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VM Comparison Test: Electric Vans Are Gaining Momentum

The range of E-Vans is increasing and customers now have a choice for emission-free transportation. Our Finnish colleagues on the "International Van of the Year" jury from Auto, Tekniikka ja Kuljetus tested four smaller and two large fully electric transporters, including the affordable Chinese-British Maxus eDeliver3 as well as the electrified "classics" MB eSprinter and VW e-Crafter.

Without claiming to be comprehensive: The portfolio of electric transporters is increasing, prices are falling, and the business case calculated over the lifecycle is already feasible. | Photo: Henri Pakarinen
Without claiming to be comprehensive: The portfolio of electric transporters is increasing, prices are falling, and the business case calculated over the lifecycle is already feasible. | Photo: Henri Pakarinen
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von Johannes Reichel

The electrification is more pronounced in the passenger car segment. Larger and heavier electric vehicles require larger batteries, which increases the weight and cost of the vehicles. This equation explains why the use of battery power in light cars instead of heavy trucks has become more common. However, the van segment is currently undergoing electrification. This is driven by diesel bans in densely populated urban centers in Europe, as well as advancements in battery technology and longer ranges. Fully electric models have been introduced at a steady pace in recent years, and both the Finnish and German van markets already feature numerous fully electric versions.

Young array of new models

Until this year, the list of participants for the electric van test would have been too short, but this spring was favorable for the test. The electric van lineup from PSA was only represented by the Citroën ë-Jumpy in the test. The Opel Vivaro-e and Peugeot e-Expert, as well as Toyota's Proace EV, which are available on the Finnish market, are also based on the same technology. In addition to the ë-Jumpy, the test included the Nissan eNV200 and Renault Kangoo EZ, which have been on the market for several years, as well as the newcomer, the Chinese Maxus e-deliver 3. The Nissan eNV200 was a stripped-down version of the Evalia. Larger electric vans in the test included the Volkswagen e-Crafter and the Mercedes-Benz eSprinter. There is also a sister model of the e-Crafter, the MAN eTGE, available in Finland.

In the van segment, there are also electric models from Iveco Daily and Fiat Ducato, which were not part of this test. The electrification of vans is also being advanced by Ford with a plug-in hybrid Transit Custom. Transit and Transit Custom are being converted to fully electric models. Fuel cell models for vans have also been announced, so there will be further options for electric drives in the near future.

Multifunctionality: Low Noise and Emissions

The silence and zero emissions of the electric drive are clear advantages in many tasks compared to combustion engine transporters. However, the range of the electric vehicle and the slower charging compared to diesel limit its usage. For many commercial vehicle applications, the daily driving operation does not exceed the range, especially for vehicles with larger batteries. This is particularly true in urban areas, where the driving style already favors an electric car and charging stations are also easier to find.

The purchase price of electric cars is indeed higher than that of diesel vehicles. However, electricity is cheaper than diesel. Excel spreadsheets on the total lifecycle costs of a vehicle are very useful. This is promoted, for example, by public tenders that in one way or another emphasize zero emissions and can favor electric cars.

Battery Capacity: from 33 to 75 kWh

The largest battery capacity for the test was the 75 kWh from Citroën, which offers a specified WLTP range of 330 km. The 52.5 kWh battery from Maxus is said to have a range of 356 km according to the manufacturer, and the 40 kWh battery from Nissan a range of 301 km. The smallest battery capacity in the test was the 33 kWh from Renault, which on paper provides an operational range of 220 km. The most powerful electric motor in the smaller vans was from Citroën with 136 hp, followed by Maxus with 122 hp and the third Nissan with 109 hp. The 60-hp electric motor from Renault was by far the weakest. For the larger vehicles, the 55-kWh battery from Mercedes should reach 150 km and the 36-kWh battery from Volkswagen 117 km. The Mercedes was driven by a 116 hp motor and the Volkswagen by a 136 hp motor.

Charging Options: Only the Renault cannot do DC

The Renault was the only vehicle without a DC fast charging option. With fast charging in the other test vehicles, the battery could be charged from zero to 80 percent in less than an hour. With AC charging, the batteries were charged in less than eight hours. Fast charging was handled in all vehicles with a CCS charging connector, except for Nissan. Nissan uses the Japanese CHAdeMO standard. Most fast charging stations have a charging plug that supports both standards.

