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Forbes
9 hours ago
- Automotive
- Forbes
2025 Mercedes-Benz eSprinter - Big, Boxy And Beautiful
The 2025 eSprinter arrived this year in an improved version of its-already rollicking self. It's still got a gaping maw of a rear cargo space and still only two seats up front, and it collects garbage on road trips faster than anything made out there - there is no back seat to chuck bags, cups, chinese food containers and other refuse into. That's part of its charm. What's New For 2025 The Mercedes-Benz eSprinter was all-new for last year. This year brings new battery sizes, configurations, tech upgrades, and always-welcome safety enhancements. The core chassis and electric motor design remain consistent, but the feature package and flexibility expand significantly. Body At first the unit seems impossibly large - and it is - but enter and exit a bunch of times and it's a snap. You're basically a box on four wheels, with a snazzy slanted front windshield with you sitting on high, surveying the road. Despite its sheer size, it doesn't inspire any sort of misbehaviour as might happen in pickups or SUVS. People respect it on the road. Inside, And Tech It's not plush or even particularly luxurious. There isn't any center console, so you find cupholders and side pockets where you can. Nor is there a backseat – there is a wall. You see behind you via your side mirrors and the rear-view mirror is a camera that works surprisingly well, once you put your trust in it. You just go slow at first. The latest in tech is here for you, too, including a voice control assistant but you can also operate the system via a touchscreen, touchpad, and touch-sensitive steering-wheel-mounted buttons. You can go for a 10.3-inch touchscreen display, and subscribe to cloud-based services supporting fleet owners. The optional Mercedes-Benz User Experience (MBUX), now featuring the latest software generation, offers innovative AI-based technology and an intuitive operating system. It can be operated via Voice Control, the touchscreen, or the touch control buttons on the standard multifunction steering wheel. With Intelligent Voice Control and natural language understanding, the system responds to the verbal cue 'Hey Mercedes.' MBUX also features learning capabilities and can calculate the optimal charging strategy—either to reach your destination quickly or to ensure a desired state of charge (SoC) upon arrival. Nice touches include heated and pivoting front seats, a heated windshield, electric folding exterior mirrors, air-conditioning, an electric sliding door and step, a digital rearview mirror and other great stuff. Minuses include not being able to recline your seat to take a nap or just daydream. Again, we're not talking first-class seating. Visibility is very good when you get used to the cameras and side mirrors. The sound of the audio system was good, not unbelievable. Motor For 2025, the eSprinter is available with a new, smaller 81-kWh battery, offering an estimated 150 miles of range (realistically adjusted from the more generous European WLTP figures). When plugged into a DC fast charger, it can recover up to 80% charge in about 32 minutes while you read, or snooze in the rear cargo area. All 2025 eSprinters are rear-wheel drive and deliver up to 295 lb-ft of torque, with two motor options: 134 or 201 horsepower. With this battery, maximum payload is rated at up to 3,516 pounds, depending on configuration. The larger 113-kWh battery from the previous year also returns, offering around 250 miles of range. It requires roughly 42 minutes on a Level 3 charger to reach 80% capacity. Payload capacity drops slightly with this battery, topping out at 2,624 pounds. The Drive The eSprinter has a fixed top speed of 75 MPH. It gets there eventually—0 to 60 takes about 12 seconds, and that's with an empty cargo area. Load it up and it's definitely a case of slow and steady. That said, it's nimble around town (when empty, that is) with sharp responses and a commanding, high-up driving position that makes it surprisingly fun to drive. There's nothing dramatic to report about the drive itself—steering is responsive and enjoyable, the van holds the road confidently, and the brakes feel solid. It's not sporty, naturally, but over a full week of testing with an empty bed and no passengers, I looked forward to every drive. Charging is simple and smart - the port is tucked beneath the oversized front badge, not on the side, so you can pull in nose-first and plug in without wrestling with the cable. To maximize efficiency, the all-new eSprinter offers three drive modes—Eco, Comfort, and Max Range—and five recuperation levels. These systems help optimize electrical consumption and extend