{"id":74808,"date":"2026-07-03T07:18:07","date_gmt":"2026-07-03T11:18:07","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=74808"},"modified":"2026-07-03T07:18:37","modified_gmt":"2026-07-03T11:18:37","slug":"company-car-tax-in-the-uk-shifts-incentives-toward-electric-and-hybrid-vehicles-amid-rising-rates","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/company-car-tax-in-the-uk-shifts-incentives-toward-electric-and-hybrid-vehicles-amid-rising-rates\/","title":{"rendered":"Company Car Tax in the UK Shifts Incentives Toward Electric and Hybrid Vehicles Amid Rising Rates"},"content":{"rendered":"

Why Company Car Taxation Remains a Strategic Lever in UK Employment<\/p>\n

The taxation of company cars in the UK, far from being a mere administrative detail, functions as a powerful instrument shaping both employer and employee behavior. At its core, the Benefit-in-Kind (BiK) tax regime operates as a policy lever, nudging corporate fleets and individual drivers toward lower-carbon vehicles. Yet, the apparent simplicity of the system\u2014taxing a percentage of a car\u2019s list price based on emissions\u2014belies a set of complex incentives, shifting regulatory boundaries, and second-order effects that ripple through labor markets, vehicle manufacturing, and even urban planning.<\/p>\n

The evidence suggests that the BiK framework, by tying tax liability to CO2 emissions and electric range, has catalyzed a pronounced shift in fleet composition. Company car drivers, historically early adopters of diesel during the early 2000s due to favorable tax treatment, are now leading the transition to plug-in hybrids (PHEVs) and battery electric vehicles (EVs). Recent data indicates that nearly two-thirds of company cars are now EVs or PHEVs\u2014a figure that would have been unthinkable a decade ago. However, this transition is neither uniform nor unproblematic. The system\u2019s reliance on manufacturer-reported emissions and electric ranges introduces methodological limitations, as real-world performance often diverges sharply from laboratory figures, particularly for PHEVs. This divergence has prompted regulatory recalibration, with tax bands for PHEVs set to converge upward, reducing their fiscal advantage.<\/p>\n

How Does the BiK Tax Mechanism Influence Vehicle Choice and Corporate Behavior?<\/p>\n

The core mechanism at play is the assignment of a \u2018taxable value\u2019 to each company car, determined by its list price (P11D) and CO2 emissions. For PHEVs, electric-only range further modulates the applicable tax band. Employees pay tax on this value at their marginal income tax rate, creating a direct and transparent link between vehicle selection and after-tax income. This structure, while ostensibly neutral, in practice exerts a powerful gravitational pull: the lower the emissions, the lower the tax bill, often by substantial margins.<\/p>\n

Yet, the system\u2019s design contains structural blind spots. The P11D value is fixed at the time of purchase and does not account for subsequent depreciation or discounts, potentially distorting the true economic value of the benefit. Furthermore, the granularity of tax bands\u2014sensitive to minor specification changes such as wheel size or optional extras\u2014can lead to counterintuitive outcomes, where two ostensibly similar vehicles incur markedly different tax liabilities. For fleet managers and HR departments, this creates a complex optimization problem, balancing employee preferences, total cost of ownership, and regulatory compliance.<\/p>\n

Why Are Electric Vehicles So Favored\u2014And Will This Advantage Persist?<\/p>\n

Electric vehicles currently occupy the most advantageous position in the BiK landscape, taxed at a mere 4% of their list price. This translates, under current conditions, to tax bills that are approximately 80% lower than those for comparably priced petrol or diesel vehicles. For both employers and employees, the fiscal logic is compelling. However, this advantage is not static. Scheduled increases in the BiK rate for EVs\u2014rising to 9% by 2029\/30\u2014signal a policy intent to gradually normalize their treatment as market penetration increases. While these increases are steeper than for other vehicle types, the absolute rates remain low enough to sustain a strong incentive, at least in the medium term.<\/p>\n

The practical significance of this policy trajectory is twofold. On one hand, it provides a predictable glide path for employers planning fleet renewal cycles, supporting continued investment in EV infrastructure. On the other, it raises questions about the long-term sustainability of the current incentive structure. As the fiscal cost to the Exchequer grows with EV adoption, political pressure to further increase rates may intensify, particularly if the environmental externalities of electricity generation are not adequately addressed.<\/p>\n

