Ford to Munro
08-August-2021Nissan – Paneltex – Paxster – REE Automotive – Renault – Rightech – Rivian – Sany – Sevel (Citroen, Fiat, Iveco, Peugeot, Vauxhall & Toyota) – Smith – Stellantis (Citroen, Fiat, Iveco, Peugeot, Vauxhall & Toyota) – StreetScooter – Tesla – Tevva – Volkswagen – Volta – Volvo – Yutong
Nissan
The Nissan range of commercial vehicles reflected the close relationship the Japanese firm had with the French automaker, Renault. This extended to electric versions.
The Nissan e-NV200 van had a payload of 705 kg and 4.2 cubic metres of load space. The 40 kWh battery enabled a range of over 120 miles, while the 80 kW motor (driving the front wheels) generated up to 254 Nm of torque. This model was built in Barcelona, Spain. It was based on a diesel model introduced in 2009, and was due to be superseded by a new design based on the Renault Kangoo ZE in 2021. However, it was still being marketed early in 2022.
Although the e-NV200 only came in one size, an e-NV200 XL conversion was available to increase the body height and length to give eight cubic metres of load space. The conversion was engineered by Voltia of Slovakia and was carried out in the UK by the Bevan Group.
In February 2020 logistics company DPD announced it was ordering 300 e-NV200s, adding to the 91 it was already running.
The Interstar-e was announced early in 2024 as the electric option in the Interstar range. It was based on the same platform as the Renault Master. There was a choice of two batteries. The 40 kWh unit would give up to 124 miles of range. The 87 kWh alternative would provide up to 286 miles. The 1.6 t maximum payload was 400 kg less than for the equivalent diesel model.
Later in 2024 the Townstar EV came out in the UK. This was based on the Renault Kangoo electric, enhanced by Nissan’s engineers. Its main selling point was its cargo floor area, which exceeded that of most rivals in its class. In other respects it lagged somewhat. The 45 kWh battery supplied a 121 bhp motor and front wheel drive, with a potential range up to 183 miles. The L1 variant had 3.3 cu m of load volume and could carry 478 kg (303 kg less than the equivalent Vauxhall Combo-e. The L2 variant had 4.3 cu m of space and could take 681 kg of payload.
Cab and driver features were quite extensive, but the price of £33,995 ex VAT for the base version was dear compared with other vans in its class.
Paneltex
Paneltex is a large producer of insulated and specialised vehicle bodies and trailers, founded in 1991 and based in Hull. Sensing a probable move towards electric vehicles, but seeing no existing electric chassis for its products, the company produced a prototype electric box van in 2007. The first experimental machines worked with operators from 2008.
This work eventually led to a production version, based on Isuzu Grafter chassis in weights from 7.5 to 11 tonnes GVW, which was unveiled in 2014. The first examples went to Kuehne + Nagel, for transporting food and drink products for the Whitbread group. They were fitted with Thermo King V500 refrigeration units. The electric drive system was supplied by Magtec, including a P 144 motor and a P 146 controller. Their unladen weight of 5,060 kgs permitted a payload well over 2 t.
The Z75 and it was launched in 2017. The electric drive system continued to be sourced from Magtec and the base chassis cab was from Isuzu. The chassis cab was supplied with ICE components, which were removed so the electric drive line could be installed. Lithium-ion phosphate battery pack sizes could be 80, 100 or 120 kWh and a maximum 150 mile range was claimed. Gross weights varied from 5.5 t to 11 t. although 7.5 t appeared to be the most popular option. Major operators included Asda, Costa Coffee and Warburtons. Islington Council bought six cage-tippers in 2021 to add to its waste and recycling fleet.
Paneltex did not persevere with producing complete electric trucks. The growing availability of a broader choice of 7.5 t battery-powered chassis-cabs meant the firm returned to focus entirely on bodybuilding.
Paxster
The Norwegian Loyd company had a longstanding relationship with Posten Norge, Norway’s postal service, to supply special equipment for its delivery vans. The firm developed the Paxster as a lightweight electric vehicle in response to Posten Norge’s interest in providing an environmentally sustainable last mile service.
The engineering and external design was done by Eker Design. The original Paxster went into production in 2013. In 2015 the Paxster operation was split out from Loyd, and the new company set about building international sales.
In 2020 the range was updated, comprising two basic models – the Delivery 1.000L with a cubic metre of cargo space, and the Cargo 1.250L with 25% more. All the Paxster vehicles were similar in appearance. There had four wheels and the motor was mounted on to the rear axle. An electro-magnetic brake provided regenerative braking. There was a front cowl and windscreen but no doors, and only room for the driver, who needed to dress for the weather. Speed control was through a scooter-style handlebar arrangement, using a twist-grip throttle. Behind the driver was the cargo box, accessed through rear doors.
The Cargo was just under 2.4 m long and 1.2 m wide over the mirrors – making it very compact. Different combinations of battery (6 to 10 kWh) and motor 6 kW or 7.48 kW allow payloads up to 240 kg, speed up to 60 km/h and a range up to 110 km. A Cargo XL version was introduced which was 500 mm longer and had a load volume of 1,800 l.
In the UK, Royal Mail ordered an initial fleet of Paxster Cargo machines which entered service in 2021. They were to be put into trials, alongside the slightly larger Liger Pulse 4, in Crewe, Edinburgh, Liverpool, London and Swindon. They proved successful and 84 more Paxter Cargo machines entered service in 2025.
REE Automotive
REE Automotive is an Israeli start-up whose mission is not to build and sell complete vehicles, but to supply other vehicle makers with low running platforms. These Software Defined Vehicle (SDV) platforms featured a wheel in each corner with independent but coordinated drive, suspension, braking and steering functions. The final vehicle would be built on to the platform, which would be available in various sizes to match a required gross weight.
The P7 platform was specifically designed to underpin urban delivery vehicles. Even though it would be fitted with a steering wheel and foot pedals, control of the vehicle functions was through drive-by-wire technology. This gave great flexibility in the interior design and layout, for example four-wheel steering and optional all wheel drive.
