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

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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. 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

INEOS

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 (NEW)

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-Scudo

e-Sprinter

E-Transit

eCitan

eDeliver 5

eDeliver 7

Expert

FULLBACK

GRAND CALIFORNIA

GRENADIER

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

X-CLASS

Running costs for the Fiat E-Scudo are likely to be competitive, not just within the Stellantis family, but also against the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a>, <a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a>&nbsp;and Renault Trafic E-Tech. Upfront purchase prices sit comfortably in the same ballpark as most mainstream alternatives, with only marginal differences between them.

However, when it comes to <a href="https://www.whatcar.com/car-leasing-deals">leasing deals</a>&nbsp;for the E-Scudo,&nbsp;costs are likely to&nbsp;be a bit higher than for rival <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric vans</a>&nbsp;because of Fiat's weaker resale values in the UK.

Servicing is required every two years or 25,000 miles following an initial check-up at 12 months. Fiat gives you a standard three-year or 100,000-mile <a href="https://www.whatcar.com/advice/buying/best-new-car-warranties/n26485">warranty</a>, which includes roadside assistance. That’s in line with most competitors except Ford, which lags behind with a 60,000-mile limit on the E-Transit Custom’s cover.

If the E-Scudo is the van for you, we’d urge you to also look at the <a href="https://www.whatcar.com/toyota/proace/van/review/n23068">Toyota Proace Electric</a>. It’s an identical van, sharing the same chassis, motor, battery and more, but comes with Toyota’s Relax warranty, which can be extended up to 10 years.

The E-Scudo's <a href="https://www.whatcar.com/advice/owning/fastest-charging-electric-cars/n26105">maximum charging rate</a> of 100kW means it&nbsp;can potentially get&nbsp;from 5% to 80% in around 45 minutes. That’s faster than the Trafic E-Tech, which is limited to 50kW, but not as quick as the&nbsp;E-Transit Custom&nbsp;(125kW). If you charge your E-Scudo using a standard <a href="https://www.whatcar.com/news/best-home-ev-chargers/n25830">home EV charger</a>, a full charge from empty takes about 11.5 hours.

“If the E-Scudo suits your needs, I'd urge your to&nbsp;do your homework before committing because near-identical vans are available on cheaper leasing deals or with a much better warranty." –&nbsp;&nbsp;<a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

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There are no complicated choices to make when it comes to the Fiat E-Scudo "engine range" – there's just one version.&nbsp;It combines a&nbsp;134bhp electric motor with a 75kWh battery pack.

Under <a href="https://www.whatcar.com/advice/buying/wltp-meaning-official-economy-emissions/n1223">WLTP testing</a> conditions, the van achieves an official&nbsp;range of 219 miles, which is right in the middle of the mix of rivals. Real-world results will differ – anything from bad weather to heavy payloads will eat into the available range – it’s a good guide for comparison, but the devil is in the detail.

The E-Scudo theoretically goes further than a <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a> (204 miles), the Ford has a smaller 64kWh battery, so on paper it's&nbsp;more efficient. A <a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus&nbsp;eDeliver 7</a> promises 230 miles from its 88kWh battery (less efficient), and the most efficient of the bunch – the Renault Trafic E-Tech – will cover 186 miles from just 52kWh of battery.

Driving the E-Scudo for the first time, you might be surprised that it feels a little sluggish. It’s not a fault – Fiat limits power to 107bhp by default.&nbsp;Despite the limit, performance is perfectly acceptable, even when carrying 250kg in the back as we were.

You can make things even more frugal by switching to Eco mode using a rocker switch by the gear selector. It cuts power to 79bhp&nbsp;and reduces the use of air-conditioning and other energy-sapping systems. You’ll go further, but it’s tiresome and frustrating.

You can fix that by switching to Power and unleashing all 134bhp, but don’t expect <a href="https://www.whatcar.com/best/sports-cars/n24412">sports car</a> performance –&nbsp;it’ll still take 14.3 seconds to hit 62mph, even when empty.

Instant torque from the drive motor makes urban driving effortless, even when it's loaded up. There’s 192lb-ft available, which is sufficient, if not over generous.

As with most <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric vans</a>&nbsp;you can adjust the strength of the&nbsp;<a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a> from a default to a stronger level, but there's no <a href="https://www.whatcar.com/advice/owning/what-is-one-pedal-driving-and-how-does-it-work/n27129">one-pedal driving mode</a>.

The E-Scudo&nbsp;isn’t exciting to drive&nbsp;but it is sure-footed and competent on the road, thanks to sharing much of its underpinnings with some <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis&nbsp;cars</a>, including the&nbsp;<a href="https://www.whatcar.com/citroen/c4/hatchback/review/n22373">Citroën C4</a> and <a href="https://www.whatcar.com/vauxhall/astra/hatchback/review/n17347">Vauxhall Astra</a>.

Handling is drama-free, the ride is comfortable and neither firm nor bouncy, and the steering is light but positive. It’s fine, with little to complain about, but equally&nbsp;there’s nothing to elicit any praise. Ultimately, that’s probably a good thing.

There’s a "sporty"&nbsp;version in much of Europe, but given the low sales of the Scudo in the UK, we’re not getting that one. It’s much the same as the <a href="https://www.whatcar.com/vauxhall/vivaro/van/review/n18281">Vauxhall Vivaro GS</a> and <a href="https://www.whatcar.com/peugeot/expert/van/review/n20207">Peugeot Expert Sport</a> models, so you have alternatives if you want them.

“I like the option of switching between driving modes to improve efficiency or performance, but don't expect breathtaking acceleration on any E-Scudo.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Fiat E-Scudo is one of those badge-engineered van models you've probably seen out of the road but mistaken for something else.

You see, Fiat's medium&nbsp;<a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> is&nbsp;almost identical to several other <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis models</a> you'll likely be more familiar with, including the big-selling <a href="https://www.whatcar.com/vauxhall/vivaro/van/review/n22197">Vauxhall Vivaro Electric</a>.

To help it stand out a bit more, Fiat has given the E-Scudo a mid-life facelift, slapping a bold new FIAT badge on the front and reshaping the nose. There are also changes to the bumper and headlights, but it’s not groundbreaking stuff and doesn’t add a great deal of excitement to the package. It’s neat but forgettable.

Relying on less is more in this vehicle class&nbsp;is a dangerous game because there’s so much capable competition among <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium vans</a> that run on battery power.

They include&nbsp;three more Stellantis-built models, the&nbsp;<a href="https://www.whatcar.com/citroen/dispatch/van/review/n22958">Citroën ë-Dispatch</a>, <a href="https://www.whatcar.com/peugeot/expert/van/review/n22957">Peugeot e-Expert</a> and (through a licensing agreement)&nbsp;the&nbsp;<a href="https://www.whatcar.com/toyota/proace/van/review/n23068">Toyota Proace Electric</a>. Then there's the&nbsp;<a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a>, the&nbsp;<a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a>, the <a href="https://www.whatcar.com/volkswagen/abt-etransporter-61/van/review/n22641">electric Volkswagen Transporter</a>&nbsp;–&nbsp;the list goes on.

