Toyota Proace City Electric van review

Toyota’s presence in the compact-van segment has long been low-key, its Proace City Electric a rebadged Stellantis product built alongside the Citroën ë-Berlingo, Fiat E-Doblo, Peugeot e-Partner, and Vauxhall Combo Electric.

Yet while the hardware is shared, Toyota’s twist comes in the ownership experience. Its dedicated Toyota Professional dealers have a good reputation, and the brand’s unmatched 10-year warranty (with a few important clauses to note) gives this familiar van a distinctive edge.

Toyota Proace City Electric video review

The recent update brings modest styling and tech upgrades, keeping pace with its Stellantis siblings. But against strong newcomers such as the Ford E-Transit Courier, established rivals like the Renault Kangoo E-Tech, and now the larger but cheaper Kia PV5, can Toyota’s smallest electric van still make sense for UK buyers? 

Read more: How we test vans

The Toyota Proace City Electric uses the same Stellantis-developed electric drivetrain as its Citroën, Fiat, Peugeot and Vauxhall siblings, and that’s no bad thing. Beneath the load bay sits a 50kWh lithium-ion battery, which is good for 213 miles, according to WLTP testing. That energy is fed to a 100kW (134bhp) front-mounted motor that produces 199lb-ft of torque.

That may not sound like a lot, but torque is instant in an electric van, and the Proace City Electric’s punch off the line is strong enough to chirp the front tyres, even on dry tarmac. It’s quick to 30mph, which makes darting between junctions or pulling away from lights with a full load entirely effortless.

Officially, it takes 11.7sec to reach 62mph and tops out at 82mph, but it feels quicker than that. While sprint performance figures for vans don’t mean too much, the larger Kia PV5 promises a 0-62mph time of 12.4sec — when fully loaded!

It’s quiet and composed, especially around town, where the lack of engine noise and vibration makes for a relaxed drive. There’s enough performance in reserve for the occasional overtaking manoeuvre, though acceleration tails off noticeably as speeds increase.

Three driving modes — Eco, Normal and Power — are toggled via a switch on the dashboard. The van defaults to Normal, offering a balance of range and responsiveness with 109bhp on tap, while Eco mode limits output to a paltry 81bhp and reduces the effectiveness of the air conditioning to eke out every last mile from the battery. Power mode unleashes the full 134bhp, giving noticeably sharper throttle response and making motorway slip roads far less stressful when the van’s fully laden.

The reality is that you’ll leave it in Normal mode, as that’s enough for pretty much any set of circumstances.

You might fiddle with the ‘B’ mode. Turning B on increases the regenerative braking system’s effectiveness, clawing back energy wasted under braking and extending the van’s range a little more. It won’t quite bring you to a stop, but it slows the van substantially when you lift off the throttle.

Handling is tidy, if not particularly engaging. The steering is light and accurate at low speeds, making tight city manoeuvres easy, but it becomes vague around the straight-ahead at higher speeds, so you’ll make minor corrections on the motorway. There’s plenty of grip, and body roll is modest thanks to the low-set battery pack, which also helps keep the van feeling stable through corners. It’s more comfortable than engaging, but that’s arguably ideal for a small work van.

Ride quality is one of the Proace City’s strong points. The suspension — derived from passenger-car platforms like the Peugeot 308 — is soft enough to absorb potholes and speed humps, yet well controlled when the van’s loaded. Unladen, it can fidget slightly over broken tarmac, but add 100–200 kg in the back and it settles nicely. Refinement is also excellent: tyre and wind noise are low, and Toyota’s additional sound insulation makes the cabin one of the quietest in the segment.

On twistier B-roads, the Proace City Electric feels safe and predictable, if not especially agile. The Ford E-Transit Courier and Renault Kangoo E-Tech offer a slightly more connected steering feel, but the Toyota counters with greater ride comfort and a more refined overall demeanour.

“I torque makes it feel far quicker off the line than the numbers suggest, and it’s got a springy, eager quality that suits city work perfectly.” – Phil Huff, Van reviewer

Step into the Toyota Proace City Electric, and it’s instantly familiar if you’ve ever sat in any of its Stellantis siblings – in fact, it’s virtually identical inside. The cab is designed for work, so it’s not a place of luxury, but it’s solidly constructed, simple to use, and feels built to withstand daily abuse from muddy boots, company laptops and the odd toolbag.

The dashboard layout is thoroughly sensible, with large physical controls for heating and ventilation and a drive selector toggle replacing a traditional gear lever. 

Adding a digital instrument cluster and 10in central touchscreen still can’t modernise what is otherwise a dated cab. Despite sharp graphics, the system feels sluggish to respond, especially when switching between menus. Smartphone integration via Apple CarPlay and Android Auto is included and a necessity if you want modern navigation and media functions, despite the Proace City having nav as standard.

Space is respectable for two, though things get tight when three-up. The van’s two-person passenger bench adds versatility, with hidden under-seat storage and a Smart Cargo load-through panel that allows long items such as pipes or planks to extend from the load bay into the cab.

Squeezing three people in comes at the expense of comfort, with the middle passenger’s knees clashing with the bulky dashboard moulding that once housed the diesel’s gear lever but now holds little more than a rocker switch as a gear selector.