Are Plug-In Hybrids Losing Their Luster\u2014and What Does This Reveal About Policy Design?<\/p>\n

Plug-in hybrids, once the darlings of the BiK system, now find themselves in a precarious position. While they still benefit from lower tax bands than conventional vehicles, the gap between official and real-world emissions has undermined their environmental credibility. The forthcoming consolidation of PHEV tax bands into a single, higher rate\u2014regardless of electric range\u2014reflects a policy judgment that the technology\u2019s benefits have been overstated, at least in aggregate fleet usage.<\/p>\n

This shift exposes a recurring tension in environmental taxation: the challenge of designing incentives that are robust to gaming and technological change. The initial enthusiasm for PHEVs was predicated on laboratory test cycles that did not reflect actual usage patterns, particularly for drivers who rarely charged their vehicles. The recalibration of tax bands is thus both a corrective measure and a cautionary tale about the limits of static policy instruments in a dynamic technological landscape.<\/p>\n

What About Conventional Petrol and Diesel Cars\u2014Is Stability a Double-Edged Sword?<\/p>\n

For petrol and diesel company cars, the BiK system offers a veneer of stability, with tax rates frozen until 2028 before resuming incremental increases. However, this stability is itself a policy choice, reflecting both the political sensitivity of motoring costs and the recognition that the most polluting vehicles are already subject to the highest tax bands. The diesel surcharge for non-compliant vehicles, while largely moot due to regulatory mandates, serves as a reminder of the system\u2019s capacity for targeted intervention.<\/p>\n

Yet, the practical effect is a slow but inexorable erosion of the fiscal attractiveness of conventional vehicles. For employees in rural areas or with specific operational needs, the narrowing of options may feel punitive, particularly if EV infrastructure remains unevenly distributed. The system\u2019s one-size-fits-all approach, while administratively efficient, risks overlooking regional and sectoral disparities in mobility needs.<\/p>\n

Who Benefits from the Simpler Van Taxation\u2014and Who Loses as the Rules Tighten?<\/p>\n

Company vans, taxed on a flat value regardless of emissions (with a zero rate for EVs), represent an outlier in the BiK system. This simplicity has historically favored drivers of double-cab pickups, who enjoyed car-like comfort with van-like tax treatment. The recent policy shift\u2014taxing newer pickups based on emissions\u2014closes this perceived loophole, aligning the system more closely with its environmental objectives but increasing costs for a subset of drivers, often in construction or rural sectors.<\/p>\n

This change illustrates a broader pattern: as the BiK system evolves, it tends to close off avenues for tax arbitrage, but not without transitional winners and losers. The practical significance for employers is the need to continually reassess fleet policies in light of regulatory drift, lest legacy arrangements become unexpectedly costly.<\/p>\n

Case Studies: What Do Real-World Tax Bills Reveal About Systemic Incentives?<\/p>\n

A comparative analysis of current BiK liabilities underscores the magnitude of the system\u2019s incentives. For example, a basic-rate taxpayer driving a Tesla Model Y (EV) faces an annual BiK charge of just \u00a3391, compared to \u00a32,989 for a Volkswagen Golf GTI (petrol) or \u00a32,274 for a Kia Sportage Hybrid. Even a PHEV such as the MG HS Trophy, with a 75-mile electric range, incurs a modest \u00a3488 charge. These disparities, while grounded in environmental logic, also reflect the system\u2019s sensitivity to marginal specification differences and the volatility of future tax bands.<\/p>\n

However, these figures are not self-explanatory. They depend on assumptions about usage patterns, charging infrastructure, and the stability of future tax rates. For higher-rate taxpayers, the absolute differences are even more pronounced, amplifying the redistributive effects of the policy. The evidence suggests that, under current conditions, the BiK system remains a potent driver of fleet electrification, but its long-term equilibrium is far from settled.<\/p>\n

