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


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<h2>What we're looking for:</h2><ul><li>Go-anywhere capability</li> <li>Work-ready load bay</li> <li>Robust, durable yet also pleasant interior</li> <li>Commanding driving position</li> <li>Heavyweight towing capacity</li></ul>

The popularity of pick-up trucks is growing in the UK, thanks in part to a fixed-rate company car tax for business users, due to them being categorised as light commercial vehicles.

But it's not just those savings to your wallet that makes the pick-up a compelling buy; incredibly durability, huge towing capacity and the surprising about of technology available means the majority are worthy for much more than just working on building sites.&nbsp;

Pick-up

A staple of British holidaymakers, camper vans come in a variety of different shapes and sizes, but are usually based on existing commercial vehicles. Camper vans will have been modified to make them more comfortable for extended use, and often come with extra amenities including cooking facilities, a sleeping area and, in some cases, a toilet or shower.

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We've named the best vans and commercial vehicles for every need and budget, plus our overall Van of the Year

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Citroën is probably most famous for its quirky design, and the latest cars from the brand live up to this tradition, featuring paintwork-protecting ‘Airbumps’ and eschewing the sporty looks favoured by most rivals.

Indeed, Citroën tends to keep away from sportiness altogether and instead tries to put comfort first.

Value (but not cheapness) is also key to the appeal of most Citroëns. And the company’s range includes everything from small hatchbacks (such as the C1 and C3) to big, family-friendly seven-seaters (the Spacetourer and Grand C4 Spacetourer).

The C3 Aircross SUV is another of its popular models, while a larger C5 Aircross is planned.

CITROEN

Modern Fiats fall into two categories: the retro models and those with more functional designs.

Cars in the first camp appeal to the heart and include the 124 Spider sports car and the 500 series: a hatchback, a convertible, an SUV and two MPVs.

By contrast, the remaining models rely on their practicality and attractive pricing, with the Panda city car, Tipo hatchback and Fullback pick-up truck all prime examples.

Fiat can trace its roots back to the 19th century but is now part of the Fiat Chrysler Automobiles group, along with Alfa Romeo, Chrysler, Jeep and Maserati.

FIAT

Ford builds some of the most popular cars in the UK, including the Fiesta and Focus hatchbacks.

This success is partly down to longevity and the fact that there’s a Ford dealer around every corner. However, it’s also because Fords tend to offer good value and be among the best cars in their respective classes to drive.

The company’s huge range also helps; it offers everything from the small – but surprisingly practical – Ka+ to the large and lavishly equipped Edge SUV.

Meanwhile, other highlights of the range include the S-Max and Galaxy people carriers, the Mondeo executive car and the Ranger pick-up.

FORD

If you’re in the market for a pick-up truck, chances are you’ll have heard of Isuzu. The Japanese brand makes buses and lorries for markets all over the world, but it’s most famous for the D-Max.

A rival to the Mitsubishi L200, Nissan Navara and Volkswagen Amarok, the D-Max pick-up is aimed at drivers who need rugged go-anywhere ability and lots of space, and for whom a conventional SUV just won’t cut it.

ISUZU

Iveco

LEVC

MAXUS

Mercedes’ line-up is vast – ranging from the A-Class family hatchback through to staple saloons such as the C-Class and E-Class, and onwards towards multiple SUVs, luxury saloons and even sports cars. Coupés and convertibles are thrown into the mix as well.

As one of the ‘big three’ German brands, Mercedes most often finds itself competing with Audi and BMW but more recently has found itself fending off Jaguar and Volvo, too.

Mercedes models are known for comfort. One example of this is the E-Class, because while the Audi A6 has a plusher interior and the BMW 5 Series handles better, the E-Class is probably the most comfortable for a long motorway journey.

MERCEDES-BENZ

Nissan turned up early to the SUV party, with its Qashqai paving the way for the countless models we see today. The Qashqai continues to sell in big numbers in the UK, too, and was also our overall Car of the Year in 2014.

Don’t think Nissan is just about SUVs, though. As well as the Qashqai, the smaller Juke and the larger X-Trail, the Japanese brand has the Micra hatchback, GT-R sports car and Navara pick-up truck.

Nissan was also one of the first big car makers to launch a fully electric car, with its latest Leaf being one of the best on the market.

Despite being based in Japan, Nissan has long committed to building cars in the UK, making several of its best-selling models at a huge factory in Sunderland.

NISSAN

Peugeot has its strongest model line-up for some years, with some of its cars now rated by our testers as being among the very best available.

Highlights focus around the firm’s newest SUVs, the 3008 and 5008. The 5008 was named Large SUV of the Year at the 2018 What Car? Awards, thanks to its appealing blend of space, interior quality and low running costs.

That bodes well for future launches, too, because many of the learnings from these cars will be passed on as new versions of existing cars are launched – something that could take many years, because the Peugeot range is so big, ranging from an entry-level supermini with the 108 to an executive saloon with the 508, up into the SUV range and also vans.

Buyers should evaluate some of the lower-rated cars in the range more carefully, though. Some are now quite old, and are subsequently left behind in terms of quality when compared with the opposition, making them below-average buys, in our estimation.

PEUGEOT

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

RENAULT

Ssangyong has made giant strides in recent years, after it was taken over by a new owner and given a injection of investment to help its bid to become a credible car maker.

The result so far is a range of cars dominated by SUVs (as well as a single pick-up), most of which are below the class average standard but all of which have merits, including the amount of space and practicality they offer for the money.

The highlight in the range is currently the Korando, a Nissan Qashqai rival that offers all the space of that car but for a price closer to the much smaller Nissan Juke’s. It is very roomy and has decent engines, but it’s let down a bit by interior quality, high running costs and poor resale values.

SSANGYONG

Suzuki is well known as a motorcycle manufacturer, but the car brand has been enjoying decent success in recent years, thanks to a line-up of neat, well-equipped and keenly priced models.

Its expertise focuses on smaller cars, although its high-riding SUV range is also hugely credible, especially the Ignis and Vitara, which are both rated highly by What Car?’s testers and which have enjoyed success at the What Car? Awards as a result.

Well priced, decent to drive and full of useful tech, Suzuki’s cars also generally stand out for delivering good fuel economy. The Ignis, Celerio and Baleno have all stood head and shoulders above the competition during our True MPG testing.

SUZUKI

Toyota is a company undergoing a quiet revolution, as it works hard to replace its sensible but somewhat bland reputation with one for being a bit more daring, in areas such as the styling of its cars and its enthusiastic leadership of cutting-edge technology, such as hybrid systems.

That process seems to be working for buyers, with the hugely popular and striking-looking C-HR SUV in particular attracting a great deal of interest. The latest version of the hybrid Prius is also rated highly by What Car?; it’s the first Prius to go on sale that our testers have felt can truly compete all round with existing petrol or diesel rivals.

However, it’s worth noting that this period of transition is also a work in progress, and that many of the firm’s cars are still rated as being no more than average among class rivals by our testers.

TOYOTA

Vauxhall has an incredibly diverse range of cars on sale, a few of which stand out above the class average. Add in the fact that it still offers some of the largest Target Price discounts in the market (something it is trying, without huge success, to cut back on), and there are very good reasons to consider buying one of its better models.

However, you need to choose carefully, because it is also a brand in transition. It has a newish parent company – the same one that owns Citroën, DS and Peugeot. And while Vauxhall’s newer models tend to be competitive, some of the others feel dated; a quick check of our star ratings will reveal which is which.

