Could the Farizon SV Be the Future of Commercial Vehicles?
Could this be the most technologically advanced new van on sale? The Farizon SV, a battery-electric van from Geely’s commercial vehicle brand, certainly makes a bold claim. Beneath its modern, if somewhat generic, styling lies technology that’s barely been commercialized in the automotive world: drive-by-wire controls. We took it for a spin at the UK’s Millbrook Proving Ground to see if the reality matched the promise.
What’s New about the Farizon SV?
First, a little background. Farizon was established in 2016 as a subsidiary of the Geely Group, specifically for the production of commercial vehicles. The company, known as Zhejiang Geely Farizon New Energy Commercial Vehicle Group in China, has been manufacturing panel vans, buses, and trucks for several years. The SV (short for Supervan, believe it or not) is Farizon’s all-electric panel van designed for the UK and European markets, distributed through Jameel Motors. Designed by Hervé Bertrand, who has a history of commercial vehicle design with Renault, Volvo, and Mack, the SV is already available in China.
Farizon claims the SV was ‘designed primarily for Europe’ and, not coincidentally, bears a striking resemblance to the new Renault Trafic.
Drive-by-Wire Technology: A Glimpse into the Future
The heart of the SV’s appeal, and indeed its primary selling point, is its advanced battery-electric architecture featuring drive-by-wire technology. While elements of by-wire tech are present in other vehicles (shift-by-wire is common, and steer-by-wire systems are available on some models), and some manufacturers use brake-by-wire technology, Farizon claims the SV is the first production vehicle to offer fully drive-by-wire control. This means steering, brakes, throttle, and shifting are all managed electronically.
Farizon says this fully-integrated system results in greater energy recovery, small range increases compared to conventional controls, shorter braking distances and more responsive steering. It’s a compelling promise but does it deliver?
Farizon SV: Specs and Performance
The SV is offered in three lengths (L1 – 4990mm, L2 – 5490mm, and L3 – 5995mm) and three heights (H1 – 1980mm, H2 – 2180mm, and H3 – 2500mm), and with some configurations. It can be equipped with either 67 kWh, 83 kWh or 106 kWh batteries. Prices start from £45,000.
WLTP range figures vary depending on battery and body size. The largest van with the 106 kWh battery boasts a claimed range of 247 miles. The L1H1 configuration with the 87 kWh battery pack, which we tested, claims up to 234 miles. During our test at Millbrook, we observed figures closer to 220 miles. Charging can be done at up to 120kW DC for the 67 and 106 kWh packs and 140kW for the 87kWh pack.
The smallest SV can carry at least 1265kg, with the largest still capable of carrying a tonne. All models feature a single e-motor that develops 228 bhp, driving the front wheels. The smallest version can sprint from 0-62 mph in 8.3 seconds when empty. All configurations can tow up to two tonnes with a braked trailer.
Driving Experience: Mixed Feelings
On the road, the Farizon SV delivers a driving experience that leans towards the comfort and refinement of a passenger car, a compliment in the van segment. The ride is well-judged, and the cabin ambiance is reasonably quiet, save for the noise from our 600kg demonstrator payload in the load area.
Drive modes – Eco, Normal, and Sport – alter throttle response and regenerative braking. While Eco mode reduces throttle sensitivity and keeps regen at a mid-level range, whilst sport mode enhances throttle response and offers strong regen. However, the highest regen setting does not provide a full one-pedal driving experience.
The steering, however, proved to be a point of disappointment. Despite the absence of a physical connection between the steering wheel and the wheels, there’s a lack of feel, with steering feeling somewhat vague, particularly in tight turns. It’s a missed opportunity, especially given the potential of by-wire technology, to offer a “city mode” for easier low-effort steering.
Interior: Modern Design with a Few Quibbles
The interior design is clean and modern. The cabin does not suffer the usual utilitarian feel of a generic van. The SV features a large central screen, a driver’s display, and physical switches for climate control. Other highlights include chunky door handles, flashes of orange trim, and two storage areas below the climate controls. The van also incorporates a payload monitoring system for checking maximum weight, as well as vehicle-to-load technology.
All buttons, including those on the thick-rimmed steering wheel, feel robust. While the driver’s seat offers ample adjustment, the steering wheel only adjusts for reach. The lack of a B-pillar, allowing for a larger opening to the cargo area is another feature, although we did not see a tangible difference.
There are some downsides, however. The infotainment system is a bit laggy, and the reversing camera’s delay can be problematic. The system’s beeps are also unnecessarily loud.
Should You Buy the Farizon SV?
The Farizon SV enters a competitive van market. The smallest version is priced like the Ford e-Transit Custom. Farizon’s stats are in its favor with some advantages. Its main competitor in electric vans is the VW ID Buzz Cargo, which has a more modern look but the same price point.. Farizon’s fully-loaded, single-equipment-level approach simplifies choices, even if it’s a competitive vehicle, with a competitive price.
Verdict
The Farizon SV offers a modern look and advanced technology, but the driving experience is somewhat underwhelming. The drive-by-wire platform feels underutilized, making the overall experience feel ordinary. While this neutrality may appeal to those new to the brand, the SV’s potential feels untapped. It’s an interesting and competitive option on paper but feels more suitable for those seeking a single, high-spec van rather than for large fleets.
Specs are for a Farizon SV L1H1 87kWh
