My Week-Long Ordeal in an Electric Van
What are the advantages and disadvantages of traditional diesel versus batteries? To find out, I tested near-identical Vauxhall Movano models, one diesel and one electric, on parallel 350-mile routes consisting of both city and highway driving under similar weather conditions. Each van carried a half-tonne payload.
Vans cover significant distances and consume a lot of energy, playing a crucial role in keeping the country running. Despite their essential nature, this market is undergoing transformation.
Last year, registrations for light commercial vehicles increased by three percent, reaching 351,834. However, the electric vehicle (EV) share remained stagnant year-over-year at 6.3 percent, despite a 20 percent increase in new models being introduced.
This 6.3 percent figure falls significantly short of the previous year’s ZEV mandate target of 10 percent. Consequently, manufacturers faced fines of £9,000 on the 13,018 non-compliant registrations, totaling £117 million.
This year, those fines increased to £18,000 per non-compliant vehicle, and the total ZEV mandate rose to 16 percent.
Manufacturers have reacted accordingly. Ford, the market leader with the Transit and Transit Custom, hasn’t produced a Transit in the UK since July 2013. Vauxhall also announced the closure of its Luton van plant this year, resulting in the loss of 1,100 jobs, citing the difficulties in meeting the UK’s ZEV mandate.
Electric Vans: Pros and Cons
While electric vans qualify for grants of up to £5,000 against the purchase price, they cost approximately 50 percent more than their diesel counterparts. Payload and range limitations are particularly problematic in an industry where time and distance equate to money. This, coupled with an expensive, patchy, and often unsuitable van-charging network, discourages operators, particularly those from small and medium-sized enterprises (SMEs), from transitioning to electric.
“The natural market just isn’t there,” stated an insider at a van manufacturer. The industry generally agrees that “natural” EV van demand is only about half of last year’s 10 percent of total registrations.
However, while operators are hesitant, the Government has remained firm. It has initiated a consultation with the industry, but a straw poll of van makers suggests little optimism for any significant ZEV mandate shift.
Even Stellantis, a significant player in EV commercials, and which recently updated its range across its four UK brands (Vauxhall, Fiat, Peugeot, and Citroën) and three van sizes, expresses doubts.
“Manufactures cannot compel demand alone,” said Eurig Druce, Stellantis UK group managing director. “The UK population [isn’t]aligned to the speed of change the regulation is demanding.”
Commercial vehicles account for about one-third of all Stellantis net revenues. That company sold 1.7 million vans and pickups in 2023, holding almost a 30 percent market share.
Stellantis aims for market leadership with double the revenues by 2030. But amid the confluence of cheap Chinese imports, tough regulations, and crippling fines, questions remain as to whether they will compete, let alone manufacture in the UK.
Diesel vs. Electric: The Showdown
The Movano is the largest van in the Vauxhall lineup. Drivetrain options encompass a new 2.2-liter turbocharged diesel engine producing 140bhp/258lb ft and a six-speed manual gearbox, which I tested. An eight-speed automatic gearbox is offered as an option.
The battery-electric version has a much larger battery than before; the new 110kWh gross/97.8kWh net li-ion battery is coupled with a 270bhp/302lb ft motor, offering up to 263 miles of claimed range. This EV can recharge from 0-80 percent in 55 minutes using a 150kW DC charger.
I drove both Movano versions in their longest wheelbase (L3) and second-highest roof (H2) configurations, with a gross weight of 3.5 tonnes. The diesel model has a payload of 1,425kg and costs £34,520 before VAT. The top speed of this front-drive van is 95mph, with WLTP fuel consumption ranging from 44 to 31mpg and CO2 emissions of 169 to 240g/km depending on the engine. The 90-liter fuel tank allows the lower-power diesel to achieve a theoretical range of 870 miles.
The battery-powered version has the same gross weight, but only about half the payload, at 710kg. After the government grant (which has been extended into next year) and before VAT, it costs £46,435. With a quoted 235-mile range and an efficiency of 2.11 miles per kWh, the EV has a top speed of 81mph and accelerates from 0-62mph in 10 seconds.
Interior Assessment
These high-roof vans are almost six meters (20ft) long, 2.69 meters wide, and 2.52 meters high, dimensions typical for parcel delivery work. A low floor aids loading, complemented by twin 270-degree opening rear doors and a nearside sliding side door as standard.
The three-seat cab appears well-made, but it betrays its age despite recent updates. The molded plastic interior is durable and easily cleaned, but not of the finest quality. The driving position was not very good either; my shin bumped against the plastic trim when pressing the clutch, the driver’s seat lacked shape and comfort, and the standard steel bulkhead on both models forced the seat far forward–a problem for taller drivers on long distances. The bulkhead is an optional deletion costing £150.
While the cabin includes all modern features, featuring 21 advanced driver assistance systems and a small touchscreen, it feels cramped and somewhat cheap. Additionally, the emergency braking system is overly sensitive, activating if it senses your failure to stop, resulting in the load shifting around.
On The Road
The diesel engine performed well, offering decent torque. The six-speed gearbox has well-spaced ratios suited for challenging tasks and inclines, combined with a light, responsive clutch.
The electric drivetrain is even more impressive, particularly in urban environments. The brisk acceleration removes much of the stress associated with maneuvering a large panel van.
However, in stark contrast to the diesel van’s excellent brakes, the electric version’s offered little initial stopping power and lacked progression. The electric version has a three-stage regeneration retardation system to recoup braking energy to the battery, controlled via steering wheel paddles, with the most aggressive mode feeling too abrupt. None of the regeneration settings performed well at low speeds.
Adding a half-tonne load seemed not to affect the range in either van, even in city driving where it would be accelerated and braked more often. The load represented a third of the diesel van’s payload capacity, but more than two-thirds of the EV’s 3.5-tonne capacity.
The diesel delivered a solid 45mpg at 65-70mph – and about the same in city driving, but overall journey times were fast.
As with battery-powered passenger cars, speed significantly impacted the electric van’s range. Against the claimed 235 miles, the range around town at 6C temperatures was approximately 210 miles, averaging about 15mph. On an extended motorway section at 60mph, the predicted range fell to 190 miles, dropping to 150 miles at 70mph. That range drop-off at speed is catastrophic – imagine the stress of delivery deadlines.
The journey in the diesel van took approximately 6.5 hours, including stops. The same distance in the EV took over 10 hours, encompassing waiting for charges. I had to recharge twice, and the van developed a fault preventing charging from three major networks.
For many operators, these data points simply don’t add up. For a van that travels a quarter as far on a full tank/battery (costing £133 for diesel and £88 at a roadside charger for the EV) an electric model is £12,000 more expensive, takes at least an hour longer to charge compared with refueling, and can only carry half as much.
However, in its favor, on fixed routes, with gentle urban driving, and possibly central fast charging, the electric version would have a stronger case.
The Path Forward
Is there a middle ground? The Department for Transport’s fixed mindset is inhibiting progress. Plug-in hybrid (PHEV) drivetrains offer a sound compromise for mixed-use vans where distances and loads are unpredictable. Hydrogen technology is also on the horizon, with fuel-cell versions of Stellantis vans coming soon. They offer extended ranges, fast refueling, zero tailpipe emissions, and no payload compromises.
However, under current circumstances, battery electric vans simply are not fully capable of fulfilling their required responsibilities. Given this, it is difficult to understand how the Government can maintain its intransigent position on the ZEV mandate.
