Small van

Medium van

Large van

Small electric van

Medium electric van

Large electric van

Pick-up truck

Van-based MPV

Campervan

Category winners

Van and Commercial Vehicle Awards 2024

The latest Renault Master has reinvigorated the large van sector, focusing on efficiency and safety, while retaining all of the usability that large van buyers expect


Renault Master

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. In fact, it&nbsp;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 a tiny EV (the Ami) through to the C3 small hatchback and&nbsp;the large van-based&nbsp;Spacetourer MPV.

Its range of SUVs are all badged Aircross, and like the rest of its range place emphasis on comfort, not speed.

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

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

CRAFTER

D-MAX

Daily

Daily Electric

DISPATCH

DOBLO

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

eDeliver 7

Expert

FULLBACK

GRAND CALIFORNIA

HILUX

ID Buzz Cargo

Jimny

Kangoo

Kangoo E-Tech

Master

Master E-Tech

Movano

Movano Electric

Musso

NV200

NV300

NV400

Partner

Proace

ProAce City

Proace City Electric

RANGER

Relay (2019)

SPRINTER

Talento

Townstar

Trafic

TRANSIT

TRANSIT CONNECT

Transit Courier

TRANSIT CUSTOM

Transit Nugget

TRANSPORTER

V CLASS

VITO

VIVARO

Vivaro-e

X-CLASS

While it’s not the cheapest <a href="https://www.whatcar.com/news/best-large-vans/n20727">large van</a> on the market, the Renault Master is very competitive. The entry-level <a href="https://www.whatcar.com/vauxhall/movano/van/review/n22215">Vauxhall Movano</a> and its closely related Stellantis models&nbsp;undercut it slightly, but the Master is significantly cheaper than a <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a>, a <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>&nbsp;or a <a href="https://www.whatcar.com/volkswagen/crafter/van/review/n18277">VW Crafter</a>.

The <a href="https://www.whatcar.com/make/maxus">Maxus Deliver 9</a> is more affordable than all of them, but sacrifices so much payload that a <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium van</a> might be a better option.

Running costs for the diesel models benefit from the Master’s improved aerodynamic efficiency, which reduces drag by 20% compared to the outgoing model. The improvement translates into respectable fuel economy, with the 148bhp promising 34mpg according to <a href="https://www.whatcar.com/advice/buying/wltp-meaning-official-economy-emissions/n1223">WLTP testing</a>. We did somewhat better than that in some real-world driving, with the onboard computer reporting 41.5mpg – although that was with an empty load bay.

The Master's Eco&nbsp;mode can help maximise <a href="https://www.whatcar.com/real-mpg-calculator">fuel efficiency</a> by reducing engine power, although the 30% drop in power is very noticeable and probably won’t be appreciated when fully loaded.

Maintenance costs are kept manageable, with two-year service intervals, limited to 24,000 miles – the same as the <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a>, although the <a href="https://www.whatcar.com/vauxhall/movano/van/review/n22215">Vauxhall Movano</a> will go further between services. Mercedes uses a system based on wear and tear, but that means you can stretch a Sprinter’s service intervals to as far as 37,500 miles.

Renault also offers comprehensive service packages that will cover your van for up to four years and 84,000 miles, and work out cheaper than regular servicing. It does keep&nbsp;you tied to your Renault dealer&nbsp;though, even once the three-year warranty has expired.

The warranty is limited to 100,000 miles and matches most other rivals. For better or worse, the stand-outs are Mercedes, who don’t place a mileage limit on their three-year cover, and Ford, who are miserly with their 60,000-mile cut-off.

<a href="https://www.whatcar.com/news/how-we-test-vans-at-what-car/n26797">Read more: How we test vans</a>

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<a href="https://www.whatcar.com/news/best-large-vans/n20727">Large vans</a>&nbsp;tend to spend a long time on the road rather than parked up on site, so how they drive is important. By using an entirely new design, Renault has modernised the Master&nbsp;so it’s a capable and comfortable van to spend the day in. And –&nbsp;whisper it –&nbsp;enjoyable to drive.

You won’t, though, get thrown back in your seat&nbsp;from acceleration. The 2.0-litre diesel engine is available in 129bhp, 148bhp and, if you go for the top-spec Extra model, 168bhp versions. All offer similar levels of torque (from 250lb/ft to 280lb/ft).

Whichever power output you pick, the Master has enough performance to keep up with traffic, even on motorway hills, but the middle (148bhp) option strikes the right balance between power, torque, performance, efficiency and cost. There’s a little more power than a like-for-like <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a>, <a href="https://www.whatcar.com/volkswagen/crafter/van/review/n18277">VW Crafter</a> or <a href="https://www.whatcar.com/vauxhall/movano/van/review/n22215">Vauxhall Movano</a> and a little less than a <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>.

The six-speed <a href="https://www.whatcar.com/news/which-cars-come-with-a-manual-gearbox/n26678">manual gearbox</a> is a highlight, featuring short, precise throws that feel well-suited to the stop-start nature of urban driving. Renault offers a new nine-speed <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a>&nbsp;on the 148bhp and 168bhp for those seeking a more relaxed drive.

The Master feels reassuringly stable and composed, even when fully loaded, with steering that’s light but precise. That’s great for low-speed manoeuvrability but firms up at speed to provide higher-speed confidence. Thanks to a slightly shorter wheelbase than the previous generation, the turning radius is tighter, making the Master surprisingly easy to guide through narrow streets or crowded cities.

Ride quality is excellent, with the caveat that the new Master we've driven&nbsp;wasn’t fully loaded. The suspension absorbs bumps and potholes well, even on some of the very broken roads we used for our test drive. It’s wonderfully smooth on the motorway&nbsp;too.

<h2 dir="ltr">“A dashboard button in the Renault Master switches on Grip Xtend, which changes the traction-control programming. I think it might just be enough to get you out of a slightly sticky situation on site.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a></h2>

A van model's lifespan is significant. Unlike cars, which are replaced anywhere between five and eight years, a van lasts twice that. So the Renault Master we're reviewing here is getting ahead of the pack with an all-new version after "just" 14 years.

And the 2024 Master really is an all-new <a href="https://www.whatcar.com/news/best-large-vans/n20727">large van</a>. It's&nbsp;built on a <a href="https://www.whatcar.com/advice/buying/what-is-a-car-platform-and-chassis/n27195">new platform</a> and has&nbsp;been completely overhauled for its fourth generation, with a fresh design, improved aerodynamics&nbsp;and a host of modern technologies aimed at making it more practical, efficient&nbsp;and comfortable.

The Master's&nbsp;rivals haven't been standing still though. The <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a> is as capable as ever, while the <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a> and <a href="https://www.whatcar.com/volkswagen/crafter/van/review/n18277">VW&nbsp;Crafter</a> provide stiff competition. The <a href="https://www.whatcar.com/vauxhall/movano/van/review/n22215">Vauxhall Movano</a> and its <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis stablemates</a> – the <a href="https://www.whatcar.com/citroen/relay-2019/van/review/n22193">Citroën Relay</a>, <a href="https://www.whatcar.com/fiat/ducato/van/review/n18227">Fiat Ducato</a> and <a href="https://www.whatcar.com/peugeot/boxer/van/review/n18206">Peugeot Boxer</a> – have fresh style and tech&nbsp;too.