What Should Informed Stakeholders Do in Light of These Dynamics?<\/p>\n

For employers, the imperative is to treat company car policy as a dynamic portfolio problem, not a static compliance exercise. Regular scenario analysis\u2014factoring in scheduled tax band changes, evolving vehicle technologies, and regional infrastructure constraints\u2014is essential to avoid stranded assets and employee dissatisfaction. For employees, the key is to interrogate not just headline tax rates but the underlying assumptions about vehicle use, future policy shifts, and personal mobility needs.<\/p>\n

Policymakers, meanwhile, face a delicate balancing act: maintaining credible incentives for decarbonization without creating fiscal cliffs or unintended inequities. The system\u2019s recent recalibrations reflect an ongoing process of learning and adjustment, but the risk of policy lag\u2014where incentives persist beyond their environmental justification\u2014remains ever-present.<\/p>\n

In sum, company car taxation in the UK exemplifies the challenges and possibilities of using fiscal policy to steer technological and behavioral change. Its future trajectory will hinge not only on emissions targets and fiscal pressures, but on the system\u2019s capacity to adapt to the messy realities of real-world mobility.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"Company<\/a><\/p>\n

You don\u2019t need to be an accountant to wrap your head around Benefit-in-Kind tax. Here\u2019s what you need to know.<\/p>\n

\n

Finding the right car for your needs and budget is never an easy task, but if you\u2019re lucky enough to be one of the UK\u2019s 840,000 company car drivers then that decision can also have a massive impact on your tax bill too.<\/p>\n

Company cars have been a top-tier workplace perk for decades. They\u2019re a tool of the trade for jobs with regular travel needs and very attractive for employees \u2013 who get a brand new, fully maintained car, paid for by the business, but available for them to use outside work hours.\u00a0<\/p>\n

Naturally, there is a cost. His Majesty\u2019s Revenue & Customs (HMRC) classes company cars as a \u2018Benefit-in-Kind\u2019 (BiK for short), which a term for any perks provided on top of your salary. And, just like the rest of your pay packet, they\u2019re taxable.<\/p>\n

The amount of company car tax you\u2019ll pay depends on the vehicle you choose and how much you earn. But, beneath the jargon, it\u2019s relatively easy to figure out how much it\u2019ll cost, and what steps you can take to keep a lid on your bills.\u00a0<\/p>\n

How does company car tax work?<\/h3>\n

Company car tax isn\u2019t a linear system in the UK, and there are a few factors that can significantly alter the amount you\u2019ll pay.\u00a0<\/p>\n

HMRC assigns what\u2019s called a \u2018taxable value\u2019 to every company car, which is a percentage of the list price based on its tailpipe CO2 emissions and, for plug-in hybrids<\/a> (PHEVs), how far it can drive on battery power.\u00a0<\/p>\n

The list price (known as the P11d) includes optional extras, VAT and delivery charges but not the registration fee or the first year of vehicle excise duty (VED, or road tax). It\u2019s also fixed for life, so it doesn\u2019t reflect discounts for new cars and there\u2019s no driver incentive to opt into a used one.<\/p>\n

\"\"<\/p>\n

Drivers then pay BiK on that taxable value at the same rate as their income \u2013 typically 20%, 40% or 45% in England, Wales and Northern Ireland (Scotland has its own rates). For example, a 20% income taxpayer would be liable for 20% of their vehicle\u2019s taxable value each year, split into instalments and recovered from their monthly wages.<\/p>\n

In short, the cheaper the vehicle and the less CO2 it emits, the lower your tax bill.\u00a0<\/p>\n

Which tax band does my company car fit into?<\/h3>\n

You\u2019ll need two pieces of information for this; CO2 emissions at the tailpipe and, if you\u2019re considering a PHEV, the electric range. Most manufacturers and leasing companies have online configurators which will give the exact figures you need. If not, ask your fleet manager.<\/p>\n

It\u2019s important not to be precise. All new cars are tested on a spec-by-spec basis, which means both figures can be affected by options such as larger wheels, bodykits and even panoramic sunroofs. In some cases, this can nudge different versions of the same vehicle into higher tax bands.<\/p>\n

