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Van and Commercial Vehicle Awards 2024

The Ford Transit Custom has long topped sales charts, and the latest version deserves to continue that dominance, thanks to its blend of practicality and driving enjoyment



Ford Transit Custom

Small Van

Medium Van

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<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

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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, hybrids, electric cars: Renault makes them all, in a variety of shapes and sizes, meaning&nbsp;it has a line-up designed to tempt pretty much everyone.

From the roadside, the standout feature of all its cars is design, with them instantly recognisable as members of the Renault family, without being so similar that they fall&nbsp;into the Russian doll trap. However, in terms of ability they're a mixed bag,&nbsp;ranging&nbsp;from very good to no better than average.

Models that fall into the former camp include the Clio small hatchback and Megane E-Tech electric car, while the smaller Zoe electric car is also impressive in most respects; it's just a pity Renault omits key safety kit.

On the other hand, the Captur, Arkana and Austral SUVs are all outclassed by several rivals.

Renault has some exciting new models planned, including a new Scenic (this time it will be an electric SUV instead of a conventionally powered MPV) and two cars that reimagine classic Renaults: the 4 and 5.

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

You’d be forgiven for wincing when you find out how much the Mercedes V-Class Marco Polo costs – it doesn’t come cheap.

That’s not helped by the fact that the Horizon version, which didn't include a kitchen, is no longer available, so there’s no rival in the line-up to the entry-level VW California trim, called Beach.

Still, once you factor in all the camping gear you get, it’s actually pretty good value if you can find a good deal. It's certainly worth checking the best prices using our <a href="https://www.whatcar.com/new-car-deals">New Car Deals pages</a>.

As with other similar campers, the CO2 emissions are on the high side, putting it it the top <a href="https://www.whatcar.com/advice/owning/company-car-tax-guide/n9352">benefit-in-kind (BIK) tax</a> bracket, but economy should be reasonable for such a big vehicle (low 30s mpg is realistic). The California TDI 150 is likely to be more frugal, though.

The Marco Polo comes with plenty of camping, practicality and visibility aids, plus three-zone climate control, heated windscreen washers, tinted rear windows and electric windows. And being an AMG Line, you also get 19in wheels, sports suspension and racier styling inside and out.

<a href="https://www.whatcar.com/news/the-safest-cars-on-sale-today/n19724">Euro NCAP</a> hasn’t crash-tested any campervans, but they have tried the vans they’re based on. Happily, the Mercedes V-Class got a five-star rating and proved better at protecting occupants than the Ford Transit Custom, another five-star van. The VW Transporter could only manage four stars.

We don’t have any reliability data for the Marco Polo, but <a href="https://www.whatcar.com/new-car-deals/make/mercedes-benz">Mercedes</a> came a disappointing 24th out of 32 manufacturers in our 2023 <a href="https://www.whatcar.com/news/reliability-survey-most-reliable-cars/n26137">What Car? Reliability Survey</a>. For comparison, Ford came 17th and VW came 22nd.

<h2>Costs overview</h2>

Strengths Decent economy for a big vehicle; lots of standard kit&nbsp;

Weaknesses High entry-level price; Mercedes' so-so reliability record

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 Mercedes Marco Polo comes in one spec – V300d AMG Line, which gets you a&nbsp;234bhp 2.0-litre diesel engine&nbsp;and a nine-speed <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a>.

We’re familiar with the engine from driving the <a href="https://www.whatcar.com/mercedes-benz/v-class/estate/review/n17287">Mercedes V-Class</a>&nbsp;and the Marco Polo has an&nbsp;official 0-62mph time of 8.6 seconds, which is&nbsp;pretty rapid for a big, heavy camper van.

The Marco Polo's dimensions reflect the fact that it's based on the <a href="https://www.whatcar.com/mercedes-benz/vito/van/review/n18152">Mercedes Vito</a> medium van, which is 5.1 metres long. It takes a bit of getting used to if you usually drive a car or SUV, but is manageable.

The Ford Transit Custom Nugget and the VW California are broadly similar in size, while the&nbsp;Grand California is 6 or 6.8 metres long, depending on which&nbsp;version you're driving.