Renault’s focus with the new Master has been on creating a <a href="https://www.whatcar.com/news/best-large-vans/n20727">large van</a> with wide&nbsp;appeal. There are versions suitable for conversions but&nbsp;the focus is the panel van, which comes in three body sizes, with one 2.0-litre diesel engine with a choice of three power outputs, one gross vehicle weight&nbsp;and two trims. (There’s also an <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> – to read about that see our <a href="https://www.whatcar.com/renault/master-e-tech/van/review/n20172">Renault Master E-Tech review</a>.)

The Master's conventional nature means it might not stand out when brochures are side by side, but Renault has optimised every area of the van to push it right to the top of the class. Has it succeeded? We run the numbers and take it on to UK roads to find out...

<a href="https://www.whatcar.com/awards/van-awards">Read more: The best vans in every class</a>

If you like grey, you'll love the new Renault Master. While the French manufacturer hasn't gone wild with colours, it's done a great job of developing a modern, comfortable cab.

The previous-generation Master's dated dashboard has been junked and replaced by a swish S-shaped design that's understated but thoroughly contemporary.

A 10.0in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a> is mounted in the centre of the dash, with sharp graphics and a bright display. The software depends on the grade of the van, with the Extra gaining Google Built-In, which adds voice control a Google <a href="https://www.whatcar.com/news/best-sat-nav-apps/n24915">sat-nav app</a> and other features.

Both Extra and entry-level Advance models have <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> as standard, allowing you to just plug your phone in and use your own apps.

We're big fans of the physical controls below the Master's touchscreen. There are chunky knobs for the temperature settings and buttons for frequently used functions like locking (including a button to lock and unlock the load area) and Eco mode.

Comfort has seen a significant upgrade, with well-padded seats that include lumbar support, an armrest&nbsp;and optional heating. There are three seats – a driver's seat and a two-person bench – but the unlucky middle passenger will feel a little aggrieved because the dash-mounted gearstick juts out, robbing them of room. That's a problem typical of many <a href="https://www.whatcar.com/news/best-large-vans/n20727">large vans</a>.

Storage space is abundant, with 135 litres of cubby holes. Highlights include deep dashboard bins, ceiling-mounted compartments, and under-seat storage. The door pockets are spacious but awkwardly low, making them hard to access once seated.

The Master's expansive windscreen provides a commanding view of the road, and an optional digital rear-view mirror relays a clear, real-time image of the area behind the van. That complements the 20 advanced driver-aid systems installed in the Master, including automatic emergency braking (<a href="https://www.whatcar.com/news/what-is-aeb-and-how-does-it-work/n3283">AEB</a>), lane-keeping assist, <a href="https://www.whatcar.com/advice/buying/what-is-cruise-control-and-should-you-have-it-on-your-next-car/n26822">cruise control</a> and intelligent speed assist.

<h2>“You need to use a key to start the van&nbsp;and there’s a traditional handbrake lever, so despite the modern design, the Renault Master&nbsp;feels strangely old-fashioned at times.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a></h2>

The fourth-generation Renault Master is an excellent large van that's good to drive with a high load capacity

New Renault Master

The Renault Master is more than just a panel van. Pop into a Renault dealer&nbsp;and you’ll be able to order a platform cab, a chassis cab, a dropside, a Luton van&nbsp;or a tipper. In fact, it's the most&nbsp;transformed vehicle in Renault’s range.

A third-party conversion into anything from a simple refrigerated van to an ambulance or motorhome is all well and good, but the reassurance of having a factory-built and warrantied product has value for many buyers.

Van converters can connect their own applications to the infotainment system, giving the driver control of additions from the cab without the need for drilling holes in the dashboard to attach extra panels or switches. It’s simpler, neater&nbsp;and keeps resale values higher.

Most, however, will want a simple panel van, and the Renault Master does panel-vanning very well. Three load boxes are available, allowing for payloads of up to 1,971kg – way ahead of rivals, and by as much as 700kg in some models.

Ford, Mercedes and Vauxhall all offer vans over 3.5 tonnes gross weight, with the <a href="https://www.whatcar.com/iveco/daily/van/review/n22571">Iveco Daily</a> reaching 7.2 tonnes, which allows for heavier loads. These N2 classified models count as heavy good vehicles, which need extra licences for the driver, while businesses face more stringent operating restrictions.

Payload volumes range from 10.8m3 in the back of the L2 H2 model (called MM by Renault), rising to 14.8m3 in the largest L3 H3 (or LH) van. (Renault dropped the smallest model, leaving that to be covered by the medium-sized <a href="https://www.whatcar.com/renault/trafic/van/review/n18803">Renault Trafic</a>.)

While not the very largest volume in the large van class, the biggest Master is right up near the top. It’s more spacious than any comparable <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a>&nbsp;and ever-so-slightly behind the <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a> and the <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis models</a> (the <a href="https://www.whatcar.com/vauxhall/movano/van/review/n22215">Vauxhall Movano</a> and so on)

Overall load lengths are impressive too, with the Master able to take a longer item than any of its rivals except the Sprinter. However, the Sprinter is 252mm longer than the Master, explaining how it bests the Master’s 3,225mm (L2) or 3,855mm (L3) long cargo bay.

Access to the load bay is easy, with the Master’s twin barn-style doors opening to 180 degrees, while the sliding side door –&nbsp;there’s just one – is a huge 1,312mm wide. The higher-spec Extra model also gets LED lighting in the back.

<h2>“LED lighting transforms the van's usability, especially in winter, but I think it's a bit&nbsp;stingy that it’s an option on the entry-level model.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a></h2>

The fourth-generation Renault Master blends practicality, modern technology and a comfortable driving experience better than its large van rivals. Its versatile configurations, impressive capacity and great valie will appeal to managers while the refined driving dynamics, comfortable ride and thoughtful interior will appeal to drivers. The Master doesn't reinvent the van but moves the game on in every area.

As a cash buy, the Ford Ranger is competitively priced next to the <a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a> but the <a href="https://www.whatcar.com/isuzu/d-max/pick-up/review/n17221">Isuzu D-Max</a> and the KGM Musso can be had for less. The Ranger is significantly cheaper than a VW Amarok&nbsp;though.

Official fuel economy figures of around 32-33mpg for the 2.0-litre engine is competitive with rivals, while the 28.0mpg for the 3.0-litre V6 matches the VW Amarok that shares the same engine.

Changes to <a href="https://www.whatcar.com/news/pick-up-drivers-face-massive-tax-hike-in-2025/n27221">tax rates for pick-up trucks</a>&nbsp;due in 2025 will have a big impact on the cost of running one as a <a href="https://www.whatcar.com/news/best-company-cars/n22605">company car</a>. The Ranger PHEV is&nbsp;likely to be the best option if you want to keep costs down.

Ford says the PHEV Ranger can only be charged using AC power outlets, meaning charging is capped at a <a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">charging speed</a> of 7kW – and 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.