Still, given the recent success of sister brands Citroën and especially Peugeot, each new launch should make its range more appealing to buyers.

VAUXHALL

The VW Group famously spends more money on research and development than any rival – and as a result, perhaps it should be no surprise that our testers rate its cars so consistently highly.

The fact that many of those cars use the same underpinnings also helps, because it means that if they get it right once, they have the foundations to keep on getting it right.

However, the Volkswagen brand faces plenty of tough competition, often from within, because the rapidly rising Seat and Skoda brands that are also part of the group have access to the same technology.

VOLKSWAGEN

City-Car

Estate

Pick-Up

ABT eTRANSPORTER 6.1

AMAROK

BERLINGO CV

BOXER

CADDY

CADDY CALIFORNIA

CALIFORNIA

Citan

COMBO CARGO

Combo Cargo 4x4

Combo-e

CRAFTER

D-MAX

Daily

Daily Electric

DISPATCH

DOBLO

DOBLO CARGO

DUCATO

e-Berlingo

e-Boxer

e-Crafter

E DELIVER 3

E Deliver 9

E-Ducato

e-NV200

e-Partner

e-Relay

e-Sprinter

E-Transit

eCitan

eDeliver 7

Expert

FULLBACK

GRAND CALIFORNIA

HILUX

ID Buzz Cargo

Jimny

Kangoo

Kangoo E-Tech

Master (2019) NEW

Master E-Tech

Movano (2019)

MUSSO

NV200

NV300

NV400

Partner

Proace

ProAce City

Proace City Electric

RANGER

Relay (2019)

SPRINTER

T90 EV

Talento

Townstar

Trafic

TRANSIT

TRANSIT CONNECT

Transit Courier

TRANSIT CUSTOM

Transit Nugget

TRANSPORTER

V CLASS

VITO

VIVARO

Vivaro-e

X-CLASS

The Ford Ranger and other pick-up trucks&nbsp;are classed as commercial vehicles, which makes them remarkably affordable to run as <a href="https://www.whatcar.com/news/best-company-cars/n22605">company cars</a>. If a model can carry more than 1000kg, you'll pay a flat commercial vehicle benefit-in-kind (<a href="https://www.whatcar.com/news/company-car-tax-guide/n9352">BIK</a>) tax rate&nbsp;regardless of how much CO2 it produces.

In the Ranger line-up, that means all versions except the <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ranger Raptor</a>. As a cash buy, the Ranger is competitively priced next to the Toyota Hilux but the Isuzu D-Max and the KGM Musso can be had for less. The Ranger is significantly cheaper than a VW Amarok, though.

Official fuel economy figures of around 32-33mpg for the 2.0-litre engine is competitive with rivals, while the 28.0mpg for the 3.0-litre V6 matches the VW Amarok that shares the same engine.

Unfortunately, Ford says the PHEV Ranger can only be charged using AC power outlets, meaning charging is capped at a <a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">charging speed</a> of 7kW – and even slower if you plug it into a three-pin socket. Nonetheless, plugging the car in overnight should see you with a full battery the next morning.

The Ranger PHEV should drastically lower your running costs compared with other Ranger models –&nbsp;if you keep its battery charged. The car can even use smart geo-fencing to automatically switch over to electric power when you enter an electric-only zone, potentially helping you to avoid a hefty fine.

The cheapest XL trim gets 16in steel wheels, a multi-function steering wheel, a heated rear window, digital dials and adaptive cruise control, but it's rather spartan. You'd be wise to step up to XLT at the very least to get a few more creature comforts, including manual air-con, a heated front windscreen, plus alloy wheels and body-coloured bumpers.&nbsp;

Tremor adds the off-road suspension, 17in alloy wheels and off-road tyres.

If you want a pick-up that has all the luxuries of a modern car,&nbsp;you’ll want to opt for the Wildtrak. It looks beefier, with 18in alloy wheels, roof rails, black exterior highlights and a plush interior. You also get a heated leather steering wheel, heated seats, a leather dashboard with contrast stitching, ambient interior lighting, rear privacy glass and a larger infotainment system. As mentioned above, this comes with softer suspension for added road comfort.

The Wildtrak X swaps the Wildtrak's softer suspension&nbsp;for an off-road set-up, and also adds side-steps.

The Wildtrak is our pick of the range, unless your commute includes sand dunes or similar, in which case the Raptor is the best Ranger. In fact, it’s so well equipped, we can’t see why you'd opt for range-topping Platinum.&nbsp;

When it was tested for safety in 2022 by the experts at <a href="https://www.whatcar.com/news/the-safest-cars-on-sale-today/n19724">Euro NCAP</a>, the Ranger was awarded the full five stars, and its highest score was for protecting child occupants. As standard, it comes with automatic emergency braking (<a href="https://www.whatcar.com/news/what-is-aeb-and-how-does-it-work/n3283">AEB</a>), lane-keeping assist, intelligent speed assist and traffic-sign recognition.&nbsp;

While the Ranger itself didn’t feature in our 2023&nbsp;<a href="https://www.whatcar.com/news/reliability-survey-most-reliable-cars/n26137">What Car? Reliability Survey</a>, Ford as a manufacturer ended up towards the middle of the table, in 17th position out of 32 car makers. Volkswagen finished in 22nd position, while Toyota was much higher in second place.

Ford gives you a three-year or 60,000-mile warranty. The Musso comes with a five-year or 100,000 mile warranty, while Toyota’s warranty programme is up to 10 years or 100,000 miles (if you regularly service it at a franchised dealer).

<h2 dir="ltr">Costs overview</h2>

Strengths&nbsp;Competitive pricing; good safety credentials; most versions are well-equipped

Weaknesses&nbsp;Slow PHEV charging; rivals have longer warranties

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter&nbsp;<a href="https://pages.haymarket.com/whatcar/wcar-form.html">here</a>

The main Ford Ranger engine line-up is rather simple. There's a 2.0-litre four-cylinder diesel unit available with either 168bhp or 202bhp (badged EcoBlue 170 and EcoBlue 205), or a 237bhp 3.0-litre six-cylinder diesel (badged EcoBlue V6 240). The entry-level engine comes with a six-speed <a href="https://www.whatcar.com/news/which-cars-come-with-a-manual-gearbox/n26678">manual gearbox</a> while the other two get a 10-speed automatic.

There's also a Raptor version with 3.0-litre, 288bhp V6 turbocharged petrol – see our <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ford Ranger Raptor review</a>&nbsp;for more on that.

<a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a> expects the Ecoblue 205 to be the most popular engine, and we can understand why. It pulls strongly from low revs and has plenty of grunt to get up to motorway speeds in short order, or to overtake on a single-carriageway road. We were also impressed with the <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a> – its&nbsp;extra ratios aid low-speed acceleration while helping to maximise fuel economy at a cruise.

The 2.0-litre diesel is one of the smoother four-cylinder engines in the class, but if you're expecting SUV levels of refinement, you might be a little disappointed by the ever-present soundtrack, and the small vibrations transmitted through the steering wheel and pedals.

The V6 is much smoother. While we’ve yet to sample it in the Ranger, we have tested it in the closely related VW Amarok and found it to be gruntier and more tractable. The downsides are its price and poor fuel economy, and given that all Rangers&nbsp;except the Raptor&nbsp;can tow 3,500kg, you might consider the V6 an over-indulgence.

