Farizon SV review: Jack of all trades, master of none?

We find out if this newcomer to the eLCV market can offering anything new to challenge the dominance of Ford and Stellantis

Farizon may be a new name in the UK van market, but its parent company, Geely, is a giant in the automotive world, producing millions of vehicles each year. The Farizon SV is the brand’s first foray into the European LCV market, though, and it aims to shake up the electric van sector with cutting-edge technology, a ground-up EV design, and a specification list that rivals high-end passenger cars.

It competes directly with established electric vans like the Ford E-Transit Custom, but its dimensions mean it stretches across sectors, with the longest van rivalling an E-Transit. The style and onboard tech also put it in the firing line of the Volkswagen ID Buzz. Jack of all trades but master of none? Let’s find out.

Design, interior and technology

Most electric vans have been adapted from diesel-powered models, but the SV is a dedicated EV platform. With no engine to squeeze in, Farizon’s gone for a sleek and aerodynamic aesthetic, although the effect is undone with our van’s rather drab green paintwork. The sharply raked windscreen looks great, although it introduces a thick A-pillar and a second mini A-pillar that blocks off much of the view ahead and to the side.

The SV has a surprisingly upmarket specification, featuring a 12-inch infotainment touchscreen, a secondary driver display, and a row of physical climate controls. Standard features include Apple CarPlay and Android Auto, automatic climate control, a heated and ventilated driver’s seat, a heated windscreen, and even a heated steering wheel.

However, it falls apart when you start using it. Material quality feels poor, with thin and wobbly plastics in places they shouldn’t be. The infotainment system, though feature-packed, isn’t exactly intuitive, and there’s an annoyingly overzealous safety warning system that loudly bongs whenever you change drive modes, adjust regen settings, dare to glance out of the window, or, I assume, look even slightly bored.

And then there’s the glaring omission of cupholders. Unless you include a tiny hole in a wobbly slide-out cubby that will see you wearing your coffee at the first roundabout, there aren’t any. There’s also a notable absence of the usual storage areas, so paperwork will be left on the passenger seat.

Battery, motor and performance

The Farizon SV offers three battery choices: a 67kWh or 83kWh lithium iron phosphate pack and a 106kWh nickel manganese cobalt pack, available only on the largest model. Range varies depending on size and battery choice, with a WLTP figure of 247 miles for the largest variant — the Ford E-Transit with its 89kWh battery option goes just three miles farther.

Charging is relatively swift, with the 67kWh and 106kWh batteries capable of accepting 120kW DC fast charging, while the 83kWh pack can take up to 140kW. A 20-80% charge can be completed in as little as 36 minutes.

Power comes from a 228bhp electric motor driving the front wheels, producing 248lb ft of torque. That’s enough to ensure the SV isn’t sluggish — Farizon says it’ll reach 62mph in 12 seconds, although our van had 600kg in the back, impacting performance a tad. I can confirm it will reach an indicated 88mph, though. Great Scott!

Drive modes include Eco, Normal, and Sport, each affecting throttle response and regenerative braking and doing what you’d expect to relative performance. While the highest regen mode isn’t true one-pedal driving, it’s strong enough to reduce brake usage in urban environments.

Farizon SV practicality and payload

The SV is available in five configurations, with load volumes ranging from just under 7m3 to 13m3, which Farizon claims is up to 20% more than some rivals. That puts it between the Ford E-Transit Custom, which reaches 7.7m3, and the full-size E-Transit that extends to 15.1m3.

Payload capacity varies from 1,035kg to 1,350kg, making it one of the best in class. To ensure you stay within limits, there’s a built-in payload monitoring system, which displays the van’s weight in real-time — although it also highlights how much the driver weighs when they step out. Fewer doughnuts required here, I fear. All models can tow up to two tonnes.

A low 550mm load height and wide side door openings improve loading access compared to most rivals, though the rear doors only open to 180 degrees unless you opt for the £300 270-degree hinge upgrade.

Price and specification

Farizon has taken a simple approach to pricing, offering just one well-equipped trim level. The SV starts at £45,000 (plus VAT) for the L1H1 model and rises to £56,000 for the largest L3H3 variant. Every model is loaded with kit, including a pleasingly comprehensive suite of safety tech.

Government incentives remain available, with the £5,000 plug-in van grant extended until March 2026.

A four-year or 120,000-mile warranty is far more generous than Ford provides for its Transit models. Countering its small dealer network, Farizon is backing the SV with AA service vans to effect repairs.

Verdict

The Farizon SV is an intriguing addition to the UK van market. Its blend of high-tech features, fine handling, strong payload capacity, and competitive pricing means you’ve got to take a look.

The payload monitoring system is a welcome innovation, ensuring you don’t exceed the high payload limits, and the high level of standard equipment adds value.

For owner-operators and small businesses looking for an electric van that stands out from the crowd, the Farizon SV makes a strong case. It does a lot of things well but without truly excelling in any one area. A jack of all trades? Perhaps. But for the right buyer, that might be enough.

Farizon SV L1H1 83kWh

• Price: £48,000 exc VAT, OTR and PIVG
• Powertrain:
• Battery: 83kWh
• Power: 228bhp
• Torque: 248lb ft
• Top speed: 84mph
• 0-62mph: 12 seconds
• Range: 234 miles
• Charging: up to 140kW