The Ranger PHEV should drastically lower your running costs compared with other Ranger models –&nbsp;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 rear window, digital dials and adaptive 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, including manual air-con, a heated front windscreen, plus alloy wheels and body-coloured bumpers.

Tremor adds the off-road suspension, 17in alloy wheels and off-road tyres.

If you want a <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up truck</a> with all the luxuries of a car,&nbsp;you’ll want the Wildtrak. It looks beefier, 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, rear privacy glass, a larger <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment system</a>&nbsp;and&nbsp;softer suspension.

The Wildtrak X swaps the Wildtrak's softer suspension&nbsp;for an off-road set-up, and also adds side-steps.

The Wildtrak is our pick of the range, unless your commute includes sand dunes or similar, in which case the best option is the <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ranger Raptor</a>. 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 Ranger was awarded the 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.

The Ranger didn’t feature in our 2024&nbsp;<a href="https://www.whatcar.com/news/reliability-survey-most-reliable-cars/n26137">What Car? Reliability Survey</a>&nbsp;but Ford as a brand ended up towards the middle of the table, in 14th place out of 31&nbsp;car makers. Volkswagen finished in 18th, while Toyota was much higher in fifth.

Ford gives you a three-year or 60,000-mile warranty. The <a href="https://www.whatcar.com/kgm/musso/estate/review/n17236">KGM Musso</a> 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).

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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 <a href="https://www.whatcar.com/news/which-cars-come-with-a-manual-gearbox/n26678">manual gearbox</a> while the other two get a 10-speed automatic.

There's also a Ranger Raptor version with 3.0-litre, 288bhp V6 turbocharged petrol – for more on that see our <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ford Ranger Raptor review</a>.

Ford 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 <a href="https://www.whatcar.com/real-mpg-calculator">fuel economy</a> 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 <a href="https://www.whatcar.com/volkswagen/amarok/pick-up/review/n17220">VW Amarok</a> 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 <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ranger Raptor</a>&nbsp;can tow 3,500kg, you might consider the V6 an over-indulgence.

The PHEV version will mate&nbsp;a 2.3-litre petrol engine with an electric motor and an 11.8kWh battery, for an electric-only range expected to be around 27 miles.&nbsp;That might not sound like much compared with some <a href="https://www.whatcar.com/best/plug-in-hybrid-cars/n22743">plug-in hybrid cars</a>&nbsp;but when you consider the Ranger’s weight, it’s impressive.

In the non-PHEV version we've driven so far, the Ranger manages to provide a far more settled experience than the <a href="https://www.whatcar.com/ssangyong/musso/estate/review/n17236">KGM Musso</a> and the <a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a>.

The Wildtrak and Platinum versions come with a softer suspension setup better suited to on-road driving and are among the&nbsp;most comfortable pick-up trucks around (along with the <a href="https://www.whatcar.com/volkswagen/amarok/pick-up/review/n17220">VW Amarok</a>). The Tremor and Wildtrak X, with their off-road setups, are slightly firmer, although far from brittle.

There can be some bobbing over undulations at motorway speeds in all versions, but it's very well controlled and never unsettling. Indeed, the Raptor V6 variant, with its <a href="https://www.whatcar.com/advice/buying/types-of-suspension-adaptive-suspension-explained/n27085">adaptive suspension</a> upgrade, is the comfiest pick-up on sale.

The Ranger is also one of the most nimble pick-ups you can buy. As you turn in to 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 <a href="https://www.whatcar.com/isuzu/d-max/pick-up/review/n17221">Isuzu D-Max</a>.

All Rangers get <a href="https://www.whatcar.com/best/4x4s-for-off-roading/n26188">four-wheel drive</a> and the option of adding a locking rear differential (standard with the Wildtrak and Raptor) to improve <a href="https://www.whatcar.com/best/4x4s-for-off-roading/n26188">off-road ability</a>. We'd recommend keeping it in two-wheel-drive mode on the road to help it steer with greater finesse at low speeds and use less fuel.&nbsp;

The Tremor and Wildtrak X come with a more off-road focused suspension setup, with a 26mm raised ride height and Bilstein dampers. An extra 30mm between the left and right wheels provides a wider stance to further benefit stability over uneven surfaces. There’s also a Rock Crawl drive mode (as found on the <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ranger Raptor</a>). All Rangers have a wading depth of 800mm.

As with most <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up trucks</a>, 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 models</a> 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.

<h2 dir="ltr">Ford Ranger video review</h2>

<iframe height="315" src="https://www.youtube.com/embed/mBCM9yTbraQ?si=yoa3IeIHrGffoaVh" width="560"></iframe>

As a result, the 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/kgm/musso/estate/review/n17236">KGM Musso</a>, the&nbsp;<a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a> and the&nbsp;<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.

There’s the usual array of diesel engines in the Ranger, but Ford is the only pick-up to offer a 3.0-litre petrol (in the Raptor). A&nbsp;plug-in hybrid (<a href="https://www.whatcar.com/news/best-plug-in-hybrid-cars/n22743">PHEV</a>) is due soon.

So&nbsp;do we recommend buying a new Ford Ranger? Read on to find out...

<a href="https://www.whatcar.com/awards/van-awards">Read more: The best vans in every class</a>

Many people love a <a href="https://www.whatcar.com/best/large-suvs/n17006">large SUV</a> or <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up truck</a> 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 (bar the two-door Single Cab version) get rear parking sensors and a rear-view camera as standard, while Platinum models get a 360-degree camera.&nbsp;

In terms of interior layout, the Ranger is fundamentally very similar to the <a href="https://www.whatcar.com/volkswagen/amarok/pick-up/review/n17220">VW Amarok</a>, with the same seat mounting points and the positioning of the touchscreen, air vents and digital driver's display. However, the Ranger interior looks noticeably different, thanks to bespoke seats, a different steering wheel and a rejigged lower centre console.

Ford&nbsp;gives you physical controls for the climate control system that are far less distracting to use while driving than the Amarok’s fiddly touchscreen controls.&nbsp;

The <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment&nbsp;touchscreen</a> (10in on the cheapest versions and 12in with Wildtrak trim and above) is portrait-oriented and controls the infotainment functions. It’s the same hardware and operating system as 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.

There’s no denying the Ranger’s interior has been made with materials designed to withstand a tough life. Rather than being lined with plush materials you’d find on a <a href="https://www.whatcar.com/best/luxury-suvs/n17036">luxury SUV</a>&nbsp;there’s plenty of hard, scratchy plastics in the entry-level models that make it easier to clean and wash out dirt.

Wildtrak trim and above use a wider range of soft touch materials, with padded faux-leather sections on the doors and dash, a leather steering wheel and floor mats, while coloured stitching and glossy trim finishers add a bit of visual appeal. Indeed, it’s still not a <a href="https://www.whatcar.com/land-rover/range-rover/4x4/review/n17353">Range Rover</a>&nbsp;but it beats <a href="https://www.whatcar.com/best/pick-up-trucks/n19493">rival&nbsp;pick-up trucks</a>.