The PHEV version due in 2025 will mate&nbsp;a 2.3-litre petrol engine with an electric motor and an 11.8kWh battery, for an electric-only range expected to be around 27 miles.&nbsp;That might not sound like much compared with some plug-in hybrid cars, but when you consider the Ranger’s weight, it’s impressive.

In the non-PHEV version we've driven so far, the Ranger manages to provide a far more settled experience than the <a href="https://www.whatcar.com/ssangyong/musso/estate/review/n17236">KGM Musso</a> and the Toyota Hilux.

The Wildtrak and Platinum versions come with a softer suspension setup better suited to on-road driving and are among the&nbsp;most comfortable pick-up trucks around (along with the Amarok). The Tremor and Wildtrak X, with their off-road setups, are slightly firmer, although far from brittle.

There can be some bobbing over undulations at motorway speeds in all versions, but it's very well controlled and never unsettling. Indeed, the Raptor V6 variant, with its adaptive suspension upgrade, is the comfiest pick-up on sale.

The Ranger is also one of the most nimble pick-ups you can buy. As you turn in to a tight corner, you appreciate the steering's accuracy and response, as well as the resistance to body lean, which is a particular problem in the Hilux and, to a slightly lesser degree, the Isuzu D-Max.

All models get four-wheel drive and the option of adding a locking rear differential (standard with the Wildtrak and Raptor) to improve off-road ability. We'd recommend keeping it in two-wheel-drive mode on the road to help it steer with greater finesse at low speeds and use less fuel.&nbsp;

The Tremor and Wildtrak X come with a more off-road focused suspension setup, with a 26mm raised ride height and Bilstein dampers. An extra 30mm between the left and right wheels provides a wider stance to further benefit stability over uneven surfaces. There’s also a Rock Crawl drive mode (as found on the Raptor). All Rangers have a wading depth of 800mm.

As with most pick-ups, if there’s nothing in the cargo bay, the lack of weight over the rear wheels makes it more likely that they'll lose grip on a greasy road.

<h2 dir="ltr">Driving overview</h2>

Strengths Smooth engines; comfortable ride, surprisingly agile

Weaknesses Not as refined as an SUV; poor fuel economy from V6 engine

The Ford Ranger is from the brand that builds the world’s best&nbsp;selling pick-up truck (the&nbsp;F-150),&nbsp;so you’d expect it to be good –&nbsp;and it is.

Indeed, this latest Ranger offers an impressive blend of good on-road dynamics and working truck abilities with&nbsp;comfort for the driver and passengers. That's fortunate, because pick-up buyers now demand vehicles that are not only competent off-road&nbsp;workhorses, but are also&nbsp;comfortable and pleasant to drive between jobs.

We should point out that&nbsp;the number of&nbsp;<a href="https://www.whatcar.com/best/pick-up-trucks/n19493">pick-up&nbsp;truck</a> models available is dropping like a pallet of bricks. That's down to emissions rules that can lead to manufacturers facing huge fines if their line-up as a whole is particularly eco-unfriendly.

<iframe height="315" src="https://www.youtube.com/embed/mBCM9yTbraQ?si=yoa3IeIHrGffoaVh" width="560"></iframe>

As a result, the Ranger is now only really in competition with the <a href="https://www.whatcar.com/isuzu/d-max/pick-up/review/n17221">Isuzu D-Max</a>, KGM Musso, <a href="https://www.whatcar.com/toyota/hilux/pick-up/review/n17270">Toyota Hilux</a> and <a href="https://www.whatcar.com/volkswagen/amarok/pick-up/review/n17220">VW Amarok</a>. The Amarok shares lots of parts with the Ranger, and is similarly impressive.

There’s the usual array of diesel engines in the Ranger, but Ford is the only pick-up to offer a 3.0-litre petrol (in the Raptor). A&nbsp;plug-in hybrid (<a href="https://www.whatcar.com/news/best-plug-in-hybrid-cars/n22743">PHEV</a>) is due to arrive in 2025.

So, do we recommend buying a&nbsp;Ford Ranger? Read on to find out...

Many people love a <a href="https://www.whatcar.com/best/large-suvs/n17006">large SUV</a> or pick-up truck for its high-up driving position, and if that’s you, you’ll appreciate the lofty Ford Ranger.

Even on entry-level models, the driver is treated to a comfortable seat with six-way manual adjustment. Eight-way electric seats with lumbar adjustment are standard on Wildtrak models.

The high driving position and relatively narrow windscreen pillars give you good forward visibility, but the small rear screen and long load bay make it tricky to see what’s behind you. Thankfully, all versions (bar the two-door Single Cab version) get rear parking sensors and a rear-view camera as standard, while Platinum models get a 360-degree camera.&nbsp;

In terms of interior layout, the Ranger is fundamentally very similar to the VW Amarok, with the same seat mounting points and the positioning of the touchscreen, air vents and digital instrument panel. However, the Ranger interior looks noticeably different, thanks to bespoke seats, a different steering wheel and a rejigged lower centre console.

<a href="https://www.whatcar.com/new-car-deals/make/ford">Ford</a>&nbsp;gives you physical controls for the climate control system that are far less distracting to use while driving than the Amarok’s fiddly touchscreen controls.&nbsp;

The central touchscreen (10in on the cheapest versions and 12in with Wildtrak trim and above) is portrait-oriented and controls the <a href="https://www.whatcar.com/news/best-car-infotainment-systems-tested-and-rated/n21269">infotainment</a> functions. It’s the same hardware and operating system as in the Amarok, but the menu layout is different. It’s reasonably easy to get to grips with, and all versions come with <a href="https://www.whatcar.com/advice/owning/what-is-android-auto/n1194">Android Auto</a> and <a href="https://www.whatcar.com/advice/owning/what-is-apple-carplay/n1193">Apple CarPlay</a> smartphone mirroring as standard.

There’s no denying the Ranger’s interior has been made with materials designed to withstand a tough life. Rather than being lined with plush materials you’d find on a <a href="https://www.whatcar.com/best/luxury-suvs/n17036">luxury SUV</a>&nbsp;there’s plenty of hard, scratchy plastics in the entry-level models that make it easier to clean and wash out dirt.

Wildtrak trim and above use a wider range of soft touch materials, with padded faux-leather sections on the doors and dash, a leather steering wheel and floor mats, while coloured stitching and glossy trim finishers add a bit of visual appeal. Indeed, it’s still not a <a href="https://www.whatcar.com/land-rover/range-rover/4x4/review/n17353">Range Rover</a>&nbsp;but it beats other pickups on sale.

<h2 dir="ltr">Interior overview</h2>

Strengths Good forward visibility; standard-fit rear-view camera on most versions; lots of driver's seat adjustment

Weaknesses Small back window

The Ranger has the same limitations as all pick-ups&nbsp;but is the best of its kind available

Ford Ranger

The Single Cab version of the Ford Ranger is strictly a two-seater, but those seats give two adults plenty of room, even if they're tall.

The most spacious and practical Ranger – and the one we recommend – is the Double Cab, which has lots of head and leg room in the front and back. It will seat four tall adults relatively easily, or five if those in the back don't mind a bit of shoulder rubbing.

Of course, the fewer seats you have, the shorter the cab is and the longer the load bay becomes. The Regular Cab can take the most gear, but the Double Cab can fit a standard pallet in the back.

