overall the total load compartment length for the standard wheelbase Transporter is 2,602mm, while the long-wheelbase model increases its load length to 3,002mm.
With the Volkswagen Transporter dimensions increasing the load volume has also gone up. There's now 5.8m3 total volume for the standard van while the long wheelbase model with a high roof will take up to 9.0m3.
On the inside the latest Transporter gets a large 13-inch infotainment screen and a 12-inch digital instrument cluster.
Keyless start is standard along with a multifunction steering wheel. There's an electronic handbrake, increasing room in the footwell, and a new column drive selector for automatic versions, freeing up space on the dash and at the centre seat.
Device charging options include USB-A, USB-C and 12v sockets, and there's also the option of an inverter for 230v power, where, in the diesel versions, the 230 V socket is in the driver’s seat frame but on electric models there will be the option of two additional sockets in the rear of the van.
In total, the 230v system can power up to 2,300 watts, making it suitable to charge batteries or devices as well as operate machinery for tradespeople.
The new Transporter will be available as a panel van, dropside, Kombi van for passenger transport, and as a double cab with platform body using the long wheelbase.
There will also be a more upmarket Caravelle version designed for executive travel like airport taxis.
The new Transporter will have a maximum payload of up to 1.33 tonnes and a towing capacity of up to 2.8 tonnes, depending on variant. This is an increase from the 2.5-tonne towing capacity of the previous Transporter.
LED headlights, LED tail light clusters, an electronic parking brake with Auto Hold function, 12-inch digital instruments (Digital Cockpit), an infotainment system (including DAB+, Apple CarPlay, Android Auto, online services and 13-inch touchscreen) are all standard along with a multifunction steering wheel, Keyless Start system, rain sensor, Lane Assist, Autonomous Emergency Braking and Dynamic Road Sign Display.
The Volkswagen Caravelle will come in four versions with an entry-level model, medium trim Life specification, and top of the range Style. There's also a PanAmericana for the more adventerous - a name that has previously been used with the Bulli van and is also a trim level on the Volkswagen Amarok pick-up truck.
Order books are now open, with first deliveries expected by the end of the year.
Production of commercial vehicles in the UK declined by 2.9% in the first half of the year, according to the latest data from the Society of Motor Manufacturers and Traders (SMMT).
A total of 56,956 vans, trucks, taxis, buses and coaches rolled off production lines between January and June, compared to the same period in 2023.
The SMMT attributed the decrease to a slowdown following a strong performance last year as the automotive industry recovered from the pandemic.
Despite the decline, overall production remains significantly higher than pre-pandemic levels, driven by increased export demand and investment in new models and technologies.
Overseas shipments of UK-built commercial vehicles rose by 3.6% to 39,168 units in the first half of the year, with the European Union accounting for the majority of exports.
However, the domestic market contracted by 14.8% over the same period.
Mike Hawes, SMMT Chief Executive, said, “While a decline in output is always disappointing, some normalisation following the CV sector’s rapid post-pandemic recovery was expected. The sector remains in good health with strong global demand for high quality British-built CVs and plants ramping up EV production to meet current and future needs. However, the sector will not rest on its laurels and will work with the new government to deliver the favourable industrial, trade and market conditions that are essential if manufacturers are to drive economic growth and decarbonisation in every part of the country.”
Industry forecasts predict a gradual increase in commercial vehicle production in the coming years, with the potential to exceed 130,000 units by 2030.
Recent figures, also released by the SMMT, show that For continues to lead the way for van registrations with the Ford Transit Custom maintaining its position as the most popular van on sale in Britain today. Ford also occupies second position with the Ford Transit large van and the Ford Ranger pick-up truck the third most popular commerical vehicle on British roads.
The year-to-date market figures also show that registrations of new BEV vans is down 0.5% compared to last year. So far registrations are at 4.7%, compared to 5.2% last year.
Orders are now open for the Renault Trafic E-Tech, the medium-sized electric van, with prices starting from £34,500 plus VAT (after the government's Plug-in Van Grant). First deliveries are expected in September 2024, giving businesses a zero-emission option for their fleets.
See our list of the best medium electric vans
The Trafic E-Tech comes in three body styles, including a high-roof version that provides additional cargo space. It joins Renault's existing electric van range, offering a suitable electric option for businesses of all sizes.
The new electric Trafic offers two body lengths and two roof heights, providing a cargo capacity range of 5.8 cubic metres to 8.9 cubic metres.