The latest Ford Ranger is the best pick-up truck you can get – and a PHEV version is on the way

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 all models&nbsp; – including the&nbsp;Ranger <a href="https://www.whatcar.com/best/plug-in-hybrid-cars/n22743">PHEV</a> – will carry more than a tonne, with a minimum of 1,035kg. All versions can tow 3,500kg, except the <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ranger Raptor</a> which has a payload limit of 652kg and tow limit of 2,500kg.

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 so you can get all the lightbars and roof tents you could possibly need at a&nbsp;dealership.

A Flexible Rack system can be fitted to Tremor and Wildtrak trims as a cost option. That&nbsp;gets you a large sliding&nbsp;hoop over the load bay at the same height as the roof rack, allowing you to carry long items.

You'll be able to&nbsp;the PHEV Ranger as an external generator, powering your tools, camping equipment or anything else using up to three sockets. That power comes primarily from the Ranger’s hybrid battery, but can switch over to the engine if it runs down.

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.

While the rival <a href="https://www.whatcar.com/vauxhall/vivaro-e/van/review/n22197">Vauxhall Vivaro Electric</a> keeps things simple by offering just one van with two trim levels, Ford has gone the other way with 20 different versions of the E-Transit Custom.

The range starts with a simple L1 H1 panel van, which costs roughly £9,000 more than an equivalent diesel-powered model before any applicable government grants (at the time of writing, the <a href="https://www.whatcar.com/advice/buying/every-van-eligible-for-the-plug-in-vehicle-grant/n24113">Plug-in Van Grant</a> will reduce the price by £5,000, but that could change without notice).

That’s a little more than you’ll pay for a <a href="https://www.whatcar.com/citroen/dispatch/van/review/n22958">Citroën ë-Dispatch</a> or a Vivaro Electric but a little less than a&nbsp;Fiat E-Scudo or <a href="https://www.whatcar.com/peugeot/e-partner/van/review/n23711">Peugeot e-Partner</a>. The all-electric E-Tech version of the <a href="https://www.whatcar.com/renault/trafic/van/review/n18803">Renault Trafic</a> undercuts them all.

More can be spent as you move up the range, with three different body styles, two lengths and four trim levels to choose from. Hit the top trim MS-RT, and you’ll add almost 50% to the price tag.

While that’s a lot to pay out for a van, running costs should be significantly lower and are likely to be enough to more than pay off the difference.

Even with high energy prices, electricity bills are still lower than diesel costs, especially if you can charge the van at home, which could cover the cost within 30,000 miles or so. Add savings from <a href="https://www.whatcar.com/advice/owning/ulez-expansion-everything-you-need-to-know/n15049">ULEZ exemptions</a> and the like, and it should work out cheaper than a traditional diesel <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium van</a>.

There’s no "basic"&nbsp;Leader trim level for the E-Transit Custom (as there is with the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a>)&nbsp;so the entry point to the range is the Trend, which comes with as much equipment as you’d expect from a mid-spec van. Expect climate control, parking sensors, a reversing camera and a host of safety technology.

If you upgrade to Limited trim you’ll gain an artificial leather steering wheel, heated door mirrors, alloy wheels, keyless entry and start, a Thatcham-approved alarm, a heated driver's seat and steering wheel, and a load-through option from the cargo area.

Sport and MS-RT models add more power and styling bolt-ons, among a few other pieces of equipment, but they come at a hefty price.

The E-Transit Custom has a <a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">maximum charging speed</a> of 125kW. That beats the <a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a> (90kW) and the Vivaro (100kW). Ford’s testing demonstrated that a 10-minute top-up would add 50 miles of range at the full rate.

Warranty cover runs for three years or 100,000 miles, which matches the Vivaro and its <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis</a> relations. The <a href="https://www.whatcar.com/toyota/proace/van/review/n23068">Toyota Proace Electric</a> is limited to 100,000 miles of cover, but a service-activated warranty allows it to run for as long as 10 years, which could sway owner-operators planning to keep their van for a long time.

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Most Ford E-Transit Customs you’ll see on the road will be powered by a 134bhp motor, backed up with a class-leading 308lb/ft of torque.

Performance feels more potent than you might expect&nbsp;and the&nbsp;instant torque makes pulling out of junctions easy, but the surge fades away as speeds increase. On German roads, an&nbsp;E-Transit Custom maxed out at 73mph, so UK motorways won’t present a problem.

For comparison, the rival&nbsp;<a href="https://www.whatcar.com/vauxhall/vivaro-e/van/review/n22197">Vauxhall Vivaro Electric</a>&nbsp;gets the same amount of power as the E-Transit Custom but much less torque (192lb/ft).

You can upgrade to a 215bhp output if you go for a&nbsp;Limited or&nbsp;Sport spec version, but the performance boost is marginal so we'd stick with the cheaper 134bhp van – unless you want to really up the pace with the hot MS-RT model.

With 281bhp, plus a roof spoiler, side skirts and a front splitter, the MS-RT is definitely quick (0-62mph takes&nbsp;around seven seconds), and&nbsp;as a double-cab-in-van replacement to a <a href="https://www.whatcar.com/best/family-suvs/n17116">family SUV</a> it could make some sense, but the £60,000+ price tag opens up a lot of more comfortable options.

For the E-Transit Custom, less is more. When our 134bhp model was loaded with 400kg of cargo, we could hardly tell there was anything in the back, although it settled the ride nicely – as does the weight of the battery pack, which gives the van a&nbsp;low centre of gravity.

The handling feels secure and, dare we say, occasionally entertaining (certainly by <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> standards). It instils more confidence and rides bumps more effectively than the Vivaro Electric and its <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis</a> cousins.

The E-Transit Custom's battery pack has a usable capacity of 64kWh. That's a little smaller than the Vivaro Electric’s 68kWh, but improved efficiency means the Custom's official range of up to 209 miles exceeds the Vivaro's&nbsp;by four miles. The <a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a> has a 77kWh battery (with an optional 88kWh version) but still only manages a 200-mile <a href="https://www.whatcar.com/advice/buying/wltp-meaning-official-economy-emissions/n1223">WLTP range</a>. 

During our time in a 134bhp&nbsp;Custom, the onboard computer reported an efficiency of 3.44m/kWh, which translates to a range of 219 miles. A different day and a different route will change that result.

One day&nbsp;the Ford E-Transit Custom will likely be&nbsp;the UK's best-selling van. For now&nbsp;it remains a niche product while the light commercial vehicle&nbsp;world gradually transitions from diesel to electric power.

Ford is doing its best to make the switch easier, offering the E-Transit Custom in various versions, including a&nbsp;basic panel van (which we’ve driven for this review), a&nbsp;crew van, a Multicab model with five seats and a full-length load area – plus&nbsp;the sporty MS-RT.

Aside from a glossy graduated front grille, there’s little to differentiate the E-Transit Custom from a&nbsp;diesel <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a>. Or any other van, for that matter: it’s as conventional as they come, with a sharp-nosed cab at the front and a cuboid cargo box at the back. Fortunately, a&nbsp;crease running the length of the van adds some styling&nbsp;interest.