Those figures will place your company car into one of the 28 tax bands in the following table, which gives you the percentage used to calculate its taxable value. Rates normally increase by 1% point each April, at the start of the new financial year.<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
CO2(g\/km)<\/th>\nElectricrange(miles)<\/th>\nCompany car tax band<\/th>\n<\/tr>\n
2026-27<\/th>\n2027-28<\/th>\n2028-29<\/th>\n2029-30<\/th>\n<\/tr>\n
0<\/td>\nN\/A<\/td>\n4%<\/td>\n5%<\/td>\n7%<\/td>\n9%<\/td>\n<\/tr>\n
0-50<\/td>\n>130<\/td>\n4%<\/td>\n5%<\/td>\n18%<\/td>\n19%<\/td>\n<\/tr>\n
0-50<\/td>\n70-129<\/td>\n7%<\/td>\n8%<\/td>\n18%<\/td>\n19%<\/td>\n<\/tr>\n
0-50<\/td>\n40-69<\/td>\n10%<\/td>\n11%<\/td>\n18%<\/td>\n19%<\/td>\n<\/tr>\n
0-50<\/td>\n30-39<\/td>\n14%<\/td>\n15%<\/td>\n18%<\/td>\n19%<\/td>\n<\/tr>\n
0-50<\/td>\n<30<\/td>\n16%<\/td>\n17%<\/td>\n18%<\/td>\n19%<\/td>\n<\/tr>\n
51-54<\/td>\n\u00a0<\/td>\n17%<\/td>\n18%<\/td>\n19%<\/td>\n20%<\/td>\n<\/tr>\n
55-59<\/td>\n\u00a0<\/td>\n18%<\/td>\n19%<\/td>\n20%<\/td>\n21%<\/td>\n<\/tr>\n
60-64<\/td>\n\u00a0<\/td>\n19%<\/td>\n20%<\/td>\n21%<\/td>\n22%<\/td>\n<\/tr>\n
65-69<\/td>\n\u00a0<\/td>\n20%<\/td>\n21%<\/td>\n22%<\/td>\n23%<\/td>\n<\/tr>\n
70-74<\/td>\n\u00a0<\/td>\n21%<\/td>\n21%<\/td>\n22%<\/td>\n23%<\/td>\n<\/tr>\n
75-79<\/td>\n\u00a0<\/td>\n21%<\/td>\n21%<\/td>\n22%<\/td>\n23%<\/td>\n<\/tr>\n
80-84<\/td>\n\u00a0<\/td>\n22%<\/td>\n22%<\/td>\n23%<\/td>\n24%<\/td>\n<\/tr>\n
85-89<\/td>\n\u00a0<\/td>\n23%<\/td>\n23%<\/td>\n24%<\/td>\n25%<\/td>\n<\/tr>\n
90-94<\/td>\n\u00a0<\/td>\n24%<\/td>\n24%<\/td>\n25%<\/td>\n26%<\/td>\n<\/tr>\n
95-99<\/td>\n\u00a0<\/td>\n25%<\/td>\n25%<\/td>\n26%<\/td>\n27%<\/td>\n<\/tr>\n
100-104<\/td>\n\u00a0<\/td>\n26%<\/td>\n26%<\/td>\n27%<\/td>\n28%<\/td>\n<\/tr>\n
105-109<\/td>\n\u00a0<\/td>\n27%<\/td>\n27%<\/td>\n28%<\/td>\n29%<\/td>\n<\/tr>\n
110-114<\/td>\n\u00a0<\/td>\n28%<\/td>\n28%<\/td>\n29%<\/td>\n30%<\/td>\n<\/tr>\n
115-119<\/td>\n\u00a0<\/td>\n29%<\/td>\n29%<\/td>\n30%<\/td>\n31%<\/td>\n<\/tr>\n
120-124<\/td>\n\u00a0<\/td>\n30%<\/td>\n30%<\/td>\n31%<\/td>\n32%<\/td>\n<\/tr>\n
125-129<\/td>\n\u00a0<\/td>\n31%<\/td>\n31%<\/td>\n32%<\/td>\n33%<\/td>\n<\/tr>\n
130-134<\/td>\n\u00a0<\/td>\n32%<\/td>\n32%<\/td>\n33%<\/td>\n34%<\/td>\n<\/tr>\n
135-139<\/td>\n\u00a0<\/td>\n33%<\/td>\n33%<\/td>\n34%<\/td>\n35%<\/td>\n<\/tr>\n
140-144<\/td>\n\u00a0<\/td>\n34%<\/td>\n34%<\/td>\n35%<\/td>\n36%<\/td>\n<\/tr>\n
145-149<\/td>\n\u00a0<\/td>\n35%<\/td>\n35%<\/td>\n36%<\/td>\n37%<\/td>\n<\/tr>\n
150-154<\/td>\n\u00a0<\/td>\n36%<\/td>\n36%<\/td>\n37%<\/td>\n37%<\/td>\n<\/tr>\n
155g+<\/td>\n\u00a0<\/td>\n37%<\/td>\n37%<\/td>\n37%<\/td>\n37%<\/td>\n<\/tr>\n<\/table>\n

