The news of Quentin Willson’s passing has really saddened me this weekend. He was one of the people who sparked my interest in cars when I was growing up. I spent so many hours watching him on Top Gear and later on Fifth Gear. He explained things in a calm, clear way that made you feel like you were learning from someone who genuinely loved good cars and good engineering.
As the years went on and I started working in the motor trade, I had the pleasure of meeting him a couple of times at fleet and industry events. He was exactly as you would hope. Warm, knowledgeable and always ready to talk about where the industry was heading. Those short conversations stayed with me because they reminded me why I fell in love with this world in the first place.
More recently I saw him speaking at EV summits and at the London to Brighton EV Rally here in Brighton. His passion for the shift to electric vehicles was clear. He pushed for progress and cleaner transport, but always with a practical view of what drivers actually need.
Quentin shaped my interest in cars long before I picked up a camera or started writing reviews. To then meet him in person and feel that same enthusiasm first hand was something I’ll always remember.
He leaves a real legacy in broadcasting, consumer advice and the wider EV movement. My thoughts are with his family, friends and everyone in the automotive world who learned from him over the years.
A genuine car person who made a lasting difference.
As the UK sees record numbers of drivers shifting from petrol and diesel to electric vehicles (EVs), the government is exploring a new “pay-per-mile” tax model for EVs. The move comes amid shrinking fuel duty revenues (currently 52.95p per litre) and questions around how the tax system should evolve to reflect growing EV uptake.
What’s being proposed for EV road tax?
According to media reports, a scheme is under consideration that would see EV owners paying around 3p per mile driven, from approximately 2028. The aim is to plug the drop in fuel duty income as more motorists go electric. Reports say the government is consulting on the idea ahead of the Chancellor’s autumn budget.
At the same time, the previously exempt status of EVs for vehicle excise duty (VED) has ended. From 1 April 2025, most electric cars registered on or after 1 April 2025 pay a first-year VED of £10, then £195 annually from year two.
EVs with a list price over £40,000 at new registration also incur the “expensive car supplement” (often £425 per year for five years) on top of the standard VED.
How could this affect EV drivers?
Here’s an example to illustrate:
A new EV priced under £40,000. Under current rules you pay VED of £10 in year one (if registered April 2025 onwards), then £195 from year two.
If you drive 10,000 miles a year and the 3p-per-mile tax applies, that adds £300 on top of VED = £495 total.
For EVs costing over £40,000, you also add the luxury supplement (c. £425) which could push annual tax toward ~£620 or more. Even with these extra costs, EV running costs remain lower than internal-combustion engine (ICE) cars for many drivers—especially those charging at home. But for people who rely heavily on public charging, the balance could tighten.
Why is the government considering this?
Fuel duty income is in decline. As more drivers switch to EVs, tax revenue from petrol/diesel falls. The pay-per-mile model is seen as a way to make sure all road users contribute toward road infrastructure.
The government states the intention is to create a “fairer system” so EV drivers also contribute, since fuel duty doesn’t apply to electric energy.
Public sentiment: research indicates growing support for the idea that EV owners should pay VED or related contributions. For example, around 69% of UK drivers agreed EV drivers should pay VED.
What’s the industry response?
Society of Motor Manufacturers and Traders (SMMT) and other car-industry bodies warn that a rushed introduction of a per-mile tax could undermine the EV transition.
The AA says the government must tread carefully so that EV tax policy doesn’t act like a “poll tax on wheels”.
Some industry voices emphasise that government focus should remain on boosting charging infrastructure and maintaining incentives, rather than adding new costs to drivers.
Key things to watch for EV buyers and leasers
Check the registration date of your EV. Cars registered on/after 1 April 2025 have the new VED-and-supplement rules.
For models costing over £40,000 when new, budget for the expensive-car supplement in your running cost calculations.
Consider how you charge your car; home charging is still likely the most cost-effective; public charging combined with higher tax/charging-costs could reduce your savings.