Is the Fiat E-Scudo a worthy rival? Read on to find out...

<a href="https://www.whatcar.com/news/how-we-test-vans-at-what-car/n26797">Read more:&nbsp;How we test vans</a>

Fiat has splashed out on revising the E-Scudo's interior, and the new dashboard is a clear improvement over what went before.

You get a&nbsp;10in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a> (with sat-nav included on&nbsp;top-spec Primo trim) plus&nbsp;a neat digital driver's display providing&nbsp;all the usual necessary information. A gauge tells you how much energy is being used at any point, which is handy for spotting when you’re wasting battery power.

Fiat's updates haven’t addressed the E-Scudo’s size though. It feels more cramped than other <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium vans</a> and&nbsp;with three adults on board it’s bordering on claustrophobic.

The fact that the original platform was designed for a car rather than a commercial vehicle might have something to do with that,&nbsp;but&nbsp;some rivals do better –&nbsp;the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a> feels particularly spacious in comparison.

For the centre passenger in the E-Scudo&nbsp;things aren’t helped by an&nbsp;intrusion from&nbsp;the dashboard where some variant might have a gearstick. It's redundant, but would presumably cost far too much to reengineer. A conflict with knees is on the cards.

Storage is a little on the mean side, with precious few places for the driver to store essentials. The door bins in particular are quite small.

Materials in the cab feel tough and built to withstand the kind of wear and tear van interiors inevitably face. However, the squared-off steering wheel and angular design give the E-Scudo's cabin a slightly utilitarian feel. It's not as inviting as the E-Transit Custom or Renault Trafic E-Tech.

One long-standing issue remains unresolved: the driving position. Like many others, I find the offset alignment of the seat, pedals&nbsp;and steering wheel awkward. It’s not a big deal on short trips, but over longer distances it forces your body into a subtle twist that can lead to discomfort or even aches after a while.

“The Primo spec E-Scudo gets a boosted equipment list, including practical touches, safety kit and styling upgrades. It’s the one I'd go for.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The E-Scudo has had a light refresh but still can't match the abilities of the best medium electric vans

New Fiat E-Scudo

The Fiat E-Scudo, like its Stellantis siblings, fits the typical mould of a <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium van</a> in both dimensions and payload. It’s available in two body lengths, simply called L1 and L2, with a single roof height, offering floor-level load lengths of 2512mm and 2862mm.

With the load-through flap fitted to the top-spec Primo model, that extends to 3674mm or 4024mm, depending on the version – enough for some downpipes or skirting boards to pop through into the cab.

Those lengths translate into load volumes of 5.3 and 6.1m3, which are competitive, though not class-leading. The <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a> offers slightly more space at 5.8 and 6.8m3, with a high-roof option on the way to boost practicality further.

Access to the E-Scudo's load bay is straightforward, with twin rear doors and sliding side doors on both sides – an advantage over the E-Transit Custom, which only gets one side door. The rear doors open to 180 degrees for easy forklift loading, and the XL model can comfortably accommodate up to three Euro pallets.

Payload is an area where the E-Scudo is beginning to lag. With a maximum of 1001kg across the regular panel van range, it’s respectable, but the E-Transit Custom offers around 50kg more, and the Renault Trafic E-Tech pushes things further still with a 1,222kg limit.

If you’re towing, the E-Scudo manages a useful 1,000kg – better than the Trafic E-Tech&nbsp;but still well behind the 2,300kg offered by Ford’s medium <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a>.

“If you're likely to be carrying bigger loads, I'd look beyond the E-Scudo and its Stellantis siblings to the more practical Ford E-Transit Custom and Renault Trafic E-Tech."&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Fiat E-Scudo strikes a solid balance across the board, offering a dependable, well-rounded package, but it's not a clear stand-out in any area. If a two-star rating sounds harsh, it's simply because newer rivals offer higher payloads, larger load volumes or longer driving ranges. The gap between the E-Scudo and its competitors is narrower than you might think, and if you can get a good deal, it remains in contention.

<h2>What we're looking for:</h2><ul><li>Sufficient range between charges to fit in with most people’s lifestyles – and in the real world, not on some far-fetched official test </li> <li>Quick charging times and compatibility with the most ubiquitous types of public charging points </li> <li>Priced to be within the grasp of more than just the privileged few </li> <li>As with any car, ride comfort, practicality and ownership costs can’t be ignored</li></ul>

We define an electric car as one that runs purely on battery power and has no tailpipe to puff out nasty chemicals.

The best of the breed offer sufficient range between charges to fit in with most people’s lifestyles – and in the real world, not on some far-fetched official test cycle.

Electric

The Peugeot Boxer&nbsp;is a profit-making machine for Stellantis –&nbsp;alongside the identical <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/vauxhall/movano/van/review/n22215">Vauxhall Movano</a> – and that’s given them some room to undercut rivals. But if you think that means huge discounts, think again.

On a very broadly like-for-like basis, the Boxer is&nbsp;around&nbsp;£1,000 cheaper than a <a href="https://www.whatcar.com/renault/master/van/review/n20295">Renault Master</a>, £10,000 cheaper than a <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a>&nbsp;and an enormous £16,000 cheaper than a <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>. The Maxus Deliver 9 undercuts them all, costing around £4,000 less than the Boxer.

In terms of efficiency, Peugeot says&nbsp;the L3H2 model with a <a href="https://www.whatcar.com/news/which-cars-come-with-a-manual-gearbox/n26678">manual gearbox</a> will return 44mpg under <a href="https://www.whatcar.com/advice/buying/wltp-meaning-official-economy-emissions/n1223">WLTP test conditions</a>, dropping to 40.6mpg with the <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a>.

For those considering an <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a>, the&nbsp;<a href="https://www.whatcar.com/peugeot/e-boxer/van/review/n24544">Peugeot e-Boxer</a> (which we review separately) comes with a hefty £17,000 premium, although it does qualify&nbsp;for the <a href="https://www.whatcar.com/advice/buying/every-van-eligible-for-the-plug-in-vehicle-grant/n24113">plug-in van grant</a>.

Every Boxer is backed by a comprehensive <a href="https://www.whatcar.com/advice/buying/best-new-car-warranties/n26485">warranty</a> that runs for three years or 100,000 miles (which is par for the sector and identical to other <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis models</a>). A&nbsp;van that’s off the road costs a businesses around £600 a day, so the fact you only need to see a service centre every two years or 32,000 miles is good news for operators.

Maxus extends cover to five years while keeping a 100,000&nbsp;limit, and Mercedes stops cover after three years but doesn’t place any mileage limit. Ford is rather less generous, covering the Transit for just 60,000 miles.

