Compact van

Small van

Medium van

Large van

Electric van

Best commercial SUV

Best commercial pick-up

 Car-based van

Best van-based MPV

Best campervan

Category winners

Van and Commercial Vehicle Awards 2023

The Ford E-Transit represents a watershed moment for electric vans. From now on, rather than seeing if one will fit into their operations, fleet managers will need a good reason not to go electric – it really is that good.

Ford E-Transit

Small Van

Medium Van

Large Van

Electric Van

<h2>What we're looking for:</h2><ul><li>Go-anywhere capability</li> <li>Work-ready load bay</li> <li>Robust, durable yet also pleasant interior</li> <li>Commanding driving position</li> <li>Heavyweight towing capacity</li></ul>

The popularity of pick-up trucks is growing in the UK, thanks in part to a fixed-rate company car tax for business users, due to them being categorised as light commercial vehicles.

But it's not just those savings to your wallet that makes the pick-up a compelling buy; incredibly durability, huge towing capacity and the surprising about of technology available means the majority are worthy for much more than just working on building sites.&nbsp;

Pick-up

A staple of British holidaymakers, camper vans come in a variety of different shapes and sizes, but are usually based on existing commercial vehicles. Camper vans will have been modified to make them more comfortable for extended use, and often come with extra amenities including cooking facilities, a sleeping area and, in some cases, a toilet or shower.

Camper van

We've named the best vans and commercial vehicles for every need and budget, plus our overall Van of the Year

Van and Commercial Vehicle Awards

Van Awards

Citroën is probably most famous for its quirky design, and the latest cars from the brand live up to this tradition, featuring paintwork-protecting ‘Airbumps’ and eschewing the sporty looks favoured by most rivals.

Indeed, Citroën tends to keep away from sportiness altogether and instead tries to put comfort first.

Value (but not cheapness) is also key to the appeal of most Citroëns. And the company’s range includes everything from small hatchbacks (such as the C1 and C3) to big, family-friendly seven-seaters (the Spacetourer and Grand C4 Spacetourer).

The C3 Aircross SUV is another of its popular models, while a larger C5 Aircross is planned.

CITROEN

Modern Fiats fall into two categories: the retro models and those with more functional designs.

Cars in the first camp appeal to the heart and include the 124 Spider sports car and the 500 series: a hatchback, a convertible, an SUV and two MPVs.

By contrast, the remaining models rely on their practicality and attractive pricing, with the Panda city car, Tipo hatchback and Fullback pick-up truck all prime examples.

Fiat can trace its roots back to the 19th century but is now part of the Fiat Chrysler Automobiles group, along with Alfa Romeo, Chrysler, Jeep and Maserati.

FIAT

Ford builds some of the most popular cars in the UK, including the Fiesta and Focus hatchbacks.

This success is partly down to longevity and the fact that there’s a Ford dealer around every corner. However, it’s also because Fords tend to offer good value and be among the best cars in their respective classes to drive.

The company’s huge range also helps; it offers everything from the small – but surprisingly practical – Ka+ to the large and lavishly equipped Edge SUV.

Meanwhile, other highlights of the range include the S-Max and Galaxy people carriers, the Mondeo executive car and the Ranger pick-up.

FORD

If you’re in the market for a pick-up truck, chances are you’ll have heard of Isuzu. The Japanese brand makes buses and lorries for markets all over the world, but it’s most famous for the D-Max.

A rival to the Mitsubishi L200, Nissan Navara and Volkswagen Amarok, the D-Max pick-up is aimed at drivers who need rugged go-anywhere ability and lots of space, and for whom a conventional SUV just won’t cut it.

ISUZU

Iveco

LEVC

MAXUS

Mercedes’ line-up is vast – ranging from the A-Class family hatchback through to staple saloons such as the C-Class and E-Class, and onwards towards multiple SUVs, luxury saloons and even sports cars. Coupés and convertibles are thrown into the mix as well.

As one of the ‘big three’ German brands, Mercedes most often finds itself competing with Audi and BMW but more recently has found itself fending off Jaguar and Volvo, too.

Mercedes models are known for comfort. One example of this is the E-Class, because while the Audi A6 has a plusher interior and the BMW 5 Series handles better, the E-Class is probably the most comfortable for a long motorway journey.

MERCEDES-BENZ

Nissan turned up early to the SUV party, with its Qashqai paving the way for the countless models we see today. The Qashqai continues to sell in big numbers in the UK, too, and was also our overall Car of the Year in 2014.

Don’t think Nissan is just about SUVs, though. As well as the Qashqai, the smaller Juke and the larger X-Trail, the Japanese brand has the Micra hatchback, GT-R sports car and Navara pick-up truck.

Nissan was also one of the first big car makers to launch a fully electric car, with its latest Leaf being one of the best on the market.

Despite being based in Japan, Nissan has long committed to building cars in the UK, making several of its best-selling models at a huge factory in Sunderland.

NISSAN

Peugeot has its strongest model line-up for some years, with some of its cars now rated by our testers as being among the very best available.

Highlights focus around the firm’s newest SUVs, the 3008 and 5008. The 5008 was named Large SUV of the Year at the 2018 What Car? Awards, thanks to its appealing blend of space, interior quality and low running costs.

That bodes well for future launches, too, because many of the learnings from these cars will be passed on as new versions of existing cars are launched – something that could take many years, because the Peugeot range is so big, ranging from an entry-level supermini with the 108 to an executive saloon with the 508, up into the SUV range and also vans.

Buyers should evaluate some of the lower-rated cars in the range more carefully, though. Some are now quite old, and are subsequently left behind in terms of quality when compared with the opposition, making them below-average buys, in our estimation.

PEUGEOT

Hatchbacks, SUVs, fast cars, electric cars: Renault makes them all, in a variety of shapes and sizes, so it has a line-up designed to tempt pretty much everyone.

From the roadside, the standout feature of them all is the design, with its cars now having a distinctive look that has won the firm a legion of fans for its flair and charm.

To drive and to own, the line-up is typically decent rather than outstanding. Best of the cars when they are rated against rivals are the Kadjar SUV, the fast RS models and the electric Zoe.

With new and used pricing also keen – and Target Price discounts through our New Car Buying marketplace usually more generous than most – there is the opportunity to negotiate an appealing price.

RENAULT

Ssangyong has made giant strides in recent years, after it was taken over by a new owner and given a injection of investment to help its bid to become a credible car maker.

The result so far is a range of cars dominated by SUVs (as well as a single pick-up), most of which are below the class average standard but all of which have merits, including the amount of space and practicality they offer for the money.

The highlight in the range is currently the Korando, a Nissan Qashqai rival that offers all the space of that car but for a price closer to the much smaller Nissan Juke’s. It is very roomy and has decent engines, but it’s let down a bit by interior quality, high running costs and poor resale values.

SSANGYONG

Suzuki is well known as a motorcycle manufacturer, but the car brand has been enjoying decent success in recent years, thanks to a line-up of neat, well-equipped and keenly priced models.

Its expertise focuses on smaller cars, although its high-riding SUV range is also hugely credible, especially the Ignis and Vitara, which are both rated highly by What Car?’s testers and which have enjoyed success at the What Car? Awards as a result.

Well priced, decent to drive and full of useful tech, Suzuki’s cars also generally stand out for delivering good fuel economy. The Ignis, Celerio and Baleno have all stood head and shoulders above the competition during our True MPG testing.

SUZUKI

Toyota is a company undergoing a quiet revolution, as it works hard to replace its sensible but somewhat bland reputation with one for being a bit more daring, in areas such as the styling of its cars and its enthusiastic leadership of cutting-edge technology, such as hybrid systems.