If a per-mile tax is introduced in 2028, your annual running cost may rise. Factor this into leasing or purchase decisions.
Stay updated: the details still need to be finalised (how the mileage is monitored, triggers, exemptions, etc.).
What this means for “EV road tax” searches
If you’re looking for information on EV road tax UK, electric vehicle tax UK, or pay-per-mile EV tax, this is the current landscape:
Electric cars are no longer exempt from VED.
Standard EV VED: £195 per year (for most cars registered since April 2025 or between April 2017 and March 2025).
First year rate (for cars registered 1 April 2025 onwards): £10.
Cars over £40,000 list price carry extra annual tax for five years.
Proposed pay-per-mile tax may overlay the above from 2028, adding additional cost for EV drivers.
Final word
The shift in road tax policy means owning an EV will no longer mean zero tax. But for many drivers, EVs will still be cheaper to run than petrol or diesel. The looming pay-per-mile proposal is a signal: when you pick your next EV, consider first-year tax, annual VED, list price thresholds, how you charge, and potential future mileage-based charges.
If you’re thinking of buying or leasing an EV, it’s wise to build these costs into your decision now.
Futuristic looks. Smooth and quiet. Packed with tech. But a bit soft to drive. The Kia EV3 might look like a box on wheels, yet it delivers one of the most usable small EV experiences on the road today.
Headline Numbers
Price: £33,000–£43,840
Trims: Air, GT-Line, GT-Line S
Battery: 58.3kWh or 81.4kWh
Range: 270–375 miles (realistic)
Motor: 201bhp single motor, FWD
Charging: 128kW DC (10–80% in ~30 mins)
Boot: 460 litres (+25L frunk)
Availability: On sale now
First Look
Having worked in a Kia dealer group when the EV6 first launched, I was excited to get behind the wheel of the new EV3. My first electric car was a Kia Soul EV, square, quirky, and surprisingly fun. The EV3 carries that same boxy DNA, but this one feels more futuristic and grown-up. Think EV6 meets concept car.
It’s bold, clean, and definitely stands out. Some will love it. Some will think it’s a little too “appliance-shaped.” I found it charmingly different.
Design & Cabin
The EV3’s styling is sharp and futuristic, with vertical LEDs and chunky wheel arches. Inside, it’s minimalist and light. The triple-screen setup dominates the dash, two 12.3-inch displays plus a smaller climate control screen that’s always visible.
The materials feel solid and well-fitted, though not quite premium in places. The GT-Line S trim I drove had ventilated and heated seats, a heated steering wheel, and a panoramic head-up display that even displayed turn-by-turn directions from Apple CarPlay, a rare and very welcome touch.
Space & Practicality
Despite its compact footprint, the EV3 feels roomy. Rear legroom is decent even for adults, and the 460-litre boot is bigger than most rivals like the Volvo EX30 and Cupra Born. There’s also a small 25-litre frunk for cables.
The adjustable boot floor helps create a flat loading space, although it comes at the expense of some depth.
On the Road
The EV3 is smooth and comfortable, ideal for commuting or longer motorway runs. The steering is light, and visibility is excellent. That said, it’s not the sportiest drive. Even in Sport mode, the steering feels slightly floaty and disconnected. The soft suspension prioritises comfort over cornering precision, so don’t expect it to thrill you on a twisty road.
The 201bhp motor delivers decent punch, with 0–62mph in around 7.7 seconds. It’s front-wheel drive only for now, and traction feels fine in most conditions.
Noise levels are impressively low, and adaptive cruise control works well, one of the better systems at this price point.
Range & Charging
I found Kia’s range estimates refreshingly realistic. The larger 81.4kWh battery version claims up to 375 miles, and in mixed driving, the figure stayed close to that.
Charging is competitive: 10–80% in about 30 minutes at 128kW. Home charging takes roughly 12 hours on a 7kW wallbox.
A heat pump is only available on the top GT-Line S, which is a pity given its effect on winter range, but with this much efficiency, it’s not a deal-breaker.
