Farizon SV Electric Van (2025) Review

Introduction

Chinese brand Farizon might not yet be a household name in the UK, but its parent company, Geely, is one of the biggest players in the global automotive industry. Alongside Volvo, Polestar, Lotus, and London Electric Vehicle Company (LEVC), it now adds Farizon to its European roster, with the SV being the first van to hit our shores.

Unlike most rivals that have adapted diesel-powered vans for electrification, the Farizon SV (or Super Van in its home territory) was designed from the ground up as an electric van, and Farizon seem to have paid no heed to the usual expectations of UK buyers. The result is a model that sits awkwardly between the medium and large van segments, spanning everything from Ford E-Transit Custom and Vauxhall Vivaro Electric-sized vans to nearly Ford E-Transit and Renault Master E-Tech proportions.

That breadth might be an advantage for operators looking for flexibility, but with tough competition from Ford, Maxus, Mercedes, Volkswagen, and the Stellantis quartet, the SV has a fight on its hands.

At a Glance

The Farizon SV impresses on paper: there are multiple battery choices, a strong payload capacity, generous standard equipment, and a dedicated EV platform.

In practice, it’s a technically capable and surprisingly refined van, but cabin quality and practicality fall short in the cab, and the pricing puts it directly against better-known and more capable rivals.

For small businesses and fleet buyers, the SV offers plenty of innovation, but it’s not quite the “super” van the name suggests.

Key Features

Farizon is seemingly trying to compete with Ford for the sheer variety of models you can order, but it’s not as complicated as it might appear at first glance. Buyers can choose from three battery sizes — 67kWh, 83kWh, and a flagship 106kWh unit — which offer businesses an opportunity to balance range against payload and cost. A bigger battery is heavier, which affects what you can carry, and more costly, but it also means you can go further between charges.

Then there are five body configurations, with three lengths from five metres long to six metres long, and three body heights from around two metres to 2.5 metres. These options allow the SV to straddle both the medium and large van classes, with load volumes starting at 7.0m³ and stretching to an impressive 13.0m³. Payload capacity is pretty strong, too, ranging from just over a tonne to 1,350kg.

A standout feature is the real-time payload monitoring system, fitted as standard. This shows how much weight the van is carrying (within a margin of error), helping operators stay legal the road. It’s a neat piece of innovation that sets the SV apart from its rivals, and will appeal to businesses that stack the back of their vans with heavy equipment.

Performance & Drive

Power comes from a single 228hp motor on the front axle, producing 336Nm of torque. That makes it one of the most powerful vans in its class (the Master E-Tech manages with just 140hp, while the E-Transit custom offers up to 218hp unless you opt for the sport 285hp MS-RT model), and it feels suitably brisk, especially in “Power” mode.

Farizon quotes 0–62mph in around 12 seconds, and while performance tails off when fully laden, it’s more than capable of keeping pace with motorway traffic.

The SV sits on a skateboard-style platform with slim battery packs under the floor, giving it a lower centre of gravity than most vans. That translates to confident handling, with less body roll than you’d expect and a surprisingly composed feel in corners. Steering is light at low speeds but weights up nicely on faster roads.

It’s a nice van to drive, especially considering its size, as the suspension handles the UK’s deteriorating roads without issue. It stops short of being car-like in its behaviour, but anyone jumping in the SV from, say, a Peugeot E-Boxer will be happy with their lot.

Three driving modes — Eco, Normal, and Power — alter throttle response and regenerative braking strength. The strongest regen mode falls just short of true one-pedal driving but reduces reliance on the brakes in urban traffic.

Running Costs

Farizon offers three battery packs, each with different range and charging characteristics. The entry point to the range is a 67kWh pack, which provides up to 188 miles of range, according to WLTP testing.

Likely to be the most popular option, the 83kWh battery pack extends that to 234 miles.

The largest 106kWh battery isn’t quite the biggest, but it’s close — the Vauxhall Movano and its Stellantis siblings are fitted with a 110kWh pack. However, the Farizon is more efficient, promising up to 247 miles, against the Vauxhall’s 235 miles in 3.5-tonne form.

So the bigger battery must be the best option, yes? It’s not that simple, on a number of counts. Of course, the larger battery is more expensive, so expect to pay an extra £3,000 for that extra 13 miles.

Charging speeds vary, too. The 83kWh pack supports 140kW DC charging, delivering a 20–80% top-up (or about 140 miles) in just 36 minutes when conditions allow. The smaller 67kWh and largest 106kWh packs max out at 120kW, taking 36 and 40 minutes for the same charge window, giving approximately 112 and 148 miles of extra range, respectively.

The mid-range model, the L2H2 with the 83kWh battery, is the sweet spot, and that’ll set you back £51,000 plus VAT. The government’s plug-in van grant can be applied to that, and that will also be reflected in reduced lease payments.

On-the-road efficiency isn’t bad. Expect between 2.2 and 2.5 miles/kWh, depending on load and body size, which translates to real-world ranges of around 160–200 miles for the mid-size battery. Drive it very gently — as we’ve just done as part of Greenfleet’s EV Rally — and almost 4 miles/kWh is possible, even on motorways, translating to a range of over 300 miles.

Warranty coverage is stronger than most rivals, with cover provided for four years or 120,000 miles. Disappointingly, though, the battery is also covered for just 120,000 miles.

Servicing is supported by AA-backed mobile technicians in addition to a small but growing dealer network.