The maximum payload weight depends very much on the cab type and engine (all those fancy toys add weight after all), but all models&nbsp; – including the upcoming PHEV – will carry more than a tonne, with a minimum of 1,035kg. All versions can tow 3,500kg, except the <a href="https://www.whatcar.com/news/ford-ranger-raptor-review/n25193">Ranger Raptor</a> which has a payload limit of 652kg and tow limit of 2,500kg.

There are lashing rings to tie down loads in the bed, which has 1233l of load capacity and can be secured with an optional manual or electric roll cover. Ford has partnered-up with off-road kit suppliers ARB so you can get all the lightbars and roof tents you could possibly need at a&nbsp;dealership.

A Flexible Rack system can be fitted to Tremor and Wildtrak trims as a cost option. That&nbsp;gets you a large sliding&nbsp;hoop over the load bay at the same height as the roof rack, allowing you to carry long items.

You'll be able to&nbsp;the PHEV Ranger as an external generator, powering your tools, camping equipment or anything else using up to three sockets. That power comes primarily from the Ranger’s hybrid battery, but can switch over to the engine if it runs down.

<h2 dir="ltr">Practicality overview</h2>

Strengths Space for five adults; PHEV version can be used as a generator

Weaknesses Poor payload capacity for high-performance Raptor model

The Ford Ranger offers an impressive blend of comfort and good on-road dynamics, without sacrificing its working truck abilities. It also comes in a greater variety of body styles than the Volkswagen Amarok. It really is the most versatile pick-up truck currently on sale.

Potential buyers of the Mercedes Vito will find that it's at the very top end of the medium van segment for price.

Parts can be expensive too, but running costs are some of the most reasonable around. The 116 CDI model is the most economical option,&nbsp;with official fuel consumption of 49.6mpg, while the 111 CDI we recommend returns a still highly commendable 45.6mpg.

Generous standard equipment also helps compensate for the high prices, with a multifunction steering wheel, cruise control, Crosswind Assist, Hill Start Assist, a speed limiter and 10in&nbsp;colour display for the infotainment system and 5.5in digital instrument cluster all included.

There’s new additional safety systems with a driving assistance package that includes adaptive cruise control, 360-degree cameras and active speed-limit assist. A parking package includes park assist, trailer assist and pedestrian alert.

Other big safety improvements also include auto lights and wipers, intelligent speed assist, brake assist with cross-traffic alert, blind-spot warning, active lane assist, speed limit detection and a reversing camera.

The Vito doesn’t have quite such a shining record for reliability as its bigger stablemate, the <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a>. However, its reputation is still pretty decent, and it frequently finishes in the top 10 of industry <a href="https://www.whatcar.com/news/2022-what-car-reliability-survey/n23397">reliability surveys</a>.

<h2>Costs overview</h2>

Strengths Well equipped; lots of safety kit

Weaknesses High price

For all the latest van reviews, news, advice, and videos visit our dedicated van section&nbsp;<a href="https://www.whatcar.com/class/vans">here</a>

The Mercedes Vito is not available with front-wheel drive – you’ll have to go for rear-wheel drive. That might not suit buyers who prize the added efficiency and increased payload you usually get with front-driven vans.

You do at least get a choice of four, four-cylinder&nbsp;2.0-litre diesel engines, ranging in power output from 99bhp right up to 184bhp.

The more affordable 99bhp (badged 110) and 132bhp (114) versions come as standard with a six-speed manual gearbox. A nine-speed <a href="https://www.whatcar.com/advice/buying/automatic-gearboxes-everything-you-need-to-know/n17022">automatic gearbox</a> is available as an option on the 114, and comes as standard on the 158bhp (116) and 184bhp (119) models. 

Whichever engine you go for, the suspension is on the firm side for a <a href="https://www.whatcar.com/news/best-medium-vans-2023/n20726">medium van</a> that's related to the <a href="https://www.whatcar.com/mercedes-benz/v-class/estate/review/n17287">Mercedes V-Class</a> people mover. It stops short of being uncomfortable though, and the&nbsp;firmness makes it feel sportier than some rivals.

The Ford Transit Custom remains more rounded, but the Vito's handling is sharp and the extra weight over the front axle adds more directness to the steering.

On higher trim levels, the grille&nbsp;incorporates Mercedes' Multibeam LED headlights with adaptive main beams, and the latest Vito also has redesigned rear LED lights.

<h2>Driving overview</h2>

Strengths Good choice of diesel engines; sharp handling

Weaknesses No front-wheel-drive option

You have to feel for the Mercedes Vito. Here it is, working away to earn itself buyers in the face of strong competition in the medium van sector, while at the same time it's slightly overshadowed by a&nbsp;larger Mercedes stablemate.

Indeed, the Vito arguably has a tougher job than the bigger&nbsp;<a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a> – which tends to get all the glory – because it&nbsp;goes&nbsp;up against&nbsp;big-selling rivals. They include heavyweights including&nbsp;the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a> and <a href="https://www.whatcar.com/volkswagen/transporter/van/review/n18205">VW Transporter</a>.

The Vito has a&nbsp;reputation for being expensive to buy and run, and its&nbsp;model line-up isn’t quite as wide-ranging as rivals'.

You do get the choice between panel&nbsp;and crew van body styles, as well as three body lengths, but there’s only one body height, and only two equipment levels – entry-level Progressive and more upmarket Premium.

So, is the Mercedes Vito a worthy rival to the <a href="https://www.whatcar.com/news/best-medium-vans/n20726">best medium vans</a>? Read on to find out...

Inside, the Vito borrows heavily from the <a href="https://www.whatcar.com/mercedes-benz/v-class/estate/review/n17287">Mercedes V-Class</a> MPV in appearance and feel, so it’s very well put together, but there’s greater differentiation.

The V-Class has headed into the stratosphere for its new levels of refinement, while the Vito is more practical and usable. It’s still a bit pared back, but there’s more to like in the Vito than there is in a VW Transporter.

The Vito doesn't have the&nbsp;ergonomic charm of a Ford Transit Custom, but it leads the medium-van pack for overall quality.

There are three open storage areas beneath the windscreen, and two cupholders, while a small tray beneath the gear lever is ideal for phones, keys, papers or notebooks. It’s just a pity the door pockets are narrow and there’s no overhead storage, because this means keeping things out of sight can be an issue.

The seats are firm and supportive, but it’s worth considering the optional and highly adjustable Comfort seats if you'll be doing big journeys regularly. A steering wheel that’s adjustable for reach and rake is also an option.

There’s also a been a huge update with the infotainment. The Vito gets the same 10.25-inch touchscreen and MBUX system found in the <a href="https://www.whatcar.com/mercedes-benz/e-sprinter/van/review/n22228">Mercedes eSprinter</a> van. There’s also a full-colour 5.5-inch trip display for the instrument cluster.

The new centre console gets the option of wireless charging for smartphones and keyless start as well as a heated steering wheel. Other changes include new air vents and a new generation of capacitive hands-off recognition steering wheels that will help lead the way for a degree of autonomous driving.

<h2>Interior overview</h2>

Strengths Impressive quality; updated infotainment system

Weaknesses Lack of concealed storage space

The Vito is&nbsp;pricey&nbsp;but if brand and image are your thing it's head and shoulders above the rest

Mercedes Vito

Buying a van at the right operating weight to suit your needs is very important, and the Mercedes Vito has an operating weight of up to 3.2 tonnes, with a maximum&nbsp;payload capacity of up to 1,369kg.

