Farizon SV review

The Farizon SV is another new name in the UK van market but it’s backed by one of the automotive industry’s biggest players. Farizon is part of the Geely group, whose portfolio includes Lotus, Polestar and Volvo. However, this isn’t a car manufacturer turning out vans. Farizon was founded in China specifically to build commercial vehicles, and the SV is its first van to be sold here.

Unlike many electric vans that are adapted from diesel models, the SV is built on a dedicated electric platform and offered in a wide range of sizes that blur the line between medium vans and large vans. With strong payload figures, competitive range options, and generous standard equipment, it aims to take on established rivals such as the smaller Ford E-Transit Custom and larger Renault Master E-Tech.

The Farizon SV is offered with a single electric motor across the range, driving the front wheels and producing 228bhp and 248lb-ft of torque. On paper, that makes it one of the more powerful electric vans on sale, comfortably ahead of models such as the Renault Master E-Tech and on a par with all but the most powerful versions of the Ford E-Transit Custom.

Performance feels strong rather than startling. The SV responds nicely to throttle inputs, releasing its torque instantly and making it easy to pull into fast-moving traffic or make swift progress on A-roads, even with a load on board. Farizon quotes a 0–62mph time of around 12 seconds, and while we’ve only driven the van with a chunky load in the back, it never felt short of shove.

You can have an SV with the choice of three batteries, either 67kWh, 83kWh or 106kWh (the latter being available only in the largest L3H3 van). That means the SV’s official range varies from 177 miles to 247 miles. With the biggest battery fitted, the SV covers more ground than the E-Transit Custom and Volkswagen e-Transporter, although the larger Master E-Tech goes even further.

There are three drive modes — Eco, Normal, and Sport — that alter throttle response and regenerative braking strength. Eco mode noticeably dulls responses in the name of efficiency, while Sport sharpens acceleration and adds a little more steering weight. Even in its most aggressive setting, though, the regenerative braking system stops short of true one-pedal driving.

The brakes themselves are easy to control, something that’s not always guaranteed when blending regenerative and friction braking, but the SV has a consistent pedal feel and strong stopping power. Farizon claims shorter stopping distances than many of its rivals, and while we haven’t independently verified the figures, braking performance definitely inspires confidence.

That could, in part, be due to one of the SV’s defining features: its use of steer-by-wire and brake-by-wire technology, a first for a van sold in the UK. While that might sound concerning, the system is designed with multiple layers of redundancy, and from the driver’s seat, it feels reassuringly conventional. The steering is light at low speeds, making parking and tight urban manoeuvres easy, while gaining enough weight at higher speeds to inspire confidence. It’s accurate and predictable, if not especially engaging.

Ride comfort is a strong point. The SV’s dedicated electric platform places the batteries low in the chassis, helping to keep body movements well controlled despite the van’s height. It copes well with broken surfaces, speed humps and expansion joints, and remains settled on motorways, where wind and road noise are kept reasonably well in check for a vehicle of this size.

Refinement is respectable for a van of this size, with good suppression of road and wind noise at speed, although some vibration does make its way into the cabin on rougher surfaces.

One notable drawback is the calibration of driver-assistance systems. Audible warnings are frequent and often intrusive, particularly in town, and they detract from what is otherwise a relaxed driving experience.

“The Farizon SV drives in a reassuringly conventional way, which will suit operators stepping out of a diesel van.” – Phil Huff, Van reviewer

The Farizon SV’s cab makes a strong first impression thanks to its modern design and generous standard specification, but spend a little more time inside, and some shortcomings become apparent.

Every version is well equipped, with a large central touchscreen, a digital instrument display, automatic climate control, heated and ventilated front seats and a heated steering wheel all included as standard. Physical buttons for the main climate functions are a welcome touch, making basic adjustments easier than in some rivals that rely almost entirely on touch controls.

The driving position is generally comfortable, helped by a low step-in height and good forward visibility from the high-set seating position. There’s plenty of leg and head room, even in the lower-roof models, although adjustment is limited by a steering wheel that moves for height only, not reach. Taller drivers will be fine, but some may struggle to find a perfectly natural seating position.

Material quality is where the SV falls short of the best electric vans, though. While the layout is clean, many of the plastics feel hard and flimsy, particularly on the centre console and door panels, and they lack the robustness and perceived quality you’ll find in rivals such as the Ford E-Transit Custom or Volkswagen e-Transporter. It doesn’t feel poorly assembled, but it does feel built to a cost.

There are door bins and a small glovebox, but few deep or secure spaces for paperwork, laptops, or valuables, making storage something of a weak area. The lack of fixed cupholders is a frustrating oversight for a working van, with only a pull-out tray offering limited and unstable support for drinks while also intruding into the space of a centre passenger.