range. The D Auto mode uses radar to automatically adjust energy recovery based on real-time traffic conditions. The ECO Assist display even tells the driver when to lift off the pedal, allowing the van to select the optimal level of recuperation. The result is a driving experience tailored to efficiency, comfort, or a mix of both. Pricing The sticker on the 2024 Mercedes-Benz eSprinter starts at $61,250, going up to about $71,460 with all options and delivery fee. Ideas for customization The eSprinter can be upfitted to a mobile workshop or a spacious delivery van. eXpertUpfitter solutions, such as shelving systems, workbenches or heavy-duty wood floors for heavy loads offer further available customization options for the load compartment. The load capacity is 488 cubic feet and the permissible gross vehicle weight is 4.25 tons. Safety Mercedes provides the eSprinter with a plethora of standard driver-assistance technology including blind-spot monitoring, crosswind assist, and automated emergency braking. It also warns the driver if it detects signs of drowsiness or inattention – over and over and over again. Key safety features include standard automated emergency braking, standard blind-spot monitoring and standard driver-attention monitor. Warranty The all-electric Mercedes-Benz eSprinter comes with a Battery Certificate and a maintenance package that includes the first four years of service in the purchase price. Mercedes doesn't pay for any scheduled maintenance, but they offer a limited warranty covering four years or 50,000 miles, a powertrain warranty that covers four years or 50,000 miles. Electrical components are covered for eight years or 100,000 miles. Conclusion: Mercedes has made an already-great machine greater.
Associated Press
3 days ago
- Automotive
- Associated Press
The Five-Millionth Mercedes-Benz AG Sprinter All-Electric Van Goes to FedEx!
Mercedes-Benz Vans, LLC (Charleston, SC) recently assembled the five-millionth Mercedes-Benz AG Sprinter van — and it went to us! The all-electric eSprinter was assembled at the company's facility in Charleston, South Carolina and handed over to FedEx, a long-standing Mercedes-Benz customer. The eSprinter, which is fully electric, joins our growing global fleet of electric vans used for last-mile package delivery. A cool thing about the eSprinter? It doesn't produce any tailpipe emissions, which helps us work towards our goal of carbon-neutral operations by 2040. Click here to learn about FedEx Cares, our global community engagement program. Visit 3BL Media to see more multimedia and stories from FedEx
Yahoo
23-07-2025
- Automotive
- Yahoo
Geely brand Farizon starts selling electric vans in London
The Farizon SV electric van for the UK market has commenced sales in London. The flagship first dealership – on the busy A406 North Circular near the Hangar Lane Gyratory in Park Royal – showcases the brand's corporate identity that will be implemented at its growing network of retail partner sites across the UK in the coming months. Switch Auto Insurance and Save Today! Great Rates and Award-Winning Service The Insurance Savings You Expect Affordable Auto Insurance, Customized for You Two franchised dealers have been appointed in the UK - Heathrow Van Centre in west London, and SMV Commercials Yeovil in the south-west of England. All three dealer locations are offering interested businesses a free, no-obligation 48-hour Farizon test drive for them to experience the SV for themselves The Park Royal showroom will have a selection of demonstrators, following the successful registration of an initial fleet of 30 Farizon SV vans last month. More will be added in the coming months to showcase the diverse range of variants available, the brand says. Scott Fogharty, Head of Business at Jameel Motors UK, said: 'Our team has been working hard to get this site open as quickly as possible, so we have a base from which to offer test drives and to finalise sales with a rapidly growing list of prospective customers. The reaction to our launch activities over the last few months has been hugely positive, and we're looking forward to working with customers to quickly get them on the road with their new SV electric vans.' The Farizon SV The electric Farizon SV features drive-by-wire technology, a b-pillarless design and cell-to-pack battery packaging, which it says combine to deliver market-leading cargo capacity, payload, range and an ultra-low loading height. A single highly-specified trim level includes several premium features as standard, including a unique payload monitoring system, heated seats, heated multifunction steering wheel, heated windscreen, 360-degree surround view, and a comprehensive suite of ADAS safety systems, it says. The SV has also earned a five-star safety rating from Euro NCAP. The model line-up includes the option of 67 kWh, 83 kWh or 106 kWh batteries, with one efficient, all-electric powertrain available, which produces 170 kW (231 PS) of power and 336 Nm of torque. The SV delivers a WLTP range of up to 342 miles (city), and up to 247 miles (combined), while a 20 to 80 per cent top-up charge can be completed in as little as 36 minutes. Farizon New Energy Commercial Vehicle Group is a wholly-owned subsidiary of Geely Holding Group. "Geely brand Farizon starts selling electric vans in London" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
