The Farizon SV is making its play for the competitive electric van market, targeting fleet buyers and owner-operators with prices starting at £44,000. The Chinese manufacturer hopes to challenge established European brands like Ford, Peugeot and Vauxhall with a range spanning compact city vans to full-sized cargo haulers.
Fleet managers still need convincing that battery power makes business sense over diesel. Major European van makers are pushing hard to change that mindset – and now Chinese brands want their share too.
Farizon’s strategy centers on the SV’s size flexibility. Body configurations range from Ford E-Transit Custom dimensions in L1H1 format up to full E-Transit rival sizing in L2H2. There’s supposedly a model for every need.
Exterior Design and Cabin Layout
Panel vans don’t offer much room for design creativity. The SV follows the standard formula – short front end, flat sides, upright rear with twin barn doors opening 270 degrees. A single sliding door comes standard on the passenger side.
Farizon adds distinction through a gloss black “mask” below the windscreen. It houses an illuminated badge and slim LED headlights. Paint options include some unusual choices – my test van wore an eye-catching Bamboo Green finish.
The cabin prioritizes comfort and technology, according to Farizon. Space works fine for a driver plus two passengers. Seats provide reasonable support and the layout stays simple with dual digital screens and physical button banks.
Storage falls short compared to European rivals though. There’s decent under-seat space and small dashboard cubbies, but nowhere for the odds and ends that accumulate in work vans. Two cupholders can’t be used if someone sits in the middle seat.
Climate controls use proper dashboard buttons – a win for practicality. Other basic functions get physical controls too. But the switches don’t feel particularly robust, matching the overall cabin materials quality.
Technology and Interface
Every SV gets a 12.3-inch infotainment screen with Apple and Android connectivity. The screen size works fine but the software feels laggy and unresponsive. Basic functionality disappoints.
Driver assistance systems prove overzealous and inaccurate. You’ll be diving into menus to shut them off every trip.
Powertrain and Range
The SV uses a single motor setup – a 228bhp unit driving the front wheels. Battery options include three choices depending on van size.
The massive L3H3 variant gets a 106kWh NMC battery as standard. Smaller models choose between 67kWh or 83kWh LFP units.
My L1H1 test vehicle with the larger LFP battery carries Farizon’s claimed range of 234 miles and efficiency rating of 2.55m/kWh.
Real-world testing delivered 2.58m/kWh efficiency mostly unladen. That translates to approximately 214 miles of actual range. Charging peaks at 120kW for the smaller battery, while the larger unit handles 140kW for 20-80% charging in 36 minutes.
Performance from the 228bhp/248lb ft motor provides adequate acceleration for van duties. Low-speed torque works well for city maneuvering. An unpredictable throttle mapping makes smooth progress difficult though.
Driving Experience
Farizon promotes “by-wire” controls for throttle, steering and brakes as a high-tech advantage. The brake pedal feels natural with three regeneration levels available. Poor calibration hurts usability – there’s no fully-off mode or proper one-pedal driving.
Steering provides more weight and feedback than most Chinese passenger cars. It feels fairly natural in operation.
Panel vans aren’t known for refinement and the SV doesn’t break that mold. The ride quality stays firm but acceptable. Load space booming isn’t excessive.
Noise intrusion creates problems elsewhere. Pedestrian warning sounds creep into the cabin at low speeds. An intrusive motor whine persists at highway speeds.
Cargo Capacity and Towing
Five configurations span three lengths and three heights. Payload capacity ranges from 1,045kg to 1,350kg across variants – among the class leaders. On-board scales let you monitor loading in real-time.
All versions can tow two tonnes. Cargo volume starts at 6.95m³ in the tested L1H1 and reaches 13m³ for the L3 variant.
Load space access works well thanks to low floor height and optional 270-degree rear doors on my test van. Unlike some competitors, there’s only one sliding side door with no second slider option.
Pricing and Equipment
The SV range spans £44,000 to £55,000 before VAT. Entry pricing covers the L1H1 with 67kWh battery. My 83kWh test unit starts at £47,000. The £5,000 Plug-in Van Grant currently applies to all electric vans this size.
Standard equipment follows the typical Chinese approach – everything’s included. Adaptive cruise control, 360-degree cameras, heated and cooled seats, LED lighting and heated windscreen come standard across the range.
Farizon’s “Big 4” retail package adds value. It includes four-year warranty, servicing, roadside assistance and £940 worth of charging credits – equivalent to 4,000 miles of free charging.
The package pricing and specification make the SV competitive against established brands. Payload capacity, cargo volume and range put it squarely in contention for fleet consideration.
But cabin design and build quality disappoint. The driving experience raises questions too. These shortcomings might send buyers back to familiar Ford or Renault dealerships despite the SV’s value proposition.
Specifications: Farizon SV L1H1
- Price: £47,000 excl VAT (£43,850 as tested including PIVG)
- Powertrain: Single-motor, front-wheel-drive
- Battery: 83kWh
- Power: 228bhp
- Torque: 248lb ft
- Top speed: 84mph
- 0-62mph: 12 seconds
- Range: 234 miles
- Consumption: 2.55m/kWh
- Charging: up to 140kW
Key Competitors
- Ford E-Transit Custom – The established one-tonne leader with smart cabin design and recent powertrain improvements
- Kia PV5 Cargo – Better build quality and backing from a major UK automotive player, though with less cargo capacity
- Renault Master – Larger capacity and lower pricing, with the new Trafic arriving soon