There’s one other option we’ve not mentioned much: the <a href="https://www.whatcar.com/news/toyota-proace-max-is-firms-first-large-van/n24630">Toyota Proace Max</a>. It’s identical in almost every way to the Boxer but with more generous equipment levels, a slightly higher price&nbsp;and Toyota's&nbsp;impressive, up to 10-year warranty (although there’s still a 100,000-mile limit).

“For cash buyers the Peugeot Boxer is tempting, but the extra cost for our Van of the Year, the Renault Master, is worth stretching to if you can.” – &nbsp;<a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

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The Peugeot Boxer is powered by a 2.2-litre diesel engine, developed by Fiat and shared across the <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis</a> large van range.

The standard power output is set at 138bhp, although there is a more powerful 177bhp version available if you want to venture beyond the usual 3.5-tonne weight limit. Torque stands at 258lb-ft, which provides enough grunt for most hauling needs, but it’s asking a lot to meet varied customers’ needs with just one engine.

Last-mile deliveries and long motorway miles for couriers tend to have different demands, but the engine in the Boxer does a reasonably good job of covering all bases.

A six-speed <a href="https://www.whatcar.com/news/which-cars-come-with-a-manual-gearbox/n26678">manual gearbox</a> comes as standard, with an optional eight-speed <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a> available as an option.&nbsp;The automatic is smooth and well-calibrated, rarely picking the wrong gear at the wrong time, but it comes with a notable price premium and a drop in fuel efficiency of around 10% compared with the manual.

Ride quality in the Boxer is functional and not particularly refined – you can tell the basics of the van are getting on for two decades old. The <a href="https://www.whatcar.com/advice/buying/types-of-suspension-adaptive-suspension-explained/n27085">suspension</a> handles larger bumps and undulations well enough, especially with the 400kg load we had in the back, but potholes and surface imperfections can send unpleasant jolts through the cab.

The <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a>, <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a> and <a href="https://www.whatcar.com/renault/master/van/review/n20295">Renault Master</a> all do a much better job than the Boxer of isolating the driver from the road surface.

The steering is light, which makes urban manoeuvring easy, but it can feel nervous and vague at higher speeds, requiring frequent corrections during motorway driving.

“On paper, the diesel engine isn’t anything to write home about, but it works surprisingly well in the Boxer.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

Stellantis has been busy&nbsp;updating its entire range of light commercial vehicles, and its attention recently turned to its joint largest van, the Peugeot Boxer.

The Boxer –&nbsp;and the near-identical <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/vauxhall/movano/van/review/n22215">Vauxhall Movano</a> – have been&nbsp;given fresh faces, updated engines&nbsp;and revised interiors.

To be frank, these&nbsp;<a href="https://www.whatcar.com/news/best-large-vans/n20727">large van</a> models needed a refresh, having been around in one form or another since 2006 (when the Relay was launched). They've been tweaked and revised for almost two decades, but the basic structure has remained unchanged. That means they're still capacious, and economies of scale mean they're good value against some models.

But how much can you do to a van to keep it fresh against modern rivals? The <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a> – itself getting on for 10 years old – dominates the market, and the more expensive <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>&nbsp;outsells the Boxer by some margin thanks to its reputation for quality.

Then there’s the bargain Maxus Deliver 9, the&nbsp;new&nbsp;<a href="https://www.whatcar.com/renault/master/van/review/n20295">Renault Master</a> (our Van of the Year), the Stellantis-built <a href="https://www.whatcar.com/news/toyota-proace-max-is-firms-first-large-van/n24630">Toyota Proace Max</a>&nbsp;and the revised <a href="https://www.whatcar.com/volkswagen/crafter/van/review/n18277">Volkswagen Crafter</a> to consider.

Read on to find out how the latest Peugeot Boxer stacks up against the <a href="https://www.whatcar.com/news/best-large-vans/n20727">best large vans</a>...

<a href="https://www.whatcar.com/news/how-we-test-vans-at-what-car/n26797">Read more:&nbsp;How we test vans</a>

The Peugeot Boxer's latest update has brought noticeable – and much-needed – improvements to the interior, making it a more pleasant place to spend long days.

The redesigned dashboard, updated steering wheel&nbsp;and improved <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment system</a> enhance the overall experience a bit, but the design is still functional rather than premium, and the touchscreen is particularly&nbsp;disappointing. While the all-electric <a href="https://www.whatcar.com/peugeot/e-boxer/van/review/n24544">Peugeot e-Boxer</a>&nbsp;gets a 7in screen that’s only a few years out of date, this diesel-powered model makes do with a 5in screen that’s smaller than most mobile phones.

You do get DAB radio and Bluetooth connectivity but there's no built-in <a href="https://www.whatcar.com/news/best-sat-nav-apps/n24915">sat-nav app</a> and you can’t link your smartphone to the touchscreen using <a href="https://www.whatcar.com/advice/owning/what-is-android-auto/n1194">Android Auto</a> or <a href="https://www.whatcar.com/advice/owning/what-is-apple-carplay/n1193">Apple CarPlay</a>. There’s not a single picture of the standard system in Peugeot’s Boxer brochure&nbsp;so make sure you check what you’re ordering before signing. The 7in screen is available as a £400 option&nbsp;and is probably worth it.

Ergonomics are simple but effective. By avoiding including too much modern tech, Peugeot has had to ensure there are physical dials for the climate controls and a rotating knob for the radio volume. For all the criticism of the interior, it’s great to have chunky buttons, switches and knobs to find by touch while driving.

Seating in the Boxer follows the standard <a href="https://www.whatcar.com/news/best-large-vans/n20727">large van</a> format, with a two-person passenger bench and an adjustable driver’s seat featuring lumbar support and an armrest. Space is generous, even with three occupants, and the centrally mounted gear lever ensures adequate leg room for the middle passenger.

However, there’s a large panel with two cupholders (for three people) mounted low down in the centre of the cab, which is a silly place when driving solo and a recipe for disaster when three people are on board.

Elsewhere, there’s ample storage, with a large glovebox, a document clip, overhead shelving&nbsp;and dashboard compartments. And that awkward cupholder also has a slot to keep a phone safe – although that’s likely to be suckered to the windscreen.

“With no standard navigation and no standard Android Auto or Apple CarPlay, drivers will be relying on a phone stuck to the windscreen, which seems incredible to me these days.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Boxer is a capable and cost-effective large van&nbsp;but it's showing its age against some newer rivals

New Peugeot Boxer

Peugeot offers the Boxer in three body lengths and three roof heights, providing cargo volumes ranging from 10m3 to 17m3.

The <a href="https://www.whatcar.com/renault/master/van/review/n20295">Renault Master</a> slightly edges it out in smaller configurations, but the Boxer is still one of the most spacious <a href="https://www.whatcar.com/news/best-large-vans/n20727">large vans</a> available. It beats the country’s best-seller, the <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a>, which tops out at 15.1m3, and makes the Maxus Deliver 9 – with 12.9m3&nbsp;– look positively paltry.