Times
19-07-2025
- Automotive
- Times
I tried circumnavigating the UK in an electric van — here's why it was impossible
My annual circumnavigation of mainland Britain and Northern Ireland presented the perfect opportunity to try to prove that it was not only possible, but, ideally, a breeze to complete a four-week road trip in an electric van. Volkswagen thought so too, lending me an all-electric ID Buzz five-seater van, in two-tone candy white and bay leaf green, for the duration. The specs were as impressive as its surfy two-tone looks: an 84kWh battery that charged from 5 to 80 per cent in as little as 30 minutes and claimed a maximum range of up to 293 miles. The job was to survey the English, Welsh, Scottish and Northern Irish coasts — a distance of some 4,800 miles — but since I had the entire month of May to complete the journey I set a maximum of 240 miles a day, leaving a minimum 53-mile safety buffer within which to find a charger for my anticipated daily 30-minute top-up. That may sound overcautious, but over the 16 years I've been doing this journey, I've seen loads of old service stations closed down, but never seen a new one open. You need apps to find chargers. A single app won't do because you can't be sure that it lists all locations, or that it will communicate with the actual charger you want to use so you can get loyalty discounts and receipts, so I downloaded Charge Assist, Electroverse, InstaVolt, Plugsurfing, Pod Point and Zapmap. They're all free, because they make their money in a variety of ways — that may include commission from charging providers, advertising or data analytics, for example — and soon their icons were crowding my phone. It was already becoming something of a faff and I wondered how useful they'd be in those parts of the nation where 5G is a popular fairytale, but, overall, I was extremely pleased with myself. I had a green van and a greener plan for a low-cost, zero-carbon road trip (if you ignore the upstream emissions from manufacture and electricity generation). That's not how it turned out. This year's circumnavigation began in Cleethorpes. I had to start it somewhere, so I started it there. My first charging experience, in the Meridian Point Retail Park, took a little longer than I expected, but I put it down to first-night nerves and used my extended stay to give the resort more of a going over than it really needed. • Revealed: the UK's 50 best beaches for 2025 Three days later, having followed the coast through Lincolnshire and Norfolk, I discovered what many electric vehicle (EV) owners already know. It was raining when I followed Electroverse's guidance to a Shell Recharge station in Woodbridge, Suffolk. The charger was a massive 300kW monster that made me wonder if I actually had time for a cup of coffee and a bun from the petrol station's food counter. I did, as it happens. I had time, in theory, for a two-bottle lunch, a chapter of Ulysses and a long kip, because a 300kW charger does not necessarily charge at 300kW. It can charge at up to 300kW, in the same way that broadband providers promise your connection will operate at up to the speed of light. Possible, in theory, but extremely unlikely. First off, few EVs can draw 300kW. The Audi e-tron, the Porsche Taycan and the Volvo EX90 are among the exceptions, but the VW ID Buzz pulls only 185kW. Second, if the battery is too cold, or too warm, you won't even get 50kW. Ditto if the battery is almost empty. Third, your charge could be slower than advertised because, er, there are other drivers charging, or it's a Monday and there are five crows perched in the lightning tree, or the cows are lying down. I didn't know this yet. I was simply excited to be plugging in, swiping my card and then watching in wonder as the output display rocketed from 5kW to 41kW. And stayed there. According to the van, it was going to take two hours and 49 minutes to reach 80 per cent. Even Dave T Dog was dismayed, but imagine how quickly the sweet summer holiday dreams of a family would sour as they roasted in a van in the hot corner of the M5's Gordano services. • 400 years of the the great British