Farizon's SV is an electric-only van, one of the first available in the UK.
Commercial vans, particularly those used for last-mile delivery, can really benefit from electrification. EVs are quieter, smoother to drive, and much more efficient. However, so far most of this class of EV have been conversions of existing non-electric models. Flexis and Renault will be launching pure EV vans in 2026, but another company has beaten them to it – Farizon. I took the Farizon SV all-electric van for a spin at the UK launch to find out whether it could give incumbent commercial vehicle brands an electric shock.
Farizon SV: Electric Means More Cargo Space
Farizon is another Chinese import to the UK. It’s not the first – we’ve had SAIC-owned Maxus on British roads for a few years now. However, this brand is part of the giant Geely group, which also owns companies familiar to Europe including Volvo, Polestar, Lotus, LEVC, Zeekr, and Lynk & Co, plus even more in China. Farizon is Geely’s main commercial vehicle marque and already has an electric truck that I got to explore (but not drive) in China last year. SV stands for “SuperVan”, so it comes with high expectations and the mood at the launch was quite bullish.
The rear doors on the Farizon SV can fold entirely round to the sides of the vehicle.
The van being launched in the UK is more modest in size than this articulated truck. It’s aimed at deliveries and tradesmen. There are five variants from L1H1 to L3H3 in size, with three battery sizes available – 67kWh, 83kWh, and 106kWh (gross capacities). The smaller capacities use LFP technology, meaning they are extremely robust and able to withstand regular charging to 100%. The 106kWh pack uses NMC technology and is only available with the L3H3 chassis size. While the van itself has a four-year, 120,000-mile warranty, the battery’s guarantee is a car-like eight years, which means a lot more in a commercial vehicle expected to do high mileages. Farizon’s confidence comes from over a million kilometers of real-world testing with the SV. All versions of the SV sport the same 231PS electric motor with 336Nm of torque.
There is no B-pillar, increasing the width of ingress through the side door.
Maximum payloads range from 1,035kg to 1,350kg, depending on battery size, all of which are more than the Mercedes-Benz eSprinter, which I tested a year ago and found to be a good step forward in electric van capabilities. Spatial capacity ranges from 6.95m3 for the L1H1 body format to 13m3 for the L3H3, which Farizon claims provides up to a 20% size advantage over the leading competitors, although the L3 eSprinter offers 14m3. With an optional towbar, the SV can pull 750kg unbraked or 2,000kg braked, which could be very useful if you need to take trailer-based mobile plant machinery with you. The L2H2 I drove can hold up to 1,245kg with the 67kWh battery and 1,160kg with the 83kWh one. Maximum capacity is 9.39 m3.
Towing up to 2,000kg braked is possible.
The rear doors have a hinge that enables them to fold out and flush with the sides of the van, which isn’t quite as convenient for cramped spaces as the rear shutter door on the Flexis walk-in van. But aside from having a sliding side door, the SV has another trick: no B-pillar. It still offers a platinum NCAP rating, but this wider opening facilitates side ingress, offering 1.8m width on the L1 and L2 or 2.1m on the L3.
Giving Farizon SV Van Drivers Car Luxuries
Increasingly, van drivers of all types are looking for a car-like experience during their time in their vehicles, and Farizon certainly delivers that. The driver’s seat is heated and ventilated, with a heated steering wheel too. Electric vans are reported to aid employee retention compared to internal combustion versions because they’re less tiring to be in over a working day (less noise, less vibration, easier to drive), and the SV’s pleasant cabin experience is likely to accentuate that benefit.
Farizon has tried to make the driver's cab experience as car-like as possible.
The 12.3in infotainment screen is also quite contemporary compared to many commercial vehicles I’ve driven. It has no satnav, but it does support Apple CarPlay and Android Auto, so a smartphone can be used to supply this function. The system is powered by ECARX’s E02 processor, like many of Geely’s car brands, including Polestar, Lotus and Volvo, so the interface is relatively aesthetic and responsive.
The range of safety functions is extensive, too, and again parallels the latest car capabilities. The parking camera offers a user-adjustable 360-degree view as well as a more conventional 2D rear image, making it much easier to navigate tight spaces. This is accompanied by the full range of car-like ADAS features, such as blind spot detection, rear cross traffic alert, lane change assistance, and even adaptive cruise control.