In May 2002 REE announced it would open a plant in Coventry with the capability of building up to 10,000 platforms a year. This enterprise was part of an initiative with Rockwell International and Expert Technologies. The very high level of automation meant that the plant will be able to operate with a staff of fewer than ten people.
Development progressed to the P7-C series in 2023. A deal was done with Mitsubishi Fuso to engineer and evaluate a drive-by-wire eCanter using REE’s technology.
Renault
One of the most well-established electric vans in the UK was the Renault Kangoo ZE, announced in 2009 and entering production two years later. It helped to prove the viability of electric vans, and could claim a range of 143 miles, although its payload was modest. It also won the accolade of International Van of the Year in 2012.
The Zoe ZE minivan, based on the Zoe electric car, also came out in 2012, going on sale in the UK the following year. A more efficient R90 motor was fitted from 2015, extending the Zoe ZE’s range to 149 miles. That went up to 186 miles in 2016 when a more efficient battery became available. The even more powerful R110 followed in 2018, demonstrating a continual steady improvement in electric vehicle technology over a remarkably short time.
The original electric Master ZE was launched in 2018, to compete in the 3.5 t panel van and chassis cab segment. It was a 3.5 tonne GVW machine, with a 75 mile range. The three available formats were panel van, chassis-cab and platform cab. The payload capacity on the panel van was up to 1,425 kg, but the two-seater cab could be a drawback for some applications. The 57 kW motor drove the front wheels, and the battery capacity was a modest 33 kWh.
The second-generation Zoe was introduced in 2019, with the Zoe Van E-Tech joining it in 2020. The EV.50 battery enables a claimed range of 245 miles. As with the first-generation, the Zoe van had the same bodyshell as the saloon car, so in reality was the car minus the rear seats, and featuring a permanent cargo floor and opaque rear windows. There was about 1 cu m of load space, and the potential payload was around 450 kg.
By 2021 Renault had refreshed and expanded its range. The electric versions of its light commercial vehicles were given the E-Tech label – the Zoe E-Tech, the Kangoo E-Tech, the Trafic E-Tech and Master E-Tech.
A new generation Kangoo was introduced that year, with a Kangoo E-Tech electric version part of the line-up from the outset. The van had a 76 kW motor, a payload of 612 kg, and a potential 186 mile range. The next-generation Nissan e-NV200 was expected to be based on this design.
The next generation Master E-Tech was unveiled in the UK at the 2024 Commercial Vehicle show. It was almost twice as powerful as its predecessor, with a 141 bhp motor (torque up to 221 lb ft) instead of 76 bhp, and a much bigger battery (87 kWh versus 52 kWh). This translated into a potential range of 286 miles, 16% more that the equivalent Ford E-Transit.
The Trafic E-Tech came along in 2024. It had a 118 bhp front-mounted motor with 181 ib ft of torque. The 52 kWh lithium-ion battery enabled a potential range of 186 miles. It was available in two lengths, 5.08 m and 5.48 m, and heights of 1.96 m and 2.49 m. The tall option was class leading in this respect. Another special feature was a way to open the bulkhead to enable a load up to 4.15 m long to be accommodated. Maximum payload was 1,222 kg and towing capacity was 920 kg. The cab had another interesting feature; the central seat could be folded forward to create a work desk with storage for documents. Prices started at £39,500 ex VAT.
There were four body variants, offering payloads from 1,074 kg to 1,625 kg, and a towing capacity of 2.5 t. Cargo space varied between 11 cu m and 14.8 cu m depending on choice of model.
In 2024, Renault Group, Volvo Trucks and the Marseille-based logistics company CMA CGM formed a 45:45:10 joint venture called Flexis to develop the next generation of light commercial vehicles, founded on a Software Defined Vehicle platform. Target investment was £300 million, and the first resultant models were expected in 2027. Things did not as smoothly are hoped, and Renault bought out the entire venture in 2026, keeping Volvo as a strategic partner.
The Renault brand was also active in the electric heavy truck segment. In actual fact, Renault Trucks had been a subsidiary of Volvo Trucks since 2000. Its electric lorries shared technology with the Volvo range, but detailed engineering was distinctive.
The results of the Flexis enterprise were unveiled early in 2026, in the form of three new models all sharing a common platform. The Estafette was a narrow full size van intended for last mile deliveries. The Goelette E-Tech was a more conventional machine, to be available in chassis cab, cargo box and tipper form. Last was the fourth generation Trafic E-Tech, which seemed to be offered only as an electric van. All would be assembled at Renault’s Sandouville plant in France.
In 2020 the first rigid D Z.E. and D Wide Z.E. models were announced with gross weights of 16 t and 26 t. The following year the 18 t GVW D Wide Z.E. joined them. This machine was designed for temperature-controlled distribution, with the chiller system fed off the 600 V traction battery. These three truck models could be had in a choice of wheelbases between 3.9 m and 6.8 m.
Carlsberg Marston’s Brewing Company (CMBC) bought its first two large electric trucks from Renault in 2022. Both were D Wide Z.E. machines, one rated at 18 t and the other at 26 t. They were bought to deliver beer to pubs and clubs in Cardiff and London, which could be comfortably achieved from local depots within the trucks’ range of 150 km. Charging points were set up at those depots. The same year, Tesco put its first fully electric heavy truck on the road. The 18-tonne Renault D Z.E. was based in its Dagenham delivery centre and could serve 400 shops across London without incurring fees from entering the capital’s ultra-low emission zone.
By 2026, the electric truck range had expanded further. The E-Tech D was available in 12 t and 14 t GVW versions and intended for urban delivery work. A series of tractor units was added. The 4×2 E-Tech T540 was aimed at regional work, with a payload up to 23 t and a range up to 450 km. The 6×2 E-Tech T585 sacrificed range to allow a payload up to 24 t. And the 6×2 E-Tech T780 was able to tackle long haul work with a 600 km range and 22.5 t payload. Renault’s NCA (nickel-cobalt-aluminium chemistry) batteries were supplied by Siemens, and assembled into packs by the German company Akasol.
https://business.renault.co.uk/van-range.html Renault Trucks UK : truck & LCVs for many industries
Rightech
The Rightech RT75 was a 7.49 t GVW truck made in China, and distributed in the UK by Wrightbus. Conventional in layout and appearance it was available in three wheelbases (and three payload allowances): 3,365 mm (4.34 t), 3,845 mm (4.17 t), and 4,475 mm (4.12 t).
