The last few months have made one thing very clear: ClearWatt is being adopted across more parts of the EV market than ever before.

On the consumer side, we have launched partnerships with Zapmap and Zoom EV, helping more drivers access ClearWatt’s battery health and real-world EV performance tools through platforms drivers already use and trust. Across the retail market, adoption of our hardware-enabled EV testing and reporting continues to build, with new dealer groups coming on board regularly, including Car360, one of the UK’s most EV-focused retailers, and a 40+ location AM20 dealer group. These sit alongside a growing portfolio of franchise dealer groups, car supermarkets and independent EV specialists now using ClearWatt, reflecting broad acceptance right across the retail market. Beyond conventional vehicle retail, we are also working with recell.store to support battery health testing in salvage and second-life battery use cases, where better evidence around battery condition can help unlock more value from EV batteries beyond the first life of the vehicle.

That range of activity is exciting because it shows the breadth of the business we have been building from day one.

ClearWatt is often described as a battery health app, and that is still an important part of what we do, but it is only one expression of a broader capability. At its core, ClearWatt turns EV data into practical answers that help people buy, sell, value, manage and understand electric vehicles with more confidence.

That matters because EVs are data-rich assets, but the market does not need more raw data. Consumers, retailers, platforms, finance providers, insurers, fleet operators and specialist battery businesses all need something more useful: trusted evidence, interpreted properly, and presented in a way that supports a real decision.

The same need appears in different places

The used EV market is still working through a confidence gap.

A driver might worry that their car is not delivering the range it should. A buyer might hesitate over a used EV because they do not know how to judge the battery. A dealer might be unsure how to appraise, price or explain an electric vehicle on the forecourt. A marketplace might want better information on a listing. A finance or insurance provider might want clearer visibility of the asset. A salvage or second-life operator might need to understand whether a battery still has useful value.

Those may sound like different problems, but they are all versions of the same underlying question: 

Mileage, age and service history still matter, but they do not tell the whole story. Dashboard range is often misunderstood, and can move around because of temperature, driving style, route, tyres, recent usage and software behaviour. Battery data can be difficult to access, inconsistent between manufacturers and easy to overinterpret when taken out of context. Even when useful data exists, most people do not want a stream of numbers; they want to know what those numbers mean.

We collect, analyse and interpret EV data from different sources, including connected vehicle data, real-world driving and charging behaviour, diagnostic reads where appropriate, vehicle configuration and model-level expectations. Not every use case needs every data source, but the principle is the same: stronger evidence leads to better answers.

For drivers, it means understanding their own EV

The ClearWatt app gives EV drivers a way to understand battery health, range and real-world performance without needing to become battery engineers.

Some people use the app before selling their car, because they want independent evidence that the vehicle has been assessed properly. Others use it after buying, because they want reassurance that the car is performing as expected. Some use it because they suspect there may be an issue. Others are simply curious about how their EV behaves in the real world.

One recent example shows how this can play out. A driver came to ClearWatt wanting an independent, third-party view of their car’s performance: their dealer had told them the vehicle was behaving normally, but they suspected otherwise. Our app-based assessment put clear numbers against the issues they had noticed and confirmed there was a genuine problem. We then supported them in raising it with the manufacturer, who resolved it through a software update.

“I wanted an independent third-party assessment of my car’s performance because the dealer told me the car was normal and I suspected otherwise. ClearWatt gave me an app-based assessment of the car and its performance and could put some numbers next to the issues I had noticed. Fortunately the problem was fixed by the manufacturer after a software update. ClearWatt were always very helpful and responsive, and I wouldn’t hesitate to use them again — particularly if I was buying a used electric car and wanted some reassurance around battery performance.”

That direct consumer relationship is important because it gives us a live view of the questions EV drivers are actually asking, rather than the questions the industry assumes they are asking.

One insight we are now seeing clearly through the app is that concern about EV performance is often much higher than the underlying issue rate. In recent app data, around 

 of drivers adding their EV to ClearWatt told us they were doing so because they believed there might be a problem with the car, while only around 

 of completed assessments showed a result that required further investigation.

The exact numbers will continue to develop as the dataset grows, but the pattern is important. A meaningful share of EV uncertainty is not caused by failing batteries; it is caused by the absence of clear, trusted evidence.