The Marco Polo&nbsp;has the quietest engine of any camper we’ve tested, and it’s smoother than the ones in the Nugget and California. Similarly, it generates far less wind whistle, and&nbsp;road noise is perfectly tolerable.

Just make sure you fold the canvas sides of the pop-up roof away properly when you lower it – if you don’t you’ll hear plenty of creaking above you. As for the automatic gearbox, it’s smoother and less hesitant than the ones in the Nugget and California, and would be perfectly acceptable in an <a href="https://www.whatcar.com/best/mpvs-and-people-carriers/n17001">MPV</a> or SUV.

While you’ll find comfier examples of those car types, you won’t find a camper that rides better than the Marco Polo. Compared with the wallowy yet fidgety Nugget or the stiff California, the Marco Polo is a relaxed motorway cruiser that absorbs the worst of most bumps.

It does start to feel a little floaty over particularly undulating roads, while the nastiest potholes and ridges generate a bit of a thump and thud. Still, we’d be perfectly happy to cover long distances in one.

The soft set-up means it doesn’t feel as agile and leans over more than a California. Even so, there’s lots of grip, the steering is precise enough and it certainly feels more stable than the Nugget. Besides, who’s really going to throw a fully loaded camper around on their favourite B-road?

<h2>Driving overview</h2>

Strengths Brisk acceleration; quiet engine; smooth auto gearbox

Weaknesses Some float on undulating roads; less agile than a VW California

OUR PICK

Fuel 

Gearbox

0-62 MPH

Although we could only manage 0-60mph in 13.0sec during our tests, we’d argue the 161bhp 2.0-litre diesel 220d is all the engine you need in a Marco Polo. There’s enough low down poke, it’s refined and it’s not like you’re going to drive a camper van quickly, is it? Only available with a smooth nine-speed automatic gearbox and in Sport trim.

http://example.com

V220 d

v220-d

Another 2.0-litre diesel, this time with 234bhp. That’s enough for a claimed 0-62mph time of 8.6sec with a negligible loss of efficiency.

V300 d 237

v300-d-237

If you were paying attention during school history lessons, you might well know where the Mercedes V-Class Marco Polo campervan gets its name.

And while we doubt many Marco Polo buyers will follow explorer Marco Polo's epic expeditions, it's apt that it name checks him, because it's designed to cover&nbsp;great distances without the need to book a&nbsp;hotel room&nbsp;or Airbnb.

The Marco Polo camper shares an engine and suspension with the Mercedes Vito van and the V-Class&nbsp;MPV, but adds almost everything you need for a few days away, including two double beds&nbsp;and a kitchen.

Rival <a href="https://www.whatcar.com/best/best-campervans/n26020">camper vans</a> you might be considering include the <a href="https://www.whatcar.com/volkswagen/california/mpv/review/n19868">VW California</a> – and the bigger <a href="https://www.whatcar.com/volkswagen/grand-california/mpv/review/n20215">VW Grand California</a> – and the <a href="https://www.whatcar.com/ford/transit-nugget/mpv/review/n22681">Ford Transit Custom Nugget</a>.

Read on to find out how the Mercedes Marco Polo performs as a camping vehicle.&nbsp;We'll start with&nbsp;driving characteristics, but also cover key requirements for a good home from home, including what it's like to sleep in.

If you’re looking at camper vans you can buy direct from the dealer, there’s none plusher than the Mercedes V-Class Marco Polo. Unlike key rivals, it has plenty of soft-touch plastic and switches that feel as though they came out of a car rather than a van.

Helping matters are the standard leather seats, wood or carbon-fibre effect trim, and even a "yacht"&nbsp;flooring in the back that does a good impression of wood. With standard ambient lighting, it really does feel like you’re glamping.

The Marco Polo knocks the Ford Transit Custom Nugget into a cocked hat for quality and beats even the classy VW California comfortably.

