Diesel vs. Electric: Which Van Reigns Supreme?
That 6.3 percent share falls well short of the government’s ZEV mandate for the year. As a result, manufacturers faced fines of £9,000 for each of the 13,018 non-compliant registrations, totaling £117 million. This year, the fines have doubled to £18,000 per non-compliant vehicle, with the ZEV mandate increasing to 16 percent.
The automotive industry appears to be voting with its feet. Ford, a market leader with its Transit and Transit Custom, has not built a Transit in the UK since July 2013. Vauxhall, too, announced the closure of its Luton van plant, leading to 1,100 job losses, citing the difficulties in meeting the UK’s ZEV mandate.
The Electric Van Debate: Pros and Cons
While electric vans qualify for grants of up to £5,000, they come with a significantly higher initial price tag – about 50 percent more than their diesel equivalents. Payload and range limitations create challenges in an industry where time and distance equate to revenue. Compounding these issues is the expensive, often unreliable, van-charging infrastructure, which makes operators, especially those from small and medium-sized enterprises (SMEs), hesitant to switch to electric.
“The natural market just isn’t there,” according to one insider working for a van manufacturer. The industry generally agrees that “natural” demand for electric vans is about half of last year’s 10 percent of total registrations.
Despite the industry’s reservations, the government has remained steadfast in its commitment to the ZEV mandate. While consultations with the industry have begun, there’s not much optimism that the mandate will significantly change the sector.
Even Stellantis, a major player that leads the market in EV commercials and has updated its range across its four UK brands (Vauxhall, Fiat, Peugeot, and Citroën), has expressed its doubts. Eurig Druce, Stellantis UK group managing director, noted that “Manufactures alone cannot compel demand. The UK population [isn’t] aligned to the speed of change the regulation is demanding.”
Commercial vehicles account for approximately one-third of Stellantis’s net revenues. In 2023, the company sold 1.7 million vans and pickups, holding almost a 30 percent market share. The company aims for market leadership with doubled revenues by 2030. However, the current environment of competitive Chinese imports, demanding regulations, and potentially crippling fines raises questions about its ability to compete, let alone manufacture in the UK.
Diesel vs. Electric: The Movano Showdown
The Movano, Vauxhall’s largest offering, offers a choice of powertrains. The models I tested included the new 2.2-litre turbocharged diesel engine producing 140bhp/258lb ft, paired with a six-speed manual gearbox. An eight-speed automatic gearbox is available.
The electric option boasts a significantly larger battery compared to previous versions. The new 110kWh gross/97.8kWh net li-ion battery is coupled with a 270bhp/302lb ft motor, promising a claimed range of up to 263 miles. A 150kW DC charger allows for an 0-80 percent recharge in approximately 55 minutes.
I drove both vans in their longest wheelbase (L3) and second-highest roof (H2) configurations, with a gross weight of 3.5 tonnes. The diesel model offers a payload of 1,425kg and costs £34,520 before VAT. This front-drive diesel van can reach a top speed of 95mph, with WLTP fuel consumption ranging from 44 to 31mpg and CO2 emissions between 169 to 240g/km, depending on the engine. Its 90-litre fuel tank theoretically allows for a range of 870 miles.
The battery-powered version maintains the same gross weight but with a reduced payload of 710kg. With the government grant (which has been extended into next year) and before VAT, it costs £46,435. The EV boasts a quoted range of 235 miles, with an efficiency of 2.11 miles per kWh. Top speed is 81mph, and it accelerates from 0-62mph in 10 seconds.
Interior Impressions
These high-roof vans measure nearly six meters (20ft) long, 2.69 meters wide, and 2.52 meters high, making them suitable for parcel delivery work. The lower floor facilitates loading, complemented by twin 270-degree rear doors and a nearside sliding side door. The standard steel bulkhead forced the seat so far forward that taller drivers would find long distances uncomfortable.
While it incorporates modern features with 21 advanced driver assistance systems and a small touchscreen, the cabin feels cramped and somewhat cheap. The emergency braking system is also overly sensitive.
On the Road: Driving Dynamics and Performance
The diesel engine performed remarkably well, showing decent torque. The six-speed gearbox has well-spaced ratios that made driving easier, coupled with a light, responsive clutch.
The electric drivetrain truly shone, particularly in urban settings, where its quick acceleration made navigating city traffic less stressful. The EV has excellent acceleration, but the brakes are too slow to respond.
The Test Results: Range and Efficiency
The addition of a half-tonne load did not seem to greatly affect the range, even around town. The diesel van achieved a solid 45mpg at 65-70mph, with consistent figures in urban driving conditions as well.
As with electric passenger cars, speed significantly depleted the electric van’s range. The range fell to 210 miles in 6°C temperatures. The range decreased to 190 miles on long motorway stretches at 60mph and 150 miles at 70mph. The substantial drop-off in range at higher speeds makes the electric van unsuitable for many operators.
The diesel van’s journey took about 6.5 hours, including stops. The same distance in the EV took over 10 hours, including charging time. I had to recharge twice, and the van developed a fault that prevented it from receiving charge from three major networks.
The Verdict: Diesel Still Holds an Advantage
Many operators will find these figures unappealing: an electric van costs £12,000 more than its diesel equivalent, travels a quarter as far on a full tank/battery, takes at least an hour longer to ‘refuel,’ and can carry only half as much.
However, on fixed routes with gentle urban driving and access fast charging, an electric version may be more practical. The Department for Transport’s inflexibility makes a well-rounded transition difficult. Plug-in hybrid (PHEV) drivetrains, are good compromises for mixed-use vans, and hydrogen fuel-cell versions could provide long ranges, fast refuelling, and zero tailpipe emissions. However, in the current climate, battery electric vans are not able to effectively handle their required tasks. For now, it’s difficult to see how the government can defend its strict stance on the ZEV mandate.