Practical: Connectors at the Front

The charging connectors were located on the front mask under the vehicle logo in most vehicles. In the Citroën, the charging connector is located at the left front corner of the vehicle, and in the Volkswagen behind the left front door, in the same place where the diesel version is also fueled. The placement of the charging connector in front of the vehicle was considered more practical, especially in transporters. It is easier to drive the vehicle to a confined charging station. This is especially true in parking garages, where a majority of public charging stations are located. The larger vans in the test are restricted in parking garages due to their height. The smaller electric transporters each fit into a standard parking garage.

The vehicles were charged at the charging stations of the test partners Defa and Kempower. The small vans were charged at Defa's AC charging station and used Defa's convenient eConnect charging cable, which was specially developed for northern conditions. The large electric transporters were charged with Kempower's T-series mobile charging station, which can charge up to 40 kW.

Test drives: Finnish spring, long without ice

The test drives were conducted in the spring under dry weather conditions. The temperature during the day was about nine degrees and the sky was partly cloudy. Air conditioning and heating play a crucial role in electric cars under northern conditions. They can have a significant impact on the car's energy consumption and thus on the remaining range. For range, it is important to heat (or cool) the cabin before the trip while the car is being charged. Even when heating, it is good to do this sensibly, i.e., it may not be necessary to heat all parts of the vehicle. Some electric cars have an additional fuel-powered heater for the winter to increase the range.

The test cars drove a 100-kilometer test route in the Helsinki metropolitan area. The driving profile was well-suited for electric cars, taking place solely in urban areas and including many stops. The average speed was just over 20 km/h, and the top speed rose to about 80 km/h for a few kilometers. The test drives were conducted in two parts: on the first day with four smaller vans and on the second day with two larger vans. The smaller vans were loaded with 200 kg and the larger vans with 300 kg.

Goal: Maximum range in Eco mode

The aim was to conduct the test drive with the least possible power consumption. All cars were set to Eco mode. Volkswagen was the only car where you could not choose a driving mode. Likewise, the cars were activated for brake energy recovery. When it was possible to choose different intensities for brake energy recovery, the strongest option was used. At Renault and Volkswagen, brake energy recovery cannot be turned off; it is constantly on. Car radios and infotainment systems were used during the drive.

Perhaps due to the false impression given by the spring sun, the test drivers were encouraged to think like the CEO of a distribution company, and it was decided to initially drive the cars without any heating. The realities of the somewhat cool Finnish spring soon became apparent, and after about twenty kilometers, it was decided to set the heating to 18 degrees and the fan in each vehicle to position one.

Range: The crucial question – and a wide span

The topic that usually concerns people with electric cars is the range. The range is certainly an important factor, but it is not the only thing to focus on when choosing an electric vehicle. The most important thing in transportation is the right kind of vehicle for the task at hand. For electric cars, for example, increasing the size of the batteries increases the range but also the price and weight of the vehicle.

The indicated ranges of the vehicles in the test run ranged from 117 kilometers to 356 kilometers. Conditions and driving style affect the actual operating range. Cold and hot air take up part of the range due to the use of air conditioning. A snowy road, especially heavy slush, does the same.

All now manage 100-kilometer tours

In general, it can be said that the 100-kilometer test drive was effortlessly completed by all vehicles, without any fear of whether the battery would last for the trip. In city traffic, a 100-kilometer drive takes a considerable amount of time, so at least based on this test, battery solutions with a lower range also work well for commercial use in urban areas.

For the driver, it is important that the vehicle computer does not overestimate the remaining range. During this test drive, the car batteries did not run out and the remaining ranges did not unexpectedly drop during the drive. City drives with many stops and moderate speed also enable more efficient brake energy recovery. Thus, the remaining range reported by the Maxus trip computer dropped by only 70 kilometers after driving 103 kilometers.

Nissan remains an efficiency master

The lowest average consumption of the smaller vans was achieved by Nissan with 15.65 kWh/100 km, Maxus came second with 16.90 kWh/100 km, Renault third with 17.55 kWh/100 km, and Citroën fourth with 22.43 kWh/100 km. Citroën had the most powerful engine and the largest battery, and it was by far the heaviest of the smaller vans, but it also falls into the 3.0-ton compact class. Among the larger vans, Volkswagen had an economical average consumption of 22.6 kWh/100 km, while Mercedes consumed a hefty 33.2 kWh/100 km.