A 107 kWh battery powered a 90 kW, 550 Nm motor connected to a two speed gearbox. Promised range was 144 mi.
/https://rightech.eco/products/electric-trucks/rt75-uk/
Rivian
Rivian is an automotive company founded in 2009 and now based in Plymouth, Michigan, close to the heart of America’s motor industry. It showed off its first products (the R1-T pick-up and R1-S SUV) in late 2018 as well as starting work on an electric van. It secured significant funding from Amazon and the Ford – the former being a potential large-scale customer and the latter as a potential development and production partner.
The van was specifically designed to meet the needs of Amazon,. First publicly revealed in October 2020, the first pre-production examples were put into service in Los Angeles in February 2021. Rivian vans running Amazon deliveries in the UK could be expected in due course.
The company was also scouting for the site of a European manufacturing plant which could be in Britain, Germany or Hungary, although a planned tie-up with Mercedes-Benz negotiated in 2022 stalled.
The production version of the R1T pick-up was unveiled in 2020 and was expected to be on sale in Britain from 2022. It delivered 750 hp of power through four wheel motors and promised up to 400 miles of range, depending on the battery and how much the 0 to 60 mph in 3.5 seconds performance was exploited.
Sany
The Chinese construction equipment company Sany exhibited a 32 t GVW eight-wheeler electric concrete mixer at the 2024 Commercial Vehicle Show. This was not a precursor to an early introduction of its trucks in Britain, but in 2026 Sany began marketing its vehicles in Germany. By this point Sany had sold over 20,000 electric trucks in China.
Sevel (Citroen, Fiat, Iveco, Peugeot, Vauxhall, Toyota)
Sevel was a joint venture (initially between Fiat and PSA, and subsequently part of the new Stellantis business) which produced a series of light vans built in France and Italy and carrying Citroen, Opel, Peugeot, Vauxhall and latterly Toyota branding. All brands except Opel were offered in the UK.
A generation of nominal one tonne payload diesel models was introduced in 2016 and electric versions across these brands arrived in 2019. The battery was in a flat box in the wheelbase, and the motor and controls occupied the space normally taken by the engine and gearbox. They were marketed as the Citroen e-Dispatch, the Peugeot e-Expert, the Toyota e Pro Ace and the Vauxhall Vivaro-e, and were built at the Sevel Nord plant in Valenciennes, north east France.
Each of these electric vans, as they were sold in Britain, had the same basic specification, but varied in terms of front-end appearance, cab trim and accessories, choice of body lengths and layouts, and exact electric drive system specification. Broadly speaking, one van option offered a 50 kWh battery, giving a range of 230 km and a payload up to 1,226 kg. The alternative 75 kWh battery pack enabled a range billed at 330 km and payload up to 1,002 kg. Lengths of 4.96 m or 5.3 m could be specified, and the maximum load space was either 5.8 cu m or 6.6 cu m. As well as a panel van, the longer model could be built with a second row of seats. The 100 kW motor promised a top speed of 130 km/h.
A range of larger vans – built at the Sevel Sud factory in Atessa, southern Italy – included the Citroen e-Relay, Fiat e-Ducato, Iveco e-Super Jolly, Peugeot e-Boxer, Toyota ProAce Max EV and Vauxhall Movano-e.
At the beginning of 2021, Fiat announced that the e-Ducato would be available in the UK by the middle of the year. Based on a model built for some years, this was Fiat’s first foray into a pure-electric van, being unveiled in 2019. Recognising the age of the base model, the e-Ducato was offered in a wide range of configurations to suit the maximum number of possible applications. The 90 kW, 280 Nm motor drove the front wheels. The maximum payload was 1,885 kg and the top speed was limited to 100 km/h to conserve energy. There was either a 47 kWh or 79 kWh battery which enabled a 113 or 230 mile range respectively. The biggest version, the e-Ducato XL, provided 17 cu m of load space – much more than most of its immediate electric rivals.
The Sevel operation was subsumed into Stellantis in 2022, so the continuing story of the electric versions of these brands is picked up under that heading.
https://www.peugeot.co.uk/ Fiat Professional | Commercial Vehicles & More | Fiat Pro UK Vauxhall Vehicles | Electric, Hybrid, Cars, SUV & Vans | Vauxhall
Smith
Following its takeover by the Tanfield Group in 2004, Smith Electric Vehicles started developing entirely new electric vehicle designs. To lead that work Tanfield recruited Doug MacAndrew from McLaren. Taking advantage of the next generation batteries becoming available, the company embarked on a programme to develop and build high-performance urban delivery vehicles at a large scale. Key parts of the technology were taken from the rail industry, scaled down for road vehicle use to a point where they became a viable choice in terms of price.
The first manifestation of this work was the Faraday prototype built in 2005. This was built on a Smith chassis and could run at up to 50 mph with a range of 60 miles. Its payload was 2 t and the GVW was 5 t. Consultations with operators like Sainsbury’s and TNT showed this was an awkward size – too heavy to meet the 3.5 t GVW limit up to which drivers did not need an HGV licence, yet not taking full advantage of the less onerous regulations affecting vehicles up to 7.5 t GVW.
Even though they were keen to explore the use of electric vehicles, another reservation that TNT had was that the basic vehicle engineering was unproven for long-term high-intensity fleet operation. It wanted to have an electric based on a donor chassis from a diesel model which had an established service record. A further long-standing complaint was that the driving environment of these vehicles was too basic, with an almost upright steering control, awkward pedal locations, hard seats, and so on.
In response the 7.5 t GVW Newton was unveiled in 2006 as a city delivery truck with a proven glider chassis imported from Avia in the Czech Republic. Its range was 130 miles and it could get up to 50 mph. Smith claimed it was entirely equivalent to a diesel vehicle doing the same job. The battery was a 278 V sodium-nickel-chloride unit weighing 800 kg. The use of ultra-light composites in the construction of the body by Omnia meant that a payload of 4 t could be achieved. With the Newton the engineering challenge had flipped. It was no longer a case of tuning the motor and control system to coax the best out of a lead-acid battery. Instead, the challenge was to get motors and drive trains that could cope with the abundant energy coming out of the sodium-nickel cells.