The E-Transit Custom has quite a few rivals now, not least from&nbsp;four&nbsp;<a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis models</a>, including the&nbsp;<a href="https://www.whatcar.com/citroen/dispatch/van/review/n22958">Citroën ë-Dispatch</a> and <a href="https://www.whatcar.com/vauxhall/vivaro-e/van/review/n22197">Vauxhall Vivaro Electric</a>&nbsp;(and the closely related <a href="https://www.whatcar.com/toyota/proace/van/review/n23068">Toyota&nbsp;Proace Electric</a>). You'll also want to consider some&nbsp;<a href="https://www.whatcar.com/make/maxus">Maxus van models</a> and the electric (E-Tech) version of the&nbsp;<a href="https://www.whatcar.com/renault/trafic/van/review/n18803">Renault Trafic</a>.

Rising to the top in this most competitive of sectors might not be easy&nbsp;– so let’s see how the Ford E-Transit Custom stacks up against the <a href="https://www.whatcar.com/news/best-electric-vans/n21136">best electric vans</a>…

<a href="https://www.whatcar.com/awards/van-awards">Read more: The best vans in every class</a>

At first glance, there’s nothing inside the E-Transit Custom&nbsp;to tell you you’re sitting in an <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> rather than a diesel&nbsp;<a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a> except the&nbsp;lack of a gear lever sticking out of the dashboard.

The drive selector has been moved to a column stalk behind the steering wheel, which frees up a lot of knee room for the centre passenger. The passenger seat bench is big enough for two adults to share comfortably, although there’s not much spare room.

An 8in digital driver's display sits in front of the driver, and is customisable to a certain degree. It shows all the essential information you’ll need and can add navigation instructions, trip computer and efficiency read-outs, or music playlist information.

Next to that display is a 13in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a>&nbsp;which is used to control most settings and runs Ford’s Sync software, which is pretty good. The interface&nbsp;is a step forward from the 10in system in the&nbsp;<a href="https://www.whatcar.com/vauxhall/vivaro-e/van/review/n22197">Vauxhall Vivaro Electric</a>&nbsp;and a match for the slick software in some <a href="https://www.whatcar.com/mercedes-benz/vito/van/review/n18152">Mercedes Vito</a> vans.

As with the rivals, the E-Transit Custom system includes&nbsp;<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>&nbsp;smartphone mirroring so you can use your own preferred music and <a href="https://www.whatcar.com/news/best-sat-nav-apps/n24915">sat-nav apps</a>.

The heating and ventilation controls are on the touchscreen, making them less user-friendly than if you had proper buttons, but they are permanently displayed in a&nbsp;bar along the bottom of the screen, so you don't have to hunt for them. There’s a physical volume control for the sound system and a row of physical buttons for some minor systems, which we like.

We also like the E-Transit Custom's tilting steering wheel (although it's shame it's an optional extra on all but the MS-RT models). It folds flat and has a clip-on tray to turn it into a table for working or eating on. There's a mid-way angle, which&nbsp;turns the steering wheel into&nbsp;a useful laptop support.

There’s a fold-down table in the centre passenger seat – as there is with every other electric <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium van</a>. Elsewhere, there’s plenty of storage for bottles, paperwork and phones, with USB-A and USB-C sockets for charging devices.

The E-Transit Custom is an excellent electric van based on the best-selling Transit Custom

Ford E-Transit Custom

The latest <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a> was designed from the ground up to work as a diesel or <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> so no compromise was made with hiding away the battery pack, motor&nbsp;and control systems. As a result, the E-Transit Custom's load bay is&nbsp;every bit as accommodating as the regular model's.

The L1 version measures 2,602mm from door to steel bulkhead, giving it&nbsp;a longer&nbsp;load box than all the rival electric <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium vans</a>. It's capable of carrying items 90mm longer than a <a href="https://www.whatcar.com/vauxhall/vivaro-e/van/review/n22197">Vauxhall Vivaro Electric</a> and related <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis</a> models. The <a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a> and the E-Tech version of the&nbsp;<a href="https://www.whatcar.com/renault/trafic/van/review/n18803">Renault Trafic</a>&nbsp;sit between the Stellantis models and the E-Transit Custom length wise.

The L2 model adds&nbsp;another 400mm to the cargo length –&nbsp;further separating the E-Transit Custom from Stellantis rivals, which gain 350mm in extended form.

The maximum&nbsp;load volume is 5.8m3, matching the Trafic and topping the Stellantis vans by 0.5m3. The eDeliver 7 does marginally better, with a maximum volume of&nbsp;6.05m3.

Our L1 H1 Limited spec E-Transit Custom had&nbsp;a gross vehicle weight of 3,225kg, a fairly hefty kerb weight of 2,163kg and a payload limit of&nbsp;1,062kg – which is a handy increase over the 1,001kg the Vivaro can take but&nbsp;just over 100kg short of the eDeliver 7’s capability.

Towing limits are impressive at 2.3 tonnes, although we can only imagine how hard that will hit the electric range if you use it to the max.

Access to the load bay is through a single sliding door on the passenger side and a pair of swing-open doors at the rear that fold back to allow a forklift easy access. The Vivaro has a door on each side, making entry and exit easier.

The Ford E-Transit Custom won't replace the regular Transit Custom as the UK's best-selling van for a while – but it deserves to. It's the best electric van on the market by a long way at the moment. It does most things well, and those areas that aren’t quite as strong are generally still as good or even better than its rivals can manage.

Safety equipment is abundant in the Ford Transit Courier, with driver, passenger and curtain airbags all standard, alongside automatic emergency braking (<a href="https://www.whatcar.com/news/what-is-aeb-and-how-does-it-work/n3283">AEB</a>), <a href="https://www.whatcar.com/advice/buying/what-is-cruise-control-and-should-you-have-it-on-your-next-car/n26822">cruise control</a>, intelligent speed assist, lane-keeping assist and hill hold.

Aside from more parking sensors on top of the stand reverse parking aid, there really isn’t much else to add to the Courier beyond what you get on the entry-level Leader model.

The next trim up – called&nbsp;Trend – adds fog lamps, and also&nbsp;nice-to-have items such as heated seats, air conditioning and a quick-clear windscreen.

The range-topping Active looks more sophisticated than the other vans with a honeycomb mesh grille and larger 17in alloys, but one tier below, the Limited models get the important and useful stuff like front parking sensors, digital rear camera and keyless entry.&nbsp;

Limited is normally the sweet spot in the Ford range, but so generous are the options on the standard Leader van&nbsp;that it’s probably only really worth looking one trim level up to the Trend range.

Unless you have a particularly good reason to buy the petrol van, we’d stick with the diesel option. It has a slick six-speed <a href="https://www.whatcar.com/news/which-cars-come-with-a-manual-gearbox/n26678">manual gearbox</a>, and has the power and torque to comfortably cover all bases. As an added bonus, it’s also significantly more fuel-efficient than the petrol, with <a href="https://www.whatcar.com/advice/buying/wltp-meaning-official-economy-emissions/n1223">WLTP figures</a> ranging from 51.3mpg to 55.4mpg depending on which of the trim levels you choose.&nbsp;

Even if you want to break the bank and go for the more costly diesel in range-topping Active trim, it will still be cheaper than the equivalent <a href="https://www.whatcar.com/citroen/berlingo-cv/van/review/n18480">Citroën Berlingo Van</a>.