The three body lengths of Compact, Long and Extra Long mean the Vito&nbsp;can measure 4,895mm, 5,140mm or 5,370mm, and carry maximum load lengths of 2,586mm, 2,831mm and 3,061mm respectively.

Despite now being 140mm longer than the previous-generation model, the Vito’s load space remains unchanged, with load volumes of between 5.8m3 and 6.9m3.

Sadly, the lack of a high-roof option limits practicality compared with&nbsp;rivals. For example, the largest VW Transporter can move 9.3m3 but still carry 1061kg, so anyone considering a Vito should carefully consider the type and weight of loads they are going to carry.

Twin sliding side doors are standard, and there’s the option of either 180-degree twin doors or a hatched rear opening.

<h2>Practicality overview</h2>

Strengths Competitive payload limit; choice of three lengths

Weaknesses No high-roof version

The Mercedes Vito is a stylish choice in the medium van market, but while it's capable enough in some areas, rivals have it well licked in most others. It's also expensive.

Van drivers rarely agree on most matters, but one thing they’re likely to agree on is that Mercedes vans tend to offer a comprehensive suite of assistance and safety equipment, usually as standard. That’s definitely true for the eCitan, which manages to pack a lot in, even if it doesn’t lead the field with any one innovation.

Standard safety systems include Crosswind Assistance and Speed Limit Assistance (which recognises road signs and helps keep your speed within the limit).

There are also optional safety systems available with&nbsp;the Pro trim level, including lane-keeping assistance, active brake assistance and active steering assistance. Those should help to take the sting out of long motorway journeys, meaning you’ll reach your destination ready to work.

When it comes to buying an eCitan, you won’t be surprised to know that the starting price is slightly more than an equivalent model from all its French rivals, be it the Citroën ë-Berlingo, the Renault Kangoo E-Tech or the Peugeot e-Partner.

Still, the entry-level eCitan trim – called&nbsp;Progressive – comes with higher levels of standard equipment than rivals, including parking sensors and&nbsp;a reversing camera.

It’s testament to how well equipped the inside of the eCitan is as standard that the next step up – to Premium trim – adds&nbsp;nothing to the interior. It upgrades the wheels to 16in alloys, and gets you LED headlights and metallic paint.

One slight disappointment is that the <a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">maximum charging speed</a> is a relatively modest 80kW, which is not that fast these days. Mercedes says it will take 38 minutes to bring the battery level from 10% to 80%.

The eCitan comes with a three-year, unlimited-mileage warranty, plus the drive battery is covered for eight years or 100,000 miles. Buyers also get MobiloVan roadside assistance bundled in with the warranty.

<h2>Costs overview</h2>

Strengths Lots of standard equipment; plenty of safety kit

Weaknesses&nbsp;Higher price than rivals; charging speed isn't that quick

For all the latest van reviews, news, advice, and videos visit our dedicated van section&nbsp;<a href="https://www.whatcar.com/class/vans">here</a>

Mercedes vans have traditionally been good to drive and we’d expect the same of the eCitan. Fortunately, it lives up to that expectation, offering neat handling, a comfortable ride and decent performance from its electric motor.

Speaking of the motor, it’s a 121bhp unit which produces 181lb ft of torque – figures that make it almost as potent as the most powerful diesel engine in the regular <a href="https://www.whatcar.com/mercedes-benz/citan/van/review/n20256">Mercedes Citan</a>.

Some rivals offer more power, but based on&nbsp;our experience, you won’t miss the extra turn of speed. Indeed, the instant torque from the motor spirits you away from a standing start with ease, even if your van is loaded up. In fact, we’d say it feels every bit as quick as any diesel&nbsp;Citan.

Refinement is good too, with very little road noise and only a small amount of wind noise from around the large door mirrors.

While the eCitan is good to drive, it doesn’t offer the same levels of flexibility as some Mercedes electric&nbsp;vans. For example, because it's&nbsp;based on the Renault Kangoo E-Tech, you’ll only find three settings for the <a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a> rather than the five you might be used to.

We suspect many drivers won’t care or notice the difference, but if you’re used to the Mercedes way of doing things, it’s a small negative.&nbsp;

For those not looking to customise their braking and coasting, it’s best to leave the van in its automatic (D)&nbsp;mode. That gives you a normal&nbsp;driving feel rather than the strong braking you get in D-, or the free-wheeling feeling you’ll find with D+.

Every eCitan has a 45kWh battery and the official range is up to 174 miles on a full charge, which is competitive among small electric vans. Bear in mind, though, that you’re unlikely to match that figure in the real world, where factors including the temperature and your driving style will have an impact on how far you can travel.

<h2>Driving overview</h2>

Strengths Brisk performance; decent electric range

Weaknesses Fewer regen options than in other Mercedes models

They say two's company and three's a crowd&nbsp;but the Mercedes eCitan&nbsp;sits in both camps: as well as being suited to company use, it's also part&nbsp;of crowd.

You see, the eCitan is a small electric van that shares lots of parts with two other models – the <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a> and the <a href="https://www.whatcar.com/nissan/townstar/van/review/n26092">Nissan Townstar EV</a>.

They all have the same motor and batteries, and are available in regular and long-wheelbase versions, but Mercedes has added its own imprint to make its model stand out from&nbsp;those related vans, plus other competitors.

<iframe height="315" src="https://www.youtube.com/embed/-FGid8Wg0SE?si=7zueekj-gttDTVgl" width="560"></iframe>

Rivals include&nbsp;the <a href="https://www.whatcar.com/citroen/e-berlingo/van/review/n23712">Citroën&nbsp;ë-Berlingo Van</a>, the <a href="https://www.whatcar.com/fiat/doblo/van/review/n26658">Fiat E-Doblo</a>, the <a href="https://www.whatcar.com/peugeot/e-partner/van/review/n23711">Peugeot e-Partner</a>, the <a href="https://www.whatcar.com/toyota/proace-city-electric/van/review/n23710">Toyota Proace City Electric</a> and the <a href="https://www.whatcar.com/vauxhall/combo-e/van/review/n23708">Vauxhall Combo Electric</a>.

So, is the Mercedes eCitan among the <a href="https://www.whatcar.com/news/best-electric-vans/n21136">best electric vans</a> you can buy, or will you be better off picking one of the other models available? Read on to find out...

If you've spent time in older Mercedes Citans, you'll probably notice that the eCitan's interior&nbsp;feels more spacious. That's&nbsp;because the newest Citan is built on much wider underpinnings than the previous model.

You’ll appreciate&nbsp;the difference most in the elbow room and space around your knees, and with a wider cab the eCitan feels just as roomy as its bigger stablemates – including the <a href="https://www.whatcar.com/mercedes-benz/vito/van/review/n18152">Mercedes Vito</a> –&nbsp;despite being much smaller overall.

Visibility is good all round, and for such a small van, the eCitan offers a comfortable place to be in for extended periods of time.

From the piano-black surrounds on the air vents to the familiar, easy-to-use software of the 7.0in infotainment touchscreen, the eCitan looks a cut above most small vans, including the equally spacious Renault Kangoo E-Tech. It certainly feels more welcoming than a Citroën ë-Berlingo Van or Peugeot e-Partner.

The&nbsp;Mercedes&nbsp;MBUX touchscreen infotainment system&nbsp;looks flashy, and there's substance to back up the style: it's quick to respond to your inputs and the voice-control featured works well.

Buyers get a subscription to connected services offered by Mercedes me app, which let you set the temperature of the interior, and lock and unlock your van using your smartphone.