However, it’s never quite as simple as bigger is better. While the Boxer can carry more volume than a <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>, that can take a load that’s almost half a metre longer, at 4410mm. The Boxer reaches 4070mm in L4 form at floor height, dropping to 3920mm at mid-height.

Payload capacity is a strong suit, with the Boxer offering up to 1500kg on vans with a gross vehicle weight of 3500kg. That’s about the same as the Transit’s 1472kg and well ahead of the longer Sprinter’s 1200kg. It falls well short of the Master’s impressive 1971kg limit&nbsp;though.

Access to the load area is straightforward, with twin rear doors opening to 180 degrees and a sliding side door on the passenger side. Optional extras include a second sliding door and rear doors that fold fully against the sides of the van, improving loading flexibility.

Peugeot offers heavy-duty variants exceeding 3.5 tonnes GVW for those needing even greater payload, though these require additional licensing and compliance with HGV regulations. The benefit is payloads rising to as far as 30kg.

“Believe me, the back of the Boxer is big! If you want to squeeze as much in the back of a van as possible, there’s nothing else as cavernous.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Peugeot Boxer is strong on practicality but its ageing foundations show in comparison with more modern large vans. If you’re after a solid no-frills vehicle that gets the job done, the Boxer won’t disappoint, but more advanced and comfortable options exist – especially in the form of the Renault Master.

It’s likely that running costs for the Vauxhall Vivaro Electric will prove to be competitive, not only amongst its Stellantis siblings but also against the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a>,&nbsp;<a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a>&nbsp;and&nbsp;Renault Trafic E-Tech. Purchase prices are in the same ballpark as most of its medium-sized&nbsp;<a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van rivals</a>, with little more than a few percentage points between them all.

Servicing, after an initial 12-month inspection, is every two years or 25,000 miles, and the van has a three-year or 100,000-mile <a href="https://www.whatcar.com/advice/buying/best-new-car-warranties/n26485">warranty</a>, which includes roadside assistance. Again, that’s about the same as you’ll get from most rivals, except&nbsp;Ford – the E-Transit Custom gets a rather less confidence-inspiring 60,000-mile warranty package.

Vauxhall includes a 7.4kW onboard charger as standard, which is fine for most <a href="https://www.whatcar.com/news/best-home-ev-chargers/n25830">home EV chargers</a> but less suited to commercial depots equipped with faster 11kW wall boxes.

If you want to take advantage of faster chargers,&nbsp;you’ll need to specify the optional 11kW onboard charger when ordering your Vivaro Electric. Even with the standard set-up, an empty-to-full charge takes around 11.5 hours, making overnight charging perfectly feasible for most users.

Vauxhall says it’ll go from 5% to 80% charge in 45 minutes using a rapid charger. An E-Transit Custom has a <a href="https://www.whatcar.com/advice/owning/fastest-charging-electric-cars/n26105">maximum charging speed</a> of&nbsp;125kW, getting you back on the road more quickly, but the Trafic E-Tech retains a painfully slow 50kW limit, leaving you plugged in for twice as long as a Vivaro.

Entry-level Prime trim gets air-conditioning, <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>, rear parking sensors and a 10in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a>.

The Pro trim level upgrades the multimedia screen to include a <a href="https://www.whatcar.com/news/best-sat-nav-apps/n24915">sat-nav app</a>, and the passenger seat gains a fold-flat backrest to provide a working surface and load-through slot underneath to extend storage.&nbsp;Dynamic Surround View is a package of audio and visual aids, and the van exterior is enhanced with some body-coloured parts. An alarm is also included.

The range-topping GS model adds some "sporty"&nbsp;stitching to the head restraints, as well as dual-zone climate control, wireless smartphone charging, and keyless entry and start, alongside a heated leather steering wheel and heated driver’s seat.

As is often the case, the mid-range Pro trim strikes a fine balance between cost and equipment, and unless you need a back-to-basics fleet van, it’s our choice.

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A headline figure of 134bhp might not sound too exciting, and the reality is that you’ll find just 106bhp on offer when you get into the Vauxhall Vivaro Electric. That’s thanks to three driving modes that aim to improve range from the 75kWh battery pack (the previous 50kWh option has been dropped).

When you switch from the default Normal mode to Eco, power drops to&nbsp;just 79bhp and "unnecessary energy-consuming features" are switched off,&nbsp;which is tiresome but does stretch what’s available from the battery close to the official 219 miles range.

Flicking the drive selector to Power mode frees up all 134bhp and gives the van a 0-62mph acceleration time of 14.3 seconds – but at the cost of burning through electrons more quickly.

As with all <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric vans</a>, as soon as you put a load inside, on the roof&nbsp;or behind the van, switch on the heater or air-conditioning, drive in windy, wet weather, or the ambient temperature is cold, that available range will drop.

In mixed conditions with around 250kg of cargo, we&nbsp;averaged 2.4 miles per kWh, translating to a range of around 163 miles – respectable but not spectacular. The <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a>&nbsp;officially manages 204 miles while the <a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a> can theoretically hit&nbsp;230 miles. The Renault Trafic E-Tech, meanwhile, lags behind at just 186 miles.

It’s unlikely that a driver will be disappointed with the performance of the Vivaro Electric under normal use. While the motor isn’t the most powerful on the market, it’s spritely enough, and the fact that maximum torque of 192lb-ft is provided from the get-go makes the van feel quick off the mark.

Handling, steering and ride –&nbsp;even unladen –&nbsp;are unremarkable but also drama-free, and the van feels&nbsp;safe and competent at all times. That’s no surprise: much of the basic chassis is shared with <a href="https://www.whatcar.com/make/vauxhall">Vauxhall car models</a>.

It’s not engaging enough to appeal to enthusiasts, but this is a working van&nbsp;not a <a href="https://www.whatcar.com/best/sports-cars/n24412">sports car</a> to be taken out on weekends. There's a "sporty"&nbsp;GS model but it doesn’t get any <a href="https://www.whatcar.com/advice/buying/types-of-suspension-adaptive-suspension-explained/n27085">suspension</a> or steering upgrades.

“Losing 25% of the official range with only 250kg on board isn’t great, but my heavy right foot might explain some of that.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

Despite its French design and the closure of the Luton factory, the Vauxhall Vivaro Electric is still regarded as the UK’s only homegrown medium-sized electric van.

It is – as we probably don't really need to explain – the all-electric version of the <a href="https://www.whatcar.com/vauxhall/vivaro/van/review/n18281">Vauxhall Vivaro</a>, which has been a favourite of small businesses for decades.