The infotainment system is clear and responsive, but its menu structure isn’t as intuitive as the best systems on the market, and some functions require too many inputs while on the move. Smartphone mirroring is provided via Android Auto and Apple CarPlay, though, so there are ways to avoid using Farizon’s system for your music and maps.

"The lack of incidental storage is a problem — by the time you've got a phone, wallet, a pen and a coffee cup in place, you'll have bits falling all over the cab." – Phil Huff, Van reviewer

The Farizon SV’s biggest strength is its sheer breadth of configurations. With three lengths, three roof heights and load volumes ranging from just under 7.0m³ to 13.0m³, it covers territory usually split between medium and large vans. That flexibility will appeal to operators who want to size their van closely to the job, rather than stepping up to a larger-than-necessary model.

Payload capacity is strong across the range. Depending on body style and battery choice, the SV can carry between 1035kg and 1350kg, putting it among the best electric vans — the medium-size Ford E-Transit Custom tops out at around 1100kg, while a Vauxhall Vivaro Electric can carry a tonne, although the larger Renault Master E-Tech can haul as much as 1625kg. All versions are rated to tow up to 2000kg braked, which is more than most electric vans of this size can manage, even if it’s bettered by the 2300kg of the E-Transit Custom and Volkswagen e-Transporter.

One genuinely helpful feature is the standard-fit payload monitoring display, which shows an estimate of the vehicle’s weight in real time via the driver’s screen. It’s a valuable aid for staying within legal limits, even if it’s best treated as a guide rather than an exact measurement.

Access to the load bay is generally pretty good, too. A low load floor of around 550mm reduces the effort required when lifting heavy items, and the wide sliding side door makes kerbside loading straightforward. The absence of a B-pillar on the passenger side allows for an especially large side opening, though its benefits are limited on panel van versions as there’s a fixed bulkhead in place.

At the rear, twin doors are standard and open to 180 degrees, with 270-degree hinges available as an option. Tie-down points are provided in the floor, and the load area is pre-drilled to accept racking or shelving, making it easy to tailor the SV to different trades.

There are some compromises, though. Despite its generous volume, the SV doesn’t make especially clever use of its space, and there’s limited factory customisation beyond basic options such as door hinges or a vehicle-to-load power supply. The lack of external protective cladding also raises questions about repair costs in hard-working environments.

“The payload monitor is a genius bit of kit that could be a licence saver, but its accuracy is a little wayward — my weight changed by as much as 20kg, and that was before I had lunch.” – Phil Huff, Van reviewer

The Farizon SV is priced ambitiously for a new brand, and that undermines its overall cost proposition, despite the brand’s belief that strong standard equipment and competitive capability can help the SV offset its lack of market familiarity.

Prices start at around £45,000 plus VAT for the smallest L1H1 model with the 67kWh battery, rising to approximately £56,000 plus VAT for the largest L3H3 variant fitted with the 106kWh battery. That puts it higher up the price tables than a Ford E-Transit Custom, Vauxhall Vivaro Electric and even the larger Renault Master E-Tech. All versions qualify for the government’s Plug-in Van Grant, which is continuing until at least 2027.

Running costs should be relatively low for drivers or operators able to charge at home or at a depot. Depending on battery size and body style, real-world efficiency is likely to sit in the region of 2.2–2.5 miles per kWh in mixed use, giving realistic ranges of around 160–200 miles for the most popular mid-size battery.

Rapid charging is competitive, with the 83kWh battery supporting DC charging at up to 140kW, allowing a 20–80% top-up in around 36 minutes under ideal conditions. The smaller and larger batteries charge slightly more slowly at 120kW; a little disappointing but still on par with its big-name rivals.

Servicing intervals are every 20,000 miles, which is also competitive, if not market-leading. With just five dealers across the country, Farizon has partnered with the AA to provide mobile servicing and repair support while it grows its UK dealer network. That should offer some reassurance to early adopters, although coverage can’t yet match the reach of established van manufacturers. Until residual values and dealer support are proven, established rivals may still represent the safer financial bet.

Warranty cover is four years or 120,000 miles, which beats the Stellantis-built vans and their three years or 100,000 miles, Ford’s identical three-year cover, and Renault’s three-year deal. The Nissan Interstar-e and Volkswagen e-Transporter both offer five years, though.

“Having a list price above the larger Master E-Tech (which can carry more, has a larger load volume, and goes farther on a charge) is a brave move…” – Phil Huff, Van reviewer

Buy it if…

- You want an electric van with a strong payload

- A lengthy list of standard features is important to you

- You’re after a practical van with a comfortable ride

Don’t buy it if…

- You’d like a van with a plush interior

- Driver-assistance alerts easily frustrate you

- You want a strong dealer network

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