Electric Van Range: What Changed in the Last Year and What's Coming Next
Electric Van Range: What Changed in the Last Year and What's Coming Next
Electric van range has moved forward significantly over the last year. However, the most important development is not simply that headline WLTP figures are higher. It is that newer vans are beginning to deliver more usable range, faster charging and better alignment between official test results and everyday driving.
For UK fleet managers, finance directors and business owners, that distinction matters. A van that appears to offer 230 miles on the specification sheet may deliver considerably less on a cold motorway route with a full payload. Conversely, the latest platforms can now make 200-plus-mile daily operations realistic for some businesses.
We look at what changed between 2025 and 2026, then consider what the next two to three years could bring.
Looking back: what changed in electric van range over the last year?
Bigger batteries have improved familiar platforms
The most practical change has been the introduction of larger battery packs into established electric van platforms.
The 2026 Ford E-Transit Custom, for example, gained a larger battery option. Depending on the variant, the official WLTP range now sits at approximately 209 to 232 miles, compared with lower figures for earlier versions.
That increase does not mean every operator will achieve 232 miles between charges. It does, however, create a larger operating buffer. A vehicle that previously needed a mid-day top-up may now complete the same route with more reserve capacity.
Other current electric vans have also moved into the same general range bracket:
- The Vauxhall Vivaro Electric and Citroën ë-Dispatch, which share a platform, offer up to approximately 231 miles WLTP.
- The Citroën ë-Berlingo offers up to approximately 220 miles WLTP.
- The Renault Kangoo E-Tech Electric offers around 186 miles WLTP.
- The Mercedes eVito remains available with an official range of approximately 159 to 160 miles, although its real-world performance is more relevant to planning than the headline figure.
This illustrates a wider trend. Manufacturers are improving range through more usable battery capacity, better energy management and more efficient electric drivetrains, rather than relying only on entirely new vehicle designs.
The WLTP-to-real-world gap is now the central issue
The conversation has moved from “How many miles does the van achieve?” to “How many miles can it reliably complete on my routes?”
In broad terms, a sensible planning approach is:
- Summer urban driving: approximately 85–90% of the WLTP figure may be achievable.
- Mixed driving with motorway use in colder conditions: plan on approximately 70–80% of WLTP.
- Very cold weather, heavy heating use and a substantial payload: the available range can fall by 30–40% compared with mild conditions.
This is not a criticism of the WLTP test. It is a reminder that WLTP is a standardised comparison tool, not a duty-cycle guarantee. Speed, temperature, topography, payload, tyre pressures, traffic and auxiliary equipment all affect consumption.
Battery chemistry also plays a role. Lithium iron phosphate (LFP) batteries are increasingly appearing in newer electric commercial vehicles. They can offer durability and good tolerance of regular charging, although their cold-weather performance and energy density still need to be considered within the specific vehicle’s technical specification.
Current electric van range: what should fleets plan for?
The following figures are intended as practical planning estimates rather than manufacturer guarantees. The winter figures assume a working van, cold conditions, heating use and a normal commercial payload.
The appropriate figure for your fleet may be higher or lower. A lightly loaded van operating at urban speeds in summer will perform differently from a fully loaded vehicle travelling at 70mph on a winter motorway.
The Mercedes eVito is a useful example. Although its official rating is around 159–160 miles, real-world use may produce approximately 120–140 miles in more favourable conditions. Cold weather, motorway driving and a heavy load can reduce that further.
Payload should be modelled separately from temperature. As a working rule, each additional 100kg of cargo can reduce range by approximately 5–8%, depending on the vehicle, speed and road conditions. For a fleet carrying tools, materials or parcels, the difference between an empty-van test and a fully operational route can be substantial.
A notable sign of progress: some vans are matching their official rating
The direction of travel is not entirely negative. In 2026, the long-range Kia PV5 electric van exceeded its official rating in independent real-world testing, covering approximately 260 miles on a mixed route.
That is significant because many electric vans deliver below their WLTP figure in normal use. The result suggests that newer platforms are beginning to close the gap rather than widen it. It should not be treated as a universal promise: route profile, temperature and driving style still matter. Nevertheless, it is an encouraging indication of what better efficiency and vehicle design can achieve.
Charging improved alongside range
Range is only one part of the operational calculation. Charging speed has also improved over the last year.
Modern electric vans can increasingly achieve a 20–80% DC rapid charge in approximately 30–40 minutes, provided the charger, battery temperature and vehicle specification allow it. The Farizon SV, for example, offers 20–80% charging in approximately 36 minutes on relevant variants, with battery options including LFP packs. The manufacturer’s charging information provides further detail.
The KGM Musso EV, although a pick-up rather than a conventional panel van, also demonstrates the direction of travel with rapid charging in approximately 36–40 minutes under suitable conditions. As ever, operators should verify the exact battery chemistry, charging curve and body configuration before making a procurement decision.
For fleet operations, the charging curve matters more than the maximum DC charging rate. A vehicle that can accept high power for only a short period may not provide the same operational benefit as one that maintains a strong charging rate through the middle of the session.