When you're driving the Marco Polo, you&nbsp;sit&nbsp;quite high up with an excellent view ahead. Large side windows and door mirrors mean you can easily see what’s coming up alongside. The view behind isn’t as clear – the rear seat headrests and cupboards in the back block much of the rear window.

Fortunately, all Marco Polos come with parking sensors (front and rear) plus a reversing camera. To help at night, bright LED headlights are standard.

The driver’s seat, with its folding armrest for your left elbow, feels comfortable to sit on but doesn’t provide much side support when cornering. Nevertheless, the seat and the steering wheel both offer plenty of adjustment, so it shouldn’t take you long to find a comfortable position.&nbsp;

It’s certainly more pleasant and less van-like than the Nugget and California, although you can’t get all-digital dials as you can&nbsp;in the California. Still, the <a href="https://www.whatcar.com/new-car-deals/make/mercedes-benz">Mercedes</a> analogue dials are clear&nbsp;and the colour digital display between them shows all the information you’re likely to need.

You’ll easily find your way around the simple physical controls for all the major functions, while infotainment is taken care of by a 10.3in screen that’s mounted usefully high on the dashboard. You can operate it as a normal touchscreen, using touchpads below it and on the steering wheel, or by voice.

The graphics are sharp but the menus do take a little getting used to and some of the icons are small. <a href="https://www.whatcar.com/news/best-sat-nav-apps/n24915">Sat-nav</a> comes as standard&nbsp;but, disappointingly, smartphone mirroring is an optional extra. There's also the option of a punchy Burmester stereo.

<h2>Interior overview</h2>

Strengths Better quality feel than rival campers; good view from the driving seat

Weaknesses No digital driver display; smartphone mirroring costs extra

Camper van is good to drive and has a plush interior, but there are cheaper rivals available

Mercedes V-Class Marco Polo

Access to the front seats of the Mercedes V-Class Marco Polo is easy thanks to large, wide-opening doors. The rear seats are even easier to get to thanks to the vast sliding door on the driver’s side.

Usefully, the Marco Polo’s sliding door and heavy tailgate are power operated as standard. You can't get a powered tailgate on the VW California or the Ford Transit Custom Nugget, but the California is available with a powered sliding door.&nbsp;If you want a campervan with twin sliding doors, you’ll need to look at the&nbsp;Nugget.

Storage up front in the Marco Polo isn’t bad, with decent door pockets and a reasonable glove box, but the cupholders are mounted rather low down in what should be a pretty generous cubby.

Unfortunately, the control panel for the roof, fridge and electrics takes up quite a bit of the cubby. If you like plenty of places to stash your odds and ends, you'll probably prefer the&nbsp;Nugget's interior.

As with the Nugget and California, both front seats in the Marco Polo rotate through 180 degrees to face the back. There’s no handbrake to get in the way of this process, but you do have to open the door to spin the seat.

In the rear, you’ll find a lounge area consisting of a two-seater bench that slides back and forth on runners and folds flat to become a double bed. Compared with the cumbersome benches in the California and the Nugget, sliding it requires precious little muscle power and it reclines electrically.

The bench – which has lots of head and leg room – also has pneumatic bolsters that you can pump up for additional side support or deflate in bed mode. Even so, we’d recommend a mattress topper (the California’s lower bed is flatter and therefore comfier).

A second bed reveals itself when you raise the electrically powered roof. It’s bigger and more comfortable than the lower one, although as with the California, you’ll need to clamber on to one of the front seats then pull yourself up there.

The Nugget makes access slightly easier by providing a ladder. If you’re not using the bed, you can clip it to the underside of the raised roof, effectively raising the ceiling and giving you far more head room below.

That makes cooking in the standard kitchen a little easier, whether you’re nosing about in the fridge, making a cup of tea on the gas hob or washing up in the sink. Water is supplied by a fresh water tank and drains into a waste water tank, while a 230-volt&nbsp;hook-up is standard.

The Marco Polo's internal electrical socket is a Euro plug, so you need an adapter (unlike in the three-pin equipped Nugget and California), and no toilet is available. If you want one of those, you’ll need a long-wheelbase Nugget or the huge VW Grand California.

