Fleet Van & Utility holds the Chairmanship of the International Van of the Year Jury
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Contents Winter 2025
60 N E wS
Finalists listed for International Van of the Year Award 2026
Farizon has sustainably in practice
Kia scoops Guinness World Record with PV5
64 I NTERVIE w I
With Roberto Fumarola, Stellantis ProOne
66 COVER
Featuring the 2025 International Pick-up Group Test, Bulgaria
72 I NTERVIE w II
With Sjoerd Knipping, Kia Europe
74 F IRST dRIVE I
In the all new Farizon SV
76 F IRST dRIVE II
In the all new Kia PV5
78 M OBILE L EISURE
On board the new Volkswagen California Ocean
80 L AUNCH PA d KGM goes electric with Musso pick-up
82 C LASSIC & M O d ERN
Renault Vans - generations apart
84 M ILESTONE
Literally - Rock Solid from Mercedes-Benz Vans
86 O N R ECOR d
With the Ford Transit on its 60th anniversary
New light commercial vehicle brands from China and South Korea are among the list of nominees for the International Van of the Year 2026 (IVOTY) award, along with traditional European brands.
The 34th running of the most prestigious prize in the light commercial vehicle industry has nine candidates listed on the voting paper, with some of the vehicles presented as joint nominations.
Newcomers from China, namely Farizon with its SV electric van and Kia, from South Korea, with its new PV5 light commercial vehicle, also electric, are welcome entrants on this occasion, which sees them contest against several finalists from Ford Pro and Volkswagen Commercial Vehicles.
New entrants from Asia among contestants for the International Van of the Year 2026 Award
From Ford Pro is the new Ford E-Transit Courier, the Ford Transit Connect PHEV and the latest uprated Ford E-Transit (Long Range), while Volkswagen has its ICE and electric versions of the new Transporter (T7) listed along with the upgraded Crafter, which is jointly nominated with the MAN TGE (MY2025).
“We’re in a very interesting period in our sector, with new players coming into the marketplace, with fresh thinking, creating new segments, and offering new solutions, all with emission free technologies. These new brands are most welcome, and to have them in the contest alongside household names in the trade, makes our job when voting even more difficult”, stated Jarlath Sweeney, Chairman, IVOTY.
He added: “They all meet the main criteria for the International Van of the Year Award which includes the vehicles’ contribution to the efficiency, safety, sustainability and environmental standards of the light commercial vehicle sector.
Farizon delivers on sustainable production
The all-new born-electric Farizon SV large van, just launched in Ireland, delivers a sustainable solution for customers, with environmental factors playing a significant part in the vehicle’s development and production.
In its construction, the SV uses 10 per cent recycled materials, while 85 per cent of its materials can be recycled at the end of its life, and 95 per cent are recoverable. Out on the road, the use of high-strength steel and hybrid aluminium-steel materials in the chassis and body, along with the innovative driveby-wire platform, helps reduce weight by eight per cent, which provides gains in energy conservation and operational efficiency.
To be eligible, the vehicle must be new, in series production by the end of the year in which it receives the award, and present a significant technological innovation. The election process is adjudicated independently.”
The official announcement and presentation of both the IVOTY 2026 and the International Pick-up Award 2026 trophies will take place at Solutrans 2025 at EurExpo, Lyon, France on Wednesday 19 November next.
In alphabetical order, the jury will elect the overall winner from the following:
2026 IVOTY C AN d I dATES
Farizon SV
Ford E-Transit Courier
Ford E-Transit (Long Range)
Ford Transit Connect PHEV Kia PV5
Volkswagen Transporter /
Volkswagen E-Transporter
Volkswagen Crafter/MAN TGE
In addition to these significant advances, a large part of Farizon’s environmental focus has been spent on low carbon manufacturing. Located in the Xiangtan Economic Development Zone in Hunan, China, Farizon’s flagship manufacturing facility has been created to be a global benchmark for carbon-neutral commercial vehicle production.
Designed from inception as a zero-carbon factory, the base plans to operate on 100 per cent renewable energy, primarily from solar and wind, with on-site generation
capacity exceeding 40 per cent of total consumption. Its closed-loop water recycling system reduces freshwater dependency by 75 per cent, while AI-optimised logistics networks cut ancillary emissions by 30 per cent. Every SV produced at the facility embeds sustainability across its lifecycle, aligning with EU Green Deal objectives and circular economy mandates.
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Record Making! Kia has made history, setting a new global range distance benchmark for an all-electric van. The new Kia PV5 Cargo, the company’s first dedicated electric light commercial vehicle and part of its pioneering Platform Beyond Vehicle (PBV) line-up, has officially broken a Guinness World Record title for its achievement of: “The greatest distance travelled by a light-duty battery-powered electric van with maximum payload on a single charge is 693.38 km (430.84 mi)”.