As part of the <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis</a>&nbsp;family, the Vivaro Electric shares its <a href="https://www.whatcar.com/advice/buying/what-is-a-car-platform-and-chassis/n27195">platform</a> with a few other models, including the <a href="https://www.whatcar.com/citroen/dispatch/van/review/n22958">Citroën ë-Dispatch</a>, the <a href="https://www.whatcar.com/fiat/e-scudo/van/review/n27617">Fiat E-Scudo</a>, the&nbsp;<a href="https://www.whatcar.com/peugeot/expert/van/review/n22957">Peugeot e-Expert</a>&nbsp;and (due to a licensing agreement)&nbsp;the <a href="https://www.whatcar.com/toyota/proace/van/review/n23068">Toyota Proace Electric</a>.

Stellantis was quicker to market with <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric vans</a> than mainstream competitors, so the Vivaro Electric is well-established, with multiple <a href="https://www.whatcar.com/awards/van-awards">van awards</a> to its name. To keep it fresh, Vauxhall has made some subtle upgrades, adding a new "vizor"&nbsp;grille, bumper&nbsp;and <a href="https://www.whatcar.com/news/headlight-bulbs-what-types-are-there-and-which-is-best/n19332">LED headlight</a> combo. Plus, the battery and motor have been improved.

Its sleek, ultra-modern styling makes it arguably the most eye-catching of all the updated Stellantis vans, but style won’t be enough to beat competitors including the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a>,&nbsp;<a href="https://www.whatcar.com/maxus/edeliver-7/van/review/n26632">Maxus eDeliver 7</a>, Renault Trafic E-Tech&nbsp;and <a href="https://www.whatcar.com/volkswagen/abt-etransporter-61/van/review/n22641">Volkswagen e-Transporter</a>. Can the Vauxhall Vivaro Electric keep up? Let’s find out...

<a href="https://www.whatcar.com/news/how-we-test-vans-at-what-car/n26797">Read more:&nbsp;How we test vans</a>

The Vauxhall Vivaro Electric’s cabin feels like the anti-Tardis: it’s smaller on the inside. With three occupants, it’s bordering on claustrophobic, and you’re left wondering how the likes of the Mercedes eVito can give such a roomy, airy feel when fundamentally, they’re similar-sized <a href="https://www.whatcar.com/news/best-medium-vans/n20726">medium vans</a>.

As with other <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis</a> vans, the area of the dashboard that juts out in the centre – normally accommodating the gearstick but now hosting little more than a switch to choose between Drive and Reverse – gives the centre passenger very little knee room, adding to that cramped feel.

The Vivaro Electric's revised dash is modern enough in design, and the materials used in the cab look to be durable and up to the abuse a van interior is often subject to. However, the squared-off steering wheel and straight lines make it&nbsp;less welcoming than a <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a> or Renault Trafic E-Tech.

Vauxhall hasn’t fixed the seating position yet. Many – including me –&nbsp;find the driving position awkward due to the offset seat, pedals and steering wheel. They don’t quite line up and, while it's&nbsp;not that noticeable on short journeys, it creates a twist in your body that results in aches and pains over long distances.

The digital driver's display gives&nbsp;critical information such as the range remaining, and also a guide as to how much power is being drawn at any one time or if the <a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a>&nbsp;is returning&nbsp;energy to the battery pack. It’s not exactly the latest in modern design, but it works well enough and provides all you need to know.

To the left of the driver's display&nbsp;is a 10in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a>&nbsp;mounted centrally in the dashboard. It's standard across all three trim levels available, at least at the time of writing (Stellantis updates grades frequently).

“The GS spec adds some visual flair, but it’s still a plastic-covered workhorse inside, but does get heated seats — these should be standard on any electric van.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Vivaro Electric is not the best electric van in any particular area but it is a&nbsp;decent all-rounder

New Vauxhall Vivaro Electric

Available in standard and XL lengths, the Vauxhall Vivaro Electric has a sliding side loading door 935mm wide on each side of the van and a twin rear door arrangement to access the load space.

Pro and GS models also get a flap in the bulkhead, extending the load area by almost 1.2m into the cab and allowing items as long as 3674mm or 4024mm long, depending on the body option.

At floor level, load lengths of 2512mm and 2862mm provide a load volume of 5.3m3 and 6.1m3. That’s a little way behind most of its rivals, with the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a> offering 5.8m3 and 6.8m3&nbsp;respectively. The Custom will be getting a high roof option at some point.

The Vivaro Electric is falling behind on payload limits&nbsp;too. At 1001kg across all the regular panel van models, it’s competitive, but the E-Transit Custom edges ahead by around 50kg, while the Renault Trafic E-Tech maxes out at an impressive 1222kg.

Every version will also tow a tonne, which is more than a Trafic E-Tech but a long way from the 2.3 tonnes you can pull behind an E-Transit Custom.

Despite its rivals pulling clear in many areas, the Vivaro Electric is still a capable load-lugger, and two Euro pallets will easily slide in the back, with the XL model able to take a third. The rear doors swing open to a full 180 degrees, making forklift loading straightforward.

“The low roof height means you can safely drive the Vivaro Electric into most multi-storey car parks or other low-height areas, making everyday use much easier.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Vauxhall Vivaro Electric is a big-selling electric van – and for good reason. While it’s not the class leader in any area, it’s close enough to remain competitive. There are better options, with higher payloads, larger cargo volumes and the ability to go further on a charge, but recent updates have kept the Vivaro Electric in the game for a while yet.

The Fiat E-Doblo is competitively priced – in fact,&nbsp;curiously, it's a few per cent cheaper than the near-identical&nbsp;<a href="https://www.whatcar.com/vauxhall/combo-cargo/van/review/n23708">Vauxhall Combo Electric</a>. It also undercuts its closest rival, the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a>, making it a more cost-effective option for cash buyers.

The&nbsp;<a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford&nbsp;E-Transit Courier</a> is a cheaper alternative, but as a smaller van, it offers less in terms of both maximum payload and cargo volume. The <a href="https://www.whatcar.com/toyota/proace-city-electric/van/review/n23710">Toyota Proace City Electric</a> is typically more expensive but has a trump card: a 10-year warranty, with few arduous conditions attached. The E-Doblo comes with a standard three-year/60,000-mile warranty, as do its Stellantis-built companions.

All E-Doblos get air-conditioning, cruise control&nbsp;and a plethora of safety tech.&nbsp;Primo adds the 10in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a>, sat-nav, a 180-degree reversing camera and a digital rear-view mirror.

Servicing intervals are generally reasonable, requiring a visit to a dealer every two years or 25,000 miles. However, there is an initial service at 12 months, which is an exception to the otherwise long intervals.

<a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">Charging speeds</a> are much as you’d expect: a 7kW <a href="https://www.whatcar.com/news/best-home-ev-chargers/n25830">home EV charger</a> can fully recharge the E-Doblo's battery from empty in seven and a half hours, while a 100kW DC rapid charger can boost the charge to 80% in just 30 minutes, making quick top-ups viable during busy work schedules.