Overall, there’s a decent amount of storage inside, with a couple of big cupboards in the back, a couple more underneath the kitchen unit, a big drawer under the rear seats and an overhead locker in the back, too.

There’s not quite as much storage space as you’d find in a California, though, and the Marco Polo’s boot isn’t as big. That’s because a removable table and two folding chairs are stored in a sling rather than cleverly hidden in the tailgate and sliding door like the California's. You can push the seat bench forwards for more space behind it.

Other options include a side awning to protect you from the sun and rain when you’re parked up. It’s handy on a calm day, but it doesn’t take much of a breeze to get it flapping.

<h2>Practicality&nbsp;overview</h2>

Strengths Easy access; powered sliding door and tailgate

Weaknesses Rivals have more interior storage; no toilet option

AMG Line

amg-line

We wouldn’t bother with this top trim unless you really must have the 300d engine. Other than that, all you get are bigger 19in wheels, sports suspension and AMG styling touches inside and out.

Marco Polo AMG Line

marco-polo-amg-line

If you want a camper van you can buy straight from a dealer with a manufacturer’s warranty, the Mercedes Marco Polo is our top choice. It’s not the cheapest to buy, but it has a feature-packed and plush interior that’s easy to convert from transportation device to living area. It’s good to drive and refined for a camper, making it a better bet than key rivals.

<h2>What we're looking for:</h2><ul><li>Plenty of space for all the family and their paraphernalia</li> <li>Comfortable ride for everyone inside</li> <li>Seats with plenty of adjustment and versatility of layout</li> <li>Engine that can cope with a full load of people and luggage</li> <li>Excellent efficiency to avoid big fuel bills</li></ul>

Practicality is king in the MPV market, which has taken a hit as buyers have turned towards trendier SUVs. There are still plenty of decent offerings to suit most budgets, though, with Citroën fielding a particularly strong line-up. The French manufacturer’s Berlingo offers bags of space for not much money and you can easily haggle off thousands of extra pounds in discounts, too.

Citroën also scores with the larger Grand C4 Spacetourer, which offers seven seats, lots of oddment space and appealing running costs for something so large. A similarly priced and even better option is the Volkswagen Touran. Meanwhile, if you prefer a premium badge, there's always the BMW 2 Series Active and Gran Tourers or Mercedes B-Class and V-Class.

But for something sizeable that's still decent to drive, we’d recommend you check out the Ford Galaxy, which can offer three rows of seats and decent luggage space at the same time. It’s not that much pricier than the smaller S-Max.

Standard equipment levels in the Ford Transit Custom are among&nbsp;the best in the medium van class.

For example, the entry-level van gets pre-collision assist, lane-keeping, traffic-sign recognition, intelligent speed assist, auto high beam, front and rear parking sensors and a rear view camera. Additional systems include intelligent adaptive cruise control, cross-traffic alert, reverse brake assist, exit warning, active park assist and a 360-degree view camera.

There's also a&nbsp;system called Delivery Assist, which is designed to speed up deliveries by automating actions like switching on its hazard lights, closing windows&nbsp;and locking the doors when the driver leaves the van.

All those features come at a cost, though. Prices have increased over the previous generation, with a hike of around 10%, which has pushed the Transit Custom – which is available in Base, Trend, Limited and Sport trims – into a more premium price bracket.

That said, there are so many standard features – including the big&nbsp;touchscreen that the Mercedes Vito would have as a premium option – that it feels as though the price increase is in many ways justified.

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<hr />
<h2 dir="ltr">About the author</h2>

<a href="https://www.whatcar.com/authors/george-barrow/n25525">George Barrow</a> is one of the leading van and truck reviewers, and is the UK’s only representative on the prestigious International Van of the Year jury. He has written about vans and commercial vehicles for the past 15 years, and can be found in titles including The Sun and What Van?, alongside What Car?.

Barrow is well regarded in the commercial vehicle industry, securing access to the latest models – and the people who made them – long before other titles.

The entire Ford van range is known for its great driveability and the latest Transit Custom is no exception. The steering feels faster, more precise and slightly lighter than before, which contributes to a more car-like driving experience.

