VM Test Opel Movano Electric: Maxi-Battery, Mini-Payload

Everything will be better with the second van - at least that's what Stellantis aimed for, where under Fiat's leadership, the E-Ducato was quickly developed into the next generation. The first edition of the electrified classic was too range-weak, too hand-made, and too expensive. Now it has a completely different look: Also, because the current model update of the boxy-cubic space artist is fully transferred to the E-version, which unfortunately was not the case before. So that a modern electronic backbone enables all features in terms of comfort and driving assistance that are also available to the diesel.

More on that later. The focus of the model update is the drive system. The new E-Van is supposed to master a range of 420 kilometers in the WLTP cycle, which would correspond to about 24 kWh/100 km. This is based on a massive 110 kWh battery (100 kWh usable), which extends almost to the rear axle. This is a consequence of the mediocre experiences with the first generation. The small battery was hardly in demand - and the "large" version made so little of the energy reserves that the range was hardly practical. Generation 2 is supposed to fix that.

Still too high consumption

And it only partially succeeds. Because while the kilometer display in the screen at the start, which requires pressing the finally keyless start system twice, really shows a radius of 400 kilometers. But that gets relativized in operation, because the average consumption rarely falls below the 30 kWh mark. Especially on the highway, the hefty vehicle consumes quite a lot of power, with over 40 kWh/100 km. In the city with 40 stops and delivery simulation, it is still 35 kWh/100 km. The lightning van feels most comfortable in the countryside, but even then, it requires 26.8 kWh/100 km. When you add the charging losses at the station, the average comes out to 34 kWh/100 km during the usual economical driving round. Far too much, even for a 13-cubic-meter box van.

But the payload shrinks

It offers far too little in another area: payload. Because the weighing mercilessly brings the truth to light. With the 600 kilograms of ballast - normally 800 kilograms are mandatory for 3.5-tonners - we are almost fully loaded, at 3,460 kilograms. Help, they have shrunk the payload, one might exclaim. It is about half of the diesel's payload. Which brings you to the dilemma of all electric transporters, respectively to the difficult weighing between range and payload, ultimately also costs, because the most expensive component in an E-Van is the battery. The 4.25-ton version is not a real alternative, because it brings with it the tachograph obligation and a strict speed limit - and a considerable surcharge. It's a vicious circle, which only - see above - efficiency can help.

Conflict of Objectives: Payload or Range

Renault's engineers aim to resolve exactly this "trade-off" or conflict of objectives with the new Master, which is supposed to offer a range of 460 kilometers, by achieving high overall efficiency with an aerodynamically refined and completely newly styled van - grandiosely called "Aerovan". With an 87 kWh battery, up to 1.2 tons of payload should remain for the 3.5-ton vehicle. Those who need more payload and less range will also be served with a 40 kW version that reportedly offers a completely sufficient radius of 200 kilometers for most purposes - especially as it can be combined with a DC fast charger of up to 130 kW.

Success Formula: High Efficiency, Small Battery, Fast Charger

For e-vans, this is perhaps the more important factor and the more crucial formula: "small battery, fast charger" rather than a monstrous battery. This is also taught to us by the example of a Hermes courier we encounter on the test circuit - quickly recharging his similarly range-weak current eSprinter with its 47 kWh battery at an Aral charging station during a break, at a decent 80 kW speed. At least: There are advancements in the Movano-Duc: Because now it swiftly pulls power with up to 150 kW, although only at 11 kW in AC at our home charging station. The charging slot is instead of the fuel filler cap, just about acceptable for DC chargers. However, it would be even better at the front in the grille like the eSprinter.

Modern Package, Great Drive

The moderate efficiency and payload are all the more regrettable as the Movano otherwise shows itself in top form. The solid 200 kW synchronous machine on the front axle with its 410 Nm from a standstill works whisper-quietly and "beams" the 3.5-ton vehicle to 100 km/h from a stop in under 10 seconds if necessary. We did not notice traction problems despite the ample power. Usually, the Eco mode is sufficient because the full power can always be called up via kickdown in case of doubt. The Normal and especially the Power modes further improve the response, something rarely needed by courier drivers. Perhaps the PWR button is useful when exploiting the now possible towing capacity of 2.4 tons, while the total weight is limited to 5.5 tons.

No One-Pedal Drive

Starting occurs "creeping," which could be a bit more sensitive. Regeneration can be elegantly modulated in three stages with the paddles on the steering wheel, from gentle to firm, but unfortunately, "One-Pedal Drive" was not implemented. So you should be quite cautious at traffic lights to brake in time while coasting.

Unless you have the stop-and-go assistant activated, which is now available in conjunction with a bundle of safety features and does a good, reliable, and well-dosed job. Even on the highway - top speed 130 km/h - the assistant maintains a precise and calm distance, the lane assistant gently steers back into the lane if necessary, and the emergency brake assistant watches attentively, first warning acoustically and then pulling the emergency cord if needed. The intelligent traffic sign recognition is also helpful, and so is the blind spot monitor. Overall, you are driving in a contemporary manner at Level 2 of automated driving.

Digital Rearview Mirror on Trend

The digital mirror also contributes to driving safety, but you have to get used to it a bit - if in doubt, estimating distances with the fabulous exterior mirrors along with the great wide-angle is easier than with the rearview mirror screen. The display of the rearview camera is somewhat redundant in the end, with another section in the rearview mirror and the immediate rear of the vehicle displayed on the central screen.

The "Duc" has also significantly improved in terms of digitalization. The central instruments are naturally presented digitally, not necessarily an advancement in readability, but trending. The infotainment system is razor-sharp and quite easy to operate. However, you would prefer rotary knobs over the ventilation buttons, which are easier to grasp blindly. Otherwise, the Stellantis van remains true to itself: Plenty of space, good storage compartments, now also with an inductive charging tray for the phone as well as USB and USB-C ports. Moving through the interior is easy thanks to the flat floor, and entry is also easy thanks to "keyless entry" - just press the small button on the door handle. And thanks to the folding passenger seat and swivel table, the van can transform into a mobile office if necessary.