VM test drive of Maxus electric vans: Powered up from the Middle Kingdom
One is torn between these Chinese brands: On one hand, there is the backdrop of an increasingly aggressive economic power and autocracy, which is also taking a tighter reins on its industry. On the other hand, there are quite competitive and modern products, which drastically accelerate the urgently needed zero-emission and primarily electric mobility in Europe - and thus could contribute to achieving climate targets in the perpetually lagging transportation sector.
And they are doing just that: After initial delivery difficulties, the market share of Maxus, a subsidiary of the powerful Chinese state-owned conglomerate and with one million vehicles, the largest Chinese car exporter SAIC, jumped to almost one percent in the LCV segment in Germany. 1,000 vehicles have been sold in a very short time, that is, by June 2023, achieving a good six percent market share in pure electric vans in the compact and 3.5-ton segment, as Country Manager & MD Astara Germany Gerald Lautenschläger proudly notes during the presentation of the broad model range. In addition to the E-pickup, eDeliver3, eDeliver9, the eDeliver7 in the Ford Transit Custom format will soon be added. Not to mention the first mass-produced distribution truck, the EH300, a purely electric 7.5-ton truck with an impressive 4.3 tons payload capacity, which will also roll out to us later this year, as Country Manager Karsten Dornheim announces.
High Output Thanks to SAIC Group Pool
An impressive electric output, made possible by the vast pool of SAIC, from which the lineup for Europe is assembled. The Maxus brand is already present in nearly 50 countries and regions worldwide, just to illustrate that this is not a "small outfit," but an ambitious global player. Maxomotive Deutschland GmbH, based in Cologne, is responsible for import and distribution in twelve of the sixteen federal states. 77 partner companies with 136 locations in twelve federal states (the Norwegian importer is responsible in the north) ensure customer care there - a trend that is rising, especially with high-voltage centers, as they note. And Maxomotive Deutschland GmbH is part of Astara Western Europe, which also imports brands such as Ssangyong, Isuzu, or the Swiss Microlino.
So much for the background. That is important to understand the seriousness of the products. And even if they do overlap somewhat in their respective lifespans, they are well-made electric commercial vehicles across the board, enticing with performance, efficiency, practicality, and moreover reasonable prices.
The eDeliver3: A Pragmatist in Delivery Service
First and foremost, the eDeliver3, which was developed for the first time as a dedicated electric van, comes in two wheelbases, features a low entry point, cargo space, great visibility, and is equipped with a robust "right-sized" 50 kWh net lithium iron phosphate battery. This should suffice for 228 kilometers in the WLTP, and in urban driving, around 300 kilometers might not be unrealistic. Although the hard plastic interior seems somewhat price-conscious and the sluggish infotainment system isn't cutting-edge, the interior is ultimately practical. The floor is completely flat, the controls are refreshingly simple, and there's easy walkthrough access. Access to the cargo area is slightly narrow due to the slim sliding door on the side, but from the rear, it's square, practical, and low. Additionally, it can carry up to 850 kilograms of cargo. A chassis version even offers a payload capacity of 1,300 kilos.
Strong Regeneration
On the road, the 5.14-meter long van in the L2 version shines with the swift acceleration of its 118 kW and 225 Nm electric motor, which quickly reaches its limits even in Eco mode on front-wheel drive. However, one doesn't need to drive it that way. It cruises quietly and relatively silently, with a fairly stiff body and a suspension that decently filters out road imperfections, with no rattles or clatters. The steering isn't particularly responsive or ambitious in terms of agility, but it's manageable. The turning radius with the long wheelbase is quite cumbersome for city driving. The consumption can be reduced to under 20 kWh/100 km according to the on-board computer thanks to three regeneration levels, from gentle to strong, activated by a separate "REG" button on the left.
Charging Port in the Front - Practical Charging Speed
The charging port is located where it belongs: in the grille and under the curiously removable plastic hood, which reveals the electric motor. In DC mode, charging is adequately fast at 80 kW, meaning 5 to 80 percent in 45 minutes, and in AC mode, 11 kW is the standard. A glance at the price list reveals a generous standard equipment that includes a plastic floor, side paneling, an infotainment system, cruise control and emergency brake, as well as a rear-view camera and a full-size spare wheel. However, a seat height adjustment could have been added. Nevertheless, all this for under 40,000 euros net, which is roughly 6,000 euros less than the more modestly equipped, much smaller ID.Buzz Cargo or the similarly sized eVito van in its basic trim. Not bad for a 6.3 cubic meter van that's fully electric.
eDeliver9: Measured Against the Transit
Particularly in terms of driver assistance, the eDeliver9, which is also designed for medium and long distances, adds a bit extra. It is still based on a multi-drive platform and, in addition to the 150 kW synchronous machine, even houses a diesel engine. But not for much longer, as Maxus Country Manager Karsten Dornheim notes. The compromise on the drivetrain is visible in the form of an unattractive driveshaft hump that mars the interior and hinders walkthrough access. Otherwise, the interior is manageable, although it has been given a bit of "rouge" but still shows the cost-cutting of the Chinese engineers in places with sharp hard plastic.