TNT tested two prototypes in London with a view to ordering 400 trucks over two years, worth £24 million. In fact it took 100 Newtons (costing £7 million) between 2009 and 2011. Marks & Spencer put one on trial in London, as did Royal Mail in 2007. With promising talks taking place with other large fleet operators, Smith hoped to achieve an annual turnover of £100 million. Late in 2006, it opened a new factory in Washington, County Durham, a few miles from its original home on the Team Valley industrial estate.
Alongside the Newton, Smith also produced the Edison, which had a GVW of 3.5 t and could therefore be driven on a car licence. It was based on the Ford Transit, although to what extent Ford was involved in the project is not clear; it was certainly not prepared to supply glider chassis as that would disrupt its production line. Therefore the base vehicles arrived at Smith complete and time and money had to be spent to take out the engine and gearbox before installing motor and battery. It was available in a variety of formats; Smith exhibited a crew cab version in 2011. Sainsbury’s bought 50 in 2007 to replace 20% of its local delivery fleet. DHL, Royal Mail, Starbucks and TNT also ran examples, which were part of a 250 strong ‘seed’ fleet that Smith produced. The firm was optimistic it could build 1,500 electrics in 2008 and as many as 10,000 by 2010.
In 2008 it signed a deal with Valance Technology of Austin, Texas, for the supply of lithium-phosphate batteries for all of its vehicles. The kit featured an integral control unit to optimise output. It also placed an order for 1,000 90 kW and 120 kW drive trains from Enova, another American company. At this point Smith’s attention turned away from the UK and towards America. The Newton was successfully demonstrated there and the firm entered a deal with Ford to develop the Ampere, a lithium-ion powered version of the long wheelbase Transit Connect for the US market. This project did not come to fruition because in 2009 Smith pulled out, reckoning that the electric light van market was becoming too competitive. It elected to focus on the heavier Newton and Edison models where it felt it had an edge. Over time the Newton range expanded to cover GVWs from 6.4 t to 12 t.
A small operation had been set up in Fresno, California, but in 2010 much bigger facilities were taken at the former Trans World Airlines maintenance base at Kansas City airport, with capacity to build 10,000 electrics a year. Newtons found their way into the fleets of AT&T, Coca-Cola, Frito-Lay, Pacific Gas & Electric, Staples and the US Marine Corps. This was the high point for Smith. Sales in the UK, US and other markets stalled in the face of the global financial crisis of 2008 and its after-effects. Operators were reluctant to take a chance on novel technology; economics won out over environmental kudos.
Smith’s most successful model was the Newton, of which 800 were sold. But in 2013, Avia Trucks was shut down by its then owner, Ashok-Leyland, owing to a general lack of demand for its products. This meant Smith had no source of glider chassis. By then Smith was effectively an American company with limited activities in the UK. The Washington factory was closed in 2017, and the US operation was subsequently mothballed.
Skywell
Skywell is a Chinese automaker which announced plans to bring an electric van to the UK in 2024. It was already producing the EC11 model, which closely resembled the Mercedes-Benz eSprinter. Australia was one export market.
For the UK, a more distinctive looking van was contemplated, provisionally called the 233. The initial offering would be a L3H4 configuration, 5.99 m long and 2.7 m tall, with 14 cu m of load volume and a payload of 1,755 kg – taking the van to 4.5 t GVW. The 201 bhp, 273 lb ft motor would be supplied by a 105 kWh CATL battery. A smaller 88 kWh battery, shorter 5.49 m length, lower height of 2.2 m, 9.5 cu m volume and 3.5 t GVW version might be available later. Market launch was anticipated later in 2026.
https://skywell-uk.com/vehicles/
Stellantis (Citroen, Iveco, Peugeot, Toyota, Vauxhall)
Stellantis is the culmination of a series of mergers and takeovers that saw makes like Chrysler, Citroen, Fiat, Iveco, Opel, Peugeot and Vauxhall come under the same banner. It had a big presence in the van market and in Europe the policy became one of developing pan-group models which were marketed under a number of established brand names. Toyota joined as a partner in some of these programmes in 2012. The Sevel light commercial vehicles operation (see above) was fully integrated into Stellantis in 2022.
The firm produced LCVs across three segments – small (sub-1 t payload), medium (around 1 t) and large (more spacious and above 1.5 t). New models and upgrades in each segment appeared in pretty well identical form sold as Citroens, Fiats, Opels, Peugeots, Toyotas and Vauxhalls. All these brands were available in the UK except Opel. Aside from cosmetic differences, the main distinction was that certain body configurations were not available across every brand.
In 2021 the firm introduced a new range of small LCVs where ICE and electric drive models utilised exactly the small platform from the outset. The electric models were the Citroen e-Berlingo, the Fiat e-Doblo the Peugeot e-Partner, the Toyota Pro-Ace City Electric and the Vauxhall Combo-e – all fundamentally the same product and all marketed in the UK from the beginning of 2022.
Individually, they offered an 803 kg payload within a vehicle length of up of 4.4 m or 4.75 m. On each model a common 50 kWh battery drove a 100 kW motor with up to 260 Nm of torque connected to the front wheels. That permitted a top speed of 130 km/h or a potential range of 275 km (175 miles). External styling details and cab provision varied. Citroen’s e-Berlingo offered drivers the choice of Normal, Eco and Power driving modes. One would have thought that the Normal and Power settings would be turned off on an EV – but if you have range to spare why not have a little fun?
In the medium category there were the Citroen e-Dispatch, Fiat e-Scudo, Iveco e Jolly, Peugeot e-Expert and Vauxhall Vivaro-e. Electric versions of these arrived around 2019 and by 2022 the Vivaro-e was the best-selling electric van in the UK, shifting over 3,200 units between January and October that year. The specification of this medium range included a 50 kWh or 75 kWh battery with a 136 bhp motor. The basic layout gave 5.8 cu m of load space, and a payload up to 1,000 kg with a GVW of 3.2 t. Range was claimed to be up to 217 miles.