The Transit Courier comfortably matches the competition for safety features, and has&nbsp;been recognised as the safest van tested under the <a href="https://www.whatcar.com/news/the-safest-cars-on-sale-today/n19724">Euro NCAP</a> testing regime.

<a href="https://www.whatcar.com/news/how-we-test-vans-at-what-car/n26797">Read more: How we test vans</a>

<h2 dir="ltr">“The Courier is a bargain compared to bigger vans, and it's well-equipped, but the trim levels are odd – I'd stick with the mid-range models and avoid the 'luxury’ and ‘lifestyle’ variants for best value.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a></h2>

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Ford has a solid reputation for building vehicles that are really rather good to drive, and the new Transit Courier is certainly no exception to this.

When the driving dynamics of larger vehicles such as the mid-sized <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Transit Custom</a> are done well, it’s more noticeable than in a small van like the Courier, but the fine balance that has been achieved here is no less impressive.

The steering is noticeably heavy, but that’s not a bad thing. It gives the pint-sized Courier a feeling of substance that you don’t get in a <a href="https://www.whatcar.com/citroen/berlingo-cv/van/review/n18480">Citroën Berlingo Van</a> and is very different to the super-light steering you’d find in a <a href="https://www.whatcar.com/volkswagen/caddy/van/review/n18482">VW Caddy Cargo</a>.&nbsp;

It handles brilliantly in both a city or out-of-town environment, and the most obvious comparison is with the <a href="https://www.whatcar.com/ford/puma/hatchback/review/n20838">Ford Puma</a> small SUV it's&nbsp;based on. The two are very similar – and that's&nbsp;a positive.

The ride, although slightly firm, is a good fit for a commercial vehicle of this size, and with a modest payload its perfectly suited to a variety of road surfaces with good dampening. There’s a little bit of noticeable roll into corners and the front end fidgets a bit out of a tight bend but overall you get the well-judged and very Ford-like ride we’ve come to expect.&nbsp;

The Transit Courier is available with a petrol or diesel engine, with a manual or <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a>. The 1.0-litre Ecoboost petrols are available with 99 or 123bhp, will feel a bit gutless with a full payload, but come into their own when buzzing around town with a light load. If you plan to do a lot of heavy lifting, the 99bhp 1.5-litre diesel is likely to be a better choice.

The diesel’s lower revs and greater torque will make easier work of it&nbsp;than the high-revving fervour needed to keep the petrol engines in their higher peak torque bands. The diesel will have the added benefit of less noise intrusion into the interior – not that that’s an issue in what is generally a quiet and pleasant place.

There'll also be an <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> version – the <a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford E-Transit Courier</a>.

<h2 dir="ltr">“Being based on the Puma’s chassis gives the Transit Courier delightful handling. For a van, I found it pretty fun to drive.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a></h2>

As predictably as middle-aged spread,&nbsp;vans tend to get&nbsp;bigger with each new generation – but few models have expanded as drastically as the Ford Transit Courier.

You see, while the original Courier was based on the <a href="https://www.whatcar.com/ford/fiesta/hatchback/used-review/n952">Ford Fiesta</a>, this second-generation version takes the larger <a href="https://www.whatcar.com/ford/puma/hatchback/review/n20838">Ford Puma</a> as a starting point. As a result, its length has increased&nbsp;from just over 4.1m to 4.3m – and, more importantly, it's now capable of transporting heavier payloads.

As you can see from the photos, it's also had a complete redesign for 2024. The new front end looks closer to, say, a <a href="https://www.whatcar.com/news/ford-explorer-electric-suv/n25614">Ford Explorer</a> than the other vans that share the&nbsp;<a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a> name&nbsp;(the Connect and Custom). It’s unmistakably a van&nbsp;though.

<h2 dir="ltr">Ford Transit Courier van review</h2>

<iframe height="315" src="https://www.youtube.com/embed/gOSKYCXybyo?si=GsKvKVZh14hX84EK" width="560"></iframe>

Despite its growth spurt, the&nbsp;Courier remains shorter than the Transit Connect and <a href="https://www.whatcar.com/citroen/berlingo-cv/van/review/n18480">Citroën Berlingo Van</a>,&nbsp;which measure around 4.4m in overall length. They're also available in long-wheelbase versions, which the Courier is not.

So&nbsp;how does the new Ford Transit Courier stack up as a competitor to the <a href="https://www.whatcar.com/news/best-small-vans/n20723">best small vans</a> available? Read on to find out...

<a href="https://www.whatcar.com/awards/van-awards">Read more: The best vans in every class</a>

<a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> has built the Transit Courier to almost the size of the <a href="https://www.whatcar.com/ford/transit-connect/van/review/n18510">Transit Connect</a>, but it’s been made to a very clear price point that sits below its sibling, and that’s reflected in parts of the interior.

The piano-black surrounds to the dial and dash are reminiscent of the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Transit Custom</a> but there’s less finesse elsewhere in this little van. Some plastics are hard and inexpensive-looking, and although efforts have been made to make them interesting, it’s not quite up to the standards we’ve become accustomed to in Ford interiors.&nbsp;

Ergonomically, though, it's excellent, with tried-and-tested steering-wheel controls, a firm but supportive seat with plenty of travel, and a rake and reach adjustable steering wheel. Visibility is great in all directions, with well-sized, electronically adjustable door mirrors.&nbsp;

The <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment</a>&nbsp;is managed by the SYNC 4 system with an 8in&nbsp;touchscreen, and wireless <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. There’s also a digital trip display in the instrument cluster.

Storage is adequate but not overwhelming – it's fairly typical for a small van. There are numerous cubbies for small items, the most intriguing of which is just to the side of the <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment screen</a>.

It looks like a coin shelf, and indeed it would make useful storage for car park barrier tokens and the like. It is, in fact, designed with mobile phones in mind, and provides a point for a mount to be fixed to rather than using air vents.&nbsp;

There’s an overhead storage tray, which is the best location for larger items, and a sizeable glovebox for such a <a href="https://www.whatcar.com/best/best-small-vans/n20723">small van</a>.

One negative for many people will be the lack of physical controls for the air-con, which must be adjusted using the touchscreen. It's&nbsp;annoying – but perhaps still preferable to the swipe-and-slide function used in the <a href="https://www.whatcar.com/ford/transit-connect/van/review/n18510">Transit Connect</a> and the <a href="https://www.whatcar.com/volkswagen/caddy/van/review/n18482">VW Caddy Cargo</a>.&nbsp;

The Courier is an entry-level van, so it’s not surprising that its interior is not quite up to the standards of the larger <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a> models, yet it doesn’t feel too different to the <a href="https://www.whatcar.com/citroen/berlingo-cv/van/review/n18480">Citroën Berlingo Van</a>. Ford’s design and tech make up for its material shortcomings.