Power comes from a 2-litre EcoBlue diesel engine with the option of 110PS, 136PS, 150PS or 170PS (108bhp, 134bhp, 148bhp or 168bhp) power&nbsp;outputs. It’s the same engine as the previous model, but Ford says changes have improved fuel efficiency with savings of up to 6%.

There’s a choice of a six-speed manual gearbox, standard on all vans, but a new eight-speed <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a> built in-house by Ford seriously ups the refinement levels, making it a really smooth and flexible driveline for a van.

There's also a plug-in hybrid (<a href="https://www.whatcar.com/news/best-plug-in-hybrid-cars/n22743">PHEV</a>) version – we'll tell you how we rate that once we've had a chance to drive it.

Ride comfort is improved thanks to new independent rear suspension which makes the back of the van feel more planted on the road, with less bounce. Also noticeable is the lack of any major noise intrusion into the cab from the engine (or, indeed, road and wind noise).

Ford has lowered the roof slightly, allowing all variants of the van to better fit in underground car parks, and the front wheels have been moved forwards slightly, making the van feel&nbsp;more car-like in terms of driving dynamics.

A new version of the UK’s best-selling vehicle is always a big deal – and when the new model is the Ford Transit Custom&nbsp;it’s arguably even more important.

The Transit Custom has been the best-selling van since its launch, and is part of more than half a century of <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a> dominance at the top of the commercial vehicle best sellers list. A new Transit Custom is, then, really a very big deal.

<a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> has built this latest-generation Custom on a new, lighter platform, with a longer wheelbase (the distance between the front and back wheels), to make more space for batteries in&nbsp;the&nbsp;<a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> version – the <a href="https://www.whatcar.com/news/2023-ford-e-transit-custom-electric-van-revealed-price-specs-and-release-date/n24525">Ford E-Transit Custom</a>.&nbsp;The revised&nbsp;front end is said to be 13% more aerodynamic than the previous version's, to aid efficiency.

The range includes&nbsp;a panel van in two lengths (L1 and L2), a double cab-in-van version and a new derivative called MultiCab that allows you to transport up to five people&nbsp;but still move larger items in a self-contained loadspace.

So, does the new Ford Transit Custom remain top dog in the <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium van</a> segment, beating rivals including the <a href="https://www.whatcar.com/mercedes-benz/vito/van/review/n18152">Mercedes Vito</a>, the <a href="https://www.whatcar.com/renault/trafic/van/review/n18803">Renault Trafic</a> and the <a href="https://www.whatcar.com/vauxhall/vivaro/van/review/n18281">Vauxhall Vivaro</a>? Read on to find out...

Square steering wheels should probably have stayed in the Seventies with the Austin Allegro, but they’ve been making a comeback of late, and the Ford Transit Custom is the latest model to fall victim to the “hip to be square” trend.

The “squircle”, as it has been dubbed, is just part of the story of change inside the model. Another innovation is the steering wheel's ability to double a folding table. The idea is that hard-working van drivers can use it to eat lunch at the wheel or as a laptop stand.

Fortunately, it doesn’t affect your ability to palm the steering wheel around, and the lighter steering makes that slightly easier.

Another notable change is the flat floor, and in combination with the placement of the gearshift on the instrument&nbsp;panel, this frees up space&nbsp;around the central seat’s knee area. A middle-seat occupant can now sit in far greater comfort, and it's also easier for the driver to slide across and get out through the passenger door.

Standard equipment across the range now includes a 13in infotainment touchscreen in the centre of the dash and an 8in driver's display in the instrument cluster.

All versions get a new 5G modem as standard to enable connectivity. There’s also a SYNC 4 infotainment system that now includes Amazon Alexa voice assistance and large strips of piano-black surround&nbsp;to smarten up the textured grey plastics.

Overall it’s an attractive cab that feels modern and spacious, although&nbsp;the transition from the&nbsp;large 13in infotainment screen to a much smaller 8in cluster looks a bit odd, and the positioning of the engine start button between the two doesn’t help.