How depot charging changes the range calculation
Depot charging changes the question from:
> “Can this van drive the entire week without charging?”
to:
> “Can this van complete its daily duty cycle and return to base reliably?”
For many fleets, overnight charging removes the need to carry unnecessary battery capacity. A van completing 100 miles per day does not need a 300-mile battery if it returns to a depot every evening and can recharge at a sensible overnight rate.
Depot charging can also support:
- Pre-conditioning the cabin while the van remains connected.
- Starting each shift with a predictable state of charge.
- Charging during lower-cost electricity periods, subject to the tariff.
- Reducing reliance on public rapid chargers.
- Monitoring energy use across the fleet.
- Integrating charging with on-site solar, battery storage or wider ESG objectives.
This is why a route-by-route assessment is more valuable than a simple comparison of brochure ranges. A smaller electric van with reliable overnight charging may be a better operational and financial choice than a larger vehicle with a bigger battery but an unsuitable payload or body configuration.
For guidance on the wider transition, our net zero and environmental fleet resources provide useful context.
Looking forward: what range gains are coming in 2027 and beyond?
2027 should bring bigger batteries and better-designed platforms
The next near-term improvement is likely to come from dedicated electric commercial vehicle platforms rather than a sudden change in battery chemistry.
The Kia PV7 is due to launch in 2027 with a 96.2kWh NCM battery, a targeted WLTP range of more than 460km, approximately 285 miles, and payload capacity of around 1,200kg. Kia also states that its 800-volt system is targeting a 10–80% charge in the mid-20-minute range. Details may vary by market and final production specification, so the Kia PV7 announcement should be treated as the current reference point rather than a final UK price and specification list.
The Renault Trafic E-Tech arriving in 2027 is also expected to target more than 470km, or approximately 290 miles, of WLTP range. If achieved in a practical commercial configuration, that would put longer regional routes within reach for more operators without requiring a mid-day charging stop.
These vehicles will still experience the same real-world variables as today’s vans. A 285-mile WLTP vehicle may not provide 285 miles on a cold, fully loaded motorway route. The difference is that a larger battery and more efficient platform should leave operators with a stronger reserve.
Solid-state batteries are promising, but not a reason to delay every decision
Solid-state battery development is one of the most discussed areas of future EV technology. Energy densities above 400Wh/kg are being targeted, with some manufacturers aiming for early vehicle deployment from around 2027.
However, the first applications are expected to appear in passenger cars and premium vehicles before they reach mainstream vans. Mass production, cost, durability, supply and commercial-vehicle certification all need to be resolved.
Similarly, GM’s lithium manganese-rich, or LMR, chemistry is slated for 2028 and is associated with the potential for 400-plus-mile vehicle ranges at costs closer to LFP. That does not mean a 400-mile electric van will immediately become available in the UK. Commercial vehicles have different priorities, including payload, body volume, durability and total operating cost.
The honest forecast is therefore:
- 2027: range gains mainly from larger batteries, improved thermal management and dedicated EV platforms.
- 2027–2028: limited early deployment of advanced solid-state technology, likely concentrated in passenger cars.
- Around 2028 and beyond: more efficient high-energy chemistries may begin influencing mainstream vehicle design, but van availability and pricing will take longer.
- Early 2030s: a more realistic timeframe for solid-state technology to become broadly relevant to high-volume commercial fleets.
Should your fleet wait for the next battery breakthrough?
For most businesses, the answer is no.
You should plan electrification around today’s real-world range, not tomorrow’s promised battery. Start by separating your fleet into three groups:
- Electrifiable now: predictable daily routes, regular depot returns, moderate mileage and suitable payloads.
- Electrifiable with infrastructure: longer routes that can work with depot charging, workplace charging or a planned mid-day top-up.
- Better suited to a later replacement cycle: high-mileage motorway work, heavy payloads, irregular routes or operations without reliable charging access.
The decision should be based on whole-life costs and operational resilience, not range alone. Include energy prices, charging infrastructure, maintenance, insurance, payload impact, vehicle downtime, driver acceptance and residual values in your financial modelling.
Our fleet cost control resources and commercial vehicle funding options can help frame the wider decision.
The practical conclusion for fleet managers
Electric van range has improved over the last year, particularly through larger batteries, more efficient platforms and faster charging. The latest long-range models are making regional and mixed-use operations increasingly achievable.
The critical discipline is to model your actual routes:
- Record daily mileage by vehicle.
- Separate urban, rural and motorway driving.
- Measure typical and maximum payload.
- Apply a winter range adjustment.
- Allow a sensible operating reserve.
- Map depot, workplace and public charging.
- Compare the resulting whole-life cost against an equivalent diesel vehicle.
The best electric vehicle fleet is not necessarily the one with the longest official range. It is the one matched to the right duty cycle, charged in the right place and supported by a robust fleet management plan.
If you are assessing which van routes can be electrified now and which should wait for the next generation of vehicles, let’s talk. We can help you model real-world range, charging requirements and whole-life costs around your operation.