That process seems to be working for buyers, with the hugely popular and striking-looking C-HR SUV in particular attracting a great deal of interest. The latest version of the hybrid Prius is also rated highly by What Car?; it’s the first Prius to go on sale that our testers have felt can truly compete all round with existing petrol or diesel rivals.

However, it’s worth noting that this period of transition is also a work in progress, and that many of the firm’s cars are still rated as being no more than average among class rivals by our testers.

TOYOTA

Vauxhall has an incredibly diverse range of cars on sale, a few of which stand out above the class average. Add in the fact that it still offers some of the largest Target Price discounts in the market (something it is trying, without huge success, to cut back on), and there are very good reasons to consider buying one of its better models.

However, you need to choose carefully, because it is also a brand in transition. It has a newish parent company – the same one that owns Citroën, DS and Peugeot. And while Vauxhall’s newer models tend to be competitive, some of the others feel dated; a quick check of our star ratings will reveal which is which.

Still, given the recent success of sister brands Citroën and especially Peugeot, each new launch should make its range more appealing to buyers.

VAUXHALL

The VW Group famously spends more money on research and development than any rival – and as a result, perhaps it should be no surprise that our testers rate its cars so consistently highly.

The fact that many of those cars use the same underpinnings also helps, because it means that if they get it right once, they have the foundations to keep on getting it right.

However, the Volkswagen brand faces plenty of tough competition, often from within, because the rapidly rising Seat and Skoda brands that are also part of the group have access to the same technology.

VOLKSWAGEN

City-Car

Estate

Pick-Up

ABT eTRANSPORTER 6.1

AMAROK

BERLINGO CV

BOXER

CADDY

CADDY CALIFORNIA

CALIFORNIA

Citan

COMBO CARGO

Combo Cargo 4x4

Combo-e

CRAFTER

D-MAX

Daily

Daily Electric

DISPATCH

DOBLO CARGO

DUCATO

e-Berlingo

e-Boxer

e-Crafter

E DELIVER 3

E Deliver 9

E-Ducato

e-NV200

e-Partner

e-Relay

e-Sprinter

E-Transit

eCitan

Expert

FULLBACK

GRAND CALIFORNIA

HILUX

ID Buzz Cargo

Jimny

Kangoo

Kangoo E-Tech

Master (2019) NEW

Master E-Tech

Movano (2019)

MUSSO

NV200

NV300

NV400

Partner

Proace

ProAce City

Proace City Electric

RANGER

Relay (2019)

SPRINTER

T90 EV

Talento

Townstar

Trafic

TRANSIT

TRANSIT CONNECT

Transit Courier

TRANSIT CUSTOM

Transit Nugget

TRANSPORTER

V CLASS

VITO

VIVARO

Vivaro-e

X-CLASS

The Ford Ranger and other pick-up trucks&nbsp;are classed as commercial vehicles, which makes them remarkably affordable to run as company cars. If a model can carry more than 1000kg, you'll pay a flat commercial vehicle <a href="https://www.whatcar.com/advice/owning/company-car-tax-guide/n9352">company car tax</a> rate regardless of how much CO2 it produces.

In the Ranger line-up, that means all versions except the Ranger Raptor. As a cash buy, the Ranger is competitively priced next to the Toyota Hilux but the Isuzu D-Max can be had for less and the Ssangyong Musso provides more kit for your cash.

Unfortunately, Ford says that the PHEV Ranger can only be charged using AC power outlets, meaning charging is&nbsp;capped at a <a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">charging speed</a> of 7kW – and&nbsp;even slower if you plug it into a three-pin socket. Nonetheless, plugging the car in overnight should see you with a full battery the next morning.

Still, the Ranger PHEV should drastically lower your running costs compared with other Ranger models, if you keep its battery charged. The car can even use smart geo-fencing to automatically switch over to electric power when you enter an electric-only zone – potentially helping you to avoid a hefty fine.

The cheapest XL trim gets 16in steel wheels, a multi-function steering wheel, a heated windscreen and rear window, digital dials, manual air-con and cruise control, but it's rather spartan. You'd be wise to step up to XLT at the very least to get a few more creature comforts, plus alloy wheels and body-coloured bumpers.

If you want a pick-up that has all the luxuries of a modern car, though, you’ll want to opt for the Wildtrak. It looks beefier than the XLT, with 18in alloy wheels, roof rails, black exterior highlights and a plush interior. You also get a heated leather steering wheel, heated seats, a leather dashboard with contrast stitching, ambient interior lighting and a larger infotainment system.

The Wildtrak is our pick of the range, unless your commute includes sand dunes or similar, in which case the Raptor is the best Ranger. In fact, it’s so well equipped, we can’t see why you'd opt for range-topping Platinum.&nbsp;

When it was tested for safety by the experts at <a href="https://www.whatcar.com/news/the-safest-cars-on-sale-today/n19724">Euro NCAP</a>, the model was awarded the&nbsp;full five stars, and its highest score was for protecting child occupants. As standard, it comes with automatic emergency braking (<a href="https://www.whatcar.com/news/what-is-aeb-and-how-does-it-work/n3283">AEB</a>), lane-keeping assist, intelligent speed assist and traffic-sign recognition.&nbsp;

While the Ranger itself didn’t feature in our most recent <a href="https://www.whatcar.com/news/2022-what-car-reliability-survey/n23397">What Car? Reliability Survey</a>, Ford as a manufacturer ended up towards the middle of the table, in 17th position out of 32 car makers. In contrast, Volkswagen finished in 22nd position.

Ford gives you a three-year or 60,000-mile warranty. In contrast, the Musso comes with a five-year or 100,000 mile warranty, while Toyota’s warranty programme is up to 10 years or 100,000 miles (if you regularly service it at a franchised dealer).

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter&nbsp;<a href="https://pages.haymarket.com/whatcar/wcar-form.html">here</a>

The main Ford Ranger engine line-up is rather simple – there's a 2.0-litre four-cylinder diesel unit available with either 168bhp or 202bhp (badged EcoBlue 170 and EcoBlue 205), or a 237bhp 3.0-litre six-cylinder diesel (badged EcoBlue V6 240). The entry-level engine comes with a six-speed manual gearbox while the other two get a 10-speed automatic.

There's also a Raptor version with 3.0-litre, 288bhp V6 turbocharged petrol – see our <a href="https://www.whatcar.com/news/2022-ford-ranger-raptor-review/n25193">Ford Ranger Raptor review</a>&nbsp;for more on that.

<a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> expects the Ecoblue 205 to be the most popular engine, and we can understand why. It pulls strongly from low revs and has plenty of grunt to get up to motorway speeds in short order, or to overtake on a single-carriageway road. We were also impressed with the <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a> – its&nbsp;extra ratios aid low-speed acceleration while helping to maximise fuel economy at a cruise.

The 2.0-litre diesel is one of the smoother four-cylinder engines in the class, but if you're expecting SUV levels of refinement, you might be a little disappointed by the ever-present soundtrack, and the small vibrations transmitted through the steering wheel and pedals.

The V6 is much smoother. While we’ve yet to sample it in the Ranger, we have tested it in the closely related VW Amarok and found it to be gruntier and more tractable. The downsides are its price and poor fuel economy, and given that all Rangers&nbsp;except the Raptor&nbsp;can tow 3500kg, you might consider the V6 an over-indulgence.

If you’d like to team the go-anywhere load-lugging ability of the Ranger with the low running costs of a plug-in hybrid, then you’re in luck, because a plug-in version of the Ranger will go on sale in 2025. It mates a 2.3-litre petrol engine with an electric motor and battery for an electric-only range of around 28 miles.

That might not sound like much compared with some plug-in hybrid cars, but when you consider the extra weight of the Ranger’s battery, it’s still impressive. Crucially, it could lower your running costs, too, which we’ll come on to later in this review.