Quiet driving as a comfort advantage

A feature of the electric motor that significantly improves the driving experience is the noiselessness. The sounds in the cabin mainly come from the tires and other cars. At this point, it is worth noting the difference in observation between the driver's ear and the decibel meter. Certain sound frequencies can be more sensitive to the ear and may not affect a decibel meter. Therefore, the results of the decibel meter and the driver's estimates may differ.

The differences in decibel measurements between the smaller electric vans were very small. The measurement with similar diesel-powered vans in the Arctic Test 2019, on the other hand, was on average a few decibels louder. The decibel measurements were taken at speeds of 40 km/h and 60 km/h. The average speed of the test drives, however, was below these speeds, enhancing the advantage of the electric motor's noiselessness, as tire noise increases with speed.

Small differences in noise levels

Measured by the decibel meter, the Citroën was the quietest of the smaller vans by a tiny margin. The Nissan's interior noise, however, was perceived as the most pleasant by the drivers, possibly due to the fact that the version of the eNV200 included in the test was a Evalia passenger transporter. Based on the decibel meter, the Maxus was slightly the loudest, but the drivers rated the Renault's cabin noise as the loudest. Mercedes was slightly quieter than Volkswagen on the decibel meter. Also, in the two large vans, it was somewhat quieter than in the smaller ones. In the ears of the test drivers, both cabins sounded equally quiet.

Small vans shine in the city

The first test drive was conducted with Citroën, Maxus, Nissan, and Renault. Driving in the city with small electric vans is effortless and pleasant. The full torque of the electric cars at low rpm makes acceleration agile, even if the formal horsepower of the electric motor is not impressive.

In terms of engine and acceleration, the Citroën was the favorite among the test drivers. It was also equipped with the most powerful engine. The three-seat driver's cab of the ë-Jumpy was also praised, as were the speedometer and the infotainment system, which was rated the best among the smaller test cars. Citroën received a comment from the test drivers about the steering centering and the shifter, which is quite handy but sometimes reacts a bit sluggishly to gear shifts. Citroën had a moderately effective regenerative brake.

Maxus with good performance

The Maxus acceleration and engine performance also pleased the test drivers. The driver's seat of the Chinese car was also perceived as comfortable during the test drive. The Maxus brake regeneration is adjustable in three stages. A surprisingly large amount of information can be extracted from the vehicle's onboard computer, but the infotainment system did not please the test drivers. The heating adjustment options in the Maxus were significantly narrower than in other models. The Maxus featured the Defa retrofitted heating adjustment for Nordic conditions, offering three fan options for the simple on-off heating of the Maxus.

Soft Nissan, sluggish Kangoo

The Nissan was perceived as particularly smooth and quiet. On the other hand, the car was perceived as somewhat sluggish in Eco mode. The test drivers were also satisfied with the good equipment, the infotainment system, and the steering feel in the Nissan. The interior control switches were perceived as somewhat confusing, and the mirror adjustments were hidden under the steering wheel. The driver's seat and the impact of the A-pillar on visibility were criticized. The Nissan's brake energy recovery is weak.

The Renault was the smallest car and had the fewest motor horsepower. The good thing about the small size is the car-like impression when driving. Renault also has large windows, which make the cabin brighter and offer the best visibility among the vehicles. The very precise steering of the Renault was liked by the test drivers. Due to the weakest motor, the test drivers found the Renault sluggish in city traffic. The infotainment system was also criticized for its usability, as the touchscreen is deep in the dashboard and therefore hard to reach. The Renault has an efficient regenerative brake that cannot be turned off. The car does not crawl when the foot is taken off the brake.

Large vans: The eSprinter needs much more power

Initially, it was decided to drive a slightly shorter route with the larger vans, due to their smaller batteries. However, the caution proved to be premature. Mercedes and Volkswagen were ultimately able to drive a full hundred kilometers without range stress. At Volkswagen, the onboard computer promised 45 kilometers of range after the test drive, although the onboard computer showed 123 kilometers of range a hundred kilometers earlier. At Mercedes, the 143-kilometer range of the onboard computer precisely dropped to 43 kilometers.

The steering and seats of the Mercedes were liked by the drivers, as well as the quiet noise level in the cabin. The car also has a versatile setting for brake energy recovery and driving mode options. The Mercedes engine was less efficient, which was also highlighted by the fact that there was no Eco mode at Volkswagen. The eSprinter was the only vehicle in the test without a touchscreen infotainment system.

