New Citroën ë-Dispatch review

The Citroën ë-Dispatch we're reviewing here is one of five almost identical mid-sized electric vans built by Stellantis.

In other words, if you buy an ë-Dispatch, you're effectively getting a rebadged Fiat E-Scudo. Or Peugeot e-Expert. Or Toyota Proace Electric... or Vauxhall Vivaro Electric. Despite the badge differences, they all share the same Stellantis van platform, electric battery and motor, and even cab design.

The ë-Dispatch has been facelifted recently, and gained a refreshed front end and a significantly improved interior, with a new infotainment system and digital display. Underneath, though, it’s fundamentally the same electric van it’s been for years – a model that's proved popular with fleets and small businesses alike.

New rivals, including the Ford e-Transit Custom, Maxus eDeliver 7 and Volkswagen e-Transporter are raising the bar for payload, range and comfort. So while the Citroën ë-Dispatch might carry a bit of French flair, at least on the outside, is there anything to separate it from its siblings or the increasingly strong competition? Let's find out...

Read more: How we test vans

For most electric van buyers, range is the first question on the list, and the Citroën ë-Dispatch shouldn't disappoint.

It's equipped with a 75kWh battery (68kWh usable capacity), which is good for an official WLTP range of between 194 and 230 miles, depending on spec. In our real-world testing, with a 250kg load and typical mixed driving, we managed 2.4 miles per kWh, translating to a usable range of around 160 to 165 miles. That’s right up among the best in class.

Power comes from the ë-Dispatch's single electric motor mounted on the front axle, producing 100kW (134bhp) and 192lb-ft of torque.

Performance is perfectly adequate for urban and suburban deliveries, where initial torque makes it feel punchy enough from a standstill. But it’s not fast: 0-62mph officially takes 14.3 seconds, and acceleration tails off noticeably at higher speeds, especially with a full load on board.

There are three driving modes that adjust how much power is available. The default setting is Normal, which limits the motor to providing 107bhp to balance drivability and efficiency. Eco mode drops output to just 79bhp and cuts energy-hungry systems such as air-con, with the pay-off being maximum efficiency. To unlock all 134bhp, you’ll need to select the Power mode.

The ë-Dispatch's regenerative braking is controlled using paddles behind the wheel, with three levels to choose from. It’s not full one-pedal driving but in the strongest setting you can slow the van to a crawl without touching the brake.

It’s a welcome feature in urban areas and can help claw back range while reducing brake wear. Just remember to use the pedal to bring the van to a complete stop or you could be left embarrassed.

The ë-Dispatch shares some of its mechanical bits with Stellantis road cars including the Citroën C4 and Vauxhall Astra, and that shows in its composure. It soaks up poor road surfaces well, corners with confidence, and feels reassuringly car-like behind the wheel.

The van's low centre of gravity – thanks to the underfloor battery pack – keeps body roll in check, and the light steering makes tight manoeuvres easy. It’s not as smooth or composed as the Ford e-Transit Custom or VW e-Transporter but nobody will feel hard done by when given the keys to the ë-Dispatch.

“The driving modes make a real difference to efficiency, but Eco mode does make life miserable!” – Phil Huff, Van Reviewer

The most obvious change to the Citroën ë-Dispatch since its facelift is with the improved tech. Every model now has with a 10in infotainment touchscreen and a digital driver's display in front of the driver. The screen supports Android Auto and Apple CarPlay on the Enterprise trim level, with the plusher Driver trim adding sat-nav.

Below the screen is a decently sized tray for your phone next to a conveniently placed USB port, which is handy if your phone doesn’t support wireless screen mirroring or you want to save the battery while connected. The previous ë-Dispatch's set-up often left phones dangling precariously from a lead, wedged into tiny cubbies or being thrown to the floor mid-corner.

The driver’s display provides a lightly configurable view of key stats, including remaining range, energy use and regeneration status. It’s not exactly at the cutting edge of design but it’s clear and functional.

But tech alone can’t fix the core issue: space. For a medium-sized van, the ë-Dispatch feels small inside. The cab is tight, particularly when there are three people up front, and leg room for the middle passenger is limited thanks to a section of the dashboard that houses a gear lever on a diesel Citroën Dispatch.

Storage is on the stingy side too. The door bins are shallow, the glovebox is split and oddly shaped, and there’s limited space for paperwork, drinks and other day-to-day essentials. It’s not disastrous but others do it better.

Materials feel durable, though, and there are few complaints from ë-Dispatch drivers about loose trim. Tough plastics and solid buttons should stand up to daily abuse, even when the updated lay-out makes the van feel fresher and less utilitarian than before. Even with the improvements, it lags behind the Ford e-Transit Custom and Renault Trafic for cab space and overall comfort.

