LEVC VN5

Taxi for the competition: the VN5 van is here!

There’s a new name to consider when you’re looking for your next van – and it comes from a surprising source, says Andrew Walker

Although the London Electric Vehicle Company (LEVC) has been around in one form or other since 1908, famous for its London taxis, it was only after Chinese company Geely bought it in 2013 that the current move to electrification began. The company changed its name to LEVC in 2017, with the clue to their future in the name. In 2018 it launched the innovative electric taxi the TX and in 2020, its TX-based van, the VN5.

What makes the VN5 different is it’s eCity technology. It’s powered by a lithium-ion battery and features a petrol range-extender to maintain the battery charge state. The battery always powers the motor and drives the vehicle. The range-extender acts as a back-up generator and is only used to trickle-charge the battery to maintain its current state of charge. When the 31kWh battery is depleted (after about 58 miles in the VN5), the 1.3-litre range extender engine kicks in and charges it back up again, providing a total range of over 300 miles.

As a limited range is the number one problem for electric vans, for example the MercedesBenz eVito does only 81 miles on a single charge, LEVC believes that this clever technology is a game changer.

How does it work? The traction (high voltage) battery, which weighs in at 330kg, is located under the seats, while the generator is integrated with the range extender and is located under the bonnet. The 12V battery is over the right side wheel arch, with the drive motor located on the rear axle. This only drives the wheels and never the range-extender.

The VN5 may be electric, but it has to offer van customers what they want and tries hard to deliver on this. With up to 5.5m3 capacity, VN5 cargo capacity will take two Euro-sized pallets with a gross payload of 830kg. It has been built with a large side-loading door, large enough for enabling a pallet to be side-loaded, with a 60/40 split door at the rear, making loading and unloading easier. The cabin features a fully adjustable driver’s seat, an open glove box, drinks holders, two door pockets and a couple of cubby holes located in the dash and central binnacle. The automatic gear stick, hand brake and starter button are between the front seats, which means there’s no three seat option.

Customers can choose from three models. Entry level Business costs from £46,500 and features an 11kW OBC, DAB, a single sliding side door, bulkhead, floor trim and cargo cladding. Upgrade to the City trim costing from £48,000 and add a heated windscreen, front and rear parking sensors, under seat storage, curtain airbags and Lane Departure Warning.

There are a number of accessory packs but the VN5 comes well equipped. For example, the Business range includes two USB ports, dual- zone climate control, a 9” touchscreen, keyless start, Bluetooth, LED headlights, LED daytime running lights and LED cabin and cargo lights.

We tested the VN5 over a two-hour course near its manufacturing base in Ansty. There are three driving modes: Pure EV, Smart and Save. Save is best on motorway or dual carriageways, Pure EV in slower town traffic and Smart for normal driving. Two stage regenerative braking, very useful in town, allows drivers to bank battery power when slowing down.

On the motorway we used the cruise control to set our speed at 70 mph and headed off towards Rugby. Unladen, the van was quite noisy but not so loud you couldn’t make a Bluetooth hands-free phone call. Connecting my iPhone to the USB was simple and for a change, the USB inputs are located further back in the centre binnacle between the front seats, so there’s no dangling wires when you’ve plugged in. The driver’s seat is comfortable and the seat adjustment excellent, though the head rest was too hard for my liking.

Handling is good and as with the TX, there’s a class-leading 10.1m turning circle, which allows for easier urban deliveries. The fuel tank isn’t that large at 36 litres and neither is the 1.5 litre engine, but since these are designed to charge the generator and not power the engine, they’re more than up to the task. Official combined fuel economy is 313mpg (WLTP), with CO2 emission of just 21g/km.

I came away impressed. Price-wise it stacks up well against the larger Renault Master and Fiat Professional Ducato, which are pure EVs, although its cargo capacity is more in line with the smaller and similarly priced Mercedes-Benz eVito and Volkswagen ABT eTransporter and PSA triumvirate of Citroen e-Dispatch, Peugeot e-Expert and Vauxhall Vivaro-e.

Any negatives? We were disappointed that there isn’t a 3-seat version and it’s not cheap. The rear and sliding side doors feel a bit flimsy. While its low height of 1.99m makes it compatible with most car parks, the load space at 5.5m3 isn’t generous, especially when the smallest Transit Custom can carry 6m3. And with a maximum payload of 830kg, it’s way off the 1,500kg some diesel vans offer.

But the VN5 is a range-extender van, making it a unique proposition for city-based drivers. Furthermore, where few EV cars currently come with more than a standard 3-pin and 7kW charging lead, the VN5 offers 50kW DC rapid charging and minimum 11kW AC fast charging capability from the off.

While it may not offer the payload or cubic capacity of diesel options, it is a perfect ‘delivery to door’ solution. It has a real-world range of 300 miles, thanks to the petrol range-extender, and that makes it more than just a ‘last mile’ van, as many pure EVs are. And remember, the hefty price tag isn’t as bad if you’re leasing.

VERDICT Offers something different from its operators and that real range is a bonus. British built and different