Agile e-Crafter is swift on tour

The Volkswagen infotainment system, on the other hand, was perceived as the best of all six electric vans. It is easy to operate and provided comprehensive information about the operation of the electric drive and battery. The Volkswagen motor was pleasantly powerful and made the large van run agilely in the city. In the categories of driver comfort and seat quality, the Volkswagen also received good marks. A small drawback of the Volkswagen is that it indeed has a well-balanced, moderate regenerative braking system that toggles between "coast" and "regenerate," but totally lacks driving mode adjustment. One-pedal driving is thus not possible.

In summary: Electric works!

In Finland, there is already a wide range of electric vans available. Electric vans with larger batteries can already cover quite long distances, but in the land of long distances, one might see their intended function more in urban areas and in carefully planned traffic. In professional transport, driving performance is often carefully planned, so electric vans have their place in it. The tested vehicles all proved to be worthy and offer a range of different electric vans.

In many tasks in urban commercial vehicle traffic, 100-kilometer driving distances are not covered during the working day. Considering the loading and meal and coffee breaks, where the vehicle can be charged if necessary, even the smallest tested vehicle ranges are sufficient for a well-planned operation. The range is an important component of an electric vehicle, but the onboard charging system is also important. With effective DC fast charging, it is possible to easily give the van more range. Henri Pakarinen/Auto, Tekniikka ja Kuljetus

The Test Vehicles in Detail

Citroën ë-Jumpy 75 kWh XL: Van of the Year 2021

PSA has won the "International Van of the Year 2021" award with its electric van: Citroën ë-Jumpy, Peugeot e-Expert, and Opel/Vauxhall Vivaro-e. The Citroën ë-Jumpy was praised for its driveability and great range. The range of the ë-Jumpy also allows for somewhat longer trips, especially with a 100 kW fast charge. Test drivers also liked Citroën's infotainment system and stylish speedometer. The ë-Jumpy was by far the largest and heaviest in the light van test group, which was reflected in the group's highest power consumption.

The somewhat stiffly reacting gear selector and the relatively large dashboard were also criticized. The centralization of the steering was also criticized. The price of the ë-Jumpy, which has the most powerful motor and the largest battery pack, is the highest in the small van group. The ë-Jumpy is available in three different body variants and the battery pack comes in either 50 kWh or 75 kWh. In addition to the van, crew cab and passenger transport versions of the ë-Jumpy have also been introduced.

+ Range

+ Driveability

+ Infotainment & Speedometer

- Largest power consumption (light vans)

- Somewhat stiff gear selector

- Price

Maxus e-Deliver 3: Newcomer

The Maxus e-Deliver 3 is an electric van from the Chinese manufacturer SAIC Motor. The e-Deliver 3 was the only test vehicle that was designed and built as an electric car from the start. The newcomer to the Finnish market pleasantly surprised with its functionality. The motor performance and acceleration were praised by the test drivers. A vehicle with a 35 kWh battery can easily cover more than 200 kilometers and has the capability for 60 kW charging. Due to the good payload and trailer towing capacity, the electric transporter is ideal for work. The intensity of the brake regeneration can be adjusted on a three-level scale in the Maxus.

The on-board computer provides a considerable amount of different information about the battery and the motor. Otherwise, the dashboard view and infotainment system were criticized for their simplicity. A particular detail was that the e-Deliver 3's hood lacked hinges, so it could be easily removed completely. The control options for the heating are narrow: off or I and II power. The Maxus e-Deliver 3 is available in two body sizes and a battery size of 35 and 52.5 kW. The Chinese brand also has a larger electric van and a seven-seater transporter on the European market.

+ Motor

+ Seats

+ Payload and Towing capacity

- Limited heating control options

- Infotainment system

- Hood

Nissan e-NV200 Evalia 40 kWh: Pioneer in Form

The Nissan e-NV200 has been on the market since 2014, and its drivetrain has been continuously developed over time. The electric transporter was developed from the NV200 transporter and the electric vehicle technology is based on the Nissan Leaf technology. The e-NV200 is a confident performer with a high level of equipment that the test drivers liked. The quiet running smoothness and good steering feel of the vehicle were also praised. The Nissan completed the test drive with the lowest energy consumption.