beach holiday in pictures And then another mystery arose. Because of the temperature, or some long-forgotten curse or because the moon was in Leo, the range at the recommended 80 per cent charge was now 233 miles, or 187 with the safety margin, meaning I would have to recharge twice in one day to cover the 274 miles and 18 beaches I was planning on inspecting between Woodbridge and Margate. The next day was worse. Despite beginning the day with a 90-minute top-up in a BP garage, the last 40 miles to Normans Bay felt like a scene from the 1953 film The Wages of Fear. A large part of the stress is caused by a smartarse onboard computer that, rather than simply reporting the remaining range, constantly recalculates based on how much power you're using at any given time. These fluctuations increase so-called range anxiety — or the fear of not making it to your destination — and while the AA says that running out of charge is rare, the solution is always a tow to the nearest charging point. Coming through Winchelsea in East Sussex the display said I had 31 miles' worth of power with which to make the 25 miles to my campsite, but as I climbed the steep hill at Tanyard Lane, the range dropped to 21 miles, then recalculated when I reached the flat to 27 miles. Given a signal I could have used my apps to find a late-night charger for a top-up, but my survival instinct was not that strong, and by the time I reached the Camping and Caravanning Club site, just seven miles remained. Luckily I'd paid for a pitch with an electric hook-up. Unluckily the van's plug did not fit the site's socket. Probably because I'd failed to salute a magpie earlier in the day. The next morning I crept the six miles into Eastbourne on the electrical equivalent of fumes, following the Electroverse app's directions to a high-speed charger in a Volvo dealership. How I laughed when they told me it was out of order, and how I chuckled again when I discovered that the trickle charger at the VW dealership — a tense half-mile away — would take six hours to bring me up to 80 per cent. • Revealed: 100 Best Places to Stay in the UK for 2025 I gave it an hour to get enough power to drive to Waitrose, where a 120kW charger told me it would take just three hours to fill my battery. Unless you're a student of urban decline or a fan of post-apocalyptic horror, you'll find three hours is too long to be in Eastbourne. I sat in a café one street back from the ruins of the seafront, watching as zombies lurched past. It gave me time to think. According to Zapmap, there were 40,479 charging locations in the UK at the end of June. That's five times more than the number of petrol stations, which have fallen from 40,000 in 1967 to about 8,000 today. Of the 82,369 chargers at those locations, 16,698 (20 per cent) are in the rapid or ultra-rapid band, ie those with capacity of 50kW or higher. But speed is relative. It takes about five minutes to fill and pay for a tank of petrol, meaning each pump has a throughput of 12 vehicles an hour. • Why this Northern Ireland beach is the UK's best Where you are on the road matters too — southeast England has 2,410 of the faster chargers; the northeast 594; and Northern Ireland just 190. If my van really could get from 5 to 80 per cent in 30 minutes, the charger throughput would be two EVs per hour, but since the average so far was closer to three hours per charge the true throughput would be closer to eight vehicles per 24-hour period. Fortunately EVs comprise just 4.5 per cent — or 1.5 million — of the 34 million cars on UK roads. Because most of them are charged overnight, at home, and used for average journey lengths of about ten miles, they rarely run out of charge, and their owners are unlikely to notice the massive inadequacies of the roadside charging network. After all, no one does Route 66 in a golf cart. Despite easing the pressure on car manufacturers to meet EV targets, the government still expects 28 per cent of sales in the UK in 2025 to be zero-emission vehicles. By 2030, the mandated target will be 80 per cent, rising to 100 per cent in 2035. By then, according to a 2022 report by the government's Electric Vehicle Energy Taskforce, '500,000 public chargepoints [will] need to be deployed … to provide drivers with the confidence to buy electric vehicles and the means to charge them'. • I love camping and have done for 40 years — these are my best tips But availability is one thing. The time it takes to charge is another. The 340-mile journey from Manchester to St Ives via the M5 and the A30 takes six hours in a petrol-powered car. In an EV it could take up to ten hours when you factor in two charging sessions, and how will that affect Cornwall's tourism appeal? 