CMA to Enforce Fuel Price Reporting Rules from May 2026: What Drivers Need to Know About Fuel Finder

The Competition and Markets Authority (CMA) has confirmed it will begin prioritising enforcement action against fuel retailers that fail to comply with price reporting rules from 1 May 2026. This marks a significant step in ensuring transparency across the UK fuel market.

On Thursday last week (2nd April 2026) the CMA published an open letter to fuel retailers confirming their position on enforcement action for non compliance from the 1st May 2026.

In that letter the CMA confirmed and encouraged retailers who have not yet registered with the scheme that they:

• Register their forecourts
• Report fuel price changes within 30 minutes
• Keep site and business details up to date

The CMA is responsible for enforcing these rules, although the system operator (VE3 Global) will handle most issues first. Where necessary, the CMA can investigate and impose financial penalties for non-compliance.

To allow time for adjustment, the CMA initially deprioritised enforcement from February to early May 2026. However, from 1 May 2026, it will begin actively prioritising enforcement action.

Read the open letter here.

Fact Checking the Fuel Finder Scheme

1. Launch & legal requirement
The scheme launched on 2 February and legally requires all UK fuel stations to report their prices to the Government within 30 minutes of any change.

2. No official app or website
There’s no official Government app or consumer-facing website. Instead, the data is open for industry to use in their own services.

(We combine this data with our other sources under the username “Fuel Finder”.)

Read more about our approach to Fuel Finder here.

3. Downloadable data option
Consumers can download the data twice daily in Excel format.
Just note: this updates less frequently than apps or websites using live feeds.

4. What retailers must report
Retailers are only required to report price changes – within 30 minutes.
For example, if prices change at 10:00am, they must report it by 10:30am or risk investigation.

5. Understanding timestamps
You may see timestamps like “2 days old.”
This doesn’t necessarily mean the price is wrong, it usually means the price hasn’t changed in 2 days.

6. Fuel types included
Retailers must report prices for six fuel types:
• Unleaded (E10)
• Super Unleaded (E5)
• Diesel (B7)
• Premium Diesel (B7+)
• Diesel (B10)
• HVO (Hydrotreated Vegetable Oil)

Consumers also play a role in maintaining data accuracy. Any discrepancies can be reported directly via the Government’s Fuel Finder webpage, helping to improve the reliability of the system over time.

As enforcement ramps up, the Fuel Finder scheme is expected to become an increasingly important tool for UK drivers, offering greater transparency, improved competition, and ultimately better value at the pump.

Have you seen Fuel Finder data in our app yet? Let us know if you have more questions about the scheme in the comments below.

Since the US–Israeli strikes on Iran on the 28th February, UK fuel prices have risen sharply, with diesel experiencing the most significant increases.

• Average diesel pump prices have climbed from 141.8ppl to 181ppl, an increase of 39ppl.
• Unleaded has risen by roughly half that amount, increasing by nearly 20ppl, to exceed 150ppl, up from 132ppl at the end of February.

With VAT removed, diesel now stands at 150.8ppl, up from 118ppl, an increase of 32.6ppl. This compares with a wholesale increase of 41.3ppl, equivalent to a 74% rise. The gap between wholesale and retail pricing highlights the extent to which rising costs have not yet been fully passed through to consumers. This is largely due to existing forecourt stock, purchasing strategies and increasing pressure on retailer margins.

In the short term, these margins are unsustainable. To return to historic norms, diesel prices would need to rise by an additional 10–15ppl, making prices in the 190ppl range increasingly likely.

Unleaded (E10) has followed a similar, though less severe, trajectory. Wholesale E10 prices have risen by 20ppl, compared with a 16ppl increase at the pump. A further 4–8ppl increase would restore typical margins, pushing average unleaded prices into the mid-150ppl range.

Demand dynamics have also shifted. Rising prices have prompted motorists and businesses to fill up ahead of further increases, leading to reports of localised stockouts. These shortages do not reflect a fundamental supply issue in the UK, but rather short-term strain within supply chains and pricing allocations.

