The Sands of time T
estimated 1,753 charge points for electric cars.
With 2,555 less than London, Wales had the least amount of charge points available at 429.
According to the RAC Foundation, the UK charge point network is “not attractive to use”. Since June 2017, a staggering 13 per cent of charging points did not work, which equates to around 900 less charge points available to electric vehicle users.
Consequently, 80 per cent of EV owners have access to home charging points according to charging point locator Zap-Map. With a government grant, home-charging points cost about £300 to install, while several electric car manufacturers provide them as part of the sales package.
But what about the people who do not always have access to off street parking? In outer London, 35 per cent of households have no off-street parking available to charge an EV, and inside London, the number almost doubles to 63 per cent.
In the survey, Click4Reg asked electric vehicle owners questions ranging from how happy they were with their electric vehicle, to how impressed they were with the supply and demand of public charge points.
A total of 91 per cent were happy with their electric vehicle and wouldn’t consider going back to a conventional model. But 96 per cent of electric vehicle owners were dissatisfied with public charge points.
With 88 per cent of those questioned saying the public charging points are too unreliable, being either broken, or have cars using them as parking spaces etc. this whole question causes great concern. HE old saying cheap and cheerful isn’t often applied to cars these days, but then there’s a brand like Dacia.
One of the cheapest cars you can buy new is the Dacia Sandero five door hatchback, with prices starting at just £6,000.
Now of course, as you might expect, you don’t get much kit in that basic model, but if that doesn’t worry you, well carry on.
The Sandero is based on the last model Renault Clio and built in Romania, where wage costs are lower.
The company is owned by Renault and uses its range of smaller engines, so the diesel is the 1.5 unit used in the Clio, with 90bhp on tap.
It’s more expensive than the petrol models and although it is capable of 60+mpg in real driving, people who only cover low to middling mileages are likely to be better off buying the petrols.
Earlier models had a 1.2 with 75bhp and a turbo version of the same unit with 90, but these were replaced by a three cylinder 1.0-litre with the same outputs.
The turbos are the quickest in the range and reasonable fun to drive.
The 1.2 has an official average of 48mpg, while the 1.0-litre is rated at 54 and the turbo at 56. The turbo makes the 60 sprint in 10.7 seconds compared to the non-turbo’s 13.7.
The petrol engines are smooth if a little noisy, but the diesel is a little more agricultural than when it’s used in the Clio.
Of course, you would not expect such a reasonable car to be as nimble as the latest top superminis like the Skoda Fabia, but nonetheless, there’s not too much roll in the corners and it grips well.
The uncommunicative steering lets things down a bit, but if you’re thinking of a car like this, you’re likely to want something that’s A to B reliable rather than something that’s fun to drive.
However, it is comfortable – something that most of us want – and in this, could give a few lessons in the supermini class!
The boot is a good size compared to rivals, and all models come with a splitfolding back seat to increase that.
Even higher-spec Sanderos still feel on the cheap side with plemty of hard plastic around the interior. But it does feel well-built and strong.
Three trim levels start with Access, which has very little equipment but it does come with four airbags and traction control.
The mid-range Ambience includes a touchscreen for a mulitmedia system, remote locking and electric front windows, while the top Laureate adds air con, electric mirrors, cruise control and a height adjustable driver’s seat.
Pay about £3,000 for a ’13 13-reg Access 1.2 75bhp, or £4,750 for a ’15 15reg Laureate 1.0-litre 90bhp.