That does not make consumer concern irrational. EV behaviour can be difficult to interpret, and range can change significantly depending on conditions. The point is that confidence requires more than generic advice or a dashboard estimate. Sometimes the value of ClearWatt is identifying a genuine issue, but often the value is showing that a vehicle is performing normally and giving the owner the confidence to act on that evidence.

For retailers, it means better evidence at the point of sale

The same need appears in a different form for dealers.

Retailers are being asked to stock, appraise and sell vehicles where the most valuable component is also the least familiar to many buyers. That creates practical challenges. How should an EV be valued? How should battery condition be explained? What should happen if a customer asks whether the range is normal? What evidence can a sales team use to build confidence without overcomplicating the buying journey?

ClearWatt’s dealer proposition is designed to answer those questions in a way that fits the retail environment.

Depending on the vehicle and use case, that might mean a two-minute hardware-enabled spot test, an app-based assessment, a charging test, an independent drive test or a combination of methods. Some EV experts and dealer groups use ClearWatt’s diagnostic and charging tests together, because different data sources can answer different questions and provide a more complete view of the vehicle.

The output is not intended to bury retailers or customers in technical detail. It is designed to provide a clear, independent view of battery condition and real-world EV performance, with the supporting evidence needed to appraise, prepare, advertise and sell the vehicle more confidently.

That is why dealer adoption has continued to build. Retailers do not need EV testing as a theoretical exercise; they need it because it helps solve real commercial problems around valuation, sales confidence, customer education and post-sale reassurance.

For partners, it means EV intelligence inside existing journeys

Not every ClearWatt use case requires the end user to open the ClearWatt app or read a standalone report.

For platforms, marketplaces and other partners, the value is often in bringing EV intelligence into journeys that already exist. That could mean battery confidence indicators, real-world range insight, vehicle condition data, charging or usage context, or clearer explanations that help a customer make a decision at the right moment.

A marketplace may want better EV information on a listing. A consumer platform may want to help drivers understand whether their car is performing normally. A finance or insurance provider may want clearer visibility of the asset it is supporting. A fleet operator may want to understand long-term condition and usability across vehicles. A salvage or second-life operator may want evidence that helps determine whether a battery should be repaired, reused, redeployed or recycled.

In those cases, ClearWatt acts as a data and intelligence layer that can sit behind the partner’s own customer experience.

That is an important part of how the business fits together. The consumer app, dealer reports, hardware-enabled tests and partner data services are different routes to the same destination: better EV decisions, backed by better evidence.

Battery health is central to ClearWatt because it remains one of the biggest trust questions in the EV market.

But battery health should not be treated as a single isolated number with no context. A credible view of an EV depends on multiple signals, including usable capacity, voltage behaviour, cell balance, charging patterns, efficiency, temperature, software limits, vehicle configuration and real-world performance. The challenge is not simply accessing one data point; it is understanding which data matters, how reliable it is, and how it should be explained to someone making a decision.

That is the difference between raw data and useful intelligence.

The business we have been building from day one

The recent momentum across consumer partnerships, dealer adoption and second-life battery use cases is a strong validation of the ClearWatt approach.

Consumers need confidence in the EVs they own. Retailers need trusted evidence when appraising, preparing and selling used EVs. Platforms need EV intelligence that can sit naturally inside their own customer journeys. Specialist operators need reliable ways to assess condition and value as batteries move through repair, salvage, reuse and second-life applications.

ClearWatt sits across those use cases because the underlying need is the same.

The EV market does not need more guesswork, more jargon or more disconnected data points. It needs clear, trusted ways to understand vehicle condition, battery performance and real-world usability.

For some people, that will continue to mean the app. For others, it will mean dealer testing and reporting. For partners, it will mean data services and intelligence embedded into existing journeys. For specialist operators, it will mean evidence that supports better decisions around battery value and reuse.

Different parts of the market may come to ClearWatt in different ways, but the purpose is consistent: to make EVs easier to understand, easier to trust and easier to buy, sell, own, manage and redeploy.

The last few months have been a big step forward on that mission, and without giving too much away, the rest of the year is shaping up to be even more exciting.