The long-wheelbase version can accommodate loads up to 4.15m long and a maximum payload of 1222kg. The Renault Trafic E-Tech also have a towing capacity of up to 920kg.
Inside the cabin, there's up to 88-litres of storage space with a "mobile office" feature that provides a dedicated workspace within the van.
With a 52kWh battery, the Trafic E-Tech has a WLTP-rated driving range of up to 186 miles on a single charge. The battery can be fast-charged using a 50kW DC charger, which can charge the battery from empty to full in around an hour.
The Trafic E-Tech comes with an 8-inch touchscreen infotainment system with smartphone compatibility at standard, as well as LED headlights, electric mirrors, parking sensors, cruise control, and numerous other safety features.
There's also a height-adjustable driver's seat and air conditioningm while options include climate control, heated seats, a 360-degree parking camera, and various other advanced driver assistance systems.
| MODEL | BASIC PRICE | VAT | RETAIL PRICE | PiVG | BASIC PRICE AFTER PiVG | RETAIL AFTER PiVG | OTR CHARGES | OTR AFTER PiVG |
| SL30 E-Tech Advance | £39,500 | £7,900 | £47,000 | £5,000 | £34,500 | £42,400 | £755 | £43,155 |
| LL30 E-Tech Advance | £40,250 | £8,050 | £48,300 | £5,000 | £35,250 | £43,300 | £755 | £44,055 |
| LH30 E-Tech Advance | £41,250 | £8,250 | £49,500 | £5,000 | £36,250 | £44,500 | £755 | £45,255 |
It's been 70 years since the Volkswagen Transporter first arrived in the UK, making it's public debut at the Commercial Motor Show at Earl's Court, in 1954.
Six generations later, the Transporter is now about to get its seventh generation when it is revealed at the IAA Hannover trade show in September. The newest version will share a platform with the Ford Transit Custom - the first time the VW Transporter has paired up with a partner.
It will get distinctive Volkswagen styling on the inside and out, but will share the same range of engines inlcuding plug-in hybrid and a full battery electric vehicle version.
Since first arriving, the Transporter has sold more than 13 million units across the world and has grown from just 786 UK sales in 1954, to a whopping 17,521 in 2023.
The most recent update was to the Volkswagen Transporter T6.1, launched in 2019, which got a new dashboard, improved connectivity and under went a facelift with updated headlights and grille.
Here's a brief history of the rest of the VW Transporter range.
T1: 1950 to 1967
Revealed as a hand-built panel van prototype in 1949, the T1 eventually launched as a rear-engine panel van, passenger van and eight-seat vehicle. The engine and gearbox came from the Volkswagen Beetle and it offered a maximum payload of 750kg. In 1951, the iconic "Samba" model was revealed with all-round windows and folding sunroof, and a year later a pick-up version was unveiled. Production moved from Wolfsburg to Hanover in 1956, with some models built in Brazil. By 1967, around 1.9 million people had purchased the T1 with its "splittie" windscreen, making it a global success.
T2: 1967 to 1979
With the T1 forging its name as something of a cultural icon during the swinging sixties era, the successor had a lot to live up to. The T2 took the design and utility of the van forward with a new front end and air intake grille. A sliding door was now standard, and the pop-up roof camper version became an instant hit with globetrotters. In 1972, the T2 went electric with a zero-emission version available to buy. During its run, 2.14 million vehicles were built at the Hanover plant. Production continued until 2013 at the Volkswagen plant in Sao Paulo.
T3: 1979 to 1992
The T3 took the famous vehicle into the modern era with a wider body offering, more passenger and cargo space and improved safety. A flat engine, available in diesel, was introduced adding to the spaciousness while a new chassis offered car-like handling. In 1985, a raft of innovations were added: catalytic converters, turbochargers and all-wheel drive, while the California and Caravelle became popular. In total, 1.3 million T3s were made in Hanover.
T4: 1990 to 2003
This generation marked a technical revolution with Volkswagen Commercial Vehicles making the T4 front-engine and front-wheel drive for the first time. With this came a new design, longer front end, new suspension, more varied engine choice and even better handling. The Transporter was also available in two wheelbases for the first time. Following a 1996 mid-model refresh, the T4 was phased out in 2003 having sold 1.9 million models across the range, which had grown to feature the panel van, kombi, double cab, pickup and chassis with single and double cab, Caravelle, Multivan and California.
