Many fleet depots have the same problem. The vans are ready to go electric, but the site's electrical supply can't run a rapid charger. Allye says a new depot connection takes 18 to 36 months. UK company Allye Energy's answer, launched on Oct. 27, 2026, is a rapid charger that works from the supply a site already has. Its new MEV is a charger with a battery built in, fixed in use, and the battery is made from repurposed electric-vehicle packs. The battery fills slowly from the connection a site already has and then empties quickly into vehicles.
The MEV has been announced, not deployed. Allye says deliveries are anticipated from the second quarter of 2027. Every performance and savings figure below comes from Allye's own product page or from trade coverage of the launch. None of it reflects independent testing or operating data from a MEV in service.
The hardware, by the numbers
Allye's product page lists two models:
- MEV200: 200 kW DC charging with 155 kWh of storage. Allye says it suits sites with a supply of 32A three-phase or less.
- MEV300: 300 kW DC charging with 232 kWh of storage. Allye says it suits sites with a supply of 63A or larger.
Both models run from a three-phase supply of 16A to 125A, and a single-phase option is listed. Both have two CCS2 connectors. According to the company, the unit releases up to 300 kW through those connectors, to one vehicle or shared across two. Allye describes an 800V design that serves 400V and 800V vehicles. Each unit holds two or three repurposed EV battery packs, and the packs can differ in size, age and chemistry. EV Infrastructure News reports that Allye uses batteries from UK-registered vehicles. The material we reviewed doesn't list warranty terms.
Trade coverage gives a higher figure. Envirotec and EV Infrastructure News both say the MEV can deliver up to 400 kW to two vehicles at once. Allye's own page rates the MEV models at 200 kW and 300 kW, and the 400 kW figure on that page appears only in a comparison table for the separate MAX300 with DC charging. ChargerFeed could not reconcile the two from the published sources. Buyers should treat the manufacturer's model ratings as the reference until Allye clarifies.
Why a battery instead of a bigger cable
The design is a response to grid connection delays. Allye says a new depot connection takes 18 to 36 months. A unit that refills its battery from an existing circuit doesn't need that upgrade, in principle. The trade-off is that the supply sets the pace of recharging. Envirotec notes that how long high-power charging lasts depends on the stored energy and the rate at which it can be replenished from the grid. Allye's FAQ recommends at least a 32A three-phase supply for a full overnight recharge. It also says that on a 63A supply over an eight-hour day, one MEV is designed to serve 7 to 10 vehicles at 55 to 70 kWh each. That is a design figure, not a measured result. The sources don't say how the unit behaves once its battery runs low during back-to-back sessions.
EV Infrastructure News reports that the MEV can connect through industrial sockets or be hard-wired. Allye says the unit is designed to fit within permitted development at depots and car parks in England, subject to site checks, and that rules differ in Wales, near homes and on the street. Permitted development is the UK planning category that can allow some installations without a full planning application. Allye says it handles the site survey through commissioning. How a unit connects, and whether a specific site qualifies, is a job for a licensed electrician, the network operator and the manufacturer's installation instructions.
The MEV uses the same architecture as Allye's MAX300 mobile storage unit, according to EV Infrastructure News. Chief executive Jonathan Carrier said: "We have built two ranges, not two versions, of the same thing." The MEV is the fixed product and the MAX300 the mobile one. Carrier also pointed to charging as a service, a monthly fee instead of a capital bill. Allye's page lists purchase prices starting at £70,000 excluding VAT, depending on specification. Envirotec reports that the MEV200 is available as a service starting at £1,900 per month. Allye's own page says to ask for a price for monthly service.
The savings claim, and what sits behind it
Allye's headline financial claim is that the MEV200 is designed to save £50,000 to £110,000 over ten years compared with a conventional 200 kW charger. The company says the MEV200 pays for itself in two to three years against that conventional charger. Allye says the comparison excludes VAT and energy costs common to both, and includes round-trip losses and a mid-life pack refresh. One piece of the calculation is the cost of grid capacity. Allye says a site avoids £8,900 a year in capacity charges on an extra 200 kVA connection, a figure it bases on National Grid Electricity Distribution (NGED) South West tariffs for 2026/27. All of these are company figures published at launch in October 2026.
Several factors limit how far those numbers carry:
- The £8,900 figure is tied to one distribution network area and one tariff year. Capacity charges differ by region and change over time.
- The comparison is with a conventional 200 kW charger that needs a new connection. A site that already has enough capacity wouldn't avoid those costs.
- The ten-year and payback figures are Allye's own modelling. The sources describe no independent check of them.
There is also a revenue side. Allye says the MEV can export power, trade in the wholesale market and earn from grid services when it isn't charging, subject to network approval. EV Infrastructure News adds that the unit uses the MAX range's energy management software for this. Neither source gives a figure for expected revenue. Any such earnings depend on market conditions and network approval. They aren't guaranteed.
Who it is for
Allye and the trade coverage both aim the MEV mainly at fleet depots. Envirotec and EV Infrastructure News also name public charging sites where grid capacity falls short. Allye's model guidance gives a rough sizing rule. Sites on 32A three-phase or less are matched to the smaller MEV200. Sites on 63A or more are matched to the MEV300, which has the larger battery and higher output.
On timing, Allye's page and both trade reports put first deliveries in the second quarter of 2027. Allye says that timing is in time for fleets applying to Round 2 of the Department for Transport's Depot Charging Scheme. Until units are installed and working, the MEV is an announced product, and its performance at real MEV sites hasn't been reported.
What It Means for Drivers
Nothing changes for drivers yet. The MEV was announced on Oct. 27, 2026, and none of the sources describe a working MEV installation. If depots and site hosts do install it, the result would be rapid DC charging through two CCS2 connectors at places whose grid supply couldn't otherwise support it. Allye names fleet yards first, and the trade reports add public sites where capacity is short.
Charging speed would depend on the model and on demand. Allye rates the MEV200 at 200 kW and the MEV300 at 300 kW. A single vehicle can draw up to 300 kW, or the output can be shared across two cars. The 400 kW figure in trade coverage for two vehicles hasn't been matched by Allye's own model specifications. Because the power comes from a battery, speeds at a busy site could depend on how much stored energy is left, and on how quickly the site supply refills it.
For fleet drivers, the practical effect could be faster turnaround at depots that gain rapid charging they couldn't otherwise get. That depends on the operator buying or leasing the hardware and on installation and network approvals. The savings figures are aimed at site owners. They say nothing about what a driver would pay per kWh at a public MEV site, and no source gives a public charging price.