<h2 dir="ltr">“I think Courier's mobile phone mounting point is a genius idea. Despite having smartphone mirroring, so many still stick a phone to their windscreen or air vents, which makes it easy and safe.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a></h2>

The 2024 Transit Courier is a well-priced small van that's good to drive and surprisingly spacious

Ford Transit Courier

Everything practical about the Ford Transit Courier has improved over the smaller previous-generation van.&nbsp;It's marginally smaller in length, height and width than obvious competitors like the <a href="https://www.whatcar.com/citroen/berlingo-cv/van/review/n18480">Citroën Berlingo Van</a> and <a href="https://www.whatcar.com/vauxhall/combo-cargo/van/review/n18391">Vauxhall Combo Cargo</a>, which are in turn&nbsp;slightly smaller than the <a href="https://www.whatcar.com/mercedes-benz/citan/van/review/n20256">Mercedes Citan</a> and <a href="https://www.whatcar.com/renault/kangoo/van/review/n18460">Renault Kangoo</a>.

Sitting at the bottom of the pack doesn’t mean it can’t punch upwards:&nbsp;the Transit Courier offers a 2.9m3 loadspace, which compares reasonably well with&nbsp;the 3.3m3 you’d get from the smallest Berlingo.&nbsp;Maximum load lengths are up to 1,802mm, which matches the Berlingo, while the addition of a load-through bulkhead increases capacity to 2,667mm.&nbsp;

For the smallest van in its class, it manages to match the competition without feeling compromised and can still transport two Euro pallets thanks to its 1,220mm width between the wheelarches.

It’s not let down on payload either. That’s because it's available in two gross vehicle weights, enabling&nbsp;<a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> to offer a high payload option of up to 845kg. Standard vans have a payload range between 615kg and 676kg depending on engine and trim spec.

<h2 dir="ltr">“I'd describe the Courier as small but mighty. It’s a compact van, but offers almost as much space as it’s larger rivals, and huge amounts more than the previous-generation model.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a></h2>

The Ford Transit Courier crams in a lot and at a very attractive price too. If a small van fits your needs and you don’t need to maximise on space, the Courier is a really eye-catching offering with lots of choice in the range. Big is beautiful, even if it’s still small.

Being concerned about costs on a Mercedes Marco Polo is like worrying about how best to arrange the deckchairs on the Titanic – it's one of the more expensive <a href="https://www.whatcar.com/best/best-campervans/n26020">new campervans</a>&nbsp;you can buy.

Indeed, opting for a <a href="https://www.whatcar.com/ford/transit-nugget/mpv/review/n22681">Ford Transit Custom Nugget</a> or <a href="https://www.whatcar.com/volkswagen/california/mpv/review/n19868">VW California</a> is likely to save you thousands.&nbsp;You can check the latest prices on our <a href="https://www.whatcar.com/new-car-deals">New Car Deals pages</a>.

If you do decide on a Marco Polo, the buying process is simple because there's just one trim, Premium Plus, although you can have an (entirely unnecessary) AMG Line pack, which&nbsp;adds some spoilers, side skirts and other sporty accoutrements.

Beyond that, there are 10 colour choices and seven optional extras: smarter alloy wheels, a spare wheel, a trailer pack, a side awning, camping chairs and a table, open-pore wood trim for the interior, and Airmatic air suspension. We recommend spending your money on the camping chairs and <a href="https://www.whatcar.com/advice/buying/types-of-suspension-adaptive-suspension-explained/n27085">air suspension</a>.

In terms of fuel economy,&nbsp;official <a href="https://www.whatcar.com/advice/buying/wltp-meaning-official-economy-emissions/n1223">WLTP figures</a> suggest&nbsp;the Marco Polo can manage 34.0–36.7mpg and, pleasingly, the&nbsp;onboard computer showed 34.9mpg after our&nbsp;single-person camping trip. It was a representative drive,&nbsp;encompassing motorways, A-roads, tight back roads and narrow country lanes.

The Marco Polo's <a href="https://www.whatcar.com/new-car-deals/make/mercedes-benz">Mercedes</a> warranty covers you&nbsp;for three years and unlimited miles. Volkswagen limits its cover to 100,000 miles, while Ford is somewhat tighter with a 60,000-mile limit.

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We all know cars are getting heavier, but 2.6 tonnes still sounds like an awful lot to steer around narrow lanes. However, during our testing, the Mercedes Marco Polo made a decent fist of navigating the Highlands – with the caveat that our test vehicle was fitted with <a href="https://www.whatcar.com/advice/buying/types-of-suspension-adaptive-suspension-explained/n27085">optional air suspension</a>.

The Marco Polo is&nbsp;powered by a 2.0-litre diesel engine with 233bhp and 369 lb/ft of torque. That’s a lot of grunt, all of which goes through a nine-speed <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a> to the rear wheels.

That tops the 201bhp of the top-spec <a href="https://www.whatcar.com/volkswagen/california/mpv/review/n19868">VW California</a> and is significantly more powerful than the 182bhp available in the <a href="https://www.whatcar.com/ford/transit-nugget/mpv/review/n22681">Ford Transit Custom Nugget</a>.

You can feel the extra power behind the wheel: the Marco Polo positively sprints off the line (for a <a href="https://www.whatcar.com/best/best-campervans/n26020">campervan</a>), getting to 62mph in 8.8 seconds&nbsp;according to <a href="https://www.whatcar.com/new-car-deals/make/mercedes-benz">Mercedes</a> official figures. It feels appreciably quicker than the California (which takes 11.3 seconds if you opt for the most expensive model) or Nugget (which Ford doesn’t publish figures for).

There’s enough in reserve to pull off some overtaking moves, although our test vehicle was a German model with the steering wheel on the left, which added a 
little extra difficulty on Scottish roads.&nbsp;UK models will all be right-hand-drive, and won't be available with <a href="https://www.whatcar.com/best/4x4s-for-off-roading/n26188">four-wheel drive</a> (unlike in mainland Europe).

On a clear road, it’s mostly impressive. You sit up high, reminding you of the <a href="https://www.whatcar.com/mercedes-benz/vito/van/review/n18152">Mercedes Vito</a> van origins of the Marco Polo, but that’s where the commercial roots stop showing.

The steering is direct, predictable and sharp, with little vagueness around the middle and quick responses to inputs. With well-tuned suspension that keeps sensations of being a bit too top-heavy at bay and rear-wheel drive for balance, it’s almost fun to drive.

It’s more involving than you'd expect given the weight, and far easier, safer and quicker to drive than anything with a caravan attached to the back.

Switching from the Comfort driving mode&nbsp;to Sport tightens up the suspension and switches the gearbox to a fast-reacting, high-revving set-up, but sacrifices a little too much refinement. Despite its capabilities, the Marco Polo is at its best when relaxing along the road.

It’s not perfect, though, with the weight pushing the Marco Polo down when it’s dealing with compressions in the road and leading to lethargic responses. If you hit a series of long-frequency undulations in quick succession, the suspension struggles to keep up (adjusting your speed will quickly fix the problem).

The <a href="https://www.whatcar.com/advice/buying/types-of-suspension-adaptive-suspension-explained/n27085">optional air suspension</a> fitted to our test model might mask other shortcomings, but we’d recommend splashing out on the upgrade anyway, not only for its on-road performance but for the benefits you get once you arrive at your destination.

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There are two obvious rivals for the Mercedes V-Class Marco Polo&nbsp;campervan – the Ford Transit Custom Nugget and the VW California – and we’re being treated to all-new versions&nbsp;of both&nbsp;this year.