'We know public charging is still a concern for people who cannot charge at home or for the occasional particularly long journey on high days and holidays,' Volkswagen said. 'We continue to work to develop partnerships to improve access to charging for our customers and urge government to support the development of a national, interoperable and affordable public charging network.' Despite the challenges you, like me, may still be tempted to hire an electric van for your UK road trip. The rental agency clearly thinks you should, claiming it's budget-friendly, eco-friendly, city-friendly, quieter and encourages slow travel. The last claim is definitely true and by the time I reached Weymouth, two days later than scheduled, I knew my plan had failed. It wasn't the van's fault. The ID Buzz is the prettiest vehicle VW has designed since the T2 split-screen: a design classic begging to be customised, but I'm not sure the UK is ready for an all-electric touring van. I'd covered less than 15 per cent of the 4,800 miles and if I couldn't handle the range anxiety of the UK's soft south, how was I going to cope with the wilds of Wales and Scotland? So I admitted defeat, called VW and asked if it had anything that ran on diesel. It brought me a California camper van. It took five minutes to fill, had a range of 550 miles, an electric pop-up roof and a fridge that looked great when I loaded it with beer. That's all you need to know. But I will try again. Chris Haslam toured the UK in a Volkswagen California campervan ( Have you travelled in an electric camper van, or are you considering it? Let us know in the comments
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Auto Express
11-07-2025
- Automotive
- Auto Express
Vauxhall Movano van review
The Vauxhall Movano is a versatile large panel van available in a wide range of body types as well as many different lengths and heights, so there's bound to be a model in there that suits. It's also well-equipped, especially when it comes to safety tech, and the Movano Electric has impressive range and performance. However, despite being a new model for Vauxhall, it's based on an older platform and feels dated in some ways, such as the cabin and driving experience. The Vauxhall Movano has changed a lot in recent years thanks to major buyouts in the automotive industry. Vauxhall (and Opel in Europe) previously offered a van called the Movano that was based on the Renault Master, but following its merge into the Stellantis group, the Vauxhall Movano is now based on a completely different platform. Advertisement - Article continues below These days, Vauxhall's big van is a version of a group of models that includes the Fiat Ducato, Citroen Relay, Peugeot Boxer and Toyota ProAce Max (plus the US-only Ram Promaster). It's not a brand-new platform, though. In fact, the old Movano used to compete with the same vans it now shares parts with. However, the Movano Electric does have a lot of up-to-date tech and there's even a Hydrogen version coming soon. Skip advert Advertisement - Article continues below View Kuga View EcoSport View Mokka The Movano Electric uses a 110kWh battery with a 268bhp electric motor powering the front wheels, delivering a range of up to 263 miles depending on which version you choose. This version doesn't have as many body options as the others, but there are still a choice of lengths and heights. The diesel models have more versatility with body types, and there's a manual or automatic gearbox option. The engine itself is a 2.2-litre four-cylinder turbodiesel and it produces 138bhp or 178bhp, with 350Nm and 450Nm of torque respectively. There's no weak link in the powertrain lineup, as even the entry-level vans are powerful enough. Prices begin at about £34,000 (excluding VAT) for the panel van, or £47,000 if you're considering a Movano Electric. You'll need to choose from one of three lengths (called L2, L3 and L4) and three roof heights (called H1, H2 and H3). There are different gross vehicle weights, 3.5 tonnes and 4.25 tonnes, which Vauxhall terms N1 and N2 in the van's specifications. You'll need a commercial vehicle driving licence to drive the latter, if you passed your test since January 1997. You can only get the Movano Electric in L3H2, L3H3, L4H2 and L4H3 sizes, but there is a 'Glazed Van' model with windows and a Chassis Cab model for conversions. There's only one 'N1' electric model in the range, so many will need that additional licence to drive. The diesel model is also available in Glazed and Chassis Cab variants, as well as in Tipper and Dropside (single- and double-cab) forms, from Vauxhall. Advertisement - Article continues below Skip advert Advertisement - Article continues below There's only one Movano trim level and it's called Prime. It comes with air