Trims & Pricing (Buying Tips)
Air (£33k–£36k): 17-inch wheels, heated seats and wheel, adaptive cruise, dual 12.3” screens.
GT-Line S (£43k): Adds heat pump, ventilated front seats, rear heated seats, Harman Kardon sound, 360° camera, and HUD.
For most drivers, the GT-Line hits the sweet spot: comfort, range, and features; without breaching the £40k luxury car tax threshold.
Rivals
Volvo EX30: Sharper to drive, smaller boot.
Skoda Elroq: More space, less range.
Cupra Born: Sportier, but feels smaller.
Renault Megane E-Tech: Stylish, pricier for less kit.
The Kia EV3 sits right in the middle, practical, efficient, and tech-rich.
Safety & Ownership
Euro NCAP: 4 stars (5 with Safety Pack).
Kia’s 7-year / 100,000-mile warranty still sets the benchmark.
Standard safety kit includes adaptive cruise, lane keep assist, blind-spot view monitor, and rear cross-traffic alert.
There are a few too many “bongs” and alerts, but you can thankfully mute most with one long press of the steering wheel’s volume knob.
Who Should Buy or Lease
Perfect for small families, commuters, and anyone wanting a premium-feeling EV. It’s easy to live with, spacious, and built by the UK’s 3rd best selling brand of 2025 (as of October).
If you’re thinking about switching to electric, the Kia EV3 is available through Rivervale, personal, business, and salary sacrifice options available.
Ease of Use: How simple the cockpit is. Buttons vs touch. Clear menus. Good ergonomics.
Space and Practicality: Boot size, rear room, storage, access, visibility.
Running Costs: Real world range, charging speed, fuel use, tax, servicing.
Build Quality: Materials, fit and finish, how solid it feels inside.
Value for Money: How much car you get for the price.
Summary
The Kia EV3 might look like a box on wheels, but it’s a clever one. It’s not the most exciting EV to drive, yet it’s calm, comfortable, and cleverly packaged. For most UK buyers, that’s exactly what matters.
“A great all-rounder with real-world range, comfort, and usability. The EV3 shows just how far Kia’s come.”
Quick take: Geely’s first UK-badged EV lands with calm road manners, loads of rear space and kit that would embarrass pricier rivals. I had early workshop access before Geely committed to the UK, drove it ahead of the main media drives, interviewed the Product Manager, then attended the UK launch at Magazine London on 23 October. Here’s what it’s like to live with & whether you should lease or buy one.
Headline numbers
Price from: £31,990 OTR
Trims: SE, Pro, Max
Battery: 60.2 kWh usable (LFP)
WLTP range: 255 to 267 miles
Powertrain: 160 kW FWD, 0 to 62 mph in 6.9 s
Charging: 11 kW AC, up to 160 kW DC
Boot: 302–410 litres in standard positions, up to 461 litres with underfloor area
Availability: UK orders open.
First look and early access
I filmed with the EX5 before UK release. At the time I said, “I’m here today with something so brand new that it hasn’t even been released in the UK yet. This is the all-new Geely EX5.” That early workshop gave me a proper feel for the cabin quality and the UK chassis tune. The value story was obvious from the start. I then attended the official UK reveal at Magazine London on 23 October and saw the final spec and pricing confirmed.
A chat with James, Product Manager
I interviewed James, Geely’s Product Manager, to understand the strategy.
Why the EX5 first? It is Geely Auto’s first true global product and a mid-size SUV hits the biggest pool of buyers.
Energy focus: Launch efforts concentrate on new energy models. Battery electric first, with plug-in hybrid and hybrid in the wider plan.
One battery for now: 60.2 kWh usable across SE, Pro and Max.
Range by trim: SE 267 miles, Pro 258 miles, Max 255 miles.
Charging target: About 30 to 80 percent in roughly 20 minutes on a good 150 kW DC charger.
Retail footprint: Dealer sign-ups are underway with a national map rolling out.