Multi-Drive Platform: Difficult Walkthrough
The 3.5-ton van also accelerates swiftly electrically, drives comfortably, and absorbs bumps with a solid, mature feel. Again, "Eco" mode is the best, and in the city, the firm "Regen Step 3," activated by the old-fashioned shift knob, is the best, almost allowing for one-pedal driving. In the city, thanks to the larger 89 kWh lithium iron phosphate battery (alternative 72 kWh), one might achieve the 400-kilometer mark, with a formal consumption expected at 32 kWh/100 km. However, our on-board computer gave us some utopian figures. Charging is relatively slow at 70 kW in DC and 11 kW in AC, taking three-quarters of an hour from 20 to 80 percent, and nine hours from 5 to 100 percent in AC. This is practical for commercial use and keeps costs in check.
Activating the semi-automated functions can be somewhat cumbersome, though they are only needed on highways or long-distance drives. Additionally, the standard systems are annoyingly verbose with their auditory warnings, so the lane-keeping assistance is simply turned off in urban settings. Overall, the driver assistance systems in all Maxus products could use some refinement, as could the infotainment systems, which are very basic and not very responsive.
High Loading Floor, Low Cargo Area
In the cargo area of the eDeliver9, one must also make "multi-drive compromises": The standard rear-wheel drive results in a high loading edge and a precarious step at the rear, where a handrail is acutely missing. The high loading floor reduces the internal headroom, so those over 1.80 meters tall must be very careful not to bump their heads. Thus, it reaches a formal 12.5 cubic meters, which is rather average for nearly six meters in length, just over two meters in width, and 2.50 meters in height. The next generation, as a dedicated electric van, is expected to perform much better here, including in terms of space efficiency.
At least, with a payload of 1,275 kilos, it's manageable, and with a towing capacity of 1.5 tons, the eDeliver9 can tow decently for an electric vehicle. However, at 64,500 euros in the 72 kWh L2 base version, and with surcharges of 7,500 euros and 3,500 euros for the 89 kWh L3 version, reaching 75,000 euros, it's not cheap. It's clear that in two wheelbases, there's also a chassis version available - and through VanSelect, a rich selection of modifications and bodies. Compared directly to the ostensibly similar eTransit, the eDeliver seems a good deal less valuable, coherent, and unified.
Driving an Electric Pickup: The Diesel Days are Over
Which brings us to the current third member in the commercial vehicle lineup, if we set aside the luxury van Mifa9, which is made very much in a Chinese style, soft and comfortable like a sedan chair, but in terms of space and practicality, it can't compete with a Mercedes EQV/eVito Tourer or ID.Buzz Pro, mind you, at a stretched 5.27 meters in length and two meters in width. The pickup, like the eDeliver9, is derived from a combustion engine model. Without the diesel, under the hood there's quite a void because the electric drive sits rather coarsely on the rear axle, like an oversized differential. Whether this is advantageous off-road is debatable. In any case, the "open transporter" shakes its passengers quite a bit on the ladder frame and appears so rigid as if it wants to prove that while it may be Europe's first electric pickup, it's still a pickup. One would have expected more smoothness due to the additional weight of the 89-kWh battery.
Quite Modest in Operation
Of course, it's fascinating to drive a pickup without the eternal and traditional clattering and growling; you glide along quietly. The T90 EV accelerates briskly as well, here without traction issues from the 130 kW and 310 Nm strong rear-wheel drive. All-wheel drive is (still) nowhere to be found, but there is an electronic hill descent control. The energy reserve is supposed to be enough for 330 kilometers in the WLTP, and 470 in urban traffic, which our board computer display confirms with 18.6 kWh/100 km, officially at 26.8 kWh/100 km WLTP. Charging is also rather slow in DC with 80 kW and 11 kW DC, here instead of the diesel filler neck. For a pickup, however, the towing capacity of 1,000 kilograms is rather meager, and the payload of 925 kilos is a lower standard, while the cargo bed with 1,485 millimeters in length and 1,510 millimeters in width is also modest. On the other hand, the double cab offers good space for passengers.
All in all, Maxus indeed demonstrates a high frequency of new releases. However, in terms of thoroughness and material quality, the products from the China kit could still improve. One can assume that they will. The eDeliver7 already sends its regards.
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