ClearWatt is being adopted across more of the EV market than ever before, from drivers using our app and trusted consumer platforms, to dealer groups, marketplaces and specialist battery businesses. Although battery health remains central to what we do, the broader mission has always been to turn complex EV data into clear, trusted evidence that helps people understand, value, buy, sell, manage and redeploy electric vehicles with greater confidence. Different parts of the market may access ClearWatt in different ways, but the need is consistent: better EV decisions, backed by better evidence.

How ClearWatt fits together

Battery health has become one of the defining questions in the used EV market. It influences buyer confidence, vehicle valuations, warranty decisions and, increasingly, the speed at which a car sells.

As a result, battery reports are becoming commonplace. Many present a single battery health percentage, typically derived from the vehicle’s own Battery Management System (BMS). It’s an understandable approach: a simple number is easy to communicate and it invites a like-for-like comparison between one car and the next. That appeal is understandable, but in the context of EV battery health it can be misleadingly incomplete.

A battery is not a simple component, and battery health is not a simple question.

At ClearWatt, we’ve taken a different approach. Rather than reducing battery condition to a single measurement, we’ve developed the Battery Scorecard: a unified framework that combines the strongest evidence available for each vehicle into one consistent assessment of battery condition.

Whether that assessment comes from a two-minute plug-in test on the forecourt, an app-based battery check, a charging assessment or ongoing connected vehicle monitoring, the aim is always the same: to provide the clearest possible understanding of the battery using the evidence available.

When somebody asks whether an EV battery is healthy, a single percentage is often an unreliable answer. Because each manufacturer calculates State of Health using its own undisclosed method, the same figure can describe very different batteries - and independent testing shows BMS-reported values sometimes fail to track a battery’s real capacity at all.

The question prospective EV buyers are really asking is whether the battery is performing as expected today, how it is likely to hold up in the years ahead, and whether anything deserves closer attention.

Answering those questions requires judgement as well as data.

Imagine two otherwise identical vehicles.

Both report ‘94%’ State of Health from their Battery Management System.

On one vehicle, every other indicator points towards a battery that is ageing exactly as expected. On the other, additional evidence suggests behaviour that deserves further investigation.

This is not hypothetical. An independent 2026 study of 1,114 EVs across five manufacturers found real capacity differences of 12–25% within every single model, yet the batteries’ own BMS-reported figures frequently failed to reflect them - meaning the same headline number can conceal very different states of health.

Should those two batteries really receive exactly the same assessment?

One number is valuable. It just isn’t the whole story.

Modern EVs monitor their batteries continuously through sophisticated Battery Management Systems. Depending on the manufacturer, these systems may estimate State of Health, remaining usable capacity and other diagnostic information.

In some cases, third-party tools calculate an SoH-style percentage from a BMS-derived usable capacity figure, but this remains a manufacturer-derived estimate rather than an independent measurement of battery condition.

Where these values are available, ClearWatt uses them.

They are an important piece of evidence and often provide valuable insight into how the vehicle itself understands the battery.

However, manufacturers calculate and expose this information in different ways. The data available varies from vehicle to vehicle, and a single value cannot describe every aspect of battery condition. It tells part of the story, but rarely all of it.

That is why the Battery Scorecard is designed to consider a much broader evidence base.

No single test can reveal everything about an EV battery.

Some assessment methods have access to detailed diagnostic information directly from the vehicle. Others provide insight through real-world driving, charging behaviour or long-term connected vehicle data. Each contributes different evidence.

The Battery Scorecard is designed to bring those sources together into one consistent assessment.

Depending on the vehicle and the assessment method, the Scorecard may consider:

Manufacturer-derived battery information, including State of Health or estimated usable capacity where available.

Battery diagnostics, including cell balance, voltage behaviour and other technical indicators.

Battery usage, including age, mileage and equivalent full charge cycles where available.

Charging behaviour and battery performance data, where available.

Real-world driving and charging assessments.

Vehicle-specific expectations based on battery chemistry, pack architecture and model characteristics.

ClearWatt’s benchmarking across comparable vehicles and our growing real-world EV dataset.

Software and over-the-air (OTA) update status, which can change how the battery is managed and charged.

Outstanding recall and manufacturer campaign status affecting the battery or its management system.

Warranty status, including remaining battery warranty cover and any manufacturer State of Health thresholds that apply.

Not every assessment has access to every one of these inputs, nor should it.