In contrast,&nbsp;Mercedes isn’t replacing the current Marco Polo just yet, but it has given it a&nbsp;comprehensive makeover to keep it competitive, and you'll be able to spot a new model by checking out the front end. The new version&nbsp;has a&nbsp;bold and impressively deep grille surrounded by a dark,&nbsp;glossy panel, plus revised headlights and foglight surrounds.

Beyond that front facelift, the exterior updates are less pronounced, but it’s all change inside –&nbsp;at least in the front, where there's a completely new dashboard. Gone are the analogue dials, bolted-on <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment system</a>&nbsp;and curvaceous dash, replaced by a horizontal beam housing two 12.3in&nbsp;digital screens.

So does the updated Mercedes Marco Polo have what it takes to compete with the <a href="https://www.whatcar.com/best/best-campervans/n26020">best campervans</a> including the <a href="https://www.whatcar.com/ford/transit-nugget/mpv/review/n22681">Ford Transit Custom Nugget</a> and <a href="https://www.whatcar.com/volkswagen/california/mpv/review/n19868">VW California</a>? Read on to find out...

<a href="https://www.whatcar.com/awards/van-awards">Read more: The best vans in every class</a>

The move to digitise everything has reached the Mercedes Marco Polo, with a black horizontal panel replacing the dials and screens of the outgoing model.

When you switch on the ignition,&nbsp;the gloss-black panel reveals a pair of 12.3in screens, which can be customised with three display styles and various modes.

The <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment</a> half of the screens uses Mercedes’ MBUX system and is mostly easy enough to use. It’s better than the system in the outgoing <a href="https://www.whatcar.com/volkswagen/california/mpv/review/n19868">VW California</a> and&nbsp; <a href="https://www.whatcar.com/ford/transit-nugget/mpv/review/n22681">Ford Transit Custom Nugget</a>&nbsp;but both will get updates when new version arrive.

Once you’ve used the system and set it how you like, you’ll rarely go back to it, but there’s excellent voice control and a handy smartphone app if you want to avoid hunting down pixels on the screen to press.

The app is surprisingly useful, and able to deal with essential tasks in the living area. Setting a night-time temperature, adjusting the cool box — it can be a fridge or a freezer — or changing the ambient and feature lighting can all be done at the press of a button from inside or outside the Marco Polo.

It’s also where you can access some of the vehicle's show-off features. For example, if you have <a href="https://www.whatcar.com/advice/buying/types-of-suspension-adaptive-suspension-explained/n27085">air suspension</a> fitted, there's a self-levelling mode that makes mincemeat out of lumpy campgrounds. Park up, press a button and wait a minute or so while the Marco Polo raises and lowers the suspension at each corner until the camper is perfectly level.

It’s also just a matter of pressing a button to open the pop-up roof that houses the main bed. It takes about 30 seconds to put up and another 30 to put down again, and is so much easier than faffing around trying to pull down the roof by hand on the California or Nugget. There’s enough space to leave your duvet and pillows in place so there’s no need to make any special effort to keep things clear.

The rest of the living area is much as it’s ever been in this generation of Marco Polo. Its traditional layout has a kitchen along the side, a bench seat that folds to turn into another bed, and front seats that swivel around, all on a wooden yacht deck or stone-like floor.

The California is much the same, although with a handy table and chairs hidden in the door, which the Marco Polo misses out on. The Nugget takes an entirely different approach, putting the kitchen across the back of the vehicle. That frees up more space in the middle for relaxing but makes converting the seats into a bed more difficult.

Where the Nugget gains is with a ladder, which&nbsp;clips in and makes getting into the overhead bed safe and easy. Calling it a night in the Marco Polo meant balancing on the front-seat armrests, then using a headrest as a foothold before clambering in. The California requires much the same method.

The Marco Polo's kitchenette is equipped with a pair of gas hobs – the gas bottle is safely stored in a&nbsp;compartment at the back of the vehicle – a sink and a coolbox. There are drawers and cupboards all over the van, with a thoughtful vanity mirror and shelf built into a head-height cabinet.

The <a href="https://www.whatcar.com/best/best-campervans/n26020">rival campervans</a> offer the same, with slightly different specifications, but basic equipment is all on a par.

Converting the rear seats into a bed is most effortless with the Marco Polo. They’re electric, so they fold down, inflating and deflating various pockets to create a smooth surface to sleep on. It’s not entirely successful, with lumps and bumps still in place, but at 2.05 metres by 1.13 metres, it offers the same space as the rivals. We wouldn't describe the lowers beds in any of the three particularly comfy.

Blinds for every living area window and magnetic shades for the windscreen and front side windows keep the light out, although the fibreglass roof and fabric panels in the rooftop sleeping area let it stream in regardless. With darkly tinted windows in the back, closing the blinds doesn’t add a great deal of privacy.

The opening tailgate window is heavily tinted, allowing those sleeping on the lower deck to look out but, happily, making it challenging to look in.

The Mercedes Marco Polo campervan is great to drive and well made but very expensive

Mercedes V-Class Marco Polo

The practical bits of a <a href="https://www.whatcar.com/best/best-campervans/n26020">campervan</a> are mainly in the living space, but there are other aspects that can make or break its usability, including the location of doors.

The Mercedes Marco Polo has one sliding door on the right-hand side, potentially opening up the living space into the road rather than the pavement. The 2024 <a href="https://www.whatcar.com/volkswagen/california/mpv/review/n19868">VW California</a> will solve that by having doors on each side.

A small boot at the back of the Marco Polo can store a few items, but if you splash out on the optional table and chairs most of that will be filled. The <a href="https://www.whatcar.com/ford/transit-nugget/mpv/review/n22681">Ford Transit Custom Nugget</a> has even less <a href="https://www.whatcar.com/best/the-cars-with-the-biggest-boots/n18791">boot space</a>.

There’s a removable drawer under the Marco Polo's back seats, so if you don’t need that, you can slide it out and replace it with your regular detritus. The rear bench slides forward, extending the storage area, but it’ll be easier to pack things on to the cupboards, wardrobes and cubbies around the camper.

You’ll need a lot of room behind you if you’re backing into a space, as the tailgate swings open at the top. Fortunately, the rear window opens, giving you access without needing to open the entire back end.

Despite its bulk, you’ll also be able to get into pretty much every car park. The Marco Polo is&nbsp;1.99m high and 1.93m wide, although&nbsp;at 5.14m long, it’s longer than even the longest, 130 version of the&nbsp;<a href="https://www.whatcar.com/land-rover/defender/4x4/review/n21198">Land Rover Defender</a>.

Premium

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Marco Polo Premium Plus

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Marco Polo Premium Plus AMG Line

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You'd never know that the underlying mechanical bits of the Mercedes Marco Polo are getting on for 10 years old – it’s such a fine thing to drive around the countryside. All three vehicles in the sector offer a comparable overnight experience, but the Marco Polo manages to best each of them for quality, driving dynamics and tech that improves your camping experience. It costs more, but it’s worth the extra. For now. Over to you, Ford and VW…

<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.

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