Although list price makes a difference, that system heavily favours vehicles with the lowest CO2 emissions. It\u2019s hardly surprising that company car drivers led the \u2018dash for diesel\u2019 in the early 2000s, or that they are now moving, en masse, to PHEVs and battery electric vehicles (EVs).\u00a0<\/a><\/p>\n

For context, HMRC\u2019s latest data shows there were 120,000 more company car drivers in 2023\/24 than in 2020\/21, when it reintroduced ultra-low bands for plug-in vehicles. Almost two thirds of all company cars (62%) are EV or PHEV, but the incentives are beginning to shift.<\/p>\n

What are the BiK costs for an electric company car?<\/h3>\n

With zero tailpipe emissions, electric company cars fall into the lowest 4% band. That\u2019s enough to not only offset their typically higher list price, but to cut drivers\u2019 tax bills by around 80% compared to an equivalent petrol or diesel car.\u00a0<\/p>\n

Rates are set to rise by 1% point in 2027\/28 and then 2% in the next two tax years. Although that\u2019s faster than any other vehicle type, they\u2019ll still comfortably undercut even the best-performing hybrids over a three-year contract.\u00a0<\/p>\n

\"\"<\/p>\n

What are the BiK costs for a hybrid company car?<\/h3>\n

PHEVs are second only to EVs for low CO2 emissions and have similarly favourable tax rates. However, with damning reports about the gap between real-world performance and brochure figures, those incentives are being wound down.<\/p>\n

There are five company car tax bands for PHEVs emitting 50g\/km CO2 or less. Cars that can travel more than 130 miles are taxed at the same rate as EVs (currently 4%), but no such vehicles exist. Most can travel between 40 and 60 miles to a full charge, so fall into the 10% band.<\/p>\n

However, the entire system is about to change. All PHEV bands will increase by 1% point in 2027\/28, before being replaced with a single 18% rate the following year, regardless of their electric range<\/a>, which offers a much smaller incentive compared to other vehicles. Then that rate rises to 19% in 2029\/30.<\/p>\n

PHEVs over 50g\/km and \u2018self-charging\u2019 hybrids (the type that can\u2019t be plugged in) are taxed the same as a petrol or diesel company car \u2013 with bands based entirely on their CO2 emissions.\u00a0<\/p>\n

\"\"<\/p>\n

What are the BiK costs for a petrol or diesel company car?<\/h3>\n

The tax outlook for regular petrol and diesel cars is a bit more stable. Rates are currently frozen until April 2028, then they\u2019ll go back to 1%-point yearly increases in 2029 and 2030.<\/p>\n

There are a couple of exceptions. Vehicles emitting 75g\/km or less don\u2019t have a rate freeze, while diesel cars that aren\u2019t compliant with the latest Real Driving Emissions 2 (RDE2) standard \u2013 which requires on-road pollutant output to almost match laboratory testing \u2013 get a 4%-point surcharge. However, RDE2 compliance been mandatory since January 2021, so it\u2019s unlikely that most company car drivers would need to pay it.<\/p>\n

What are the BiK costs for a company van?<\/h3>\n

It\u2019s less common, but some businesses will allow drivers to use vans outside work hours. They\u2019re taxed on a much simpler system than cars, with a flat taxable value of \u00a34,170, regardless of CO2 emissions, or \u00a30 if they are electric. Both are cheaper than an equivalent size car.<\/p>\n