Instead, the Battery Scorecard uses the richest evidence available for that vehicle, interpreting each signal according to its relevance and reliability before combining them into one clear assessment.

One Battery Scorecard. Multiple ways to assess a battery.

One of the principles behind the Battery Scorecard is consistency.

Different situations call for different assessment methods.

A retailer appraising stock on the forecourt may need an answer in minutes. A private owner may prefer a hardware-free assessment from home. A workshop investigating a specific concern may carry out a detailed OBD diagnostic. Some EV specialists choose to combine multiple ClearWatt assessment methods, such as our OBD and Charging Tests, to build an even richer picture of battery condition where the additional evidence is valuable.

Rather than producing different definitions of battery health, every ClearWatt assessment feeds into the same Battery Scorecard framework. That means retailers, consumers and fleet operators all receive a consistent way of understanding battery condition, regardless of how the evidence has been gathered.

As new technologies and new sources of vehicle data emerge, the framework can evolve alongside them without changing the way battery health is communicated.

Raising the standard for used EV battery assessment

The used EV market is maturing rapidly, and expectations are changing with it.

“EV buyers have evolved from early adopters into the majority.

These new customers need reassurance about the battery health beyond a bare number (they like a descriptor like excellent/good) and they need to understand how this impacts range.

ClearWatt data and certificates give this information clearly and simply.”

Customers increasingly expect evidence rather than reassurance. Retailers want assessments they can confidently stand behind. Fleet operators need battery information they can apply consistently across thousands of vehicles.

Meeting those expectations requires more than reproducing a single data field from a vehicle.

It requires gathering the broadest relevant evidence available, interpreting that evidence intelligently and presenting it in a way that is clear, consistent and easy to understand.

That is the thinking behind the ClearWatt Battery Scorecard.

Manufacturer-derived battery health values remain an important part of our assessments whenever they are available. We simply believe they are strongest when considered alongside the wider evidence.

Because when someone asks whether an EV battery is healthy, they’re not really asking for a number.

They’re asking whether they can trust the car.

The Battery Scorecard is our answer to that question.

A practical explanation of why EV battery health should be assessed through a broader scorecard, not reduced to a single percentage, and how ClearWatt combines multiple data sources to give buyers, retailers and fleets a clearer view of battery condition.

The ClearWatt Battery Scorecard: A unified framework for EV battery assessments 

Thinking about going electric but not sure how to pay for it? Choosing the right finance option can feel just as important as picking the car itself. Whether you want to own your EV outright or just enjoy the ride without long-term commitment, there’s a plan to suit every driver and every budget. In this article, we will explain all of your options, to help you understand which option is the best to finance your next EV.

Car leasing is a way to rent a car long-term, and it is the and it is one of the most popular options for financing an electric car. The most common type of private car lease in the UK is Personal Contract Hire (PCH), you simply pay a fixed monthly amount to use the car for a set period and hand it back at the end. Many workplaces also offer salary sacrifice leasing, an employee benefit, which works like PCH but uses your pre-tax salary, meaning the payments come out before Income Tax and National Insurance, often making it significantly cheaper than arranging a lease privately, saving up to 40% compared to private leasing, depending on your tax band and employer scheme.

To lease a car, you choose a provider, pick a vehicle, and agree on the term, mileage, and initial payment. You then pay a fixed monthly amount and return the car at the end. The monthly cost mainly covers the car’s depreciation - insurance and servicing aren’t always included, and while some leases offer a maintenance package, others need you to arrange those yourself. Salary sacrifice schemes often include maintenance, but insurance depends on the employer. Leasing suits drivers who want a new car every few years with minimal hassle.

What is Personal Contract Purchase (PCP)?

Personal Contract Purchase (PCP) is a flexible way to finance a car. You pay a deposit upfront and then make monthly payments for 1–5 years. When the agreement ends, you can either buy the car by paying the final lump sum (the balloon payment), hand it back with nothing more to pay as long as it meets mileage and condition requirements, or use any positive equity as a deposit on your next car. With PCP, you only pay for the value the car loses during your contract, not the full price. The lender sets a Guaranteed Minimum Future Value (GMFV), which is the car’s estimated worth at the end, and your payments cover the difference between that figure and the initial price. It’s a good option if you want lower monthly payments and the flexibility to change cars regularly, but you’ll need to stay within the mileage limit and be prepared for the final balloon payment if you plan to keep the car.