Depreciation could be a concern. While you’d expect all four <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis models</a> to hold value similarly, brand perception plays a role. <a href="https://www.whatcar.com/make/fiat">Fiat models</a> in particular&nbsp;might suffer from lower demand in the used market, with buyers traditionally favouring Peugeot, Citroen&nbsp;and Vauxhall alternatives. That could result in a higher overall cost of ownership due to steeper depreciation – an unfortunate but often unavoidable reality.

“I don't think Fiat’s reputation for unreliability should concern potential E-Doblo buyers. It's built on the&nbsp;same production line as the Peugeot Partner&nbsp;and is good enough that Toyota gives its version a 10-year warranty.”&nbsp;–&nbsp;<a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>&nbsp;

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Every version of the Fiat E-Doblo is fitted with a single electric motor producing 100kW of power, equating&nbsp;to 134bhp.

That might sound a little modest against the (frankly silly) 282bhp you can get for&nbsp;the larger <a href="https://www.whatcar.com/ford/transit-custom/van/review/n26974">Ford E-Transit Custom</a>,&nbsp;but when you consider that the <a href="https://www.whatcar.com/fiat/doblo/van/review/n18505">diesel Fiat Doblo</a> tops out at 129bhp,&nbsp;it should be more than adequate for most. The 199lb-ft of torque is on tap from the get-go, which is pretty handy in urban driving with a fully laden vehicle.

<a href="https://www.whatcar.com/news/best-electric-vans/n21136">Electric vans</a> are often judged initially on the range from a full charge, and the E-Doblo doesn’t disappoint, offering an official <a href="https://www.whatcar.com/advice/buying/wltp-meaning-official-economy-emissions/n1223">WLTP Combined test cycle</a> distance of 213 miles between charges. The usual caveats apply&nbsp;though: weather, payload, driving conditions, gradients&nbsp;and towing will all conspire to bring the figure tumbling down.

The official range is&nbsp;best used as a comparison with other vans, and the E-Doblo fares quite well here. The new <a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford E-Transit Courier</a> had a test result of 181 miles and the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a> (together with related <a href="https://www.whatcar.com/mercedes-benz/ecitan/van/review/n26086">Mercedes eCitan</a> and <a href="https://www.whatcar.com/nissan/townstar/van/review/n26092">Nissan Townstar EV</a>) managed 186 miles.

The van feels quite nippy, and although the manufacturer quotes a 0-62mph acceleration time of 11.7 seconds, somehow the driver is left with the impression that it’s quicker than that. It certainly sprints off the line to 30mph sharply, but performance then tails away all the way to motorway speeds.

There are three selectable driving modes to balance performance and range: Eco, Normal and Power. Normal, which is automatically selected on start-up by default, restricts power to 108bhp in an effort to balance performance and range. Select Eco and you’ll now have just 80bhp (and a reduced air-conditioning effect) but will enjoy the maximum range possible. Only if Power is chosen will the full 134bhp be on offer.

To enhance the range, there are a number of selectable <a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a>&nbsp;modes, which use deceleration drag on the motor to recharge the battery.

With maximum "regen" selected, a driver can avoid using the brakes in many cases, and long, steep gradients will see the range available creep up in a satisfying manner. Most will choose a less severe setting because the braking effect can prove to be too much, especially on high-speed roads and motorways.

From a handling perspective, the E-Doblo is absolutely fine. The experience isn’t exactly exciting or noteworthy, but it’s drama-free, and the unladen ride is smooth and comfortable. The more spirited driver will find the steering a little vague, tempering any intentions to throw the van into fast corners in a gung-ho manner.

Compared with&nbsp;the Kangoo E-Tech, which corners enthusiastically, and – to a slightly lesser degree – the E-Transit Courier, the E-Doblo falls short and will disappoint the enthusiastic pilot.

“Achieving the full 213 miles from a charge might be tricky&nbsp;but real-world driving showed it’ll return 175 miles without too much of a problem. That’s about the same as the promised range from some rivals." –&nbsp;<a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

It's fair to say the&nbsp;first Doblo, with its awkward styling and&nbsp;Fiat’s then-questionable reputation, lacked the appeal of other models, but times have changed. It's now near-identical to several rivals&nbsp;and, like them,&nbsp;is available as an electric van – the&nbsp;Fiat E-Doblo we're reviewing here.

The E-Doblo is now part of the <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis&nbsp;van portfolio</a>, meaning it’s mechanically identical to the <a href="https://www.whatcar.com/citroen/e-berlingo/van/review/n23712">Citroën ë-Berlingo</a>, <a href="https://www.whatcar.com/peugeot/e-partner/van/review/n23711">Peugeot e-Partner</a>&nbsp;and <a href="https://www.whatcar.com/vauxhall/combo-cargo/van/review/n23708">Vauxhall Combo Electric</a>, as well as the <a href="https://www.whatcar.com/toyota/proace-city-electric/van/review/n23710">Toyota Proace City Electric</a>. Buyers shopping in this segment would be wise to compare trim levels, dealer support, and pricing across the brands.

The E-Doblo has just had a mild update, including subtle styling tweaks. Its front end gains a cleaner, more modern look, with a full-width LED strip and bold FIAT lettering on the grille-free panel. Inside, small refinements improve the cabin, while drivetrain updates bring slight gains in range and performance.

Does the Fiat E-Doblo do enough to stand out among its Stellantis siblings – or against strong rivals including the <a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford E-Transit Courier</a> and&nbsp;<a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a> (and its <a href="https://www.whatcar.com/mercedes-benz/ecitan/van/review/n26086">Mercedes eCitan</a> and <a href="https://www.whatcar.com/nissan/townstar/van/review/n26092">Nissan Townstar EV</a> counterparts)? Let's find out...

The Fiat E-Doblo isn’t the most exciting <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> in terms of cabin ambience or cutting-edge design, but it delivers solid practicality for businesses looking for an efficient and functional workhorse. In other words, it gives you&nbsp;a no-nonsense environment that prioritises function over luxury.

The dashboard lay-out is straightforward, with a clear driver's display showing essential information such as battery charge, range&nbsp;and energy flow. Higher trims get a full-colour digital display&nbsp;while entry-level models make do with a simpler set-up.

Cost-cutting is noticeable on entry-level models. While glossy brochures highlight the Primo model, with its 10in touchscreen on the dashboard, it's missing from entry-level E-Doblos. Base models lack a radio too, leaving drivers to rely on the Smartphone Station&nbsp;– a clunky but solid phone mount in place of the <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment screen</a>. You're expected to use your phone for music&nbsp;or <a href="https://www.whatcar.com/news/best-sat-nav-apps/n24915">navigation apps</a>.

Storage in the cab is reasonable, with a decent-sized glovebox, door bins&nbsp;and an overhead shelf to accommodate daily essentials. However, there’s no abundance of clever storage solutions, and those needing extra nooks and crannies might find the lay-out slightly limiting.