That aligns with what I felt from the wheel. A simple range, keen prices, strong kit, and a use-case built around real families doing real miles.
Design and cabin
The EX5 is neat and unfussy outside. In person the Jade Green launch colour pops. The 19 inch wheels on Max suit the arches and the full-width rear light bar gives a clean signature.
Inside is the headline act.
Look and feel: Padded surfaces, tidy stitching, and tasteful trims. It feels a step above the price.
Screens: 15.4 inch centre display and 10.2 inch driver cluster, plus a head-up display on Max.
Controls: A rotary controller handles volume and assignable functions. Set your climate, heated seats and regen shortcuts on day one.
Audio: The 16-speaker FlyMe system with headrest speakers on Max is seriously impressive for a standard fit.
Clever storage: The rear under-seat drawer is brilliant for snacks, cables and kids’ bits.
From my notes while driving: “The sound dampening is strong. There is very little wind noise and very little tyre roar. It feels robust and well put together.”
Space and practicality
Rear room: Excellent leg room thanks to the flat floor. I am close to six foot and had space to spare behind a tall driver.
Boot: 302 to 410 litres in typical setups, 461 litres counting the deep underfloor well. Height-adjustable floor helps keep loads flat.
Roof rails: Ready for bike racks or a roof box.
Family touches: Two ISOFIX points, big door bins, rear USB-A and USB-C, cupholders and that 14-litre drawer.
If you need the very biggest boot, some rivals go larger. If you want generous people space, the EX5 is up there with the best at this money.
On the road
Lotus Engineering supported the UK tune and you can feel it on broken B-roads. The EX5 aims for confidence and calm, not lap times.
Performance: 215 hp at the front wheels, 0 to 62 mph in 6.9 seconds.
Drive modes: Eco, Comfort and Sport. I found steering best in Normal. Sport sharpens the throttle but the core setup is comfort-led.
Ride and refinement: Composed at town speeds and settled on the motorway. A touch firm over sharp edges on 19s, which is par for the class.
Regen: Three levels plus an adaptive mode. No full one-pedal to a stop, so you still brush the brakes at the end.
From my drive log: “It feels extremely smooth. Very solid. Steering could be a little tighter and suspension a tad firmer. Tight turning circle for car parks and city streets. Good mirrors and visibility. The indicator sounds pan left or right with the signal. Small thing. It makes the car feel considered.”
Range and charging
Realistic numbers and a simple routine.
WLTP:255–267 miles depending on trim and wheel size.
Real world: Expect mid-200s in mixed UK use. Cold motorway runs will bring that down. I used about the same winter drop I have seen on similar EVs, roughly 20–30 miles depending on conditions.
Home AC: Up to 11 kW. A 7 kW wallbox will comfortably do 10–100 percent overnight.
Public DC: Up to 160 kW. I targeted 30–80 percent in the 20–30 minute window on strong chargers once the pack was warm.
Extras: Vehicle-to-Load for powering devices. Useful on trips and at events.
Geely EX5 Pricing and Specification
Geely EX5 SE | £31,990
Heated seats and wheel
360 camera
18 inch alloys
keyless entry
wireless Apple CarPlay
comprehensive safety kit
Geely EX5Pro | £33,990
19 inch wheels and extra interior colours
Geely EX5Max | £36,990
Head-up display
panoramic sunroof
powered tailgate
massaging and ventilated front seats
ambient lighting
premium audio with headrest speakers
My tip: either go SE for best value or jump to Max because the comfort kit is huge for the money. Pro makes less sense for most buyers.
Rivals to consider
Skoda Elroq: Bigger boot and a very polished drive. You will pay more like-for-like on spec.
Tesla Model Y: Larger, more range with Long Range, excellent charging ecosystem. Higher monthly.
BYD Atto 3: Strong value and range options. EX5 cabin feels more grown-up and the rear space is superb.
The EX5 wins on equipment per pound and everyday cabin comfort. Some rivals offer longer range or more boot litres.
