The Farizon SV is a purpose-built electric van with strong range, payload and towing figures, but its real appeal for installers lies in the practical details.
I’ve been really excited to get into the Farizon Supervan (SV). Having been designed from the ground up as an electric vehicle, it benefits from a platform built around batteries, motors and load space from the start. This means it has competitive payload, towing, and range figures, especially compared with some vans adapted from diesel platforms. But that’s not all that makes it stand out. It has several clever design touches that make it incredibly practical as a work van.
Many tradespeople have moved beyond the question of whether an electric van can go far enough. Now, there’s more focus on whether the vehicle can carry the right kit, tow when needed, load easily in awkward places, and fit into a typical working day.
Practical numbers for installers
Range
The smallest model, the L1 H1, has two battery options: a 67 kWh battery and an 83 kWh battery. The smaller of the two gives you an estimated range of 188 miles, while the larger delivers around 234 miles in mixed driving. If you’re mostly travelling around urban roads, that’ll be closer to 290 miles.
Hauling ability
You’ll get a maximum estimated towing capacity of 2,000kg and a total payload of 1,350kg with the 67 kWh battery and 1,265kg with the 83 kWh battery. In L1 H1 models, you’ve got 6.95 cubic metres of load space. If you need more, look at the larger models; the L3H3 has the maximum 13 cubic metres of space in the back.
Charging
Charging the Farizon SV is quick, too. You can go from 20% to 80% in 36 minutes on a rapid charger. That means you can top up 110 miles in just over 30 minutes for the 67 kWh model and 140 miles in the 83 kWh model.
Costs
The L1H1 model starts at £45,000 (excluding VAT) and is eligible for the plug-in van grant.
Loading and unloading
One of the most interesting features of the Farizon SV is the lack of a B-pillar on the passenger side. This makes the opening for the sliding side door extra wide. This is such a useful feature for anyone working in tight spaces who needs to make the most of every available millimetre. The L1 model has a 1,000mm sliding side door opening, the L2 has 1,300 mm, and the L3 has 1,800mm.
At the back, you can choose the optional 270-degree-opening doors over the standard 180-degree layout. This allows for easier loading when space is at a premium.
Driving experience
This is an easy van to drive, but the ride when unladen can be a little rough. Even crawling along in traffic, I felt every bump. At speed (and on better roads), things smooth out a little. The instant torque from the electric motor is useful for passing and merging, even when carrying lots of materials and equipment. There are selectable drive modes, which allow you to adjust the throttle response, too. If you want to force yourself to drive more economically, just stick it in eco mode. If you fancy a spirited drive or want to get up to speed more quickly, choose sport mode.
The interior feels minimalist and futuristic, similar to electric-first passenger car brands. What’s nice is that there are still buttons for important controls, such as the heating and air conditioning. There’s a small learning curve with other controls, however. This isn’t especially helped by the slightly confusing messages when you try to do something the software doesn’t like.
It’s charming in its own way, but hopefully some of the software quirks will be addressed in an update. This is all easily forgiven when you get so many advanced driver-assist features. You’ve got everything you might expect, including lane departure warning, emergency brake assist, and hill descent control.
On top of this, there are other standard features that would normally be reserved for top-tier trims. The rear-cross traffic alert, lane-change assist, 360-degree camera view, and intelligent cruise control all make driving and manoeuvring as easy as possible.
You can fit two passengers up front alongside the driver, but this does limit space slightly. For example, if you wanted to use the middle cup holder, it would bump into the middle passenger’s knees.
I found it difficult to get comfortable in this model, as the steering wheel has no reach adjustment. This meant that to get the optimum distance away from the pedals and still reach the steering wheel, I had to sit forward in my seat. It was fine for short drives, but would not have been comfortable for longer journeys.
That being said, the refreshed 2026 models have four-way steering adjustment and electronic lumbar support. If you like a lot of adjustment in your seating position or spend a lot of time behind the wheel, it might be worth waiting for this.
Overall, the Farizon SV is one of the more practical electric vans for trade use thanks to the design decisions around access, visibility, and driver assistance. The 2026 updates should address some of the comfort compromises, but even as it stands, this is a van that deserves attention from installers looking at electric.
Contributors
Jess Shanahan (author)
Jess Shanahan is a data storyteller, journalist and speaker specialising in electric vehicles, energy and technology. She turns complex topics into stories that inspire adoption and challenge misconceptions.