Electric Driving Pleasure With Farizon SV
The vans I drove were the L2 H2 83kWh variety, and I was able to test them in a selection of environments. I tried an unladen SV around the hill track at the UK’s Millbrook Proving Ground. I was also able to try this vehicle on the high-speed circuit at Millbrook. On the hills, the SV wasn’t exactly sporty, even in its highest power mode, but it pulled comfortably up steep inclines. Stability was impressive around corners. At 70mph on the circuit, the Farizon SV felt composed, easily capable of its 84mph top speed, although it was a rather windy day, and this made itself known on a high vehicle driving round a multi-lane highway-style test road.
Some test-driving was performed with a large load of water in the back.
I was also able to drive the same variant with a heavy load of water in the back, strapped firmly down in the cargo space, on a simulation of city streets. The SV’s steering was light enough to handle tight cornering, thanks to a drive-by-wire system. There wasn’t much tactile feedback, but this is a van not a sports car. On a faster urban-style circuit, the weight in the back didn’t ruin braking or handling.
The Farizon SV handled well around simulated city streets.
Regeneration can be set to quite a high level but it’s not enough for single-pedal driving, although the more variable weight of a delivery van makes this less likely to be a useful function anyway. You get three motor power options. Switching to the lowest Eco mode was an eye opener. The vehicle became noticeably more sluggish, and power didn’t kick in significantly with a hard push on the accelerator. However, it still didn’t feel like it was struggling with the load, so this could be a useful power-saving capability you won’t regret using.
Farizon SV: Enough Range For Most Working Days
With the 106kWh battery, the SV offers up to 247 miles of range in the combined WLTP cycle, or 342 miles in the city cycle. This should be sufficient for inter-city deliveries. The 67kWh battery offers a more modest 188 WLTP miles, and the 83kWh battery 234 WLTP miles, and these figures drop with larger body sizes. However, all these ranges are competitive compared to previous generation electric vans, although the Mercedes eSprinter’s huge 113kWh battery option promises even more.
Optional vehicle-to-load enables appliances to be powered by the vehicle.
The 67kWh battery charges at 120kW while the 83kWh unit offers 140kW – not exactly state-of-the-art by car standards, but this still means you only need 36 minutes to replenish from 20 to 80%. However, the 106kWh NMC battery only offers 120kW DC charging, so takes 40 minutes. With 11kW AC, 15 to 100% charges require 6.5 hours for the 67kWh battery, 9 hours for the 83kWh one, and 10.5 hours for the 106kWh one. So it will be entirely feasible to get back to full capacity overnight.
Farizon showed off its vehicle-to-load abilities by powering a barista's coffee machine throughout ... More
There’s even a Vehicle-to-Load (V2L) option, enabling you to use the van’s battery to power external devices requiring up to 3.3kW. At the launch, Farizon was showing this off by powering a coffee barista’s machine throughout the event. More realistically, it will be useful to have the power available for using tools onsite.
Farizon SV: Promising New Entry Into The Van Market?
Electric vans haven’t yet experienced the same market inroads that electric cars have. One of the reasons is the cost, which forces potential new owners to balance the daily savings from going EV against larger initial outlays. Farizon hopes to sweeten the deal with more reasonable costs for the SV. The UK prices, exclusive of tax, range from £45,000 ($58,000) for the L1H1 with the 67kWh battery, up to £56,000 ($72,000) for the L3H3 with 106kWh unit. There are no trim levels to add expense, either – all vehicles come with the cabin and safety features described earlier.
The Farizon SV could be delivering to UK locations from April onwards.
With a commercial van, the vehicle itself is only half the story. Competent distribution support is essential, and Farizon has enlisted Jameel Motors for this aspect. Jameel has 80 years of experience including extensive work with Toyota, so in theory the SV will be in good hands aftermarket. It all sounds promising, and the driving experience was one of the most comfortable I’ve had in a van. The Farizon SV could give the tentative electric van market just the nudge it needs to speed up. Demos will be available this month, with initial deliveries in April.