At a supply level, volatility has been compounded by reduced blending benefits. Diesel sold at the pump typically contains up to 7% biodiesel (FAME), while unleaded is blended with ethanol. Suppliers adjust blending ratios to optimise costs and meet regulatory obligations. However, FAME prices have remained largely flat, while mineral diesel prices have surged. As a result, the renewable component of diesel has fallen from approximately 8ppl earlier in the year to less than 1ppl, eroding a key margin support for suppliers. This has restricted availability under contract pricing, pushing more volume into higher-priced spot markets.

Attention is now turning to the potential secondary impacts of disruption in the Strait of Hormuz. Although less than 1% of the UK’s oil supply is sourced directly from the Persian Gulf, global trade flows are highly interconnected. Any disruption forces Asian, African and Australasian buyers to source alternative barrels, tightening supply into Europe and the UK.

Higher prices are also increasing government revenues. The rise in diesel prices has added approximately 6.5ppl in VAT, with unleaded contributing an additional 4ppl, equating to roughly £6.4 million per day in additional tax revenue. However, this assumes stable demand. Sustained high prices are likely to reduce consumption over time, as motorists drive less or shift to alternatives.

This continues a longer-term trend of declining UK fuel consumption since its peak in 2005, alongside peak fuel duty and VAT revenues in 2012, when duty was 57.95ppl.

UK Industry is calling on the government to act on fuel prices by addressing duty, VAT or both. Norway and Australia have joined Ireland in cutting fuel tax to help soften the impact of rising fuel prices. While Poland has introduced price ceilings, and France has announced financial support for farmers. Currently, the UK government hasn’t acted, and September’s end to the 5ppl (6ppl with VAT) duty cut is still in place.

Feeling the impact of rising fuel prices? We want to hear how it’s affecting your daily life and driving habits. As a thank you, you’ll be entered into a prize draw to win a £50 Amazon voucher.

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A new survey from us reveals that more than a third of UK motorists still don’t understand how much tax they pay on fuel, despite it being one of their most frequent household expenses.

The survey of 575 of our users, asked a simple question: Out of a typical £1.50 litre of fuel, how much goes to tax?

While 63% (365 motorists) correctly identified that tax accounts for 50–60% of the pump price, a significant 37% either underestimated the figure or said they didn’t know.

One in Three Drivers Still Get It Wrong Among those who missed the mark:

• 23% believed tax made up less than half the price (21–49%)
• 7% thought it was as low as 1–20%
• 7% admitted they were unsure

Among those who missed the mark, nearly a quarter believed tax made up less than half the price, while others thought it was significantly lower or admitted they were unsure. Even among regular drivers, the findings point to a persistent gap between paying for fuel and understanding how its price is built.

Should more be done to show motorists what makes up the price they pay? For example:

• Receipts could include a clear breakdown of tax vs. fuel cost.
• Pump screens could display how much of the price is duty, VAT, or wholesale.
• Forecourt pole signs could give drivers a quick, easy-to-read summary before they fill up.

“The Treasury is a major beneficiary of the oil crisis. This is unacceptable, and the Government will stand or fall at the next GE on how it deals with the situation.” Said one survey respondent.

Why VAT Could Be a More Effective Lever

By contrast, a temporary cut to VAT would operate far more visibly. Since VAT is applied at the point of sale, any reduction would be reflected immediately in pump prices, giving drivers a clearer and more direct benefit.

It would also create a more level playing field across the UK’s mixed forecourt landscape. Fuel retailing is split between supermarkets, large fuel groups and independent operators, all of whom have different buying structures and stock cycles

A VAT cut being applied uniformly at the pump regardless of who owns the forecourt and ensuring that savings are passed on consistently.

A Persistent Knowledge Gap

Ultimately, the survey highlights more than just a lack of awareness. It points to a deeper disconnect between experience and understanding even those most exposed to fuel prices don’t always grasp how they are structured.

With over a third of motorists misjudging one of the most significant components of what they pay, that gap between perception and reality is unlikely to disappear any time soon – and may continue to shape how drivers respond to both prices and policy.