conditioning, cruise control, electric twin door mirrors, twin rear doors and a single nearside sliding door. Diesel models come with a five-inch DAB radio screen with Bluetooth, while the Movano Electric gets a larger seven-inch screen with smartphone connectivity. Options including a reversing camera, a larger infotainment screen, keyless entry and go, sat-nav and climate control are all available via a range of option packs you can choose when buying. Good value for money Good range in Movano Electric Diesels are economical Rival models better value Slow home charging Missing options need to be added The smallest panel van in the line-up costs from around £34,000. This is a 138bhp diesel with a manual gearbox, and you can move up to an automatic (not available on all variants) for around £2,000. If you want a more powerful engine, you'll need to go for the 178bhp diesel that only comes with an auto gearbox. It comes as a higher gross vehicle weight, L4H2 panel van or glazed van only. This model costs around £41,000. Moving up from the base L2H1 model to L2H2, L3H2 and L3H3 sizes costs around £800 for each step (so the L3H2 costs £1,600 more than the L2H1 with the same engine, for example). The Movano Electric costs from roughly £47,000, so it'll take quite a while to recoup that increase in cost via fuel savings (but it's surely possible for some businesses). It is only available in L3H2, L3H3, L4H2 and L4H3 configurations. Advertisement - Article continues below Skip advert Advertisement - Article continues below Vauxhall is also promoting the availability of a hydrogen-powered variant, but it isn't relevant to most buyers. That's because there are only a handful of places across the entire country where you can even fill it with fuel, and it costs over £62,000 to buy. Fuel economy is best in the smaller, lighter models as you might expect. The best average figure, according to official tests, is 44mpg and this comes in the smallest manual diesel van. Expect somewhere around 40mpg in most versions, aside from the largest ones that will creep down to around 24mpg at worst, according to the official stats. There are some options, such as the spare wheel and reversing camera, that we would like to see on the standard equipment list. It feels a bit stingy not to include them when they are so useful to keeping you and your drivers safe and on the road. The Movano Electric has up to 263 miles of range on a single charge in the lightest models, dropping to around 230 miles in larger variants. This gives you an idea of how much the range will drop with a heavy load on board: the more you carry, the fewer miles you can drive. Your driving type will make a big difference, too, as driving on the motorway saps range significantly. Advertisement - Article continues below Skip advert Advertisement - Article continues below The 110kWh battery pack has a usable capacity of 97.8kWh and can charge at up to 150kW, which means it can charge from five to 80 per cent in 55 minutes at a public rapid charge point, which is good compared to rival products. It's a bit slow to charge at home or work via a 7.4kW single-phase charger, since the battery is so large. It takes about 17 hours to fill the battery from empty to full, which is more than an overnight job. Loads of body types Cargo space Large, wide-opening doors No second side door as standard High step to get inside Long versions not suitable for car parks All versions of the Vauxhall Movano are spacious. The entry-level model, which is called L2H1, has 10 cubic metres of space available, which rises to a total of 11.5 cubic metres in the higher-roofed L2H2. Move up to the longer L3H2 model and it increases again to 13 cubic metres. The even-larger L3H3 and L4H2 versions both have 15 cubic metres and the maximum volume is 17 cubic metres in the biggest L4H3. This is bigger than the largest version of the Ford Transit which tops out at 15.1 cubic metres. The biggest version is matched by the Mercedes Sprinter (17m3) and of course all the other vans on this platform including the Peugeot Boxer and Fiat Ducato are exactly the same size as the Movano. Advertisement - Article continues below Skip advert Advertisement - Article continues below The base model has a 3,450mm wheelbase, which increases to 4,035mm for both the L3 and L4 lengths as the extra length for the largest model is made up using extra bodywork rather than extra length between the axles. Total lengths range from 5,413mm for the L2 to 5,998mm for the L3 and 6,363mm for the L4. As for heights, the lowest model is 2,254mm tall, moving up to 2,522mm in the H2 high-roof model and 2,760mm in the tallest H3 version. All models are 2,050mm wide if you ignore the mirrors, which might make some inner-city width