As for the ride, the Ranger manages to provide a far more settled experience than the&nbsp;Ssangyong Musso&nbsp;and the&nbsp;Toyota Hilux. That makes it one of the most comfortable pick-up trucks around (along with the Amarok).

There can be some bobbing over undulations at motorway speeds, but it's very well controlled and never unsettling. Indeed, the Raptor variant is the comfiest pick-up on sale.

This is also one of the most nimble pick-ups you can buy. As you turn into a tight corner, you appreciate the steering's accuracy and response, as well as the resistance to body lean, which is a particular problem in the Hilux and, to a slightly lesser degree, the Isuzu D-Max.

All models get four-wheel drive and the option of adding a locking rear differential (standard with the&nbsp;Wildtrak and Raptor) to improve off-road ability. We'd recommend keeping it in two-wheel-drive mode on the road to help it&nbsp;steer with greater finesse at low speeds&nbsp;and use less fuel.

As with most pick-ups, if there’s nothing in the cargo bay, the lack of weight over the rear wheels makes it more likely that they'll lose grip on a greasy road.

The Ford Ranger is from the brand that builds the world’s best&nbsp;selling pick-up truck (the&nbsp;F-150),&nbsp;so you’d expect it to be good –&nbsp;and it is.

Indeed, this latest Ranger offers an impressive blend of good on-road dynamics and working truck abilities with&nbsp;comfort for the driver and passengers. That's fortunate, because pick-up buyers now demand vehicles that are not only competent off-road&nbsp;workhorses, but are also&nbsp;comfortable and pleasant to drive between jobs.

We should point out that&nbsp;the number of&nbsp;<a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up&nbsp;truck</a> models available is dropping like a pallet of bricks. That's down to emissions rules that can lead to manufacturers facing huge fines if their line-up as a whole is particularly eco-unfriendly.

<iframe height="315" src="https://www.youtube.com/embed/NvaoaC6d1bA?si=PfrgIezDi6mHzbYF" width="560"></iframe>

As a result, the Ford Ranger is now only really in competition with the <a href="https://www.whatcar.com/isuzu/d-max/pick-up/review/n17221">Isuzu D-Max</a>, the<a href="https://www.whatcar.com/ssangyong/musso/estate/review/n17236"> Ssangyong Musso</a>, the <a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a> and the <a href="https://www.whatcar.com/volkswagen/amarok/pick-up/review/n17220">VW Amarok</a>. The Amarok shares lots of parts with the Ranger, and is similarly impressive.

Ford offers the usual array of petrol and diesel engines in the Ranger, but it will&nbsp;also be the only offering among its rivals to come with <a href="https://www.whatcar.com/news/best-plug-in-hybrid-cars/n22743">plug-in hybrid</a> (PHEV) power from 2025. The PHEV might suit drivers who predominantly work in the city but who occasionally need to go further afield, and could be a frugal <a href="https://www.whatcar.com/news/best-company-cars/n22605">company car</a> option.

So, is the current Ford Ranger any good? Well, in this review we'll rate its performance, interior quality, practicality, running costs and more. Once you've decided, we can help you lease it for the best price through our free <a href="https://www.whatcar.com/car-leasing/">What Car? Leasing&nbsp;section</a>.

Many people love a <a href="https://www.whatcar.com/best/large-suvs/n17006">large SUV</a> or pick-up truck for its high-up driving position, and if that’s you, you’ll appreciate the lofty Ford Ranger.

Even on entry-level models, the driver is treated to a comfortable seat with six-way manual adjustment. Eight-way electric seats with lumbar adjustment are standard on Wildtrak models.

The high driving position and relatively narrow windscreen pillars give you good forward visibility, but the small rear screen and long load bay make it tricky to see what’s behind you. Thankfully, all versions get rear parking sensors and a rearview camera as standard, while Platinum models get a 360-degree camera.&nbsp;

In terms of interior layout, the model is very similar to the VW Amarok with the same seat mounting points,&nbsp;four-wheel-drive controller positioning and parking brake. However, the Ranger interior looks noticeably different, thanks to bespoke seats, a different steering wheel and a unique dashboard design.

And that’s a good thing. Because while the Amarok&nbsp;has fiddly touchscreen controls for the air-conditioning, <a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> gives you proper&nbsp;physical controls that are far less distracting to use while driving.

The central touchscreen (10.1in on the cheapest versions and 12.0in with Style trim and above) is portrait-oriented and controls the infotainment functions. It’s the same basic hardware and operating system as&nbsp;in the Amarok, but the menu layout is different. It’s reasonably easy to get to grips with, and all versions come with <a href="https://www.whatcar.com/advice/owning/what-is-android-auto/n1194">Android Auto</a> and <a href="https://www.whatcar.com/advice/owning/what-is-apple-carplay/n1193">Apple CarPlay</a> smartphone mirroring as standard.

Has the same limitations as all pick-ups, but the Ford Ranger is the best of its kind available

New Ford Ranger

The Single Cab version of the Ford Ranger is strictly a two-seater, but those seats give two adults plenty of room, even if they're tall.

The most spacious and practical Ranger – and the one we recommend – is the Double Cab, which has lots of head and leg room in the front and back. It will seat four tall adults relatively easily, or five if those in the back don't mind a bit of shoulder rubbing.

Of course, the fewer seats you have, the shorter the cab is and the longer the load bay becomes. The Regular Cab can take the most gear, but the Double Cab can fit a standard pallet in the back.

The maximum payload weight depends very much on the cab type and engine (all those fancy toys add weight after all), but most models&nbsp;&nbsp;– including the upcoming plug-in hybrid model – will carry more than a tonne, with some managing up to 1067kg. All versions can tow 3500kg, except the Ranger Raptor which has a payload limit of 652kg and tow limit of 2500kg.&nbsp;

There are lashing rings to tie down loads in the bed, which has 1233l of load capacity and can be secured with an optional manual or electric roll cover. Ford has partnered-up with off-road kit suppliers ARB to provide all the lightbars and roof tents you could possibly need, all from a Ford dealer.

If you go for the PHEV version, you can use the Ranger as an external generator, powering your tools, camping equipment or anything else via up to three sockets. That power comes primarily from the Ranger’s battery, but can switch over to the engine if the former is depleted.

Ford Ranger

The Ford Ranger offers an impressive blend of comfort and good on-road dynamics, without sacrificing its working truck abilities. It also comes in a greater variety of body styles than the Volkswagen Amarok. It really is the most versatile pick-up truck currently on sale.

The Nissan Townstar EV starts at a lower price than the related Mercedes eCitan, but is competitive against&nbsp;other non-premium electric vans. It's worth noting, though, that the eCitan gets plenty of safety features from the get-go, whereas Nissan has kept the best of its systems for the top-spec Tekna+ model.

Standard spec Visia vans get an immobiliser, driver airbag, tyre-pressure monitoring, hill-hold assist and automatic headlights as standard, but parking sensors, intelligent braking assistance and other useful kit don’t appear until the Acenta trim.

Tekna adds all-round parking sensors with a rear camera, but Tekna+ has the lion's share of goodies, with parking assistance, an Intelligent All View Monitor 360, blind-spot detection, traffic-sign recognition and driver attention alert.

If you’re particularly safety conscious, Tekna+ is the trim level to go for, but otherwise the Acenta (with reversing sensors) is a sensible choice.

Acenta is even more appealing when you look at the charging abilities of the van. An 11kW charger is standard on Visia spec vehicles but Acenta upwards get a 22kW as standard, as well as the ability to rapid charge at 80kW.

Charging takes around seven hours on a 7kW domestic supply, while a top-up from 15% to 80% is claimed to take just 37 minutes on an 80kW rapid charger.

As with all Nissan commercial vehicles, the Townstar EV comes with a five-year warranty, while&nbsp;the main battery&nbsp;is covered for up to eight years.