Methodology: PetrolPrices.com obtained data via a survey of their users between 20th March & 26th March 2026. Survey of 575 UK adults who regularly use PetrolPrices.com price comparison website or app.

The first week of March saw The Services King head to Essex and a midweek visit to SGN Retail’s Galleys Corner Service Station in Braintree.

Situated on the A120 Braintree Bypass at Galleys Corner, this Texaco filling station opened in 1997 with a Star Market store alongside a Travel Inn hotel and Brewsters pub-restaurant from Whitbread. The forecourt had initially planned to open under Esso branding, but this was switched shortly before opening. This collection of facilities formed a new service area on the bypass, offering an alternative for those no longer venturing into Braintree town centre since the opening of the bypass in 1989.

The forecourt was acquired by the now-defunct supermarket chain Somerfield in 2007, who fully redeveloped the shop building a year later to open a new convenience store here. Somerfield were then acquired by The Co-operative Group, with the store rebranding to Co-op Food in 2010. Another site refresh in 2017 saw the removal of a rollover car wash as well as the introduction of a Subway franchise to the store. The car wash made space for additional parking bays.

SGN Retail acquired a lease assignment on the site in June 2021 and as a result retained the existing partnerships with Texaco and Co-op. On the forecourt, additional facilities include a Wash.ME laundry machine and InPost parcel locker as well as a free cash machine. Inside the store, the Subway franchise remains and sits alongside food to go offers from Costa Express, Rollover and a range of hot food from the Co-op brand.

During my visit on 4 March, I met with SGN’s Property Director Tom Peacock as well as Commission Operator Mohan Samy and Store Manager Naveen (pictured).

SGN Retail Galleys Corner Service Station

Location – Galleys Corner Roundabout, A120 Braintree Bypass, Braintree, Essex CM77 8GG

Opening Hours – 24/7

Shop Brand & Facilities – Co-op store, Subway franchise, two Costa Express machines, hot food cabinet, Rollover hot food, Wash.ME laundry machine, InPost locker, free cash machine

Number of pumps & fuel grades – 8 pump islands with unleaded and diesel. Supreme Unleaded and Supreme Diesel available on select pumps

Selling your car privately can seem like the best way to get a better price than you would from a dealer or online car-buying platform, but it often comes with hurdles many sellers don’t always anticipate. Drivers can face a time-consuming process, the challenges of haggling prices, and insurance worries when it comes to test drives.

A new survey of 1,700 UK drivers who have previously sold a car privately, carried out by short-term car insurance experts Tempcover, highlights these challenges, as well as the lessons motorists have learned to make the process smoother and get a fair price for their car.

Price, Speed and Control Are Top Reasons Drivers Sell Privately

Many motorists are drawn to selling privately for the personal rewards. The top reason drivers chose to handle the sale themselves was to achieve a higher final sale price (26%), reflecting the belief that private sales can put more money back in their pocket than trading in with a dealer or using an online car-buying service.

Speed was also a key factor. Nearly a quarter of respondents (24%) opted for private selling because they thought it would be quicker. Another 12% valued having more control over the process, while 10% reported positive past experiences was enough to give them the confidence to go down the same route again.

Nearly 40% of Private Car Sellers Accepted Less Than Their Asking Price

While the hope of a better payout motivates many private sellers, the final sale price often tells a mixed story:

• 59% of sellers received their full asking price.
• 39% accepted less than their original asking price.
• 2% managed to secure more than their initial asking price.

The average asking price for a privately sold car was £6,826, while those who accepted a lower offer settled for an average of £908 less. Over half (54%) of sellers who accepted less saw a price drop of under £500, highlighting the importance of having a clearer idea of  a car’s value before negotiating.

Drivers who accepted a lower offer often did so for practical reasons, prioritising speed, convenience, or other concerns:

Private Car Sales Take Two Weeks on Average

According to the survey, which asked drivers how long it took to complete the sale of their last car after advertising it, the average time was 13.5 days. However, one in five sold within three days, over a quarter (28%) within four to seven days, while nearly one in 10 (8%) said the process took more than a month.