Hire Purchase is another common way to finance a car. Similar to PCP, instead of paying the full amount upfront, you pay a deposit (usually 10–20% of the car’s price), and make monthly payments over 1–6 years. When you finish all payments, you pay a small “option to purchase” fee. After that, the car is legally yours! As with PCP, the finance company owns the car until you’ve made all the payments.

The main differences are that HP has no large balloon payment at the end and you’re paying off the full price of the car, so monthly payments are higher but you automatically own the car once the term finishes.

The upside? There’s no mileage limit, so you can drive as much as you like, unlike the other financing options such as PCP. The trade-off, however, is that the monthly payments are higher than PCP because you’re paying off the car’s full value, not just part of it. In short, it’s a straightforward, no-surprises way to own your car outright in the end.

Yes, there are several government incentives in the UK to support electric vehicle purchase and charging:

– available for new zero-emission cars with a list price 

. The grant offers up to £3,750 for the greenest cars (Band 1); a second tier offers up to £1,500 for other 

 (Band 2). You can find a list of qualifying vehicles on the Government website at 

– There is support available for installing EV chargepoints, especially for renters/flat owners and 

. These grants typically cover up to 75% of the installation cost, capped at £350 per chargepoint socket for most home and workplace schemes, with higher overall limits for businesses, schools and landlords.

– EVs benefit from lower Benefit-in-Kind tax rates (for company cars). If you drive a company-provided electric vehicle and you’re allowed to use it for personal trips, HMRC treats that as a Benefit-in-Kind – a perk that’s taxed. There are also exemptions and fee reductions in some low-emission zones. See our article on the London Congestion Charge 

 on the changing rules from late 2025/early 2026.

Let’s imagine you’re buying a Ford Puma Gen-E, a Band 1 car that qualifies for the full £3,750 Electric Car Grant (at the time of writing). Its on-the-road price before the grant is £34,000, so after the grant it costs £30,250. We will assume a salary-sacrifice lease cost of £500/month including maintenance and for a 40% taxpayer. Here’s how that could look under different finance methods:

Buying a used electric car can be a smart way to save money. As with all new cars, EVs depreciate quickly in their first few years, which means you can often find excellent deals on nearly-new models. Most of the same finance options (leasing, PCP, HP, and PCP) apply, but there are a few key differences when it comes to the interest rates.

Here is how the numbers play out via the different options for financing a 3-year-old Volkswagen ID.3, assuming a price of £22,000; a 10% deposit where relevant, a 4 year term for HP/PCP, a 5 year loan term, and a GMFV value of £9,000 for PCP. APRs reflect typical used-car finance rates (HP 8%, PCP 8%, loan 7%)


Used EVs can be a fantastic value, especially with many 2–3-year-old models now coming off lease. Just keep in mind that battery health, warranty coverage, and charging history matter more for used EVs than for petrol cars - this is why, at ClearWatt, we’ve developed our proprietary test to provide verified battery health and vehicle insights, helping you make smarter, safer choices when switching to electric. All you need is the registration plate to get started - learn more at 

Whether you’re simply leasing for convenience, keeping your options open with PCP, or paying monthly to own your car through Hire Purchase, there’s an EV finance route for every lifestyle. In addition, with the UK government offering generous grants, charging support, and tax breaks, switching to electric has never been more rewarding. No matter which path you choose, the move to electric driving isn’t just smart for your wallet, but a step toward a cleaner, more sustainable future on the road.


A simple guide to leasing, PCP, HP, loans, and grants — everything you need to know to finance your next electric car.

Financing EVs

Electric vehicles (EVs) require less maintenance than petrol or diesel cars because they have fewer moving parts – but that doesn't mean you can skip servicing altogether.

In fact, keeping up with your EV’s service schedule is one of the easiest ways to protect your battery, keep your warranty intact, and hold on to your EV’s resale value.

This guide breaks down everything you need to know about EV servicing, cutting through the confusion so you can look after your EV with clarity and confidence.