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter&nbsp;<a href="https://pages.haymarket.com/whatcar/wcar-form.html">here</a>

<h2 dir="ltr">Costs overview</h2>

Strengths&nbsp;Respectable charging speeds; competitive pricing

Weaknesses&nbsp;Good choice of trims; only top version&nbsp;gets the best safety kit

The electric version (there's also a <a href="https://www.whatcar.com/news/2022-nissan-townstar-small-van-revealed-price-specs-and-release-date/n23910">petrol Nissan Townstar</a>) has a 90kW motor delivering the equivalent to 121bhp, which is more than enough for a small van, with 245Nm of instantaneous torque at your disposal.

It’s not lightning quick, with an official 0-60mph quoted by Nissan of 14 seconds, but&nbsp;pulls away eagerly from a standstill and is quiet on the move, with little in the way of motor whine.

Overall, the electric Townstar's Renault drivetrain and revised underpinnings are a big step forward&nbsp;in terms of performance and handling over the <a href="https://www.whatcar.com/nissan/e-nv200/van/review/n20139">Nissan e-NV200</a> (which was based on the original <a href="https://www.whatcar.com/nissan/leaf/hatchback/review/n17338">Nissan Leaf</a>).

There's what looks like a traditional gear selector, which allows you to switch between three levels of&nbsp;<a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a> (B1, B2 or B3). Meanwhile, the adaptive cruise control with lane-departure warning and lane-keeping assist (on top versions) do a good job of manoeuvring the vehicle in a non-intrusive way.

The cabin is well insulated from road noise and there’s very little in the way of wind noise. Plus, like its Renault and Mercedes siblings, the Townstar EV is a comfortable and engaging van to be in, with excellent all-round visibility.

The small van sector is packed full of vans that are good to drive, but as an electric model, this is up there with the best, and just has the edge over the three Stellantis small vans (the ë-Berlingo, the&nbsp;e-Partner and the Combo Electric).

<h2 dir="ltr">Driving overview</h2>

Strengths&nbsp;Pleasant to drive; low noise levels

Weaknesses&nbsp;Slow acceleration

Nissan isn’t particularly known for commercial vehicles in the UK, but this&nbsp;Nissan Townstar EV&nbsp;is part of a resurgence in its line-up – it's&nbsp;a small <a href="https://www.whatcar.com/news/best-electric-vans-2023/n21136">electric van</a> that replaces the e-NV200.

It’s also a 'shared platform van', because it's built by Renault and is available as the Townstar EV,&nbsp;the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a> and the <a href="https://www.whatcar.com/mercedes-benz/ecitan/van/review/n26086">Mercedes eCitan</a>&nbsp;– all of which are in many ways very similar.

Of course, the three brands like to do some things a little differently, so in this review we’ll look at what <a href="https://www.whatcar.com/new-car-deals/make/nissan">Nissan</a> offers that sets it apart from those rival&nbsp;vans. We'll let you know what it's like to drive and use the Townstar EV – in short, whether it's a van we'd recommended buying.

The Nissan Townstar EV isn't just up against the related vans from Mercedes and Renault of course, so we've also rated it against a few other models you might be considering:&nbsp;the&nbsp;<a href="https://www.whatcar.com/citroen/berlingo/estate/review/n23857">Citroën ë-Berlingo</a>, the&nbsp;<a href="https://www.whatcar.com/peugeot/e-partner/van/review/n23711">Peugeot e-Partner</a> and the <a href="https://www.whatcar.com/vauxhall/combo-e/van/review/n23708">Vauxhall Combo Electric</a>. And if you like the look of the Townstar&nbsp;but don't want to go electric yet, have a look at our list of the <a href="https://www.whatcar.com/news/the-best-small-vans-2023/n20723">best small vans</a>.

Once you've picked your next work vehicle, we can help you find the best leasing prices too – just check out the deals on the <a href="https://www.whatcar.com/car-leasing/">What Car? Leasing pages</a>.

Nissan has really gone to town on developing an interior that makes the Townstar EV stand out, with upmarket materials and plenty of comforts.

Four trims make up the range, with entry-level Visia getting manual air-conditioning, a height-adjustable driver's seat, DAB radio and steering wheel controls for the 4.2-inch infotainment system.

Acenta trim adds one-touch electric windows and a few good-to-have features including an electronic parking brake and cruise control. Significantly, there’s also an upgrade to a proper eight-inch colour touchscreen that has smartphone mirroring for <a href="https://www.whatcar.com/advice/owning/what-is-android-auto/n1194">Android Auto</a> and <a href="https://www.whatcar.com/advice/owning/what-is-apple-carplay/n1193">Apple CarPlay</a>.

Tekna trim adds a smartphone holder and keyless entry and start, while Tekna+ is where a leather heated steering wheel makes an appearance, along with a larger 10-inch screen. It’s also where the bulk of the safety features are added, including Intelligent Adaptive Cruise and Lane Keeping Assist.

Regardless of trim, the Townstar EV has&nbsp;a comfortable interior, although the seat doesn't slide that far back, so it's worth testing that before you buy if you have really long legs.&nbsp;The seats are supportive, and the imitation leather sections are of a high quality, as is the woven fabric.

The major let down in the cabin is the quality of the infotainment screen, which is grainier than the high-resolution displays we're becoming used to.

<h2 dir="ltr">Interior overview</h2>

Strengths&nbsp;Quality feel; lots of equipment

Weaknesses&nbsp;Grainy infotainment screen

Electric city van offers good value for money, plenty of choice of specs&nbsp;and is easy to drive

Nissan Townstar EV

The Nissan Townstar EV&nbsp;is available in a choice of two body lengths. The standard L1 van has an overall length of of 4,488mm, with a loadspace length of 1,810mm. The longer L2 model is 4910mm with a 2230mm loadspace.

Together with a loadspace width of 1570mm and a height of 1215mm, the L1 version gets 3.3m3&nbsp;of load volume, rising to 4.3m3 for the L2.

Maximum payload weights&nbsp;in electric vans are usually significantly lower than in their petrol or diesel equivalent, but the Townstar EV does well to keep the gap respectable. The L1 van has&nbsp;a 500kg capacity (189kg less than the petrol van), and the larger L2 model has a higher&nbsp;604kg limit.

Towing is also possible, with a maximum braked trailer weight of 1,500kg.

In the front of the van there’s just as much practicality as the rear, with a large overhead storage tray, a storage compartment with a lid directly ahead of driver and, in Tekna models, a mobile phone holder on the dash.

There’s a central console under the armrest for additional storage, and you’ll find two cupholders in from of that.

<h2 dir="ltr">Practicality&nbsp;overview</h2>

Strengths&nbsp;Competitive load bay capacity; can tow up to 1,500kg

Weaknesses&nbsp;Can't take as much weight as the petrol version

The Townstar EV is a fully kitted out city van ideal for the owner driver. With four trims and two sizes, there’s a huge amount of choice and a van at a price to suit everyone. Nissan’s added warranty cover and upmarket interior cement what is a great value package.

Van drivers rarely agree on most matters, but one thing they’re likely to agree on is that Mercedes vans tend to offer a comprehensive suite of assistance and safety equipment, usually as standard. That’s definitely true for the eCitan, which manages to pack a lot in, even if it doesn’t lead the field with any one innovation.

Standard safety systems include Crosswind Assistance and Speed Limit Assistance which recognise road signs and help keep your speed within the limit. There are also optional safety systems which appear in the Pro trim level, and include lane-keeping assistance, active brake assistance and active steering assistance. All of these should help to take the sting out of long motorway journeys, meaning you’ll reach your destination ready to work.