From start to finish, drivers spent an average of nearly six hours creating listings, responding to messages, arranging viewings, and handling negotiations. The pace of a sale depends on several factors, including enquiry responses, number of viewings, and how prepared sellers are with paperwork. Even with careful planning, private selling requires patience and persistence.

Key Lessons for Next Time

Selling a car privately can be rewarding, but it’s also a learning process. When asked what they would do differently next time, drivers highlighted practical steps that could make sales smoother, faster, and help them get the best possible price.

Other lessons included highlighting maintenance history, setting clear terms of payment and handover, and screening buyers more carefully

Interestingly, 37% of drivers said they wouldn’t do anything differently, while 5% said they wouldn’t sell privately again. Despite this, more than half (57%) of drivers said they would consider using an online car buying service for their next sale, even if it meant less financial reward than selling privately, showing that many are open to trading extra cash for a much easier experience.

Claire Wills-McKissick, short term insurance expert at Tempcover adds; 

“Selling privately may offer a way to get a better price for your car, but it’s important to remember the legal and safety obligations too. Our survey found  that nearly one in four drivers didn’t check if they were insured for test drives, an oversight that could leave both buyer and seller exposed. Using short-term insurance for test drives is a simple way to give both the seller and the buyer peace of mind

“By planning ahead, feeling confident in your price and presenting the car well you can make sure the perks of selling privately aren’t spoiled by an easily avoidable insurance risk. Taking a few extra steps can protect sellers legally, safeguard the buyer, and ultimately make the sale process smoother and less stressful.”

Sources & Methodology

This online survey of 1,700 UK drivers who’ve previously sold a car privately in the past 5 years was commissioned by RVU on behalf of Tempcover and conducted by market research company OnePoll, in accordance with the Market Research Society’s code of conduct. Data was collected between 20th and 27th February 2026. All participants are double-opted in to take part in research and are paid an amount depending on the length and complexity of the survey. This survey was overseen and edited by the OnePoll research team. OnePoll are MRS Company Partners, corporate membership of ESOMAR and Members of the British Polling Council. Unless otherwise specified, all insights are drawn directly from this survey’s results.

[1]Respondents could select more than one answer option.

Fuel can typically be purchased on a Spot or Contracted basis.

Spot purchases are most affected by sudden price changes and supply disruption. Suppliers publish their prices daily for retailers to either accept or reject or price on the live market. Some retailers may have multiple supply options so can shop around.

Contract purchases can take different forms, but they will be linked to a global benchmarks. The main data provider is S&P Global Platts and so these contracts are often referred to as ‘Platts plus’ contracts.  Platts publish a daily price and fuel distributers will add their agreed premium (delivery, profit etc) to this, to form a contracted price. This is a daily contracted price and most commonly takes affect two days after, where Mondays close if effective for deliveries on Wednesday.

Another common method is a ‘weekly lagged’ price where the closing prices for a week are averaged and then used to price the following weeks deliveries. So, the closing values from Monday to Friday week 1 are used to price deliveries in week 2.

Then there are less common 2-week lags, 3-week lags, monthly lagged, current week, current month, and more.

It’s up to the fuel supplier and the station operator to agree the pricing mechanism. In short a daily based price is better in a falling market and a weekly lagged (or 2 weekly lagged) is better in a rising market.

Retailers may even split how they purchase with different volumes on different pricing mechanisms in different areas. Having optionality on contracts can sometimes help retailers be more competitive.

Contracts will usually be volume based and so even if a retailer has a contract in place if demand spikes, they may need to purchase outside of their contract on a spot basis.

In a competitive environment having different contracts and purchasing patterns can ultimately help the consumer. However, in a rising market such as what we have seen it can lead to wider pricing spreads and margins creep up. As stations purchase on higher spot prices they have little to no option to increase prices and may even take a hit on margin to remain somewhat competitive. This reduces competition for stations on weekly lagged or longer deals allowing them to either hold prices or increase for additional margin.

In the UK for every 1 litre of unleaded consumed 2 litres of diesel are consumed. Diesel is used globally for heating, shipping and road transport.