Storage provision is decent, with a decent-sized glovebox, open cubbies in the dash, a tray on top for paperwork, and an overhead shelf that’s useful for stashing gloves or a high-vis vest, though it can rattle a bit. There are also deep door pockets that swallow drinks bottles, but the cupholders are awkwardly perched high on the dashboard, towards the windscreen. You’ll need to stretch to reach your morning coffee.

Noise insulation and the lack of engine noise result in one of the quieter vans on the market, particularly at urban speeds, where wind and tyre noise are impressively subdued. It makes a difference over a long shift behind the wheel.

A clever touch is the Smart Active Vision system, a camera-based rear-view mirror that displays a live feed of what’s behind and alongside the van. It transforms visibility when reversing or changing lanes.

It’s not all perfect, though. Taller drivers may find the seat base too short for proper thigh support. The seat fabric feels hard-wearing but coarse, and there’s no lumbar adjustment. However, given the van’s brief — to survive years of daily use with minimal fuss — the Proace City Electric’s cabin feels reassuringly fit-for-purpose.

“It’s a cabin you could spill your coffee in, wipe it down, and carry on without thinking twice about it. Good for your business, not great for the driver.” – Phil Huff, Van reviewer

Practicality is where the Toyota Proace City Electric earns its keep. Like its Stellantis siblings, it makes good use of its compact footprint, offering a balance of carrying capacity, access, and usability that suits small businesses and urban delivery operators.

Two body lengths are available: the 4,401mm Short (L1) and 4,751mm Long (L2). Cargo volume stands at 3.3m³ and 3.9m³ respectively, with both expandable by around half a cubic metre via the Smart Cargo system. This folds the outer passenger seat and opens a hatch in the bulkhead, allowing long items like copper pipes to extend into the cab. It’s a simple thing, but still one of the smartest features around.

Without that system, it’s perhaps a little tight for space. While it edges the E-Transit Courier’s 2.9m3, it falls behind the Kia PV5’s 4.4m3 and Renault Kangoo E-Tech’s maximum of 4.9m3.

Load lengths stretch from 1,817mm to 2,167mm, with another 1273mm available with the Smart Cargo door. Both versions share the same 1,236mm height and 1,229mm width between wheel arches — just enough for two Euro pallets to sit flat. Payloads top out at 759kg, depending on wheelbase and trim. That’s competitive, beating the E-Transit Courier’s 698kg and all but matching Kangoo E-Tech’s 764kg, though it can’t match the Kia PV5’s 790kg limit.

Towing is limited to 750kg braked or unbraked, just half of the Kangoo’s 1,500kg limit and some way behind the PV5’s 1,200kg allowance.

Rear doors open to 180 degrees as standard, and a reasonably low 625mm loading height makes it easy enough to get heavy items in and out. Twin sliding doors as standard are also a nice touch.

Inside, the load area is simple but practical. A full-height steel bulkhead, six tie-down points, and pre-installed ply lining make it ready to start work. Toyota dealers also offer a range of integrated racking and accessory packs, including roof bars and internal ladder storage.

Those needing to carry people as well as cargo will be left disappointed. While Stellantis offers Crew Van variants of its range, Toyota hasn’t taken them for the UK, so it remains strictly a three-seat panel van.

“Throw the doors open and load it up, and it just works. It might not lead the class in any one area, but everything is competitive.” – Phil Huff, Van reviewer

It was all looking so good for the Toyota Proace City Electric. Prices are competitive, with the Proace City Electric starting at about £600 more than its Stellantis siblings, and its Renault Kangoo E-Tech-based rivals. The smaller Ford E-Transit Courier is cheaper to buy, but its cargo area and battery range are notably smaller. And, like all of its rivals, it’s also eligible for the government’s plug-in van grant, knocking £2500 off the price at the moment. 

And then Kia turned up with the PV5. Yes, the Kia is a larger van, but it’s compact enough to be considered a direct rival. Despite being larger, with a more significant load area, the Kia undercuts the Toyota, even before the grant. However, as it’s a larger van, it takes the full £5000 grant, meaning it’s significantly cheaper than the Toyota — or any other electric van, bar the E-Transit Courier.

There’s a Sport model for an extra £600 or so, which adds some cosmetic upgrades and alloy wheels. Unless you really want a tiny bit more style. Keep your money in your pocket and go for the regular Icon model.

Outside of the purchase price, there’s strength in the Toyota. Range and efficiency are competitive, with 205 miles being possible, at least according to official figures. In real-world driving, including town work and dual carriageways, you’re more likely to see around 175–185 miles. An optional heat pump helps preserve range in colder weather by reducing the draw on the main battery for cabin heating.

Regular charging at home via a 7.4kW wallbox takes around 7½ hours from empty to full, while 100kW DC rapid charging brings the battery from 0–80% in about 30 minutes. For many, a quick top-up over breakfast will comfortably cover a full day’s urban work.

Service intervals are every two years or 25,000 miles, but get the van serviced at a Toyota centre and you’ll get the vehicle’s warranty extended for another two years. Keep doing it, and you’ll be covered for up to 10 years or 100,000 miles — that’s an unmatched warranty package in the sector. It’s a straightforward approach with very little small print. For owner-drivers planning to keep their van long-term, that’s a huge advantage.

“That warranty changes the maths completely — suddenly it’s a business tool you can rely on for a decade.” – Phil Huff, Van reviewer