Interior & Tech

Step inside the SV, and the spec sheet is impressive. Every model comes with a 12-inch infotainment display, a digital driver’s screen, wireless Apple CarPlay, a heated and ventilated driver’s seat, a heated windscreen, and even a heated steering wheel. A 360-degree camera system, keyless start, and adaptive safety aids are also standard. Android Auto is notable by its absence, and while Farizon might tell us that it’s coming on a future software update, there’s no definite timeline for that.

The execution of the cab doesn’t quite match the promise of the equipment list. Material quality is inconsistent, with flimsy-feeling plastics all over the cabin. The infotainment system is packed with features but lacks the intuitive polish of rivals from Ford or Renault, and the safety systems are overly intrusive, bleeping at the slightest provocation. In common with many other vehicles, it’s often impossible to tell what it was bonging about anyway, as any icon or message flashes up on the dashboard for the blink of an eye. Should you dare to look at the message, you’ll be chastised for looking away from the road.

Practicality inside the cab also disappoints. Storage space is limited, with few useful cubbies, and nowhere to keep a laptop or even a clipboard away from prying eyes. There’s a small glovebox, a couple of shallow door bins, and an extra upper door bin good for a set of keys, but that’s all that’s obvious. An extra mini-glovebox flips out of the centre console, but it’s still not big enough for anything much beyond a pack of Maltesers.

Frustratingly, there’s no fixed cupholder in the cab. There’s a wobbly slide-out container under the infotainment that has two different-sized slots that can hold a coffee, but it’s also where you can slot your phone — two items that often don’t mix well. It also eats into the limited legroom any middle passenger will want, while the fact that it can only hold two cups adds insult to injury.

The cleverest feature is the built-in payload monitoring system, which continuously shows how much weight is on board. It’s genuinely helpful in keeping within legal limits, although it’s best used as a guideline rather than something to rely on. I’m on a diet and know exactly how much I weigh, and the reading was 30kg off. I know I’ve not lost that much weight.

Payload & Practicality

Farizon has positioned the SV so that it bridges both the medium and large van classes. The range runs from the compact L1H1, measuring just under 5m in length, and goes up against the likes of the E-Transit Custom and Vivaro Electric. With a load volume of 7.0m³, it’s larger than either of those, which offer a maximum of 5.8m³ and 6.1m³.

At the other end of the range, there’s the L3H3, which dwarves the usual medium vans. With a maximum load volume of 13.0m³, it matches the Renault Master E-Tech and gets close to the largest Ford E-Transit.

Payload capacity is a good, if not quite class-leading. Ranging between 1,035–1350kg, depending on spec, it’s more capable than most electric vans. Towing capacity stands at 2,000kg braked.

The low floor height (550mm) makes loading easier, while wide side doors give good access. Rear doors open to 180 degrees as standard, with an optional 270-degree hinge upgrade. Load bay lighting and tie-down points are standard, but there’s little customisation on offer beyond the hinges.

Safety

The SV arrives in the UK with a comprehensive safety package. Standard kit includes autonomous emergency braking, lane departure warning, traffic sign recognition, adaptive cruise control, and cross-traffic alert. A 360-degree camera system is also included, giving the SV one of the most complete safety suites in the class.

The systems can be overbearing, with loud chimes and alerts for relatively minor inputs, but the breadth of technology is impressive, particularly given it’s all standard-fit.

Euro NCAP hasn’t yet tested the SV, but the level of equipment suggests a strong showing when it does.

The Farizon has secured a five-star Euro NCAP rating, placing it among the safest vans on the market.

Options

Unlike rivals that offer multiple trims and a lengthy options list, Farizon has opted for simplicity. All UK SVs come in a single, fully loaded trim level. That includes heated and ventilated seats, a heated steering wheel, 360-degree cameras, keyless start, wireless smartphone connectivity (unless you have an Android phone), and the payload monitoring system.

The only real choices are body size, battery pack, and paint colour, with a handful of functional extras like the 270-degree rear door hinges. For operators who like ticking option boxes, that might feel restrictive, but for most buyers, the generous standard spec will be welcome.

Rival Vans

The Farizon SV goes head-to-head with, well, pretty much every van on the road, but that includes some big hitters. The Ford E-Transit Custom remains the benchmark medium electric van, while the larger E-Transit covers heavy-duty needs. Both offer better dealer support and a more polished cabin, with the E-Transit Custom also undercutting the Farizon on price.

The Stellantis line-up — Citroen e-Dispatch, Fiat E-Scudo, Peugeot E-Expert, Vauxhall Vivaro Electric, and built-under-licence Toyota Proace Electric — provides cheaper, if less capable, alternatives with proven aftersales support.

Then there’s the Mercedes-Benz eVito and eSprinter (expensive, with less payload), Volkswagen eTransporter (cheaper, with better warranty and service support), and the Renault Trafic E-Tech and award-winning Master E-Tech, which balance value and practicality well.

Farizon’s biggest challenge will be convincing buyers to take a risk on an unfamiliar brand in such a crowded field.

Verdict

The Farizon SV is a brave first step into the demanding UK van market. It brings innovation, especially with its payload monitoring system and wide choice of battery packs, and it delivers strong payload capacity and solid performance. The standard specification is generous, and the four-year warranty is reassuring.

But it isn’t the game-changer the “Super Van” name implies. Cabin quality lags behind rivals, storage is poor, the infotainment system frustrates, and the dealer network is still tiny. Pricing is close to — or even above — more established competitors, making the SV a hard sell unless its spec sheet precisely matches your needs.

For now, the Farizon SV is an interesting alternative that deserves a look, but it doesn’t yet knock the Ford E-Transit Custom, Volkswagen eTransporter, or Renault E-Tech range off their pedestals.

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Farizon SV