When it comes to buying an eCitan, you won’t be surprised to know that the starting price is slightly more than an equivalent model from all of its French rivals, be it a Citroën e-Berlingo, Renault Kangoo E-Tech or Peugeot e-Partner.&nbsp;

Where you do get real value for money is with an unlimited mileage warranty which lasts for three years. You’ll have to be pretty busy to make use of it though, because despite its reasonably long electric rance, the eCitan only has capacity for charging speeds of up to 80kW.

In fairness, Mercedes says it will take just 38 minutes to bring the eCitan battery level from 10% to 80%, but&nbsp;even with the optional 22kW AC charger for home use, you’re unlikely to stretch its legs enough to trouble Mercedes’ warranty claims department, even without unlimited mileage cover.

For all the latest van reviews, news, advice, and videos visit our dedicated van section&nbsp;<a href="https://www.whatcar.com/class/vans">here</a>

Generally speaking, Mercedes vans have traditionally been good to drive, which means we’d expect the same of the eCitan. Fortunately, this small electric van lives up to that expectation, offering neat handling, a comfortable ride and decent performance from its electric motor.

Speaking of the motor, it’s a 121bhp unit which produces 181lb ft of torque – figures which make it almost as potent as the most powerful diesel engine in the regular Mercedes Citan. Power for the motor is fed from a 45kWh battery which offers an official 174 miles of range. As always, though, be aware that you’re unlikely to match that figure in the real world, where factors including the weather and your driving style will have an impact on how far you can travel.

That figure matches most electric van rivals, even though, on paper, the eCitan is down on power compared with some other small electric vans. In our experience, though, you won’t miss the extra turn of speed – indeed, the instant torque from the motor spirits you away from a standing start with ease, even if you’re loaded the van to the gunwhales. In fact, we’d say it feels every bit as fast as the most powerful diesel-engined Citan.

While the eCitan is good to drive, it doesn’t offer the same levels of flexibility as some of Mercedes’ other vans. Because this is a van built by Renault rather than by Mercedes, you’ll only find three settings for the regenerative braking rather than the five you might be used to, for example.

We suspect many drivers won’t care or notice the difference, but if you’re used to the Mercedes way of doing things, it’s a small negative against the eCitan.&nbsp;

For those not looking to customer their braking and coasting, it’s best to leave the van in its automatic “D” mode. This gives you a ‘normal’ driving feel rather than the strong braking you get in D-, or the free-wheeling feeling you’ll find with D+.

A lot can happen in ten years – several generations of the Apple iPhone, for example, or a long list of film sequels. And yet, if something’s worth doing, it’s worth taking time over, hence why it’s only now that the Mercedes eCitan is going on sale.

As before, the <a href="https://www.whatcar.com/mercedes-benz/citan/van/review/n20256">Citan</a> is heavily based on the <a href="https://www.whatcar.com/renault/kangoo/van/review/n18460">Renault Kangoo</a>, but while there has always been an electric version of that van, there hasn’t been an electric Citan until now. Indeed, the eCitan is one of a trio, being twinned with the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Kangoo E-Tech</a> and <a href="https://www.whatcar.com/news/2023-nissan-townstar-review/n25581">Nissan Townstar Electric</a>.

All three models share the same chassis, motor and batteries, but Mercedes has tried to add its own imprint on the van to make it stand out against its Renault and Nissan competitors, as well other small <a href="https://www.whatcar.com/news/best-electric-vans-2023/n21136">electric van</a> rivals including the <a href="https://www.whatcar.com/citroen/berlingo/estate/review/n23857">Citroën&nbsp;e-Berlingo</a>, Fiat E-Doblo, <a href="https://www.whatcar.com/peugeot/e-partner/van/review/n23711">Peugeot e-Partner</a>, <a href="https://www.whatcar.com/toyota/proace-city-electric/van/review/n23710">Toyota Proace City Electric</a> and <a href="https://www.whatcar.com/vauxhall/combo-e/van/review/n23708">Vauxhall Combo Electric</a>.&nbsp;

In this review we’ll look at how the Mercedes eCitan looks to differentiate itself from the huge amount of competition as well as what it’s like to drive, how much space there is and the safety features it comes with.&nbsp;

And remember, we can help you find the best leasing deals through the free <a href="https://www.whatcar.com/car-leasing/">What Car? Leasing</a> section, where you can get a quote for whichever make and model of car or van fits your personal or business needs.

The feeling of space should never be underestimated in a van, but the only thing that can surpass a feeling is the real thing, and the Mercedes eCitan now has space in abundance. That’s because the newest Citan is built on much wider underpinnings than the previous model. You’ll notice the difference most in the elbow room and space around your knees, and with a wider cab the eCitan feels just as roomy as its bigger siblings, most notably the Vito, despite being a fraction of the size.&nbsp;

While its Renault stablemate can also claim space superiority, the eCitan trumps the Kangoo for aesthetics. From the piano black surrounds found on the air vents to the familiar, easy to use software of the 7.0in infotainment touchscreen, the eCitan feels a cut above most small vans. It certainly feels more welcoming than the rival Citroën e-Berlingo or Peugeot e-Partner.

Speaking of the infotainment system, Mercedes’ MBUX software looks flashy, is quick to respond to your inputs and its voice control setup works well.

There are areas of the Citan’s interior which look exactly the same as in its Renault counterpart, but it’s an acceptable amount of sharing for a co-developed van.

In terms of noise, the eCitan lets very little road noise inside, and there’s only a small amount of wind noise which whips up from around its generous side mirrors.

Visibility is good all round, and for such a small van the eCitan offers a comfortable place to be in for extended periods of time.

This might be Mercedes’ first foray into the small electric van market, but the eCitan is instantly a top contender. Thanks to a successful collaboration with the Renault Kangoo, the latest eCitan is a comfortable yet practical option in the growing electric van market, albeit one which will cost you more to own than some rivals.

Mercedes eCitan van

It’s rare to find a small electric van which also has a high payload, but the Mercedes eCitan gives it a good go. It’s available with two gross vehicle weights, with standard models with a total mass of 2240kg able to haul 544kg. Opting for the long-wheelbase eCitan, however, ups the gross vehicle weight to 2490kg –&nbsp;that means not only do you get a 400mm longer van, but the payload capacity jumps to 722kg.&nbsp;

Load volumes, meanwhile, remain unchanged compared with diesel-engined versions of the Citan, with a 2.9m3 capacity for the regular van, and up to 3.6m3 for long-wheelbase models.

There’s also lots of space in the front of the eCitan. Small vans are often plagued with limited useful storage spaces around the driver, but the eCitan has you well covered. The door pockets are ideal for large bottles, and there are sensible slots for your mobile phone in the centre console, complete with USB charging ports. There’s even a covered storage area directly above the steering wheel for your odds and ends.

Mercedes eCitan electric van

This might be Mercedes’ first foray into the small electric van market, but the eCitan is instantly a top contender. Thanks to a successful collaboration with the Renault Kangoo, the latest eCitan is a comfortable yet practical option in the growing electric van market, albeit one which will cost you more to own than some rivals.

The Transit is priced broadly&nbsp;in line with its rivals from Mercedes and Volkswagen, which means it's not especially cheap to buy. That said, servicing and maintenance costs on the Transit should be cheaper than for the German competition.

Steering wheel controls, a DAB radio, Bluetooth connectivity and USB and auxiliary ports all feature as standard, and you can add air conditioning, sat-nav, parking sensors and automatic wipers and headlights. Or just order the Trend model, which comes with most&nbsp;of the above&nbsp;as standard.&nbsp;The Transit Trail option might also take your interest as it adds leather and electrical goodies, not to mention the exterior alterations, but it is an expensive add-on – in the region of £4000 over the Trend.

Ford makes a great deal of noise about its safety features in the Transit, with Hill Start Assist, Emergency Brake Warning&nbsp;and Electronic Dynamic Cornering Control all standard. You also get a clever system called Load Adaptive Control, which adjusts the electronic stability control in accordance with the overall weight of your van.

