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VM Test Fiat E-Doblò: With a new battery, it goes further
Well, it works - or rather, it rolls: With the new LFP battery, improved battery management, a heat pump, and three-stage recuperation, the once again visually updated electric city van with a new front end is now at a practical level. It now truly delivers the once promised, but in reality rather theoretical, 285 kilometers of range, even though the battery still has a net capacity of 50 kWh (54 kWh gross). However, it is now better usable. Additionally, the lithium iron phosphate battery is said to be more durable and environmentally friendly.
In any case, the identical Vitesco synchronous motor that drives the front axle makes significantly better use of the available energy. During operation, we achieved 17.0 kWh/100 km over the moderately driven and Eco-mode test round. Including charging losses, this sums up to an acceptable 20.7 kWh/100 km. At the end of the round, the display showed 49 percent remaining charge with a range of 148 kilometers. This is a decent value for a small van in the loading-friendly and 3.9 to 4.4 cubic meter large 4.75-meter long version, loaded with 400 kilograms of test ballast.
The range is workable
And it is livable, or rather suitable for urban transportation work. Whether the formally claimed 330 kilometers are truly reachable is debatable. However, a solid 250 kilometers in any weather should now be attainable. A most welcome side effect of the compact energy storage: the Doblò is relatively light for an electric van at 1,760 kg - and it can be loaded up to 2,450 kg, meaning it offers 690 kg of actual payload, although only with 750 kg towing capacity, with a total towing weight of 3,200 kg.
The 100-kW charger is sufficient for the small battery
If necessary, one charges using the 100-DC charger, somewhat inconveniently positioned at the former fuel filler port of the combustion versions (diesel & gasoline), as usual within 30 minutes from 15 to 80 percent. Choosing the 11-kW AC charger instead of the 7.4 base unit, it only takes five hours for a full 100 percent charge. This can also be useful for logisticians. Also possibly with the 230-volt connector for external consumers, which is now available optionally and can be used, for example, to operate tools.
Better range is also certainly contributed to by the fact that regeneration can now be modulated in three stages from gentle to strong, allowing one to dose the propulsion power with a paddle tip in many situations and avoiding additional braking. Unfortunately, a genuine "one-pedal drive" is missing, so the foot should land back on the brake in time before traffic lights. Likewise, when starting off, which begins with a creeping procedure, meaning like with a torque converter automatic. A bit tricky when one has to precisely maneuver up to a ramp or curb. But you quickly get used to it.
Swift in Motion: More Than Enough Power
The 270 Nm strong electric motor has never lacked in performance, as the torque is available right from the start. Additionally, the machine runs super quietly and is easy to control. The power is completely sufficient for brisk acceleration even in Eco mode; if you choose kickdown, it overrides this mode anyway and forces the ESP to take a brief sorting phase. You will also feel a slight tug in the steering. Formally, you can whirr to 100 km/h in eleven seconds and reach speeds of up to 135 km/h.
However, you better not intensively exploit the possible maximum speed because the consumption on the highway still rises exponentially and correspondingly to the considerable frontal area. Instead of 18.7 kWh/100 km in the city and economical 13.4 kWh/100 km on country roads, operation at 120 km/h, mind you, requires 21.5 kWh/100 km. So if you frequently drive on highways, you might cover a good 200 kilometers.
Strange: Starting with an Ignition Key
It is strange that the E-Doblò in the apparently basic trim of the test vehicle still has to be started with an ignition key, even though it already has an electric parking brake; "keyless start" would be more contemporary. And while we are at it: A more modern feature would also be a mode selection via steering column stalk instead of the sluggishly responding slider in the then obsolete, chunky center console. A side effect would be more knee room. However, the passage over the five-centimeter-high central tunnel is not as easy as with models having a completely flat floor.
Good Comfort and Assistance
In terms of comfort and driver assistance, the renewed Doblò and its siblings are quite fit for long distances: It rides comfortably with its typically Citroen-style, rather leisurely than precise chassis tuning, but it stays safe in corners and drives straight without being prone to wind. It also rolls quietly, and wind noise is well filtered. The distance and active lane assist do a well-measured and reliable job.
The new digital instruments are also easy to read, a blessing of the intuitively operated on-board computer via a steering column button, which unfortunately keeps disappearing. The digital rearview mirror, on the other hand, is a bit blurry, which weighs even more given the small exterior mirrors lacking wide-angle. Sure, you could order the "Magic Mirrors" with cameras below the exterior mirrors, but what an effort and cost for ultimately the same "yield" in visibility. The basic infotainment system sits relatively loosely on the dashboard, but it performs the essential functions and serves as a larger screen for mirroring your own smartphone navigation or content in a pinch.
Deficits in Detail
The whole construct shows its age in little details like the too-soft and not finely adjustable seats, the rounded storage compartments and door pockets, the slippery folding passenger seat, or the non-locking folding cover compartment. On the other hand, the city van shines with the ingenious "through loading" and the Mode seat, which can be folded up or down as needed. The test vehicle also featured a bombproof wooden interior in concert case style with recessed, thick tie-down rings, which, however, reduces the through loading width to under 1.20 meters. But these are minor gripes in a well-packaged electric package that brings the Doblò and its numerous siblings (Citroen, Peugeot, Opel, Toyota) a good deal further in every sense and makes the internal combustion engine obsolete in most applications.
Costs Decrease, Difference to Combustion Engine Narrows
Best for last: Despite the expanded equipment scope, especially in the areas of electronic driver assistance systems and infotainment, the prices of the city van are set to decrease. The starting price is now 20,100 euros net, 1,000 euros lower than before. The electricity surcharge for the basic petrol model is 11,000 euros. For the top diesel with eight-speed automatic, which the electric model easily outperforms in terms of performance, the difference is about 6,500 euros, with the electric model starting at 30,550 euros, and the L2 version costing 1,200 euros more. This can be cost-effective over the course of its lifecycle, especially as it incurs lower energy, maintenance, and service costs.
Translated automatically from German.
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