The UK produces more unleaded than it uses and is a net exporter of unleaded. However, we are ‘short’ of diesel, meaning the UK’s requirements are greater than its production.  Diesel is imported to make up the shortfall. This structural imbalance can leave the UK more exposed to diesel supply disruptions than unleaded. In 2025 the UK was a net importer of 4 million tonnes of diesel and a net exporter of 3.5 million tonnes of unleaded.

In addition to this, and more importantly is the type of oil that comes via the Strait of Hormuz.

Not all crude oil is the same, and there are two main attributes that can help categorise oil; how ‘sweet or sour’ it is and how ‘light or heavy’ it is.

The sulphur content of the crude defines if the crude is sweet (low sulphur) or sour (high sulphur). Sulphur is an impurity that may need to be removed, and so sweet crudes tend to be more valuable than sour crudes.

The ‘American Petroleum Institute Gravity” or “API Gravity” is a measure of how heavy the crude is. Lighter crudes, which have a higher API Gravity value, will yield a higher percentage of lighter more valuable products such as gasoline.

In the US the West Texas Intermediate (WTI) is the main crude grade, and it would be categorized as a light sweet crude, perfect for refining high quality gasoline. In the UK our main crude is Brent, named after the Brent oil fields in the North Sea, it is also a light sweet crude, although not as light or as sweet as WTI.

WTI has a typical sulphur content of 0.24 to 0.34% and an API gravity 39-40. With a typical refining yield of 24% diesel and 46% gasoline.

Arab Light, one of the major crude benchmarks affected by the effective closure of the Strait of Hormuz, typically has a 1.7% sulphur and 31.7 API gravity and would be classed as a medium sour crude. A typical yield would by 40% diesel and 25% gasoline. Middle East medium sour crude raced to all-time highs over Brent last week.

The properties of the oil heading east to China and India are like that of Russian Urals, which had been sanctioned by the US, however these sanctions have been temporarily lifted due to the supply disruptions. The price of Urals deliveries to India has surged to a premium over Brent for the first time since September. Urals was priced at $22 a barrel over Brent on Monday, the highest level since at least December 2022.

Limiting supply of crudes that yield higher volumes of diesel has been a major factor in driving diesel prices higher. This in turn has pushed the price of heavier crude oils higher. Traditionally Brent and WTI have traded at a premium to heavier crude benchmarks however that has narrowed and even reversed since the US and Israeli strikes on Iran.

New research from Close Brothers Motor Finance highlights that fuel prices remain one of the biggest financial worries for UK motorists, even as new price-comparison initiatives are introduced to improve transparency at the pump.

According to the Close Brothers Motor Finance study, more than a third of drivers say they are concerned about fuel costs over the next 12 months. This ongoing anxiety reflects the continued pressure on motoring budgets, where fuel, insurance, maintenance and road conditions are all contributing to higher overall running costs.

While government-backed comparison schemes aim to improve visibility of pump prices, the findings from Close Brothers Motor Finance show that motorists are still looking for practical, everyday ways to cut their fuel spend.

Fuel Costs Still Top Drivers’ Concerns

The Close Brothers Motor Finance research makes clear that fuel remains the single biggest cost concern for many motorists. Even with greater availability of price data, drivers want reassurance that the information they rely on is accurate, up to date and easy to act on.

These insights from Close Brothers Motor Finance reinforce a simple truth: visibility alone isn’t enough. Drivers need tools that help them quickly identify cheaper fuel nearby and adjust their refuelling habits to save money consistently.

Why Real-Time Comparison Matters

Close Brothers Motor Finance emphasises that wider motoring expenses – from insurance increases to vehicle maintenance – are compounding financial pressure. In this environment, being able to compare fuel prices in real time can make an immediate difference to monthly driving costs.

The findings underline that concerns extend beyond fuel alone. However, fuel remains one of the most frequent and controllable expenses for drivers. With the right comparison tools, motorists can take small but consistent steps to manage their overall motoring budget more effectively.

As highlighted by Close Brothers Motor Finance, improving transparency is only the first step. The real benefit comes when drivers actively use comparison tools to choose better-value fuel stations and reduce the cost of every journey.