There was some demand for more snazzy versions of a van in this segment. Stellantis responded in Britain with the Vivaro Electric GS in October 2022. This was essentially an exercise in trim, with a spoiler at the front, side skirts with integrated mudguards, distinctive rear bumper, 18 inch black alloy wheels and low profile tyres. Inside the GS had eco-leather seats with red stitching, as well as plenty of logos.
2021 saw Stellantis refresh its large van line-up with the introduction of the new Opel/Vauxhall Movano, Citroen Relay and Peugeot Boxer large panel vans. Again, the electric versions were conceived as part of the original design, which was led by a team from Opel. The vans were produced at the Stellantis plant in Gliwice factory in Poland, although the electrics were actually finished at a third-party factory.
All three models were sold in the UK with Citroen, Peugeot or Vauxhall badges, including their electric variants. They were available in 5.4 m (L2), 6 m (L3) and 6.36 m (L4) long versions, with a 75 kWh battery and a 88 kW motor. The interior space could be up to 15 cu m and the maximum payload was 1,150 kg. The maximum range was 224 km. Different configurations were offered. For example the Citroen e-Relay could be had as a panel van (L2, L3 or L4), window van (only L4) or chassis cab (only L3).
Two sizes of lithium-ion battery were offered, and a 90 kW motor was fitted across the range. The 37 kWh set in the L2 panel van gave a WLTP range of 73 miles. All other variants were fitted with a 70 kWh battery which promised a 139 mile WLTP range in L3 and L4 versions. The battery came with an 8 year, 100,000 warranty. Depending on trim level, cab features included a five-inch colour touchscreen, DAB radio, sat nav and other features to emulate the modern car experience.
In May 2022 Stellantis and Toyota announced an agreement to jointly develop a new large-size van, with a battery electric version. This followed two previous generations of van they developed together. The van appeared in 2024 and was built at Stellantis factories in Gliwice, Poland and Atessa, Italy, to be sold under Stellantis group brands and the Toyota brand. It would be Toyota’s first large electric van.
In December 2022 Stellantis and Qinomic set up a unit to examine the feasibility of converting ICE light commercial vehicles to electric, ostensibly as a way to extend the life-span of ICE vehicles that could no longer enter low emission zones and would otherwise have to be recycled. In 2024 Stellantis announced that the scheme would begin in France with the medium LCVs (Citroen e-Dispatch etc.) and come to the UK as demand dictated. The basic idea was that a customer would take their ICE vehicle with 100,000 km on the clock to their dealer, and it would go to a Stellantis factory for conversion. It would return reconditioned and with a drive system that would allow 900 kg of payload and a range of 120 miles. The likely cost would be in the region of £18,000 ex VAT, much less than the cost of a new van.
A major development for Britain was the commitment by Stellantis to re-equip the Ellesmere Port factory in Cheshire to build electric vans. After an investment of £100 million, the plant began production in September 2023. It would build the Vauxhall Combo Electric, Opel Combo Electric, Citroen e-Berlingo and Fiat E-Doblo. A test-track and parts distribution centre opened the following year.
2024 saw a facelift across the LCV range. This including sharper exterior styling details which varied by brand, more powerful drivetrains, greater range and upgraded cab facilities.
In the small segment (Citroen e-Berlingo, Fiat e-Doblo, Peugeot e-Partner, Toyota Proace City EV and Vauxhall Combo-e), the 50 kWh battery was retained, along with the 136 bhp motor with 199 lb ft of torque. However, improved battery management, greater motor efficiency and new regenerative braking enabled the potential range to be extended by 16% to 213 miles. Cargo space was 3.9 cu m on the shorter version and 4.4 cu m on the longer one. Maximum payload was 759 to 780 kg, with 750 kg towing capacity. Available lengths were 4.4 m and 4.75 m.
Some brands offered a standard three seat layout or an extended passenger compartment with 5 seats. Having a sliding door on both sides was a distinctive feature. On some models a ‘Smart Cargo’ option released a section of the bulkhead to allow items as long as 2.2 m to be accommodated. Cab features available depending on trim level included a digital mirror system taking in the rear view but also down the sides. A 10 in infotainment screen was standard, along with digital instrumentation.
Toyota versions were more expensive, but this reflected the more comprehensive warranty and after-sales package that came with them. So the base level price was £30,578 ex VAT. Vauxhall priced its Combo-e the same as its diesel equivalent on finance deals, with the same deposit, monthly payments and term.
In the medium segment (Citroen e-Dispatch, Fiat e-Scudo, Peugeot e-Expert and Vauxhall Vivaro-e) another facelift took place in 2024 to bring the 8 year old base vehicle design up to date. The 50 kWh battery available before was dropped, leaving a 75 kWh pack as the only energy store. It fed a 134 hp motor, widely used across the Stallantis car and LCV catalogue. Regenerative braking was provided. A range of 194 to 230 miles was promising, depending on configuration.
The L1 format was 4.98 m long and had 5.3 cu m of cargo space. The L2 format was 5.33 m long and had 6.1 cu m of space, which was some way behind newer competitors. However, having a sliding door on both sides could be an important advantage. Double cab and chassis-cab layouts were available. Maximum payload was 1,000 kg with a 1 t towing capacity. Cab highlights included two 10 inch infotainment screens, one ahead of the driver with digital instrumentation. One gripe from testers was that the pedals and the steering wheel were slightly off set from one another, making the sitting position rather uncomfortable (perhaps an issue only with right hand drive versions).
The Vivaro-e was priced at £42,055 ex VAT for the base specification, making it cheaper than most of its rivals.
During 2024, Stellantis announced that right hand drive versions of the E-Expert and Vivaro-e would be built at its Luton factory.
The larger LCVs also received attention in 2024, that is, the Citroen e-Relay, Fiat e-Ducato, IVECO e Super Jolly, Peugeot e-Boxer, Toyota ProAce Max EV and Vauxhall Movano-e. The gross weight were these vehicles was 4.25 t. Cab appointments followed the pattern of the other ranges, including bigger infotainment screens, optional sat nav, and air conditioning. The 110 kWh battery supplied a 266 bhp motor offering 295 lb ft or torque. With regenerative braking this combination promised a range up to 261 miles. Prices started at £44,485 ex VAT for the Peugeot e-Boxer.
