The UK’s MOT framework is not keeping pace with electric commercial vehicle adoption, new DVSA freedom of information data reveals.

Venson has urged the Government to to expedite the reclassification of 4.25-tonne electric vans for MOT purposes

Despite ongoing calls from the industry for greater access, the FOI request by Venson Automotive Solutions has revealed that only two additional Authorised Testing Facilities (ATFs) for battery electric vehicles over 3.5 tonnes have opened in the past nine months.

Due to the weight of the battery, many battery electric vans have a gross vehicle weight (GVW) above the 3.5-tonne threshold and are therefore currently classed as HGVs for MOT test purposes, putting pressure on ATFs to keep up with demand.

While a recent Department for Transport consultation explored regulatory flexibility for zero-emission vans, including transferring zero-emission vans up to 4.25 tonnes over to the MOT network, a response is still due and Venson warns that heavier electric vans come with additional burdens for fleets.

These include:

• A first test after one year from registration versus after three years from registration for Class 4 or 7 vehicles
• Higher test fees
• A smaller, “more saturated” network of testing facilities to book tests with

This has reportedly led to more vehicle downtime during testing and, therefore, greater costs for fleet operators.

Fleet operators with a mix of battery electric and ICE vans may find the variation in testing procedure particularly burdensome, as vehicles being used for the same task by the same group of drivers may have to be on separate testing schedules.(

The latest FOI response also reports that whilst all the 565 ATFs and five DVSA goods vehicle testing stations (GVTS) can test electric vans weighing more than 3.5 tonnes, the design of some of these sites (inspection pit width and wheel track of the vehicle) may prevent some vehicles from being tested – adding a further challenge for electric HGV fleet operators. Whilst the DVSA FOI response reported it does not hold a record of inspection pit width, the response said it “has not had raised any issues of access difficulties”.

Of the 1,223 vehicles weighing between 3.5 and 4.25 tonnes that were tested – comprising 1,627 tests in total – between 1 January 2022 and 31 January 2025, just 5.5% failed.

The DVSA reports that these vehicles are generally prepared for test and therefore the failure rate cannot be directly compared to that in light vehicle MOTs. The top defect (20 defects) was ‘Item 67 aim of headlamps’.

With commercial vehicle downtime management such a key operational issue for many fleet operators, Venson has urged the Government to expedite the outcome of its Zero Emission Van Consultation. In addition to the reclassification of electric vans for MOT purposes, it could ease the current stringent examination process imposed on the largest electric vans.

Lee O’Neill, operations director, said: “Of course, safety must remain the top priority, but it’s important to recognise that a 4.25-tonne electric van is, in essence, the same as its internal combustion engine equivalent; it’s the battery that is tipping the balance. Allowing zero-emission vans in this category to undergo Class 7 MOT testing instead of HGV testing would be a practical and impactful solution.”

The full FOI request and response is available here.