Even though EVs have fewer moving parts than internal combustion engine (ICE) vehicles, they still need regular check-ups. Two main reasons stand out:

A full service history can materially increase a car’s market value (often 

 up to around 20% in trade guides), while incomplete or missing history can significantly reduce it.

 Every manufacturer requires scheduled maintenance – failure to do so may invalidate your EV’s warranty. For example, Mercedes-Benz 

 ‘maintenance services must be accomplished to keep your warranty cover valid’. According to industry data from Warranty Solutions Group (reported March 2025), the average vehicle warranty claim for used EVs is around £827 – a bill you’d have to pay yourself if your warranty were void.

In short: keeping up with your EV’s service schedule isn’t just about maintenance – it’s about protecting your investment.

Unfortunately, there is no one-size-fits-all answer. Service schedules differ between models, manufacturers and regions.

For example, the Tesla Model Y (Europe, software version 2025.38) 

 recommends replacing the cabin air filter every 2 years, while the Model X (Europe, software version 2025.38) 

As a general rule, most EVs should be inspected every 6,250–12,500 miles or at least once a year. While intervals vary by component, it’s worth keeping these milestones in mind to ensure everything stays in top condition.

Your best bet to find your precise service schedule is to check a physical or digital copy of your owner’s manual. Digital copies can be found relatively easily online or through companion OEM apps. For example, Volkswagen owners can access them 

EVs don’t need oil changes or spark plugs, but each manufacturer still has its own list of parts that need attention.

Here are the most common service tasks across all EVs:

Always confirm the specifics in your owner’s manual, as intervals can vary even within the same brand.

One of the biggest questions EV owners have is where they can get their car serviced without voiding the warranty. The good news is, you have options.

 The most straightforward and warranty-safe choice, though usually the priciest.

 Independent experts like Cleevely often offer manufacturer-compliant servicing at lower cost. When choosing a garage, look for technicians listed on the 

TechSafe register or members of HEVRA, both of which indicate training and equipment suitable for EV work.

 You can use one as long as they follow your vehicle’s warranty requirements – always check your owner’s manual.

Make sure any parts you install are approved by the manufacturer. If you use unapproved parts, your warranty may not be covered.

Check digital records via your EV’s app or account, review any PDF or paper service books, or ask a garage to log services officially.

What’s the difference between an MOT and a service?

An MOT checks roadworthiness (safety and legality), while a service maintains the car’s performance and follows manufacturer guidelines. See our 

Do EVs need brake servicing if I rarely use the brakes?

Yes. Even with regenerative braking, calipers and discs can corrode or seize without regular cleaning and lubrication.

EV servicing doesn't need to be complicated. Follow your manufacturer’s schedule, use qualified technicians, and keep your records up to date.

Do that, and your EV will stay reliable, efficient, and ready for thousands more miles.

Learn how often to service your EV, what parts need checking, and where to get manufacturer-approved maintenance without voiding your warranty.

The Ultimate Guide to EV Servicing

Electric car drivers have long enjoyed exemption from the London Congestion Charge, but that’s about to change.

The UK government has been working to reduce both pollution and congestion in London, two issues that cost the city billions each year. In 2024 alone, vehicle congestion cost the capital £3.85 billion, averaging £942 per driver.

According to Transport for London (TfL), electric vehicles now make up a growing share of traffic. While they produce zero tailpipe emissions, they still contribute to congestion, which is why TfL is ending the Cleaner Vehicle Discount (CVD) at the end of 2025.

From 25 December 2025, TfL will discontinue the Cleaner Vehicle Discount, which currently gives 100% exemption from the Congestion Charge to battery-electric and hydrogen fuel-cell vehicles.

After this date, all vehicles including EVs will need to pay the standard Congestion Charge when driving within the central London charging zone during operating hours:

Saturday, Sunday and bank holidays: 12 p.m. – 6 p.m.

No charge between Christmas Day and New Year’s Day (inclusive)

The daily fee is £15 if paid in advance or on the day of travel, rising to £17.50 if paid up to three days later. Avoiding payment can result in a £180 penalty, reduced to £90 if paid within 14 days. For someone coming into the city a couple of times a week, this comes to over £1500 a year - not small change!

EVs remain exempt under the Cleaner Vehicle Discount.

 New discount system starts: 25% discount for electric cars, 50% for vans and HGVs (if registered for Auto Pay). Daily charge is expected to rise by 20% from £15 to £18.