Base spec E-Doblo vans are fitted with a single passenger seat, while Primo vans get a two-person bench. The bench offers extra practicality, incorporating a load-through hatch that extends cargo-carrying capability into the cab

However, as with many <a href="https://www.whatcar.com/best/best-small-vans/n20723">small vans</a> that attempt to squeeze three people across the width of the cab, space is at a premium.&nbsp;The design limits leg room, making long journeys uncomfortable for whoever is unlucky enough to sit in the middle facing the protruding chunk of dashboard usually housing the gear lever. That’s not needed in the electric van version, but the bulge remains.

“I think many drivers will find the entry-level E-Doblo a bit too lacking in tech by modern standards. Who wants to spend a day on the road without a proper built-in radio or sat-nav?” –&nbsp;<a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The E-Doblo is a practical electric city van that's decent to drive, has a competitive range and costs less than rivals

Fiat E-Doblo

You can choose from two body lengths for the&nbsp;Fiat E-Doblo –&nbsp;the L1 and the longer L2. A Crew Van variant is also available, offering an additional row of seats at the expense of cargo space.

The E-Doblo L1 has a maximum load length of 1817mm, which extends to 2167mm in the longer version. Load volumes are 3.3m3&nbsp;and 3.9m3&nbsp;respectively. If fitted with a load-through bulkhead (available on select trim levels), the van can accommodate longer items, adding an extra 0.5m3 of space, although this is limited to slim objects rather than full-size pallets.

Payloads vary by configuration, topping out at 781kg for the most capable variant, with heavier models reducing this to 691kg. Towing capacity across the range is limited to 750kg, which is sufficient for lighter trailers but lags behind the <a href="https://www.whatcar.com/mercedes-benz/ecitan/van/review/n26086">Mercedes eCitan</a>, <a href="https://www.whatcar.com/nissan/townstar/van/review/n26092">Nissan Townstar EV</a> and <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a>, which can haul up to 1500kg.

When compared with rivals, the E-Doblo holds its own in most respects. The <a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford&nbsp;E-Transit Courier</a>, for example, is only available in a single body length with a loadspace of 2.9m3 and a maximum payload of 698kg.

Access to the E-Doblo’s cargo area is provided by twin rear doors, which open asymmetrically. The L1 model comes with a single side loading door&nbsp;while the L2 gains a second on the driver’s side for added practicality.

Inside, the cargo bay is square and well-shaped to accommodate a range of loads, with multiple lashing points to secure items in transit. A full-height bulkhead is standard, ensuring that shifting loads remain safely separated from the cab area.

“The E-Doblo doesn't lead in any specific area&nbsp;but&nbsp;it’s so close across every measure that I think it’ll likely work for most business users.”&nbsp;–&nbsp;<a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Fiat E-Doblo is a competent small electric van, and its solid payload, smooth ride and reasonable range make it a practical choice. However, it's held back by its vague steering, uninspiring cabin design and limited towing capacity. Stronger rivals including the Renault Kangoo E-Tech and Ford E-Transit Courier offer a better-rounded package.

The Vauxhall Combo Electric is competitively priced, although – confusingly –&nbsp;it is a few per cent more expensive than the near-identical&nbsp;<a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis models</a>. It does, however, undercut the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a>.

The <a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford&nbsp;E-Transit Courier</a> is notably cheaper, but, being a smaller van, it’s a little more compromised for those wanting maximum payload or cargo volumes.

All models get air-conditioning, <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>&nbsp;and electrically adjustable and heated door mirrors. There's a&nbsp;long list of safety technology, including&nbsp;rear parking sensors, lane-keep assist, intelligent speed assistance, driver attention alert, automatic lights with high-beam assist and an advanced emergency braking system (<a href="https://www.whatcar.com/news/what-is-aeb-and-how-does-it-work/n3283">AEB</a>).

Keeping track of the ever-changing trim levels on <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis models</a> can be a daunting task. At the time of writing&nbsp;there are two Combo Electric models, Prime and Pro, but it will also be available in a mid-spec Prime Plus trim.

The Prime version is very sparse, without even a radio, so we'd recommend spending around £1000 more for the Prime Plus, which gets you an <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a> and other essentials. Top-spec Pro models get a digital rear-view mirror, coloured body-coloured bumpers and posh wheel trims, but we don't think it's worth paying more for unless you get a good deal.

The standard Vauxhall van&nbsp;warranty is three years or 60,000 miles, as it is with other Stellantis models. At this point, it may be worth looking at the all-but-identical, if more expensive, Toyota Proace City Electric&nbsp;which, subject to some reasonable conditions, comes with up to 10 years worth of cover.

The Combo Electric's battery is warranted to retain a minimum of 70% of its original capacity for eight years or 100,000 miles. Servicing intervals are reasonable –&nbsp;apart from a first-year service, they're&nbsp;scheduled for every two years or 25,000 miles.

The battery can be charged on a typical <a href="https://www.whatcar.com/news/best-home-ev-chargers/n25830">home EV charger</a> with an output of 7kW from empty to full in about seven and a half&nbsp;hours. A 100kW DC rapid charger can top the van up to 80% of capacity in just half an hour.

“The competitive advantage provided by Toyota’s 10-year warranty comes at a price, but if it keeps your van working for 10 years, then it’s a price worth paying.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

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With a 52kW battery pack powering a motor producing 134bhp and 199lb-ft of torque, the Vauxhall Combo Electric has even power for&nbsp;competent performance, even when it's&nbsp;loaded up.

It breezes along well, feeling slightly quicker than the quoted 0-62mph time of 11.7 seconds. Officially, it’ll do 82mph before it runs out of steam, so there’s enough to keep up on UK motorways.

When it comes to road manners, the Combo Electric is fine, if unremarkable. The steering, while usefully light for parking, doesn’t inspire confidence at speed, and it feels a little vague at times. The <a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford E-Transit Courier</a> and&nbsp;<a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a> feel more at home, making driving quickly on twisty open roads a delight.

The Combo Electric's ride, even when unladen, is comfortable, with none of the jolts and bumps sometimes evident when driving an empty van. It just gets better, with the 200kg we had in the back settling the ride well.

There are some <a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a> modes available, providing an increasing amount of drag and putting energy back into the battery, especially on long descents. None of the modes is strong enough for <a href="https://www.whatcar.com/advice/owning/what-is-one-pedal-driving-and-how-does-it-work/n27129">one-pedal driving</a>.

A drive selector allows you to choose between Eco, Normal and Power modes, with the van defaulting to Normal each time it restarts.

Only Power mode gives you the full 134bhp – in Normal it's limited to 108bhp to balance performance and electric range. Eco mode knocks power down&nbsp;further, including chipping the effectiveness of the air-conditioning system to optimise range.

