The Proace Max finally gives Toyota a presence in every category of the LCV market but is this late-comer good enough to steal sales from established rivals?

Toyota Proace Max Electric review

October 16, 2024 Matt Allan

The Proace Max finally gives Toyota a presence in every category of the LCV market but is this late-comer good enough to steal sales from established rivals?

It’s not often a manufacturer launches an entirely new van, and that’s not happened here. The Proace Max might mark Toyota’s entry into the large van market, but it’s anything but new. Built as part of an agreement with manufacturing behemoth Stellantis, the Proace Max borrows the ageing Vauxhall Movano Electric and slaps a Toyota badge on it.

Apart from a unique nose and grille, you’d be hard-pushed to tell the difference between this and the Movano and, for that matter, the Citroen Relay, Fiat Ducato or Peugeot Boxer. They all offer a blend of technology and practicality while focusing on payload capacity and efficiency. Toyota separates itself by virtue of its impressive Toyota Professional dealers and service centres, which will better meet the demands of operators, and its unique 10-year warranty package — that’s something that will appeal to owner-operators and small businesses.

Battery, motor, and performance

There’s a 110kWh battery pack under the floor of the Proace Max, which is enough to cover up to 261 miles, according to official WLTP test figures, although with half a ton of cargo in the back of the van, we fell a little short of that. Still, it’s competitive against the likes of the Ford E-Transit (249 miles) and Mercedes eSprinter (273 miles).

There’s a 268bhp electric motor under the bonnet, delivering 302lb ft of torque, making it quick off the mark even when fully loaded. You only get that oomph when in Power mode, one of three driving modes available to balance performance with efficiency. Normal mode limits output to 215bhp, while Eco mode maximises range by reducing power to 161bhp

As you would expect, regenerative braking aids energy recuperation. Four levels allow drivers to flick between maximum retardation and energy recovery to a virtual resistance-free coast.

Despite the impressive performance, the Proace Max is hampered by its dated chassis. The ride feels bouncy and unsettled on rough roads, with vague steering that detracts from the overall driving experience, especially compared to more refined rivals like the E-Transit and eSprinter.

Design, interior, and technology

Inside, the Proace Max Electric has been bestowed with modern touches, chief amongst them being a 10-inch touchscreen for navigation, controls, and smartphone integration. It’s a fine, if unremarkable, system that’s easy enough to use, but most will likely be plugging their phone in and using Android Auto or Apple CarPlay to access their own maps, apps and music.

The van includes conveniences like wireless smartphone charging, climate control, and keyless entry, making life a little more comfortable for the driver. The interior also offers plenty of storage options, including a large glovebox and multiple compartments. A three-seater bench accommodates passengers, but the middle seat’s comfort is compromised by the awkwardly placed gear selector and cup holders that are, inexplicably, mounted down at ankle height.

While the cab is functional, spacious, and includes a smattering of modern technology, the design feels dated compared to contemporary rivals such as the E-Transit and the new Renault Master.

Payload and practicality

Two body lengths and two body heights are on offer for the Proace Max Electric, including a super-sized ultra-long model: At more than 6.3 metres long and over 2.7m tall, the electric exclusive L4H3 model is a big beast, capable of carrying as much as 17m3 of cargo, which outclasses the E-Transit’s maximum of 15.3m3.

Most will opt for the L3H2 model, like our test van. At a couple of millimetres under 6m long and standing over 2.5m tall, it’s no shrinking violet. The 13m3 cargo volume is still impressive, with loads of up to 3,705mm squeezing into the back.

With cargo, you often have to take on one hand but give away on another. While it’s got a cavernous ply-lined cargo area, the maximum payload of 1,460kg falls short of the E-Transit by 300kg. Gross vehicle weight is 4.25 tonnes — beyond the 3.5 tonnes anyone can drive on a regular car driving licence, but businesses can put their drivers through a short five-hour training course to extend their licence to cover the increased weight.

Price and specification

The Proace Max Electric is priced very competitively, undercutting rivals like the Mercedes eSprinter while delivering a better range. It’s marginally more expensive than an equivalent Movano, but at £51,328 before VAT and any plug-in van grants from the government, it’s only by a couple of hundred pounds.

You get one huge extra for that marginal increase: the prospect of a 10-year warranty. There are catches, of course, but it’s not too demanding, with Toyota extending the warranty cover by a year every time the van is serviced at a Toyota service centre. It might not worry a fleet swapping leased vans every three years, but for an owner-operator running a van until it dies, that’s a huge plus point.

There are other concerns for businesses, though, as thanks to its 4.25 tonnes GVW, there are more demanding MOT requirements and tachograph rules to consider.

Verdict

Despite its ageing underpinnings, the Toyota Proace Max Electric offers a strong package with excellent range, a well-equipped interior, a competitive price and a large load volume. That’s enough to make it an attractive option for operators looking to switch to electric vans. You’ll need to compromise a little on comfort and driving refinement, where it’s not a match for its more modern rivals.