For 2024 even more systems will be added, included advanced systems for both driver safety and load security. Standard will be Pre-Collision Assist with Autonomous Emergency Braking, lane-keeping assistance&nbsp;and Intelligent Speed Assist. Other assistance packs for drivers will include a Blind Spot Information System with Cross Traffic Alert, and adaptive cruise control with lane-centering. 

There’s also an Auto Park Assist with a 360-degree camera. However,&nbsp;if you’re a courier, the most interesting new upgrade is the Delivery Assist system. Available only on long-wheelbase panel van variants&nbsp;of the E-Transit and Transit models, it automates repetitive security tasks for delivery drivers by stopping the engine when in Park, activating the hazard warning lights and alarm, and locking any door the driver does not use. Pressing the brake pedal then restarts the engine and deactivates the hazard lights. The downside is you’ll have to shoulder the additional cost of having the automatic transmission.

A driver’s airbag is standard, while passenger and pillar airbags are available as cost options, and if you can afford a little more again, the Premium Visibility Pack, which includes a rear-view camera and Lane Keeping Alert, also represents money well spent.

If you need additional load space options, the interior roof racks are a smart addition. They can support up to 50kg and can be fixed in different positions inside the van, keeping items such as smaller ladders held securely in the vehicle.Last but not least, there’s now a built-in 4G modem in all new Transits.

That means you can connect to the internet,&nbsp;but its main use is to allow a new level of connectivity through the Ford Pass app. With this, you can monitor all sorts&nbsp;of status information about the van and even remotely unlock it.

For all the latest van reviews, news, advice, and videos visit our dedicated van section&nbsp;<a href="https://www.whatcar.com/class/vans">here</a>

Despite its size, the Ford Transit is a great driver's van, thanks to its responsive steering. It&nbsp;is quite heavy, which adds to the feeling that you’re driving a big vehicle, but once you get to know it, the Transit is pretty nimble.

Stiffer underpinnings than in previous generations ensure&nbsp;that the van corners better and helps to limit body lean if you go around bends quickly. It’s a much more engaging van to drive than the Mercedes Sprinter, for sure, although it&nbsp;isn't as smooth.

The Transit's suspension is&nbsp;firm and can result in some bouncing around – particularly when unladen – but add some weight, even a small amount, and it’s a settled and smooth ride. Considering most drivers will spend most of their time carrying a load of some description, we think this won't be a big concern.

Of the four engines on offer, we’d recommend the 103bhp entry-level model&nbsp;for its overall performance. Because of the low-down torque on offer, it&nbsp;has a more than adequate amount of power, even for a large van. If you're going to&nbsp;really maximise the&nbsp;payload of&nbsp;a van with a 3.5-tonne or greater gross vehicle weight, though, one of the higher outputs will be necessary. And if you really want lots of power at your disposal,&nbsp;the new 182bhp variant is the one to choose.

A six-speed manual gearbox is standard, and although it’s a little notchy and requires a firm hand to find each gear, the high overall gearing makes the Transit well suited to motorway driving, with low&nbsp;noise levels.

The Ford Transit Trail option adds another dimension to the big van, enabling to go further off-road than your regular vans. Trial versions provide buyers with the option of a&nbsp;four-wheel-drive system or a more cost-effective standard front-wheel-drive model with a&nbsp;Quaife differential for improved&nbsp;low-grip capabilities. 

Four-wheel-drive&nbsp;Transit Trails are on the rear-wheel drive version, so you get increased ground clearance along with electronics that can split 50% of the torque to the front axle. The addition of two driving modes, called Slippery and Mud/Rut&nbsp;allows you to manage the traction control system to deal with loose surfaces. An all-wheel-drive lock function gives you permanent four-wheel-drive with an even 50:50 torque split for even better performance off-road.

In reality, the systems are so effortless that you’d barely notice if you accidentally wandered off-piste in the Transit Trail. The similarities to a <a href="https://www.whatcar.com/ford/ranger/4x4/review/n17250">Ford Ranger</a> pick-up truck are eerie, and were it not for the greater suspension travel available in a <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up truck</a> you’d likely be able to go just as far in the van as you would the truck.

The Ford Transit has been an icon in the van market since it was launched in 1965&nbsp;and has held an unprecedented grip on the title of best-selling van in the UK.

Its name is synonymous with big vans, but&nbsp;with the Transit range now being broken down into subdivisions of Transit, <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Transit Custom</a>, <a href="https://www.whatcar.com/ford/transit-connect/van/review/n18510">Transit Connect</a> and Transit Courier, the Transit name is more prevalent than ever. There's also an electric <a href="https://www.whatcar.com/ford/e-transit/van/review/n24074">Ford E-Transit</a> available now – we've reviewed that model separately.

As well as revising its engines in 2019 to meet&nbsp;the ever-stricter Euro-6d emissions standards, Ford took the opportunity to update the Transit more comprehensively. Hence, there's&nbsp;a new grille, which is a subtle alteration to the existing design, as well as some crease lines in the bonnet to toughen up the front end appearance.

More recently, updates for 2024 models include the continuation of the&nbsp; 2.0-litre diesel engine&nbsp;with the same outputs as the previous Transit –&nbsp;103bhp, 129bhp and 168bhp. The Transit will be available as both front- and rear-wheel-drive and get a six-speed manual gearbox as standard. The popular 10-speed automatic gearbox option will continue, but a new 8-speed automatic will be added for front-wheel-drive vans.

Three basic trim levels – Leader, Trend and Limited –&nbsp;are available, and all have a wide range of options that can be added. Ford has also added a Trail version of the large van to its range, which bolsters its off-road abilities. Trail also adds the bold F-O-R-D grille to the front of the van, which has been popularised by the <a href="https://www.whatcar.com/ford/ranger/4x4/review/n17250">Ford Ranger</a> Raptor pick-up.

Although it is the UK’s best-selling&nbsp;<a href="https://www.whatcar.com/news/best-large-vans-2023/n20727">large van</a>, the Transit faces&nbsp;stiff competition from the van world’s other big household name, the <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>, as well as the likes of the <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Fiat Ducato</a>,&nbsp;<a href="https://www.whatcar.com/peugeot/boxer/van/review/n18206">Peugeot Boxer</a>&nbsp;and&nbsp;<a href="https://www.whatcar.com/volkswagen/crafter/van/review/n18277">Volkswagen Crafter</a>.

The previous Transit was no slouch when it came to internal storage, but this latest version&nbsp;has upped the game even more. There are&nbsp;new compartments in the top of the dashboard&nbsp;that will allow you to store a lot more stuff, but annoyingly, there is no covered storage there any more – and no option for it either. That probably means you’ll make most use of the overhead shelf, but there’s also storage under the passenger seat bench.

The glovebox provides more concealed storage, and there’s also a small compartment on the driver’s door that’s only accessible when you open it up.&nbsp;

Cupholders for both driver and passenger can be found towards the end of each side of the dashboard, and there are two large pockets beneath these that are suitable for 2.0-litre water bottles.

There’s plenty of leg room for the driver as well as&nbsp;front passengers, including anyone&nbsp;in the centre seat – which isn’t always the case, even in vans of this size.

The driver’s seat adjusts eight different ways, and the steering column is adjustable for both reach and height. That means it can take forever to get into the right position, but once you do, you can be properly comfortable, whatever your size.&nbsp;

The dashboard layout&nbsp;mimics that of some of the older models in Ford’s car range, and is neat and stylish, for a van, at least.

The only real downside to the interior is&nbsp;a shortage of small trays and cubbyholes for coins and pens. The lower central compartment – probably intended for documents or clipboards –&nbsp;is&nbsp;where you’ll end up stashing the majority of your small bits, but retrieving items from there could be tricky.