Vauxhall says the Combo Electric will manage 213 miles between charges, although the brochure has a rather more vague 180 to 220-mile claim. Either way, it’ll drop once you’ve fully loaded it and hit the motorway. Driving reasonably gently on a chilly day with 200kg on board, we were getting around 175 miles from a charge.

You can still, of course, get a version that runs on old-fashioned diesel. To read about that see our <a href="https://www.whatcar.com/vauxhall/combo-cargo/van/review/n18391">Vauxhall Combo van review</a>.

“An enhanced regen mode, labelled 'B' on the drive selector, offers impressive regen braking, but it’s not a full one-pedal mode as it won’t bring the van to a stop.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Vauxhall Combo Electric has had an interesting evolution. The first Combo,&nbsp;launched in 1993, was little more than a Corsa with a van body – and didn't exactly set the commercial vehicle world alight.

Recognising the need for something more substantial, Vauxhall introduced a purpose-built version in 2001, giving the Combo a proper van identity. Then came a brief partnership with Fiat, resulting in a rebadged Doblo that, while practical, wasn’t the most visually appealing option on the market.

Now, under the vast <a href="https://www.whatcar.com/news/what-is-stellantis/n26975">Stellantis</a> umbrella, the model has found stability and&nbsp;gained the all-electric Combo Electric version we're reviewing here. It shares its platform and motor with the almost identical <a href="https://www.whatcar.com/citroen/e-berlingo/van/review/n23712">Citroën ë-Berlingo</a>, <a href="https://www.whatcar.com/fiat/doblo/van/review/n26658">Fiat e-Doblo</a>&nbsp;and&nbsp;<a href="https://www.whatcar.com/peugeot/e-partner/van/review/n23711">Peugeot e-Partner</a>&nbsp;as well as&nbsp;– thanks to a manufacturing deal –&nbsp;the <a href="https://www.whatcar.com/toyota/proace-city-electric/van/review/n23710">Toyota Proace City Electric</a>.

Vauxhall has given the Combo Electric (previously sold as the e-Combo) a minor refresh, tweaking both the aesthetics and the technology.&nbsp;The most obvious change is the addition of the Visor&nbsp;grille – a minimalist gloss-black panel that connects the headlights.

New looks and a fresh badge aside, does the Vauxhall Combo Electric deliver where it really matters against rivals? In other words, is it a better choice than other small <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric vans</a>, which also include the&nbsp;<a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford E-Transit Courier</a> and&nbsp;<a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a>? Let’s find out...

<a href="https://www.whatcar.com/news/how-we-test-vans-at-what-car/n26797">Read more: How we test vans</a>

The Vauxhall Combo Electric ’s cab environment is pretty functional and practical rather than exciting or cutting edge, even after a recent refresh. The basics are solid, if a little dated, and look positively parsimonious if you look at the entry point to the range.

The glossy brochure photos show a 10in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a> mounted on the dashboard&nbsp;but that’s missing from the base-spec Prime model. Not only is it missing the screen, but it’s also missing an FM or AM radio, let alone DAB.

Instead, the entry-level Combo Electric&nbsp;gets Vauxhall's Smartphone Station, which allows the driver to mount a smartphone and use the Bluetooth connection to stream music, podcasts and so on. Combined with a small digital driver's display surrounded by swathes of black plastic, it’s a pretty miserable experience.

Thankfully, posher versions do get some tech. There's a&nbsp;10in <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment touchscreen</a> with a radio, and <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. Top-spec Pro models even get Dynamic Surround View with a digital rear-view mirror.

Every Combo Electric has a flat-bottomed steering wheel, giving the driver’s legs some extra clearance when driving straight ahead. The entry-level van has one&nbsp;passenger while other versions get two,&nbsp;with a load-through panel from the cargo bay.

Two passengers will find things a little snug, but for the person sitting next to the driver, the biggest challenge will be a territorial dispute with the area of the dash that juts out, clashing with the unfortunate passenger’s knees.

In the <a href="https://www.whatcar.com/vauxhall/combo-cargo/van/review/n18391">diesel Combo Cargo</a>, it's where the gear lever is mounted, but we’re sure that in the <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> the drive selector controls could be positioned elsewhere. Presumably, the costs of designing and manufacturing a different dashboard would be prohibitive. In fairness, the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault&nbsp;Kangoo E-Tech</a> has a similar problem.

“I pity drivers given the keys to the Prime model. A full day on the road without radio, or streaming music through a patchy mobile network, isn’t going to be fun.” – <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The fully electric version of the Combo small van has a decent range and excellent practicality

Vauxhall Combo Electric

Vauxhall offers the Combo Electric in two body lengths – Combo and Combo XL –&nbsp;with a Crew van providing an additional row of seats in exchange for a loss of cargo area.

The smaller van, with its maximum load length of 1817mm (but a handy 3090mm using that load-through bulkhead), can take a volume of 3.3m3. XL extends that to 2167mm, accommodating 3.9m3 of cargo. The load-through panel on Prime Plus and Pro models extend that by 0.5m3, but it’s limited to long, narrow items, so don’t expect to squeeze in another pallet.

Payloads top out at 781kg for a Cargo Prime, dropping to 691kg for a Cargo XL Pro, with a towing weight across all models of up to 750kg.

For comparison, the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a> (and the closely related&nbsp;<a href="https://www.whatcar.com/mercedes-benz/ecitan/van/review/n26086">Mercedes eCitan</a> and <a href="https://www.whatcar.com/nissan/townstar/van/review/n26092">Nissan Townstar EV</a>) have very similar load lengths, separated by just a few millimetres. Payloads are slightly lower in the Kangoo, at up to 764kg, but the towing capacity of 1500kg is much more user-friendly.

The <a href="https://www.whatcar.com/news/ford-e-transit-courier-electric-van/n25652">Ford&nbsp;E-Transit Courier</a> only has a single body length, 1802mm, with a smaller load space of&nbsp;2.9m3. The payload doesn't match the Combo, with just 698kg available, along with the same 750kg towing capacity.

The load bay in the Combo Electric&nbsp;is accessed by twin rear doors, one wide than the other to make it easier to grab large items without opening both. The standard length van has one side door (on the left of the van), while the XL gets&nbsp;a door on each side.

Inside the load bay there are load-lashing "eyes" to secure loads, and a bulkhead to protect you and your passengers.

“The Cargo is getting on a bit, but it’s still right at the top of the class where it really matters.”&nbsp;– <a href="https://www.whatcar.com/authors/phil-huff/n26631">Phil Huff, Van Reviewer</a>

The Vauxhall Combo Electric is a good – but not class-leading – choice in the small electric van class. While the latest update keeps it looking fresh and the extra range from the marginally larger battery pack fitted is welcome, it doesn’t quite stand out in a field full of strong alternatives. Smarter money might go on a Renault Kangoo E-Tech or Toyota Proace City Electric.

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