<h2>Interior overview</h2>

Strengths Plenty of space; looks and feels classier than rivals

Weaknesses Nothing major

The eCitan is a strong contender in the small electric van class although some rivals cost less

Mercedes eCitan

It’s rare to find a small electric van with&nbsp;a high payload, but the Mercedes eCitan gives it a good go.

It’s available with two gross vehicle weights (GVWs), with standard models with a total mass of 2240kg able to haul 544kg. Opting for the long-wheelbase eCitan increases&nbsp;the GVW to 2490kg. That means not only do you get a 400mm longer van, but also 722kg more payload capacity.

Load volumes, meanwhile, remain unchanged compared with the regular (non-electric) Citan, with a 2.9m3 capacity for the regular van, and up to 3.6m3 for long-wheelbase models.

There’s also lots of space in the front. Small vans are often plagued with limited useful storage spaces around the driver, but the eCitan has you well covered.

The door pockets are ideal for large bottles, and there are sensible slots for your mobile phone in the centre console, with USB charging ports. There’s even a covered storage area directly above the steering wheel for your odds and ends.

<h2>Practicality overview</h2>

Strengths Competitive GVWs; long-wheelbase option

Weaknesses Very little

The eCitan is Mercedes’ first foray into the small electric van market, but it's already a top contender. Thanks to a successful collaboration with the Renault Kangoo E-Tech, it's a comfortable yet practical option, although it will cost more to own than some rivals.

The Fiat E-Doblo is priced in the middle of the Stellantis range, making it more affordable than the Vauxhall Combo Electric but similarly priced to its French brand siblings. It costs considerably less than the Renault Kangoo E-Tech, Nissan Townstar Electric&nbsp;and Mercedes eCitan. It's therefore an accessible small electric van in terms of price, although the standard Doblo trim is a little basic.&nbsp;

<a href="https://www.whatcar.com/new-car-deals/make/fiat">Fiat</a> does however, offer a number of option packs that tailor the E-Doblo to specific uses, which could enable you to add items you want rather than simply opting for the around £3,000 upgrade to Primo trim.&nbsp;

Useful&nbsp;option kits include the Worksite Kit pack that increases the ground clearance, adds engine protection and reinforced tyres as well as Grip Control for better off-road abilities.&nbsp;

The Access &amp; Go pack is probably the most useful for day-to-day equipment and includes keyless entry, wireless phone-charging and electric folding mirrors, while the Driver Assistance pack gives you adaptive cruise control and Lane Position Assist.&nbsp;

Winter pack is an electric-only option and highly recommended because it includes a leather heated steering wheel, a heat pump and automatic air-con, all of which help to improve the range the electric batteries are capable of.

Operating any <a href="https://www.whatcar.com/news/best-electric-vans/n21136">electric van</a> will very much depend upon how you’re going to use it and when you’re able to charge. Fortunately, the E-Doblo comes with DC Charging as standard which means it has a maximum <a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">charging&nbsp;speed</a>&nbsp;of up to 100kW. That’s enough to charge the battery to 80% in just 30 minutes.

There’s also the possibility of 11kW charging as an option. A suitable home wall box should give you a full charge in around five hours.

The E-Doblo has&nbsp;17 safety and assistance systems, ranging from standard items like rear parking sensors, cruise control with intelligent speed limiter, lane-keeping assist, <a href="https://www.whatcar.com/news/what-is-aeb-and-how-does-it-work/n3283">emergency braking</a>&nbsp;and automatic headlights on both the Doblo and Primo trims. Primo vans also get a full 360-degree camera system with blind-spot detection and rain-sensing wipers.&nbsp;

Servicing is every two years or every 25,000 miles but Fiat recommends a check every 12,500 miles. Fiat will also support it with a five-year warranty which makes the E-Doblo a better value option than the three years offered on the Citroën ë-Berlingo, Peugeot e-Partner and Vauxhall Combo Electric.

As a van platform, the E-Doblo’s underpinnings are well established and have proven themselves over time. With fewer mechanical things to go wrong as an electric van, the E-Doblo should be a reliable van to own.&nbsp;

<h2>Costs overview</h2>

Strengths High levels of standard safety equipment, flexible option packs, improved warranty over rivals

Weaknesses Primo trim adds significantly to cost, 11kW three-phase is a cost option

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The line-up for the Fiat E-Doblo van is very straightforward – every version has a 100kW motor and a 50kWh (46.3kWh usable) capacity battery pack, for an official range of up to 175 miles.

That’s the equivalent of 134bhp – which is plenty for a small van – and enough to see it achieve 0-62mph in 11.7 seconds. Not fast, but no slouch&nbsp;either.&nbsp;

While the battery size may also seem modest compared to passenger cars, it is almost identical in size to the 45kWh you’ll find in its key rival, the Renault Kangoo E-Tech, which claims a slightly better 186 mile range.

There are three driving modes: Normal, Eco and Power.&nbsp;Eco mode gives you 140 lb ft of torque, Normal has 155 lb ft and Power the full 192 lb ft.&nbsp;

Power mode is enough for a little van, even with a substantial load, and the instant torque you get with most electric vehicles makes it feel rather lively off the line.

Performance in Eco mode feels a bit underwhelming, but in theory it’s useful for eking out the mileage from the battery.

Otherwise, it’s probably best to leave the van in Normal, where the E-Doblo proves to be a great companion, whether you’re in the city or on a main road or motorway.

There's very little in the way of wind noise, which is good considering it's often more noticeable in&nbsp;electric vans because of the lack of engine noise.

With a folding mesh bulkhead, the majority of noise comes from the rear loadspace&nbsp;amplifying the noise of the rear wheels. Other than that, it’s very quiet overall, but not quite as sophisticated as the Mercedes eCitan, <a href="https://www.whatcar.com/nissan/townstar/van/review/n26092">Nissan Townstar Electric</a> or Kangoo E-Tech.&nbsp;

The ride comfort is slightly firm, but there’s little to complain about. It gives the E-Doblo a slightly sporty feel, especially combined with its sharp steering.&nbsp;It may not be quite as quiet and comfortable as an eCitan, but the handling and driveability are certainly on a par.&nbsp;

The&nbsp;<a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a>&nbsp;effect is increased with the use of the B-mode button, which is on the centre console near the driving mode selector. It increases the force of the regeneration from almost non-existent to a moderate amount.

<h2>Driving overview</h2>

Strengths Punchy motor; adjustable driving modes; sensible levels of regen

Weaknesses Noisy with a folding mesh bulkhead; less comfortably than rivals

The Fiat E-Doblo is the first all-electric version of the Doblo van and follows on from zero-emissions versions of the E-Ducato and E-Scudo.

The E-Doblo certainly has potential to be a class-leading electric van because a previous incarnation of the diesel <a href="https://www.whatcar.com/fiat/doblo-cargo/van/review/n18505">Fiat Doblo</a> won an International Van of the Year&nbsp;award.

It’s also one of several <a href="https://www.whatcar.com/news/best-small-vans/n20723">small vans</a> from Fiat’s parent company Stellantis that are now available in electric form. So, the E-Doblo is closely related to the <a href="https://www.whatcar.com/citroen/e-berlingo/van/review/n23712">Citroën e-Berlingo Van</a>, Peugeot e-Partner and <a href="https://www.whatcar.com/vauxhall/combo-e/van/review/n23708">Vauxhall&nbsp;Combo Electric</a>.&nbsp;

While there’s very little mechanically and electrically different between the four models, Fiat has done what it can to make the E-Doblo stand out – as we’ll explain in this review.