There was criticism for the arrangement of the switches, which could be found here and there in the cabin. Particularly the mirror adjustment, which was hidden behind the steering wheel. In Eco mode, the vehicle felt a bit sluggish. The loading capacity is also not too high. At best, the Nissan e-NV200 can barely reach 300 kilometers. Charging is also possible with a 50 kW DC fast charge. Among all the test vehicles, Nissan was the only one using the CHAdeMO charging standard. The e-NV200 is available with one body size and one battery. The e-NV200 includes both a van and a passenger transport version. The Evalia, the passenger transport model of the e-NV200, was sent on the test drive.

+ Lowest energy consumption

+ Smooth and quiet

+ Equipment

- Switches are scattered

- Sluggish in Eco mode

- A-pillar blocked visibility

Renault Kangoo ZE 33 kWh: Still Good

The Renault Kangoo ZE has been on the market the longest among the test vehicles. The electric model was first introduced in 2011 and upgraded in 2017 with a larger 33 kWh battery. Smaller and lighter than other test vehicles, the Kangoo ZE was easy to drive like a passenger car. The bright cabin with good visibility was praised. The steering was well centralized in city traffic. Brake regeneration cannot be adjusted in the Renault, it is always on and works very efficiently. You do not have to use the brake pedal often when you get used to it.

The Kangoo ZE had the most sluggish motor of the test team, and the roominess of the cabin and the special touchscreen solution were also criticized. The Renault does not creep when the brake pedal is released, which can cause a jerky movement at slow speeds in a parking garage due to the impressive torque of the electric car. The Renault Kangoo ZE is available in two different body versions. The battery has a capacity of 33 kWh. The range specified by Renault was the shortest among the small vans and is less than 200 kilometers even under favorable conditions. The lack of a fast charging option is a drawback.

The Renault Kangoo will be renewed this year. For 2022, the electric version of the model will be introduced, called E-TECH. The new model promises more power with a 102 hp electric motor and more range with a new 44 kWh battery. A 75 kW fast charge will also be a welcome addition.

+ Car-like

+ Visibility

+ Steering

- Low power motor

- Range

- Lack of fast charging option

Mercedes-Benz eSprinter 55 kWh: Room for Improvement

Daimler plans to offer all truck and van models in all-electric versions in the coming years. The Sprinter and Vito vans are electrified. The eSprinter is a high-quality van. The test drivers liked the interior. The driver's seat has two armrests and the seats are very comfortable. The range of the large vans that participated in the test is shorter than that of the small ones, and the large vehicles are clearly intended for short distribution tasks.

The range of the electric Sprinter was the greatest of the two and approaches the 150-kilometer mark. With an 80 kW fast charge, the battery fills up to 0-80 percent in half an hour. The eSprinter offers a variety of options that affect the operation of the powertrain. There are three driving modes to choose from, which affect motor operation, as well as four options for the intensity of regenerative braking. During the test drive, Mercedes consumed the most power. At least in Eco mode, the motor felt a bit sluggish. The eSprinter was the only test car with a simpler infotainment system without a touchscreen. The eSprinter is available in Finland with an A2 body length and battery options of 41 kWh and 55 kWh.

+ Greater range of the two large vans

+ Driving mode/Regenerative braking options

+ Driver comfort

- Power consumption

- Motor performance

- Price

Volkswagen e-Crafter 35 kWh: Modest Consumption

The Volkswagen Crafter has a sister model, the MAN eTGE. The driving conditions in the larger electric vans were found to be pleasant. The seats were also comfortable in the e-Crafter and there was enough storage space in the cabin. Volkswagen also has a foldable writing pad in the cabin and a strong motor. Volkswagen's infotainment system was the best of the entire six-vehicle group. The touchscreen works very well and provides comprehensive information about the driving behavior and operation of the vehicle's powertrain.

The e-Crafter was penalized for the lack of driving-related settings. The electric Crafter has no different driving modes or settings for regenerative braking. Compared to the eSprinter, the flashing of the brake light due to engine braking might have been unnecessarily sensitive, although it is good in itself that the strong engine braking of electric cars warns following cars. As a big car, the e-Crafter was economical in terms of energy consumption. That was good in itself, as the range is not much more than 100 kilometers. In city traffic, the 100-kilometer test drive could easily be completed stress-free. With a 40 kW fast charge, the battery fills from 0-80 percent in three-quarters of an hour. The e-Crafter is available in Finland with one body size and a 35 kWh battery.

+ Energy consumption

+ Motor

+ Infotainment

- Lack of different driving modes

- No setting for regenerative braking

- Low battery capacity

Translated automatically from German.
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