T5: 2003 to 2015
The T5 was an evolution of exterior design with greater focus placed on the interior and the driver's workplace as well as a variety of petrol and diesel engines and an all-wheel drive system. The California was built in Hanover for the first time, while Caravelle and Multivan continued to be popular choices alongside a number of limited-edition models. In total, 1.65 million T5s were produced.
T6 / T6.1: 2015 to 2019 / 2019 to present
New engines, intelligent driver assistance systems, new infotainment and a front-end redesign have defined the modern T6 era - while the two-tone paint scheme serves as a nod to the original model. In 2019, Volkswagen Commercial Vehicles brought the iconic van into the digital age with a new dashboard design, a raft of technology and connectivity updates as well as a new power steering system and additional efficient, clean turbodiesels.
Citroen has released a new add-on for the Ami enabling anyone to convert their existing vehicle into a van.
When the Citroen Ami was first launched it the commercial vehicle version was a specific option on the price list. The Citroen Ami Cargo got a separate plastic partition instead of the passenger seat.
Now, Citroen has added a new commercial vehicle (or Ami Cargo) option pack to convert your existing Citroen Ami two-seater passenger car into an Ami electric van.
The new My Ami Cargo Kit module is offered as a retrofit accessory, replacing the Citroen My Ami Cargo version on the price list.
It’s now possible to switch the Ami into a cargo configuration (or back) in just five minutes.
The new Cargo van kit protects the second seat with two vertical panels to separate driver and passenger areas and four additional panels to create a practical loading surface. Items can be secured under a restraining net.
Citroen says the kit supports up to 200 litres under the net and has a total volume of 340 litres.
All of the Ami Cargo conversion kit also can be folded and stored behind the driver’s seat. That will allow you to quickly revert back to a two seater passenger car should you need.
The My Ami Cargo Kit is available to order immediately from the Citroën Online Store or from the Citroën retailer network priced at £259 (inc VAT).
Also relaunched is a new version of the regular Ami.
The range will now get a high-end My Ami Peps model that adds the 'best bits' from the Pop and Tonic models.
The Ami range will now start with the entry-level Ami and mid-range My Ami Orange, Grey, or Blue, finishing with the My Ami Peps which gets a black graphic band with yellow decals, black headlight rims, a rear spoiler, wheel covers, rear quarter graphics, and lower door decals.
On the inside, the My Ami Peps gets a smartphone clip, orange-banded door nets, a central separation luggage net, a yellow bag hook, and three orange storage bins.
There's also orange straps and floor mat stitching.
The biggest change, however, is that the Citroen Ami Peps changes its standard colour from the grey-blue of the current model to a more green-brown colour called Night Sepia.
UK commercial vehicle manufacturing levels have fallen in May, marking the third consecutive monthly drop.
The Society of Motor Manufacturers and Traders (SMMT) reported manufacturing was down by -59.3%. The drop is thought to be due to temporary supply chain issues which impacted the number of vehicles produced.
In May, 4,400 vans, trucks, taxis, buses and coaches were manufactured.
Last May commercial vehicle manufacturing experienced a strong production month, marking the best performance since 2008. This was in response to a post Covid boom in demand and a backlog of orders which were significantly delayed as a result of supply chain disruptions due to the pandemic.
Vehicles manufactured for export made up two thirds of production in May at 68.8%. However, numbers on this front were also significantly down by -61.9% to 3,027 units.
The majority of these exports were supplied into the EU, accounting for 95.9% of exports. For the domestic market 1373 units were produced, a decline of -52.2%.
The results from the fifth month of the year now show commercial vehicle production is down for 2024 -3.2% to 45,439 units. This equates to a loss of 1,492 units. Despite a low month overall, this hasn’t dented year-to-date export figures. For 2024, exports are up by 5.9% to 31,688 units and seven in 10 commercial vehicles produced here are supplied to other countries.
Manufacturing to supply the domestic market shows a dip for this year so far. Output has declined by -19.1% which amounts to 13,751 units produced. As supply chain issues are resolved manufacturing is expected to pick up as the year progresses.
Mike Hawes, SMMT chief executive, said: “Commercial vehicle production has gone from strength to strength over the last year, driven by increasing demand at home and abroad. The recent downturn is obviously disappointing, but is temporary and, as supply chain disruptions are resolved, output should be back on track."
"With the general election now less than a week away, the next government must ensure we have the conditions necessary for growth which means maintaining favourable market conditions, improving the competitiveness of UK manufacturing and ensuring trade flows are as free and fair as possible.”