Read on to find out whether the Fiat E-Doblo is the leader of the pack or falls behind the <a href="https://www.whatcar.com/news/best-electric-vans/n21136">best electric vans</a>&nbsp;–&nbsp;which also include the <a href="https://www.whatcar.com/mercedes-benz/ecitan/van/review/n26086">Mercedes eCitan</a> and <a href="https://www.whatcar.com/renault/kangoo-e-tech/van/review/n20116">Renault Kangoo E-Tech</a>.

Cost-saving measures from Stellantis mean many elements of their small vans’ interiors are the same, so the Fiat E-Doblo interior is very similar to the Citroen ë-Berlingo and Vauxhall Combo. The notable difference, however, is that Peugeot chooses to use its i-Cockpit design for the e-Partner.

The entry-level trim, simply called Doblo, is fairly basic, with a standard DAB Bluetooth radio, steering wheel controls and manual air conditioning. The driver’s seat is comfortable and highly adjustable with height adjustment as well as lumbar support and an armrest.

Electric mirrors are standard, along with one-touch front windows. There are also rear parking sensors, a tyre pressure monitoring system and automatic headlights. <a href="https://www.whatcar.com/news/best-electric-vans/n21136">Electric vans</a> also get an electronic parking brake, rather than a manual.&nbsp;&nbsp;

Upgrading to Primo trim adds significantly more equipment and some visual improvements too, including body-coloured bumpers and painted mirror housings. There’s also rain sensing wipers, LED headlights, folding mirrors and a double bench seat with load-through bulkhead.

To help with parking, Primo also adds&nbsp;front and rear parking sensors and a digital rear view mirror. Most notable, however, is the addition of a 10in infotainment touchscreen with wireless smartphone mirroring and built-in sat-nav.

Like all Stellantis vans, the touchscreen system is shared across the brands and it works well with a clear and easy to read layout. While its functionality is broadly the same, it’s nicer to look out than the screens you find in the Renault, Nissan or Mercedes competitors but perhaps a bit slower to spring to life – particularly if using the smartphone mirroring.&nbsp;

The quality of the interior is decent, and although there’s nothing significant to differentiate it from the other Stellantis vans, it’s well-built and functional.

It does lack some of the glamour of the Mercedes eCitan and feels of a cheaper quality than the Renault Kangoo E-Tech, but it has a logical layout and is very much geared towards the driver, with its angled screen and vents. It feels like a cabin built around the driver.&nbsp;

<h2>Interior overview</h2>

Strengths Generous equipment in Primo trim; good driver-centric layout

Weaknesses Basic entry-level model; not the most upmarket van on offer

The E-Doblo is a practical electric city van that's cheaper than closely related rivals

Fiat E-Doblo van

Internal cabin space for occupants in the Fiat E-Doblo is good for a small van. While it's compact, tall drivers can make themselves comfortable thanks to the adjustable seat and rake and reach adjustable steering column.&nbsp;

If you regularly travel with passengers the single seat of the E-Doblo van is a slightly better option, as the Primo trim automatically gets the bench seat. While the single seat is adjustable for legroom and the back rest, the bench is fixed reducing comfort. On the plus side, it adds storage with storage trays on the back of the folding centre seat back.

There are a number of other useful small compartments for storage, but you won’t be able to keep a lot in the cabin. It’s more suited to small items like keys, phones and drinks, with the overhead storage being the best space for storing anything of any size.

The opposite is true of the loadspace, which is on a par with rival small vans, including the (non-electric) <a href="https://www.whatcar.com/ford/transit-connect/van/review/n18510">Ford Transit Connect</a>.

The E-Doblo is available in two body sizes – short-wheelbase L1 and long-wheelbase L2. The L1 has space for up to 3.3m3 and can carry load lengths of up to 1,817mm, while the L2 takes up to 3.9m3 with space for items as long as 2,167mm.

Top-spec Primo trim models get a load-through hatch as standard. This is the key difference with having the bench seat, rather than a single passenger seat, as it allows for longer items to be carried –&nbsp;load lengths increase to 3,090mm in the L1 and 3,400mm in the L2.

The E-Doblo has a maximum payload of 803kg, which is for the short-wheelbase Primo. The standard trim short-wheelbase models can carry around 800kg. Opting for the long-wheelbase model knocks 50kg from the payload of each.

For comparison, you’ll get just 550kg from a standard Mercedes eCitan, with a possible 722kg payload from the equivalent long-wheelbase model. An eCitan, Renault Kangoo E-Tech, Nissan Townstar or even diesel Transit Connect can all also carry around the same maximum lengths as the E-Doblo.

A key feature of the E-Doblo is the Magic Plug electrical socket in the loadspace. It runs off the traction battery and is powerful enough to run power tools of up to 400V. There are sockets for both three-pin and 12V items. It’s not dissimilar to the Pro Power Onboard systems you’ll find on electrified Ford vans.

<h2>Practicality overview</h2>

Strengths Great payload; roomy for occupants; Magic Plug tool charging&nbsp;

Weaknesses Storage is limited in the cab

There’s a lot to like about the Fiat E-Doblo – which is no surprise as it’s closely related to three other well-executed small vans. With a longer warranty than rivals, not to mention a cheaper starting price than most it’s an affordable way into owning a well-built, practical electric city van.

Mercedes is well known for its safety systems and the eSprinter is no exception, with a high level of standard features, including Crosswind Assist, Blind Spot Assist, Active Lane Keeping Assist and Intelligent Speed Assist as part of its many systems.

So comprehensive is the standard offering that the only noteworthy addition to the Select trim level is the inclusion of automatic high-beam headlights – which get upgraded to LEDs.&nbsp;

Charging speeds have been improved further over the first-generation eSprinter, with a new <a href="https://www.whatcar.com/news/fastest-charging-electric-cars/n26105">maximum charging speed</a> of&nbsp;up to 115kW on a DC charger. There’s also an 11kW onboard AC charger included as standard. Using a 115kW rapid charger, the 113kWh battery can be charged from 10 to 80% in just 42 minutes.&nbsp;

Servicing intervals are every year or 40,000 miles, while the warranty is for three years and with an unlimited mileage. Further cover on the battery extends to eight years with a 100,000-mile limit, which has become the standard amongst large electric van competitors.

With so little benefit to be had from the higher Select trim, we would recommend the entry-level Pro version. Although the idea of a very large battery might sound appealing to owners with a degree of range anxiety, it’s hard to recommend it to anyone other than fleets prepared to deal with the licensing headache a van over 3.5-tonnes brings.

The smaller 81kWh battery would likely be suitable for most needs anyway, and comes with the added benefit of a lower cost. Due to the very large battery, the top-spec eSprinter is around 50% more expensive than the largest Ford E-Transit.

That’s not to say the eSprinter is expensive overall, as you are getting a lot for your money, but owing to the larger batteries it is also 50% more than the first-generation van was marketed at.

<h2 dir="ltr">Costs overview</h2>

Strengths Lots of safety equipment; unlimited-mileage warranty

Weaknesses Higher trim levels don’t add much value; expensive with a big battery

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There’s a good deal more to this second generation eSprinter than Mercedes shoehorning in bigger batteries and a larger motor. It’s had a complete overhaul, with the aim of making it more efficient, more usable and cheaper.&nbsp;

The first-generation van was introduced as a hurried response to the burgeoning electric van segment. It used components from the eVito (the electric <a href="https://www.whatcar.com/mercedes-benz/vito/van/review/n18152">Mercedes Vito</a>) and spliced them into a Sprinter <a href="https://www.whatcar.com/news/best-large-vans/n20727">large van</a> – with underwhelming results.