The parking brake is now electronic, removing the physical lever from between the seats and further improving access, but the button placement in the central console between the air vents is another slightly unusual choice.

New generation of Ford's mid-sized van is great to drive and includes some welcome innovations

A new platform often means all-round improvements in the load area capacity, but the Ford Transit Custom isn’t quite so generous.

Although 200mm have been added to the wheelbase, the length of the loadspace area has decreased by 160mm. The width is the same, but there’s more space between the wheelarches. There’s also a small increase in the usable height of the loadspace.

Overall, that means the storage space has decreased from 6m3 to 5.8m3 for the short-wheelbase Transit Custom L1, and remains at 6.8m3 for the longer L2 model. Those are the same volumes as the Renault Trafic offers.

Despite that small drop in size, the rear is actually more useable for a number of reasons. The&nbsp;increased length of the load-through hatch allows L2 vans to transport lengths of up to 3.45m.

The model also has a&nbsp;lower floor height for loading, and there's&nbsp;a new side step through the rear sliding door to improve&nbsp;access. Ford says the Transit Custom has a class-leading side load aperture of 1030mm x 1301mm.

Importantly, the bulkhead doesn’t eat into the load area in the same way as it does in the&nbsp;<a href="https://www.whatcar.com/citroen/dispatch/van/review/n18249">Citroën Dispatch</a>, the <a href="https://www.whatcar.com/peugeot/expert/van/review/n20207">Peugeot Expert</a> and the Vauxhall Vivaro.

Payload is now up to 1327kg for the 3.2-tonne gross vehicle weight van, and towing capacity is 2.5-tonnes.

Up front, there have been more storage gains – the most obvious being the cavernous compartment above the regular glovebox. The door pockets are larger than before, there are cupholders at each of the A-pillars, and you'll find small storage spaces in the central part of the dashboard.

Ford Transit Custom van

Designers and engineers of commercial vehicles often struggle to improve the box-on-wheels blueprint of a van, but the Ford Transit Custom has added innovation at every turn. Smart new systems for driver comfort and safety join premium upgrades to the interior. Although many changes have been made in preparation for electric versions, the diesel Transit Custom can still lay claim to being the ultimate mid-sized van.

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).

<h2 dir="ltr">Costs overview</h2>

Strengths&nbsp;Competitive pricing; good safety credentials; most versions are well-equipped

Weaknesses&nbsp;Slow PHEV charging; rivals have longer warranties

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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.

<h2 dir="ltr">Driving overview</h2>

Strengths Smooth engines; comfortable ride, surprisingly agile

Weaknesses Not as refined as an SUV; poor fuel economy from V6 engine

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.

<h2>Interior overview</h2>

Strengths Good forward visibility; standard-fit rearview camera; lots of driver's seat adjustment

Weaknesses Small rear windscreen

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.

<h2 dir="ltr">Practicality overview</h2>

Strengths Space for five adults; PHEV version can be used as a generator

Weaknesses Poor payload capacity for high-performance Raptor model

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.

<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

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>

<hr />
<h2 dir="ltr">About the author</h2>

<a href="https://www.whatcar.com/authors/george-barrow/n25525">George Barrow</a> is one of the leading van and truck reviewers, and is the UK’s only representative on the prestigious International Van of the Year jury. He has written about vans and commercial vehicles for the past 15 years, and can be found in titles including The Sun and What Van?, alongside What Car?.

Barrow is well regarded in the commercial vehicle industry, securing access to the latest models – and the people who made them – long before other titles.

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>

<hr />
<h2 dir="ltr">About the author</h2>

<a href="https://www.whatcar.com/authors/george-barrow/n25525">George Barrow</a> is one of the leading van and truck reviewers, and is the UK’s only representative on the prestigious International Van of the Year jury. He has written about vans and commercial vehicles for the past 15 years, and can be found in titles including The Sun and What Van?, alongside What Car?.

Barrow is well regarded in the commercial vehicle industry, securing access to the latest models – and the people who made them – long before other titles.

&nbsp;

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.

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