Except for a leather-effect steering wheel and gearknob covering, there is very little in terms of looks between the Leader&nbsp;and Trend models on the inside, but it’s worth having the higher-specification trim for the additional features and creature comforts it provides.

Future models will get an updated interior to house new 12.0in infotainments screens running the latest version of Ford’s Sync&nbsp;4 system. There’s also a new 8.0in&nbsp;digital instrument&nbsp;cluster to show specific driver information, which will tie in with the new Connected Navigation with real-time traffic updates. The 2024 van will be more connected all-round thanks to its Ford Pro 5G modem. Ford Pro wireless updates will also keep the Transit’s software up to date without the need to visit a dealer.

Those opting for the Transit Trail model get a more upmarket interior than the standard van, with full leather seats which Ford hopes will improve your chances of cleaning any mud off the insides when you go off-roading. It also has a higher level of standard equipment, including air-conditioning and electric mirrors and automatic headlights.

Like fine cheese and wine, the Ford Transit just keeps getting better with age.

Ford Transit

There are seven different body weights for this latest Transit, starting at 2.9 tonnes&nbsp;gross&nbsp;and going up to five tonnes.

As you can imagine, with so much variation, there is huge potential for the Transit van to carry just about anything you want, and the possibilities have improved further,&nbsp;because payloads have increased thanks to a whole host of little improvements which reduce the Transit's weight by up to 80kg compared with the old model.

Capacity ranges from 950kg to 2410kg, and you can expect a payload of between 1000kg and 1500kg on the core 3.5-tonne models.&nbsp;

The addition of a new eight-speed automatic gearbox option for 2024 vans&nbsp;allows maximum capacities to rise if you choose it, with front-wheel vans capable of up to 4.25-tonnes gross vehicle weight when towing up to 6000kg. That’s an increase of 700kg and 1750kg respectively.

Ford is also introducing a new heavy-duty Gross Axle Weight Rating pack. This is also only available for front-wheel drive models but increases the front axle weight to 2000kg from 1850kg. The upgrade allows converters more potential for heavier loads as well as improving safety for operators running at high weights, by reducing the load distribution demands move evenly.

Rear load space dimensions range from 2900mm to 4073mm and roof heights from 1786mm to 2125mm. That means the largest Transit van can transport 15.1 cubic metres, which makes it&nbsp;smaller than the <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>, which carries 17 cubic metres, and the massive <a href="https://www.whatcar.com/volkswagen/crafter/van/review/n18277">Volkswagen Crafter</a> (18.4 cubic metres).&nbsp;

The single side door’s aperture of 1.3m is the best on the market. The rear doors, meanwhile, open to 180 degrees, but you can specify 270-degree hinges on the largest Transit models. And if you order the Trend model, you get half-height plywood panelling, while full-height protection is an optional extra.

Ford Transit van

The Ford Transit is still one of the most flexible vans on sale, and this latest version has better storage, an improved payload and better safety features than before. In fact, the Transit just keeps improving with age.

While the Volkswagen Amarok offers some benefits over the <a href="https://www.whatcar.com/ford/ranger/4x4/review/n17250">Ford Ranger</a> – most notably in the form of a slightly more premium finish interior – it is more expensive to buy. The uplift isn’t enormous, but it does make you question whether it's worth paying extra for.

Those simply looking for a workhorse will find a more basic rival with less kit more cost-effective, especially if they can manage with a single cab truck.

Of course – like all <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up trucks</a> – it can be a surprisingly cost-effective option if you’re liable for benefit-in-kind (BIK) <a href="https://www.whatcar.com/news/company-car-tax-calculator">company car tax</a>. You can pay a fixed fee every year for a commercial vehicle, rather than one based on CO2 output and list price.

The 2.0 diesel will be a better bet when it comes to maximising <a href="https://www.whatcar.com/truempg/mpg-calculator">fuel economy</a>&nbsp;with both versions achieving official figures of more than 30mpg. The larger V6 diesel will struggle to match its official 28mpg figure.

The entry-level Life trim is well equipped, and includes&nbsp;17in alloy wheels, air conditioning, automatic LED headlights, LED front fog lights, adaptive cruise control, a rear-view camera, rear parking sensors, rain-sensing wipers and heated door mirrors.

We’d recommend going for at least Style trim&nbsp;though, because it gets you bigger 18in alloys, ambient lighting, dual-zone climate control, heated front seats, matrix LED headlights, an electrically adjustable driver’s seat, a larger infotainment screen, a configurable driver’s display, front parking sensors and a 360-degree reversing camera.

PanAmericana is next up the trim ladder and has more of an off-road focus. It comes with the locking rear differential (which is optional on Style trim), but also has leather seats, rubber floor mats, additional front underbody protection, an eight-speaker Harman Kardon sound system and LED bed lighting.

At the top of the range sits the Aventura, which adds 21in alloys, a heated steering wheel, park assist and some chrome exterior styling cues.

Like the Ranger, the Amarok achieved a full five-star safety rating when it was tested by <a href="https://www.whatcar.com/news/the-safest-cars-on-sale-today/n19724">Euro NCAP</a> and scored particularly well in the child occupant protection category. All models come with lots of standard safety kit, too, including traffic-sign recognition and lane-keep assist. Blind-spot monitoring and lane-keeping assist are included on Style trim and above.

When it comes to reliability, the Amarok is built in a Ford factory using Ford-sourced parts, so the US brand’s score in our latest <a href="https://www.whatcar.com/news/2022-what-car-reliability-survey/n23397">What Car? Reliability Survey</a> is probably more helpful than the <a href="https://www.whatcar.com/new-car-deals/make/volkswagen">Volkswagen</a> one as a guide. <a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> finished in a disappointing 27th position out of 32 manufacturers (VW came 22nd, in case you're wondering).

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter <a href="https://pages.haymarket.com/whatcar/wcar-form.html">here</a>

<h2>Costs overview</h2>

Strengths Plenty of standard equipment;&nbsp;lots of trim choices

Weaknesses You’ll pay a premium over most rivals

The engine options for the Volkswagen Amarok are the same as for the <a href="https://www.whatcar.com/ford/ranger/4x4/review/n17250">Ford Ranger</a>. The range starts with a 168bhp 2.0-litre diesel with a six-speed manual gearbox. That's followed by&nbsp;a&nbsp;more powerful 202bhp version with a 10-speed&nbsp;<a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a>&nbsp;and, at the top of the range, a 237bhp 3.0-litre V6 diesel, also with the auto box.

So far, we've tried the 3.0-litre V6, and it’s strong, smooth&nbsp;and pulls very well at low and high speeds. The gearbox is fairly responsive, but with 10 gears to sift through it can take a moment or two to calculate which is best used.

On paper, it doesn’t offer a significant performance or towing advantage over the mid-range 202bhp engine (all Amaroks can tow 3500kg). On that basis, we suspect the 2.0-litre diesel will be more than enough for most needs.

You wouldn’t describe the ride comfort as ‘sophisticated’. An ever-present shimmy is the main reminder that you’re driving a <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up truck</a> – although it's less wearing than the <a href="https://www.whatcar.com/ssangyong/musso/estate/review/n17236">Ssangyong Musso</a> and the <a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a>. While the Ranger Raptor&nbsp;remains the most comfortable-riding pick-up truck, it sacrifices&nbsp;load-carrying capacity by doing so.

In the corners, it’s a much better state of affairs, because like the closely related Ranger, the Amarok handles surprisingly well for a pick-up. If you're comparing it with <a href="https://www.whatcar.com/best/large-suvs/n17006">large SUVs</a> you'll find it pretty poor,&nbsp;and it feels out of its depth on a twisty road, but it does resist body lean in a way that makes it more comfortable than most rivals.