Early in 2026 Stellantis announced a fundamental review of its business and its forward strategy. There would be a heavy commitment to electric vehicles, and all existing vehicles or platforms would be replaced by the STLA One platform. This would be the basis for cars and LCVs. It would be based on an 800V architecture and use LFP batteries to reduce dependence on critical raw materials. Typical model development times would be cut from 40 months to 24. Fiat and Peugeot would be the principal European brands, which might see the gradual disappearance of Citroen and Vauxhall in the UK. The relationship with the Chinese automaker Leapmotor would be deepened, although at that point Leapmotor did not produce vans.
https://www.peugeot.co.uk/ Fiat Professional | Commercial Vehicles & More | Fiat Pro UK Vauxhall Vehicles | Electric, Hybrid, Cars, SUV & Vans | Vauxhall
StreetScooter
The StreetScooter electric delivery vehicle was the outcome of a research project at RWTH Aachen University in Germany which aimed to identify the kinds of product that could profitably be made in high wage countries in the twenty-first century. The first prototype appeared in 2011 and attracted interest from Deutsche Post, which invested in the programme. The design was optimised for package delivery applications and fifty examples were put into trial service in 2013. Deutsche Post, through its DHL subsidiary, acquired StreetScooter in 2014. By that time around 200 vehicles had been built at an operation set up in a former Talbot/Bombardier plant in Aachen. DHL was already heavily committed to having the greenest possible fleet of vehicles and was prepared to be a pioneer.
Production expanded considerably, with output peaking at 4,200 units in 2018, most destined for DHL’s operations in Germany and continental Europe. DHL did not operate any StreetScooters in the UK, but 200 were ordered by Milk & More, for use on delivery rounds. Milk & More was a subsidiary of Müller, the German dairy products company. The vehicles were nothing like traditional British milk floats, but based on the Work L delivery van used by DHL and adapted for milk and grocery delivery.
The Work L StreetScooter had what looked like a typical normal control chassis cab, carrying an eight cubic metre box van body. The payload was 905 kg, and the range a fairly modest 75 miles. The left-hand drive configuration would help with kerbside access in the UK, but having hinged cab doors would surely slow down driver movement between driving and delivering.
The Milk & More examples may well have been the only StreetScooters sold to operators other than DHL. In the face of heavy costs and a lack of external sales, DHL announced the closure of the StreetScooter business in March 2020, having failed to find a buyer. Even so, by the time outstanding factory orders were completed, DHL would have fleet of over 15,000 StreetScooters. The trouble was, the operation was consuming over 300 million euros a year.
Tesla
Tesla is already the world’s largest manufacturer of pure electric cars and has a growing presence in the UK, so it is a familiar name in Britain. In 2017 it unveiled the Tesla Semi large articulated truck, which was very much shaped for the North American market. It also developed a pick-up which might eventually be sold to British customers. The Cybertruck is a radical take on what a pick-up should be, with a stainless-steel body that makes it look like a stealth fighter. It had a 1.6 t payload and a range up to 500 miles. Its dramatic road performance and high price tag meant that if and when it came to the UK it would probably find more buyers among rich-list celebrities than farmers and builders. Not to mention the hurdles it might face in meeting UK vehicle design regulations.
Tevva
Tevva was founded in 2013 and based in Tilbury, Essex. In the early 2020s it developed a 7.5 t GVW electric lorry aimed at the UK and European markets. It had a 105 kWh battery that Tevva would assemble in-house, which promised a range of up to 140 miles per charge. The vehicle was based on glider chassis that would be supplied by Iveco. Other technical details were sketchy.
It was certainly thoroughly developed. Testing included hot climate testing in the Sierra Nevada, Spain, where a prototype endured climbs up to 2,500 m with a 2.5 t dummy payload.
The first production example was built at its factory in Tilbury and delivered to Kinaxia Logistics for trials in 2022. Early orders were placed by Expect Distribution, Royal Mail and Travis Perkins and the goal was to sell 1,000 trucks in 2023.
In February 2023, Tevva announced a deal with Ecobat for the environmentally responsible repair, repurposing and recycling of its lithium-ion batteries. At that point it claimed that mass production had begun at Tilbury.
Unfortunately, the business was far from profitable, racking up a loss of £22 million in 2023. Unsuccessful efforts were made to forge a merger with ElectraMeccanica, a Canadian firm which had developed a single-seater electric city car. Operations became unsustainable and, in the summer of 2024, the firm collapsed.
Volkswagen
The ID.Buzz was a radical departure from the staid look of most electric vans in the early 2020s. Its inspiration was the two-tone VW Combi that was an icon of the sixties and seventies. Built in Hanover, the goal was to raise annual production to 130,000 units by 2023. One version was the ID.Buzz Cargo, configured as a premium commercial van.
In 2024 Mitie, a major British facilities management company, ordered 650 ID.Buzz Cargo vans. These added to the firm’s existing fleet of 4,000 electric vehicles. The vans were fitted out with racking and cabinets by Gentili UK. The vans’ load through bulkhead obviated the need for a roof rack or external pipe carrier.
The electric Transporter T7 was introduced in 2024. This generation of Volkswagen’s mid-range van was based on the same platform as the Ford E-Transit Custom which limited VW’s influence over the design. This was essentially limited to a distinctive house-style around the front end – grille, lights and bumper. It could be acquired in various formats: three-seater panel van, van with a second row of seats, Kombi passenger carrier, and double cab with platform body.
The basic e-Transporter T7 was 5,050 mm and internal dimensions were are expanded over its predecessor. The longer wheelbase version offered 3,002 m of cargo floor. The short wheelbase van had 5.8 cu m of cargo volume, whereas a long wheelbase, high roof variant could display 9 cu m of space. Payload was just over 1 tonne, while the towing capacity was 2.3 t. Interior appointments were very similar to Ford’s, with a 12 in digital instrument panel, and 13 inch infotainment screen. The electric powertrains were the same as Ford’s, with the entry level model having a 135 bhp motor, and 215 bhp and 285 bhp versions being available. The battery was a 64 kWh set.