Last month (June), Stellantis UK group MD, Maria Grazia Davino warned that production at sites for electric vans in Ellesmere Port and Luton could be halted if government did not do more to promote zero emission vehicles.
UK van emissions have risen despite a growth in the number of electric vehicles on the roads.
A new study by Transport & Environment (T&E) shows van emissions in the UK have increased by 63% since 1990, contrasting with a 19% decrease in emissions from cars and taxis during the same period.
The rise in van emissions is attributed to a significant increase in the number of vans on the road, with over a million added since 2014. The majoirty of new vans added to the vehicle parque are primarily diesel-powered.
The UK government's Zero Emission Vehicle (ZEV) mandate, launched in January 2024, aims to address this by requiring a growing percentage of new van sales to be zero-emission. However, the current uptake of electric vans in the UK lags behind other European nations.
Ralph Palmer, UK Electric Vehicle and Fleets Officer at Transport and Environment, said: “The continued rise in van emissions in the UK is alarming. Despite the push for more electric vans on our roads, we are still witnessing a surge in greenhouse gas emissions from vans as a result of sustained sales of diesel vans, countering trends we are seeing in the car market. "
Palmer added: "The ZEV mandate introduced this year is an important step to increasing the supply of electric vans to the UK, but it’s clear that more action is needed to boost electric van demand among fleets to ensure we achieve the triple-win of tackling emissions, reducing running costs for small businesses, and boosting energy security."
"The new Government should bring forward plans for stronger financial support and action to improve the nation's charging infrastructure for van drivers to ensure the UK doesn’t continue to fall behind other European countries,” he continued.
A separate survey by Clean Cities indicates public support for stricter measures to tackle emissions. Nearly half of those surveyed believe the financial burden of climate action should fall on businesses, and over half support additional charges on deliveries to fund clean air initiatives.
Clean Cities is launching the Clean Cargo Capital campaign, aiming to transform Central London into a hub for zero-emission deliveries. T&E is calling for the next UK government to introduce financial incentives and improve charging infrastructure to encourage wider adoption of electric vans.
Oliver Lord, UK Head of Clean Cities, said, “There’s no way we’ll clean our air and hit our climate goals unless we do more to help businesses switch away from polluting diesel vans, which are increasing in record numbers. The share of electric vans sold in the Netherlands is twice that in the UK, which is no doubt driven by Dutch cities introducing zero emission zones for delivery and goods vehicles next year."
"Newly elected mayors and a new government offers an opportunity for the UK to get fired up and do everything it can to boost electric van sales. With greater regulatory ambition, better incentives and continued support for small businesses, there is every possibility that London could become the clean cargo capital of the world,” Lord said.
Stellantis electric van production site could be at risk, according to Stellantis UK group MD, Maria Grazia Davino.
Ellesmere Port is currently an electrification hub for production of the Citroen E-Berlingo, Fiat E-Doblo, Peugeot E-Partner and Vauxhall Combo Electric.
Speaking at the Society of Motor Manufacturers and Traders (SMMT) annual summit, Davino said the site near Liverpool as well as Vauxhall’s factory in Luton could be in jeopardy if more wasn’t done by government to increase demand for zero emission vehicles.
The decision to halt production at one or both sites could come as soon as a year.
Davino said: “Stellantis UK does not stop, but Stellantis production in the UK could stop.”
Electric van production is due to start in Luton next year when it will make the medium sized electric vans in the group which include the Citroen E-Dispatch, Fiat E-Scudo, Peugeot E-Expert and Vauxhall Vivaro Electric.
“We have undertaken big investments in Ellesmere Port and in Luton, with more to come. If this market becomes hostile to us, we will enter an evaluation for producing elsewhere,” Davino explained.
The UK government has set a goal to ban sales of new petrol and diesel cars by 2035 - initially their plan was to introduce the ban in 2030.
With all parties currently on the campaign trail ahead of the 4 July general election, key climate change messages and how future governments will tackle them have become an important manifesto element.
Increasing threats from the EU to impose tariffs on Chinese built vehicles is also causing unrest in the industry.
After an EU indication that costly tariffs could be imposed on Chinese manufacturers - that would include Maxus and models including the recently launched Maxus eDeliver 5 and Maxus eDeliver 7 - several European manufacturers chastised the idea, including global Stellantis boss Carlos Tavares.