However, HMRC recently changed the rules for double-cab pickups (which have two rows of seats and four doors) claiming it was a loophole. If they\u2019re registered or have changed hands since April 2026, then they\u2019re taxed based on their CO2 emissions, just like a car, which has led to much higher bills for drivers. Older pickups are taxed as vans until April 2029.<\/p>\n

Company car tax bill examples<\/h2>\n

\"\"<\/p>\n

Ford Puma 1.0 EcoBoost Titanium (125PS)\u00a0<\/h2>\n

P11D price: <\/strong>\u00a326,610CO2 emissions:<\/strong> 122g\/km\u00a02026\/27 BIK rate:<\/strong> 30%Taxable value:<\/strong> \u00a37,983Basic-rate taxpayer (20%): <\/strong>\u00a31,597 annual BIK chargeHigher-rate taxpayer (40%):<\/strong> \u00a33,193 annual BIK charge<\/p>\n

\"\"<\/p>\n

Volkswagen Golf GTI\u00a0<\/h2>\n

P11D price:<\/strong> \u00a340,395CO2 emissions: <\/strong>160g\/km\u00a02026\/27 BIK rate: <\/strong>37%Taxable value: <\/strong>\u00a314,946Basic-rate taxpayer (20%):<\/strong> \u00a32,989 annual BIK chargeHigher-rate taxpayer (40%): <\/strong>\u00a35,978 annual BIK charge<\/p>\n

\"\"<\/p>\n

Kia Sportage GT-Line Hybrid<\/h2>\n

P11D price: <\/strong>\u00a336,685CO2 emissions: <\/strong>128g\/km\u00a02026\/27 BIK rate:<\/strong> 31%Taxable value: <\/strong>\u00a311,372Basic-rate taxpayer (20%):<\/strong> \u00a32,274 annual BIK chargeHigher-rate taxpayer (40%): <\/strong>\u00a34,549 annual BIK charge<\/p>\n

\"\"<\/p>\n

Volkswagen Tiguan 2.0 TDI Match<\/h2>\n

P11D price: <\/strong>\u00a340,550CO2 emissions:<\/strong> 142g\/km\u00a02026\/27 BIK rate: <\/strong>34%Taxable value:<\/strong> \u00a313,787Basic-rate taxpayer (20%):<\/strong> \u00a32,757 annual BIK chargeHigher-rate taxpayer (40%):<\/strong> \u00a35,515 annual BIK charge<\/p>\n

\"\"<\/p>\n

MG HS Trophy PHEV<\/h2>\n

P11D price:<\/strong> \u00a334,825CO2 emissions:<\/strong> 12g\/km (75-mile EV range)2026\/27 BIK rate:<\/strong> 7%Taxable value:<\/strong> \u00a32,438Basic-rate taxpayer (20%):<\/strong> \u00a3488 annual BIK chargeHigher-rate taxpayer (40%): <\/strong>\u00a3975 annual BIK charge<\/p>\n

\"\"<\/h2>\n

Tesla Model Y Premium Long Range\u00a0<\/h2>\n

P11D price: <\/strong>\u00a348,925CO2 emissions:<\/strong> 0g\/km\u00a02026\/27 BIK rate: <\/strong>4%Taxable value: <\/strong>\u00a31,957Basic-rate taxpayer (20%):<\/strong> \u00a3391 annual BIK chargeHigher-rate taxpayer (40%): <\/strong>\u00a3783 annual BIK charge<\/p>\n<\/div>\n","protected":false},"author":1,"featured_media":74809,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"Default","format":"standard","meta":{"footnotes":""},"categories":[2,137],"tags":[],"class_list":["post-74808","post","type-post","status-publish","format-standard","has-post-thumbnail","category-featured","category-news"],"_links":{"self":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/74808","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/comments?post=74808"}],"version-history":[{"count":1,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/74808\/revisions"}],"predecessor-version":[{"id":74810,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/74808\/revisions\/74810"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media\/74809"}],"wp:attachment":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media?parent=74808"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/categories?post=74808"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/tags?post=74808"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}