Following the trend set by other manufacturers, in 2026 VW brought out the e-Transporter Sportline. Featuring 19 in alloy wheels, lowered suspension, and plenty of body kit, this version had the 282 bhp motor and a 70 kWh battery, promising 236 miles. Its pricing started at £62,752 ex VAT.
VW expanded its relationship with Ecobat for the reclamation and recycling of traction batteries in 2024. Lithium-ion batteries were collected from dealers, distributors and scrapyards and dismantled at Ecobat’s facility in Darlaston, UK.
https://www.volkswagen-vans.co.uk/en.html
Volta
Volta Trucks was a start-up company, originating in Stockholm in 2019 and dedicated to producing a range of light and medium-weight electric trucks for goods delivery in and around towns and cities. Its ambition was to sell 27,000 units in 2025 and grow strongly beyond that. The concept was a custom-made approach to production, and the provision of a ‘truck-as-a-service’ model where vehicle availability was guaranteed. By 2023 Volta had raised over 360 million euros of funding.
The length of the design and development project was remarkably short – barely two years compared with five to seven years for a completely new model from a traditional manufacturer. Volta had a number of close partners in the development of the Volta Zero. Vehicle design was led by Astheimer. Magtec provided the electric powertrain. Prodrive Advanced Technology integrated all the high voltage electric, electronic and mechanical systems and assembled prototypes at its headquarters in Banbury.
Proterra, an American form, was chosen as the supplier of traction batteries, and Meritor would provide the drivetrain componentry including an e-axle (integrated rear axle, electric motor and transmission).
In 2019 the 16 t and 18 t GVW Volta Zero models were announced. Development work started at the beginning of 2020 and by early 2022 25 driveable prototypes had been constructed. Customer evaluation trials were due to begin in London and Paris during 2022, with first deliveries of the 16 t variant by the end of the year, and production of the 18 t variant in mid-2023.
In the summer of 2022 six weeks of hot weather testing of the 16 t Volta Zero took place at Porsche’s Nardo Technical Centre in Southern Italy. Meanwhile over 2,500 km road work was carried out on motorways and urban roads following typical customer duty cycles. This was at daytime temperatures up to 39 degrees Celsius to prove the air conditioning and thermal management of the battery. Component testing and track evaluation was conducted at the Horiba MIRA facilities near Nuneaton.
The essential Volta Zero configuration was a cargo box, and in 2022 Paneltex was selected as the supplier of ambient cargo boxes for the 16 t and 18 t trucks. Little was shared about the powertrain design. Volta claimed a range of 150 to 200 km for the 16 t and 18 t trucks, top speed would be 90 kph, and batteries packs would be sized between 160 kWh and 200 kWh.
A distinctive aspect of the Volta Zero was the cab. It was set so that the driver’s line of sight would be around 1.8 metres above the road service, so recognising pedestrians, cyclists and other hazards would be easy. In fact, there was 220 degrees of visibility. A central driving position, and sliding cab doors, would facilitate safe egress to the pavement whichever side of the road the vehicle parked.
The next stage of range development came in December 2021 with the announcement of the 7.5 t and 12 t GVW models. This was in response to feedback from potential customers that vehicles in this weight category were essential for urban delivery work. They were developed in the UK by Volta engineers and Astheimer Design in Warwick. They shared the basic configuration of the larger machines, with a similar but subtly different cab appearance.
The 7.5 t variant would have a 4 x 2 layout, whereas the heavier vehicle would be 6 x 2. The batteries could be 150 kWh or 164 kWh, promising a range around 225 miles. A fleet of pilot vehicles was due to enter customer trials in 2024, with series production beginning the year after. The prototypes were built at E-VO (E-PPL Vehicle Operations) in Coventry. A fleet of pilot vehicles for customer trials was anticipated to be ready in 2024, with production of these lighter trucks starting the following year.
By the end of 2021, Volta Trucks was accumulating orders for the Volta Zero. Petit Forestier (a large French renter of refrigerated delivery trucks) placed an order for 1,000, and soon after DB Schenker (a German logistics company) placed an order for 1,470. In total, by spring 2022, Volta Trucks declared it had orders for 6,000 lorries worth around €1.3 billion.
A fleet of pilot 16 t and 18 t trucks was built to be loaned to customers for extended periods, to fully understand how the Volta Zero could best be integrated into existing operations. This was called the Driving Experience Program. A pilot fleet was planned to be put into service by Posten Bring, a Norwegian mail and logistics company. Heppner, a French logistics company, took 16 Volta Zeroes to operate from its bases in Paris and Lyon in mid-2022.
Building production vehicles was due to start early in 2023. After initially indicating that its first factory would be in the UK, in August 2021 Volta signed a deal with Steyr Automotive meaning that production would actually take place in Steyr, Austria. Steyr would be able to produce up to 14,000 Volta trucks per year within its existing facilities. That included making the cargo boxes that would be in various configurations to suit customer requirements, so the status of the deal with Paneltex at that point became unclear. The first Volta Zero rolled out of the Steyr plant in June 2022.
In 2022, plans were announced to enter the American market, starting with a pilot fleet of Class 7 trucks in 2023 and launching local production in 2024.
Volta’s ‘Truck as a Service’ product was set up In partnership with Siemens. It involved providing a charging infrastructure and the software to manage it. Beyond that, it would include routine maintenance, servicing, insurance and training. The eMobility set up would collect data about each vehicle’s operating pattern to enable charging to be optimised. The first Volta Trucks Hub was to be located in Tottenham, London. It would have eight workshop bays, and 50 kW fast charging facilities.
The firm conducted a full Life Cycle Assessment to assess the carbon footprint of the 16-tonne all-electric Volta Zero all the way from initial production to recycling and disposal of material at the end of its life. Initial findings shared in 2023 indicated that charging the vehicle during its operation life would produce 62% of total lifespan emissions, and material extraction and processing at the end of its working life would account for 33%. That would leave just 3% from every other aspect, including manufacturing.