To make sure you receive the 25% discount when the rules change:

tfl.gov.uk/modes/driving/congestion-charge/discounts-and-exemptions

Add your vehicle details (registration, make, model).

Upload proof that your car is fully electric or hydrogen-powered.

Once approved, your discount will apply automatically through Auto Pay.

ULEZ vs. Congestion Charge: What’s the Difference?

The Congestion Charge and Ultra Low Emission Zone (ULEZ) are often confused, but they target different problems.

The Congestion Charge focuses on reducing traffic in central London and applies to almost all vehicles during set hours. From December 2025, even electric cars will need to pay it, though Auto Pay users will receive a discount.

The ULEZ aims to cut air pollution across Greater London, operating 24 hours a day, 7 days a week. Only petrol and diesel vehicles that don’t meet emissions standards pay the ULEZ fee electric vehicles remain fully exempt.

Electric car drivers in London have long benefited from a full exemption from the Congestion Charge via the Cleaner Vehicle Discount (CVD), but this will end on 25 December 2025. From that date all vehicles, including battery-electric and hydrogen models, will be required to pay the daily charge when driving in the central zone during chargeable hours. As part of its strategy to reduce vehicle congestion, Transport for London plans to introduce a new tiered discount system from 2 January 2026, where electric cars may receive a 25% discount and electric vans/HGVs 50%, while the standard daily fee increases to £18. The exemption for fully electric vehicles under the ULEZ remains unaffected.

London Congestion Charge: Electric Vehicles’ 100% Exemption Ends December 2025

OVO has today announced the launch of its 

 monthly plans – the UK’s first subscription for home and public EV charging. From just £27.50 a month for the standard plan, drivers can cover their charging needs at home and on the go, making EV ownership more affordable and predictable than ever before.

 plan, which is £37.50 per month, ClearWatt will provide drivers a clearer picture of their EV performance and democratise battery health transparency via self-service, hardware-free battery testing alongside deep EV insights. These include:

Real-world range expectations in different settings and weather conditions

Together, these insights help answer some of the biggest questions EV drivers face: 

How is my battery really performing? What range can I expect? What are my true running costs?

Patrick Cresswell, Co-Founder and Managing Director of ClearWatt, said:

“At ClearWatt, our mission is to make EV ownership transparent and certain. We’re already powering rapid battery testing at scale through a growing network of retailer partners, bringing confidence to the resale market. Now, through OVO, our self-service app puts battery health and real-world performance insights directly into drivers’ hands – extending that confidence into everyday ownership.”

By combining OVO’s simple and predictable charging subscription with ClearWatt’s trusted EV insights, the new plans make electric driving easier, more transparent, and more accessible than ever before.

You can find out more about OVO’s Charge Anytime monthly plans 

OVO has unveiled the UK’s first subscription for home and public EV charging, and ClearWatt is proud to be part of it. Through the new Premium plan, drivers not only get simple, predictable charging from OVO, but also access to ClearWatt’s self-service battery health testing and EV performance insights - bringing transparency, confidence, and affordability to everyday electric driving.

OVO launches UK’s first EV charging subscription – with ClearWatt built in

Real-World Charging: Why the Numbers Rarely Match the Spec Sheet

 ran a comprehensive test at a high-power charging site in Braintree, Essex. Using ultra-rapid 350 kW DC chargers in real-world conditions, they put a wide range of electric cars to the test. The results were eye-opening.

While some EVs briefly hit their peak charging speeds, the majority didn’t. For example:

 came closest, peaking at 282 kW against a claimed 320 kW, adding 60% charge in just 15 minutes.

 managed only 145 kW of its 250 kW potential.

, rated for 160 kW, struggled to pull more than 13 kW and took nearly 40 minutes to reach 60% charge.

This wasn’t a technical fault with the chargers or the cars, it's simply how EV charging really works.

Despite what the charger advertises, it's your 

When you pull up to a public DC fast charger and see it’s offering 150 kW, 250 kW or even 350 kW, it’s only natural to expect your electric car to charge at, or at least close to those speeds. But more often than not, the numbers on your dashboard fall short of the charger’s headline rate. Why?

The answer is surprisingly simple: it’s your car not the charger that controls how fast you charge.


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