If you approach a tight corner with any exuberance, there's not a great deal of grip. However, the steering is fairly accurate and not too heavy, making it easy to drive at low speeds around town or on faster A-roads and motorways.

Engine noise is well isolated against, and while some minor vibration is felt through the floor and controls, there’s much less of it than there is in other rivals. Wind and road noise is acceptable, meaning it’s relatively hushed on the motorway.

This second-generation model has shorter overhangs, an improved wading depth (of 800mm) and an optional rear locking differential (standard with the PanAmericana trim), so it’s a safe bet that it's better in the rough stuff than its predecessor. If you want something with a greater off-road focus, the <a href="https://www.whatcar.com/news/2022-isuzu-d-max-arctic-trucks-at35-review/n25135">Isuzu D-Max AT35</a> and the <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ford Ranger Raptor</a> come with extra knobbly tyres and greater ground clearance.

<h2 dir="ltr">Driving overview</h2>

Strengths&nbsp;Punchy engines; tidy handling; relatively hushed, even at speed

Weaknesses&nbsp;Slightly hesitant auto gearbox&nbsp;

The Volkswagen Amarok is something of a legend in the world of <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up trucks</a>&nbsp;even though it’s been around for only a decade or so.

This latest Amarok is the result of a commercial vehicle partnership between <a href="https://www.whatcar.com/new-car-deals/make/volkswagen">Volkswagen</a>&nbsp;and Ford, and is very closely related to the <a href="https://www.whatcar.com/ford/ranger/4x4/review/n17250">Ford Ranger</a> (they're even built at the same factory). Some diehard fans of one or other of the brands might be outraged by that, but&nbsp;economies of scale mean&nbsp;it makes financial sense for both companies.

And don’t worry: there’s far more than just a badge to distinguish the two models.&nbsp;Indeed, on the outside, the only visible shared parts are the roof, the door handles and the mirror casings.

<iframe height="315" src="https://www.youtube.com/embed/yRta2kArKik" width="560"></iframe>

Unlike the Ranger, the <a href="https://www.whatcar.com/isuzu/d-max/pick-up/review/n17221">Isuzu D-Max</a> and the <a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a> the Amarok is only available in a larger double-cab bodystyle (with four doors and rear seats). That means its starting price is higher than rivals', and there's less choice.

All Amaroks have four-wheel drive, and the cheapest models come with a 168bhp 2.0-litre diesel engine and a manual gearbox. An <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a> is standard on the mid-range&nbsp;202bhp&nbsp;2.0 diesel and the range-topping 3.0 V6 diesel.

There are no fewer than four trim levels to choose from: Life, Style, PanAmericana and Aventura, along with a huge range of optional accessories. You can even buy a tent to pitch on the roof.

So, is the Volkswagen Amarok fundamentally a good pick-up truck with strong performance and economy? What is its maximum payload? How much can it tow? And what’s it like to drive and sit in when you're not using it purely as a workhorse?

Well, we've driven it, and we'll answer those questions and more over the next few pages of this review.&nbsp;We'll also let you know how it compares with the rivals you might be considering.

That's not a particular long list – besides the&nbsp;Ranger, the&nbsp;D-Max&nbsp;and the Hilux, there's only really&nbsp;the&nbsp;<a href="https://www.whatcar.com/ssangyong/musso/estate/review/n17236">Ssangyong Musso</a>&nbsp;competing for your money in the UK.

Once you've chosen your next new vehicle, remember we make it easy to find the lowest buying or&nbsp;leasing price if you search our&nbsp;<a href="https://www.whatcar.com/new-car-deals">New Car Deals</a>&nbsp;and <a href="https://www.whatcar.com/car-leasing/">What Car? Leasing</a> pages.

Inside, many of the Volkswagen Amarok's fundamentals are the same as you’ll find in the <a href="https://www.whatcar.com/ford/ranger/4x4/review/n17250">Ford Ranger</a>&nbsp;including the excellent driving position with lots of adjustment and a comfortable seat. The view out is helped by tall side windows, and all trims come with a rear-view camera as standard to help when reversing.

The general design is very similar, with the same gear lever and other basic switchgear, although the Amarok gets bespoke seats, a <a href="https://www.whatcar.com/new-car-deals/make/volkswagen">Volkswagen</a> steering wheel and a row of switches below the touchscreen.

The Amarok integrates the climate control settings into the central infotainment touchscreen. That means you have to hunt and play around with small icons and slider bars to change the temperature, which is far more distracting and frustrating to use than the Ranger’s physical buttons and controls. On the plus side, there's a proper volume knob, unlike in many VW cars.

Like the Ranger, the touchscreen (10.1in on the cheapest version and 12.0in on Style trim and above) is portrait-oriented and controls infotainment functions. It’s the same hardware and operating system as in the Ranger, but the menus are&nbsp;different. It’s reasonably easy to get to grips with, and all Amaroks come with <a href="https://www.whatcar.com/advice/owning/what-is-android-auto/n1194">Android Auto</a> and <a href="https://www.whatcar.com/advice/owning/what-is-apple-carplay/n1193">Apple CarPlay</a> smartphone mirroring.

The digital driver’s display has a unique design that’s different to the Ranger's. Entry-level cars come with an 8.0in display, while Style trim upwards get a configurable 12.3in display.

You’d hardly describe the interior as ‘classy’, and there are plenty of hard and scratchy plastic throughout. Still, it's more upmarket inside than the <a href="https://www.whatcar.com/ssangyong/musso/estate/review/n17236">Ssangyong Musso</a> or the&nbsp;<a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a> – especially with the PanAmericana and Aventura trim levels, which have a leather-look finish on the top of the dashboard and the insides of the doors.

Build quality is good, but overall the Amarok feels more like a <a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> than a VW, with Ford stalks, window switches and gear lever. The switches lined up below the touchscreen are well-damped.

<h2 dir="ltr">Interior overview</h2>

Strengths Good driving position; rear parking sensors and rear-view camera are standard; feels more upmarket than most rivals

Weaknesses Fiddly climate control system; doesn’t feel that different to a Ranger

A fine pick-up truck&nbsp;that's good to drive by class standards

Volkswagen Amarok

The latest&nbsp;Volkswagen Amarok is longer than the previous-generation version by 96mm, giving passengers in the back seats even more leg room. Head room is excellent too, and four six-footers will be perfectly comfortable, even on fairly long jaunts.

You get some neatly integrated storage pockets on the seat base, but&nbsp;unlike in the <a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a> the rear seat base doesn’t fold up to free up internal space.

More importantly, for many <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up truck</a> buyers at least, the model has a maximum payload of 1.19 tonnes (up 40kg on the previous version) and the cargo bed can take two Euro pallets slotted in sideways. The absence of a Single Cab bodystyle means you can’t trade the rear seats to maximise the payload weight (a Single Cab Ranger has a payload of 1207kg, for example).

There are lashing rings to tie down loads of up to 400kg in the bed, which is 526mm tall and can be secured with an optional manual or electric roll cover. You can also spec a hardtop, which essentially turns your pick-up into a van or SUV (depending on your viewpoint).

When parked up, it can take up to 350kg on its roof – enough for the optional roof tent. When you’re driving, the roof can manage up to 85kg. As well as the tent, the hardtop and various roll covers for the cargo bed, accessories include a bike carrier and a diverse range of styling bars.

<h2 dir="ltr">Practicality overview</h2>

Strengths&nbsp;Loads of passenger space; competitive payload rating

Weaknesses&nbsp;Rear seats aren’t quite as versatile as the Hilux’s; no single cab option

The Amarok is a very fine pickup that’s strong, practical and good to drive by class standards. Its biggest downfall is that the closely-related Ford Ranger offers much of the same for less money.

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