In spite of a succession of positive news stories, Volta filed for bankruptcy in Sweden in October 2023, and production was suspended. The UK site was closed and 600 staff made redundant. A fresh cash injection was made, but Volta had been struggling for some time. Volume production was delayed and delayed. Proterra, the battery supplier, filed for bankruptcy in the US, halting battery supplies. Work on the lighter trucks was stopped, and everything was focused on the Volta Zero. Even so, problems became insurmountable and Volta finally collapsed in May 2025.
Volvo
Volvo was the first of the major European truck manufacturers to enter the market for heavy electric trucks. In 2019 it introduced battery-powered tractor unit versions of its heavyweight FH, FM and FMX models, and the rigid medium weight FL and FE.
In 2022 rigid versions of the electric FH, FM and FMX were unveiled. The FH was aimed at regional and inter-regional work; the FM was for heavy duty regional duties; and the FMX was designed for construction site operations. Aside from logistics the FM and FH electrics could be applied to activities like refuse collection.
Given the wide range of possible operating patterns, the units could be specified with anything from a 180 kWh battery, right up to 540 kWh. The running units consisted of three motors, working through a Volvo I-Shift transmission. Continuous power output was 315 kW, with a peak of 490 kW, and a range of up to 300 km was promised.
Helped by funding from Scottish Forestry, Scotlog Sales took delivery of a 44 t GCW 6×2 FM Electric with a Metsatek trailer in 2023, to carry timber between Inverness and Dalcross. It was one of two rigs bought to take part in a three-year feasibility trial.
This generation of the FE Electric could have a four-pack battery, powering two electric motors and a two-speed transmission, and a range up to 170 km. In 2023 Biffa, a large waste management firm, added an 18 t GVW Volvo FE Electric 4×2 with a Boughton skip loader body into its fleet.
The medium duty FE and FL were updated at the end of 2023 specifically to meet the requirement for trucks that could work in city clean air zones, which were growing rapidly in number. Improved battery packs could allow up to 450 km of range. The following year the AA started electric vehicle trials with a Volvo FE Electric and two Iveco machines. The 19 t GVW FE had a Boniface very low angle (VLA) slide bed. It could handle a 6,000 kg vehicle on the bed and a 2,000 kg one on its hinged car lift at the rear. Intended for work in low emission zones, it had a range of 170 miles.
Following a spell running a demonstrator, Lenham Storage of Maidstone bought two FM Electric 4×2 tractor units in 2024 to handle multi-drop deliveries of wholesale groceries and consumer goods mostly inside the M25. This meant they were running most of the time within London’s ultra-low emissions zone. The trucks also featured cabs that met London’s Direct Vision Standard. They had three motors, giving 657 bhp and 1,770 lb ft of torque. The six pack battery set gave a driving range of around 300 km. A. F. Blakemore & Son took two FM Electric tractor units as part of the UK Government’s Zero Emission EV and Infrastructure Demonstrator Programme. They were to handle food distribution for wholesalers and retailers.
Volvo’s goal was that half of its global total truck output would be battery-powered by 2030. By 2023 it had sold over 4,300 electric trucks to operators in 38 countries. It sold 1,970 electrics across Europe in 2024, claiming a 47% market share.
By early 2025, Volvo had eight battery-powered trucks in its catalogue. In the medium weight sector there were the FE Electric and the FL Electric. In the heavy group were the FM Electric, FM Low Entry, FMX Electric, FH Electric, FH Aero Electric and the VNR Electric.
Facing a strong challenge from the Mercedes-Benz eActros 600, Volvo announced the FH Aero Electric in 2026. In the race to achieve true long distance capability, it promised up to 700 km range on one charge. This coincided with a refreshment of the heavy-duty range, covering the FH Electric, FM Electric and FMX Electric. The core improvement was an extension of potential range from 300 km to 470 km. This increase was achieved through software optimisation, better battery management and more slippery aerodynamics. In place of the three-motor set up, the revised range featured an e-axle with two-motors, coupled to an 8-speed transmission. This was declared to provide smoother gear changes, and less noise and vibration compared with the previous drive train. It also made space inside the chassis frame for more battery.
The maximum power output was 540 kW. The size of the battery could be determined by how many 90 kWh packs were selected – from 360 kWh up to 540 kWh. 350 kW charging was available, to charge the battery in just one hour. An integrated power take off could be specified, for example to drive a concrete mixer, waste compacter or hook lift. A 4×2 tractor-trailer combination could carry a payload of up to 23.8 t, whilst the highest possible GCW was 65 t (where regulations permitted).
At the other end of the weight scale was the Volvo electric EX30. This was produced by Volvo Cars, which was a subsidiary of Geely. This was introduced in 2026 in EX Cargo and EX30 Cross Country Cargo versions. These were actually conversions of cars carried out by Volvo Car UK. Modifications included removal of the rear seats, and provision of a flat cargo floor (with a trap to reach space under this floor). This provided 1,000 litres of load volume and allowed a payload of 390 kg. A bulkhead was fitted, and the rear doors opened further to aid loading access. The basic model had a 200 kW, and the battery allowed a range up to 300 miles. The choice of trim levels was between Core and Plus. Prices started at £36,010 ex VAT.
https://www.volvotrucks.co.uk/en-gb/ https://www.volvocars.com/uk/cars/ex30-electric/
Wrightbus
In September 2025 Northern Ireland bus manufacturer Wrightbus unveiled a truck it had converted from diesel to electric drive. It had set up Newpower as a unit doing this for buses, in Bicester. The converted truck was a 19 t GVW DAF urban delivery vehicle, chosen because its size and working cycle was similar to that of a city bus. The conversion had 90% commonality of parts with what was used on a bus.
The new powertrain consisted of a Voith Electric Drive System (VEDS), 282 kWh NMC battery and Grayson HVAC system. The work could be done in four weeks.
Yutong
Yutong became familiar in Britain through the sale of large numbers of buses and coaches through Pelican, its distributor. In 2025 the TE7 light truck was added to the UK range.
This chassis cab unit could be had with a wheelbase of 3,360 mm or 3,850 mm, and was designed for a maximum gross weight of 7.49 t. The standard battery was a 100 kWh unit, with a 132 kWh unit optional on the longer model. There was a 200 kW, 470 Nm motor, and the potential range was up to 180 miles.