restrictors and car parks an impossibility. There's quite a big step to get into the Movano, but once you're inside you can stand up straight (unless you're very tall), so loading up should be easy enough. Payload capacities start at just 710kg, which is for the smallest Movano Electric. This is a bit of an outlier, though, as other versions of the EV have up to 1,460kg capacity - it depends if the van comes with the heavy-duty suspension (called N2 on the spec sheet). Diesel versions have payloads that range from 1,145kg to 2,115kg, so there's plenty of hauling capacity there. Advertisement - Article continues below Skip advert Advertisement - Article continues below Certain models can tow 2.25 and others go up to three tonnes, while all the electric vans in the range have the same braked towing capacity of 2,400kg. Lots of safety equipment Engines should be reliable Extra tech available optionally Visibility could be better No reversing camera as standard Spare wheel also costs extra Thanks to the fitment of airbags for the driver and both passengers, plus autonomous emergency braking with pedestrian and cyclist detection, the Vauxhall Movano is up-to-date with the latest safety standards for commercial vehicles. Traffic sign recognition and lane assist are also included as standard but strangely, a reversing camera isn't. This is something we'd like to see fitted to all large vans, as they can be quite difficult to reverse safely in busy areas, but at least it's a relatively inexpensive option to add. It's a similar story with the spare wheel: it's not quite a safety feature but isn't included as standard and could make a big difference if you do get a puncture, so is well worth adding if you can. All of the Movano's stablemates (including the Citroen Relay and Peugeot Boxer) got the same five-star overall rating from crash test experts at Euro NCAP. Breaking down the scores, you'll find a 78 per cent score for safe driving, a 64 per cent score for tech, and an 80 per cent score for post-crash safety. Advertisement - Article continues below Skip advert Advertisement - Article continues below The diesel engines available in the Movano are the same as in the Fiat, Vauxhall, Citroen and Peugeot versions of this van, and even the Toyota Proace Max uses them (with an up-to ten-year warranty in that case, although Vauxhall only offers three years as standard). This is the same with the electric motors in that version, and all should be dependable, especially the EVs. The warranty covers you for up to 100,000 miles, and there's eight years of additional cover for the battery in the electric model, covering it for loss of capacity up to 70 per cent of its original figure. Punchy engines and motors Big mirrors help with rear view Electric model is smooth Uncomfortable ride Wind, road and engine noise Visibility around A-pillars Even though the Vauxhall Movano is on a completely new platform for the brand, the construction itself is not new. It's a bit confusing, but you just need to know that while the van looks new, it feels dated to drive. The Ford Transit or Renault Master are more modern-feeling from behind the wheel, and more comfortable too. The old architecture is feeling its age and there's a lot of noise in the cabin from the tyres and wind around the mirrors. The diesel engines are rattly and noisy too, which you don't often get in modern vehicles. Of course, the Movano Electric doesn't suffer there, although it's still not exactly silent inside thanks to the wind and road noise. Advertisement - Article continues below Skip advert Advertisement - Article continues below The suspension is designed to cope with heavy loads, so the diesel Movano models are pretty unpleasant when there's nothing in the back. However, the electric version always carries its batteries around, loading up the suspension and improving comfort significantly. Although there are some issues with visibility around the A-pillars, the Movano isn't too intimidating to drive. Rearward visibility is good from the big twin door mirrors and you sit quite high up. However, it's a big van and there are always going to be places where it feels rather big, such as in car parks and city streets. Performance is strong in all models. The 138bhp and 178bhp 2.2-litre diesel engines are both torquey and feel strong enough to carry heavy cargo. The manual gearbox isn't very nice to use, so we'd go for the smooth automatic gearbox option if given the choice. The Movano Electric is the most powerful van of the lot, and thanks to the instant torque of the electric motor it feels pretty fast when the van is unladen. It's very nippy at low speeds, but feels less so on the motorway as the motor runs out of steam a little. You might need to