As a large van with the batteries and motor of a medium-sized van, it felt undernourished, did little to bolster the credibility of an electrified Mercedes van range and unsurprisingly did little in terms of sales.

Rejuvenated with the choice of a new 100kW (136bhp) or 150kW (201bhp) versions – both delivering 295 lb ft of torque – the latest version is not only more powerful but also more useable. The line-up now gets 81kWh and 113kWh batteries, increasing the official WLTP range to up to 271, beating&nbsp;the Ford E-Transit's 196 miles.

With such dramatic changes, the eSprinter is already on paper a huge improvement, and when it comes to how the van drives, the new heavy batteries – hanging low along the length of a rear-wheel-drive van – improve it more than you might expect.

The well-distributed weight adds more stability to what is already a very composed and comfortable van to drive. The ride comfort is improved thanks to beefier suspension to cope with a heavier mass, and handling and body control made even better thanks to a lower centre of gravity and better overall balance.

It's also now every bit as good to drive as an E-Transit, and as well as being quicker than the previous eSprinter, it's also much quieter.

While the van continues to use the same multi-tiered <a href="https://www.whatcar.com/news/what-is-regenerative-braking-and-how-does-it-work/n25212">regenerative braking</a> settings found on the previous model, there’s now a new D Auto mode you can select using the steering wheel-mounted paddle shifters.

Using its radar systems, the looks ahead to judge which of the four regeneration modes (D-, D, D+ or D++)&nbsp;to select. While it takes the hassle out of selecting a setting and optimises energy recuperation, we found it sometimes refused to acknowledge stationary vehicles. That said, it’s not meant to be used as an Autopilot setting.&nbsp;

<h2>Driving overview</h2>

Strengths Clever auto regen setting; handles brilliantly; exceptionally quiet

Weaknesses&nbsp;D Auto regen mode isn’t foolproof

The German word for improvement can also mean a correction, and while it’s safe to say that the latest Mercedes eSprinter is an improvement on the previous one, it also&nbsp;puts right some of its failings.

And that's crucial, because the eSprinter is up against the biggest name in the electric van world – the <a href="https://www.whatcar.com/ford/e-transit/van/review/n24074">Ford E-Transit</a>. It’s also a precursor to Mercedes’ ambitions to launch a large van on a bespoke electric vehicle&nbsp;platform. In other words, a&nbsp;lot is riding on it.

For now, the eSprinter remains a reworked version of the diesel-engined <a href="https://www.whatcar.com/mercedes-benz/sprinter/van/review/n18217">Mercedes Sprinter</a> but gets&nbsp;an improved range, more power, a wider choice of body sizes and better payloads than the first-generation model.&nbsp;

So, is the latest Mercedes eSprinter good enough to compete with&nbsp;the <a href="https://www.whatcar.com/news/best-electric-vans/n21136">best electric vans</a> and take the fight to its main rivals, including the <a href="https://www.whatcar.com/renault/master-e-tech/van/review/n20172">Renault Master E-Tech</a> and&nbsp;<a href="https://www.whatcar.com/maxus/e-deliver-9/van/review/n24737">Maxus eDeliver 9</a>? Read on to find out...

Little has changed inside the Mercedes eSprinter, but we welcome that. The standard interior is already one of the best built and most spacious on the market.

It’s made of high-quality materials and the design and functionality have been honed over decades to make it a comfortable and practical place to be.

The range starts with the Pro trim level, which as standard gives you a multifunction steering wheel, a rake and reach adjustable steering wheel, and a heated driver seat with arm rest and air conditioning. A reversing camera is standard along with automatic wipers.

Notable upgrades over the first generation eSprinter have been made, with new wireless smartphone mirroring with wireless charging, and a revamped version of the MBUX infotainment system that’s geared towards the electric van.

While that doesn’t sound like much, the ability to really see what the van is doing through a well-presented 10in touchscreen display and full colour digital trip cluster is definitely preferable to the previous van’s simplistic LCD displays. It’s not quite as impressive as the 12in screen in the Ford E-Transit but it is streets ahead of the Renault Master E-Tech’s 7in screen.

Select trim level (the higher of the two choices)&nbsp;adds just a few extras including&nbsp;a leather steering wheel, a Comfort driver’s seat with lumbar support, a covered compartment in the top of the dashboard and new more convenient cupholders in the central storage compartment at knee height.

The eSprinter has the smartest-looking cabin in terms of the materials used, and while the touch-sensitive steering wheel controls are less practical than the Ford E-Transit’s physical buttons, it has a practical layout to the cabin, has great visibility and is easy to get comfortable in. There’s a lot to like.

Still, there are niggles. The normal position for the cupholders is in the top of the dash, which is a bit of a stretch forward to reach from your driving position, and Mercedes’ insistence of having one column stalk to control almost every conceivable function is stubborn to say the least. There are also fewer storage options close to the driver than you’ll find in an E-Transit or Renault&nbsp;Master E-Tech.

<h2 dir="ltr">Interior overview</h2>

Strengths High build quality; wireless smartphone mirroring; increased comfort

Weaknesses Odd position for standard cupholders

The eSprinter&nbsp;electric van can carry big volumes, decent payloads and is good to drive

New Mercedes eSprinter

The first-generation Mercedes eSprinter was not blessed with an extensive portfolio of bodies and sizes. In fact, there was just one – a&nbsp;long-wheelbase standard roof height van that was designed to capture the attention of mostly fleet parcel couriers.

While the latest&nbsp;eSprinter is aiming at the same core market, it’s added a few more options and now comes in two lengths and a choice of panel vans or chassis cabs.&nbsp;

Focusing on the panel-van variants, it will launch as a long-wheelbase L3 variant&nbsp;(to accommodate the 113kWh battery). The L3 is&nbsp;capable of carrying up to 14m3, with a maximum payload of 1,002kg for the Pro trim and 995kg for the Select.

It's worth noting that the largest eSprinter is only available with a gross vehicle weight (GVW) of&nbsp;4.25-tonnes, which if you're transporting other people could require an HGV licence.

Smaller versions using the 81kWh battery will be available with load volumes of 11m3 and around 800kg of maximum payload.

The high GVW option&nbsp;means the eSprinter can just about stand on an even footing with the Ford eTransit in its ability to transport more than a&nbsp;tonne. However, the largest e-Transit, with a 4.25-tonne GVW, can carry a massive 1,758kg.&nbsp;

As with all large vans, space in the front of the cabin for passengers is plentiful, and there’s room for a middle-seat passenger. Cross-cab access is good too, because although there's a storage compartment&nbsp;where a gearstick would be on a manual vehicle, it&nbsp;doesn’t stick out too far.&nbsp;

<h2>Practicality overview</h2>

Strengths Choice of lengths and bodies; decent&nbsp;payload on biggest version&nbsp;

Weaknesses&nbsp;Ford E-Transit has a higher maximum payload

The Mercedes eSprinter is still very much a Sprinter at heart, and can carry big volumes, decent payloads and has a pleasurable overall driving experience. There’s been a huge improvement to the choice of vans on offer as well as pragmatic real-world upgrades that make it a viable large electric van for a wide range of uses.

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