The ë-Dispatch's driving position remains a sore point. The pedals, seat and steering wheel don’t line up properly, leaving some drivers feeling twisted after longer stints. It’s a long-standing quirk of the van that’s not been resolved in the past nine years.

“Stellantis's badge engineering means there’s no French design flair inside, which is a real shame. The ë-Dispatch is utterly conventional.” – Phil Huff, Van Reviewer

The Citroën ë-Dispatch is available in two body lengths, M (standard) and XL, with all versions featuring a single, quite low roof height. The standard van has a load bay length of 2512mm and a volume of 5.3m³, while the XL stretches to 2862mm and 6.1m³.

That’s competitive, although not class-leading. The Ford e-Transit Custom offers 5.8 to 6.8m³, and a high-roof option is due soon. The Maxus eDeliver 7 offers up to 8.7m³ with the right spec.

But for most urban operators or multi-drop drivers, the ë-Dispatch will be more than enough, especially since the low roof allows access to most multi-storey car parks or other height-restricted areas.

The Moduwork load-through flap, which is standard with Driver trim, is a panel that opens in the bulkhead, allowing you to slide slim items up to 4m long from the main load bay into the passenger side of the cab.

Access is excellent. Every ë-Dispatch has twin sliding side doors, which is more flexible than the Ford’s single-side option. The rear barn doors open to 180 degrees, making pallet loading easy. The loading height is relatively low, and there are either six or eight tie-down points, depending on the body length.

Every ë-Dispatch has a maximum payload of 1,001kg, which is – as with much of the model – competitive, if not quite at the top of the charts. It’s a little behind the Transit Custom’s 1020 to 1066kg range and well off the Renault Trafic e-Tech (1222kg) but way ahead of the Mercedes eVito (794kg).

If you plan to tow, the e-Dispatch is rated for a braked trailer of 1,000kg, half what the Ford can handle.

A Crew Van is also available, which installs a second row of seats, taking passenger capacity up to six (including the driver). The compromise is a smaller cargo bay, limited to just 3.2m3 or 4m3, depending on whether you’ve selected the M or XL Model. Payload limits also drop to around 930kg.

“The load-through flap means posts and poles can squeeze in easily, but you will lose use of the passenger seat.” – Phil Huff, Van Reviewer

Starting prices for the Citroën ë-Dispatch begin at a little over £40,000 plus VAT and on-the-road costs for the M enterprise model, the entry point to the electric Dispatch range. At the time of writing, the UK Government’s Plug-in Van Grant will knock another £5000 off the total price. The longer XL version carries an £800 premium.

Stepping up to the Driver trim adds around £2,700 on top of the base model, but even then it remains one of the most affordable medium-sized electric vans, undercutting Ford, Maxus and Renault by several thousand pounds.

Trim levels are simple. The entry-level ë-Dispatch Enterprise includes air- conditioning, cruise control, rear parking sensors, automatic lights and wipers, and the new infotainment system.

The Driver spec adds a few extras, including sat-nav, the Moduwork passenger seat with load-through bulkhead and folding desk, a reversing camera, and Citroen’s Dynamic Surround View – a digital rear-view mirror with a split-screen showing down the side of the van.

Running costs are likely to be significantly lower than for an equivalent diesel Citroën Dispatch. You’ll save on fuel, road tax, congestion zone charges and maintenance, although the ë-Dispatch requires a service every two years or 25,000 miles after an initial 12-month check-up.

A 7.4kW onboard AC charger is standard, with an 11kW version available as an option. A full charge on a home EV wallbox will take about 11 hours and 20 minutes, which sounds like a lot but is fine for overnight charging. A 100kW DC rapid public charger should get the ë-Dispatch from 5% to 80% in 45 minutes. That’s quicker than the Renault Trafic e-Tech (limited to 50kW), but slower than the 125kW Ford e-Transit Custom.

Where the ë-Dispatch falls down is on manufacturer support. The standard warranty is three years or 100,000 miles, which is fine if you’ve got a sizeable fleet and are swapping your vehicles out every few years.

For owner-operators and small businesses who tend to keep their vans longer, the five-year warranty cover you get with the VW e-Transporter, which includes annual servicing, MoTs and roadside support, will be a big draw.

The Toyota Proace Electric goes even further, with up to 10 years of cover. There are a few boxes to tick off to qualify but they’re not too onerous.

“The Stellantis medium electric vans are identical, so if you’re set on one, play your local Citroën, Fiat, Peugeot and Vauxhall dealers off against each other then compare their prices to Toyota’s best deal.” – Phil Huff, Van Reviewer

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