consider that all versions of the Movano are very large. If you need access to a tight car park, for example, you should check the dimensions at the bottom of this page before you buy, as it might not actually fit. Tight city streets are not where this van feels most at home, although the electric model is great for traffic jams. Advertisement - Article continues below Skip advert Advertisement - Article continues below You might want to add the reversing camera from the options list as it helps a lot with rearward visibility when moving around a tight space. There is a lot of wind and road noise in the Movano at high speed no matter which model you choose, and the diesel models have a bit of engine noise thrown in as well. Economy here is best in the combustion versions, but these models are uncomfortable when not laden over the many bumps and joints in our motorway road network. Lots of in-cabin storage Roomy for passengers Touchscreen looks modern Awkward driving position Hard-wearing plastics look ugly Small standard-fit screen There are handles to help you hop up into the high cabin of the Movano, but once you're in there's a commanding view out. Taller drivers might feel a bit uncomfortable behind the wheel, as there's not a huge amount of space there since the cabin is pushed quite far forward. There's lots of space for two passengers in the front (a single passenger seat version is available, too) and there's plenty of headroom as well. High-roof variants have extra carrying space over the cab but you need to access it from the cargo area, so there's no extra in-cabin storage there despite the extra height. There are two large glove boxes, large door bins, space under the seats and a shelf above the windscreen. Storage is a strong point throughout the cabin and there should be plenty of room for stuff you need quick access to on a daily basis. Advertisement - Article continues below Skip advert Advertisement - Article continues below The dashboard itself looks okay, but most of the materials in the cabin are hard-wearing plastics that look a bit more dated than those in some rival vans such as the Transit. It's what you expect in a big van like this but it doesn't help to reduce noise in the cabin and looks dull. All Vauxhall Movano versions come with a five-inch DAB radio screen, except the Movano Electric as this has a larger seven-inch unit instead, along with a digital instrument display. You can get a ten-inch screen with smartphone connectivity and sat-nav on the options list for around £1,500. It's great if you can afford to add it, but many users will find their phone, mounted to the dash, will do just as good of a job as the built-in systems. Apple CarPlay and Android Auto are excellent to have if you drive regularly, though, and they help make the cabin feel a lot more modern. We like the digital dash in electric models too, as it also makes things feel more up-to-date and has all the info you need for driving displayed clearly. The Movano is at its best in electric guise, but it's not easy to recommend to a wide market. It suits those doing shorter, local trips most, although the 263-mile range is good enough for longer trips as well. It takes quite a while to charge at a normal charge point, and public rapid chargers are quite expensive to use regularly. The diesel is better for most buyers but it's a rattly engine - although it delivers decent economy for long trips. If you need a van for long-distance hauling this will be the one to go for. The closest rivals for the Movano are the Fiat Ducato, Peugeot Boxer, Citroen Relay and Toyota Proace Max. These are all exactly the same van with a different face, and different specs and prices. The Toyota is most notable as it has a longer warranty, but isn't as versatile with fewer variants available. Other rivals include the Volkswagen Crafter and MAN TGE twins, the Mercedes Sprinter and the Ford Transit. These vans feel more upmarket than the Movano but also cost a bit more, and don't have as much carrying capacity. The best van in this class right now is the Renault Master, a good-value van that's efficient and good to drive. While some rivals are more up-to-date and better to drive, the Movano offers good value for money, strong safety equipment and a lot of carrying capacity. The warranty runs for three years or 100,000 miles, whichever comes first, in all versions. The Movano Electric has an additional warranty for the battery that covers it for up to eight years over the same mileage. You'll need to service the diesel Movano every two years or 16,000 miles, or possibly every year with 'arduous' usage needs. Electric models have to be serviced every year at the same mileage. 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