Safety and ownership
Euro NCAP: Five stars, strong scores across the board.
Warranty: Eight years or 125,000 miles on vehicle and battery.
Company car: Low BIK, attractive salary sacrifice math.
Dealer network: Rolling out nationwide.
As with any new UK-badged brand, long-term reliability will take time to prove, but Geely engineering is already familiar here through Volvo, Polestar, Lotus, Smart and LEVC.
Who should buy or lease the EX5
Families who want calm road manners, lots of rear leg room and real kit value.
High-mileage drivers who prefer quiet comfort over sharp handling.
Company drivers and salary sacrifice users who want low BIK, a premium-feeling cabin and fixed monthly costs.
From my video: “If you want an SUV that is sporty and track-ready, this is not the car. If you want smooth, quiet and comfortable miles with brilliant toys, this fits.”
Leasing the Geely EX5
Leasing keeps costs predictable and hands depreciation back to the funder. It works especially well here because the EX5’s spec is strong even at SE.
Personal and business terms
Maintenance options
Nationwide delivery
Salary sacrifice support
Ready to explore monthly costs? Rivervale can quote the EX5 across SE, Pro and Max with the right mileage and term for you.
Verdict
Geely EX5
Ben Freakley
Performance: How quick it feels day to day. Power, throttle response and smoothness.
Handling: How it corners and how stable it feels on different roads.
Comfort: Ride quality, seating, refinement and road noise.
Ease of Use: How simple the cockpit is. Buttons vs touch. Clear menus. Good ergonomics.
Space and Practicality: Boot size, rear room, storage, access, visibility.
Running Costs: Real world range, charging speed, fuel use, tax, servicing.
Build Quality: Materials, fit and finish, how solid it feels inside.
Value for Money: How much car you get for the price.
Summary
The Geely EX5 does exactly what most families want at a price that undercuts a lot of the class. It is quiet, roomy in the rear, simple to charge and packed with kit that makes daily life nicer. I have followed it from early workshop previews, through my pre-launch drive, to the UK reveal. The car stayed true to that original pitch.
4.3
FAQs
Is the Geely EX5 on sale in the UK yet?
Yes, the car officially went on sale in the UK on 23 October 2025. You can buy, finance with traditional PCP or HP through a Geely dealer, or lease one from a broker like Rivervale.
How much does the Geely EX5 cost in the UK?
Pricing starts from £31,990 for the SE spec, but the Max spec which offers the most popular options comes in at £36,990 on the road.
What range will I realistically get from the EX5?
Officially it quotes between 255-267 miles WLTP, but expect somewhere between 220-250 with day-to-day driving.
How long does the Geely EX5 take to charge?
Up to 160 kW DC. Plan 30–80 percent in roughly 20–30 minutes on a strong rapid charger once warm.
Which trim/spec level should I choose?
SE for value. Max if you want the big comfort kit. Pro is the least compelling step.
Can you lease a Geely EX5 and is it available on Salary Sacrifice?
Yes. Personal and business leasing available now, plus salary sacrifice options at Rivervale who offer free nationwide delivery.
Ben Talks Auto is a place for straightforward car advice, quick reviews and honest opinions. I’m just getting everything ready behind the scenes and hope to launch the full site at the start of 2026.
I’ve worked in the motor trade since I was 14, from helping out at a dealership to leading marketing for a major dealer groups and leasing companies. I’ve seen both sides of the industry and know how confusing it can be to choose a car, compare funding options or make sense of the tech, brands like to shout about.
Earlier this year I started filming car reviews and found I enjoyed every part of it. My goal with this site is simple. Keep things clear, useful and easy to follow. No jargon. No fuss.
When the site goes live you can expect:
• Quick reviews and first impressions • In depth guides to help you choose the right car • Clear explanations of finance choices • Simple breakdowns of complicated tech • Tips based on real daily use
The aim is to make the world of cars feel less overwhelming for anyone thinking about their next car or just wanting honest advice.