The PV5 Cargo Long Range 4-door panel van variant, featuring a 71.2 kWh battery, was trialed with its maximum authorised payload of 665kg, with the record-breaking drive taking place on 30 September 2025 under authentic, real-world conditions on public roads north of Frankfurt, Germany.
“Even if Kia is new to the LCV market, this record is a testament to the versatility and innovation behind Kia’s first PBV, showing that we are serious contenders.” said Marc Hedrich, President and CEO of Kia Europe. “The fact that much of our target audience for this van variant could operate for almost two full working days on a single charge speaks volumes about its real-world capability. The PV5 combines efficiency, flexibility, and intelligent connectivity in one package.”
The record route was carefully designed to replicate the daily realities of delivery and logistics operations. Over a 58.2-kilometre urban and extra-urban loop, the PV5 Cargo faced traffic lights, intersections, roundabouts, and typical city traffic — mirroring the conditions most logistics drivers encounter every day. On
top of this, the van repeatedly tackled an elevation gain of approximately 370 metres, completing the loop 12 times while carrying its full payload, and finally coming to a stop within the twelfth loop.
The challenging conditions underscore the PV5 Cargo’s superior efficiency and reliability. Designed by engineers to optimise practical usability, the PV5 serves as a highly dependable solution for sustainable urban mobility without compromising performance.
The record attempt was meticulously prepared. Inspectors from TÜV Hessen and buck Vermessung supervised the
loading process and verified compliance with weight specifications. The drive was continuously recorded using GPS tracking and in-cabin cameras. Before departure, the PV5’s battery was charged to 100 per cent and both the charging port and cargo compartment were sealed until the end of the 22-hour, 30-minute journey.
With this Guinness World Record Kia underscores its ongoing commitment to developing innovative, efficient, and practical solutions for the mobility of tomorrow. The record-breaking Kia PV5 Cargo will be on display at the Solutrans Tradeshow in Lyon, France (EurExpo) from 18 November 2025, Hall 5, Booth C130.
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Roberto Fumarola could be described as an industry veteran having begun his career with Fiat in 1987 before moving to CaseNew Holland and more recently Stellantis ProOne, therefore having the opportunity to mix car, agricultural and commercial vehicles in his career. Today working as head of the brand’s collective LCV badge line-up, he previously served as Director of Commercial Vehicles in the Italian market.
The Stellantis ProOne brand collection consists of Fiat Professional, Citroen, Opel, Peugeot and Vauxhall. Among Roberto’s day-to-day activities include dealing with the many blue chip converters of the ProOne chassis-cab and large panel vans. “Ducato is the absolute leader in this field, an amazing and interesting sector,” he said in an interview while attending the Stellantis ProOne CustomFit Experience at Atessa, Italy, where the Group’s large vans are made.
“The Ducato has been a leader in the recreational vehicle market for many years, with over two million Campers sold on the platform over two decades”
Other aspects of his position covers logistics, legal aspects such as legislation and supply chain. He also oversees the B2B and B2C elements in that the chassis-cab/cowl is sold to the converter, which is then delivered to the dealer who sells it on to the customer.
One-to-One with Roberto Fumarola, Head of the Recreational Vehicles Department for Enlarged Europe region at Stellantis ProOne
CustomFit is one of the main activities at the plant at Atessa, adding bodywork and fittings to the chassis or panel van, proving a one-stop-shop for customers, assuring a speedy delivery time of the complete ready-to-work vehicle and guaranteeing high levels of quality workmanship. Therefore, a full warranty package is offered; solutions such as box body, tipper, dropbox and racking systems, plus fittings form emergency and municipal vehicles.
Roberto sees immediate market opportunities with the transition towards electric.” There are certain tasks within the sector that will take to it extremely well, like tradespeople, for example, that cover small distances in kilometres every day. Then we have the sector of daily deliveries, the last mile, which is more oriented to full electric, they can recharge at their depot as they cover more kilometres per day. The recharge can be done during the night. In my opinion, the last mile is completely fitting to full electric light commercials.
can be factored in over the life of the camper-van. The Recreational Vehicle division are currently working on electric power-plants,” he added.
“But they have more work to do. We have to proceed gradually , to reduce the price and overall weight.”
Moving on to the topic of pick-ups, Roberto declared that there is a new Ram 1-tonne model due for Europe, with the Stellantis Group having previously dipped their toe in the market with the Fiat Fullback, which was in fact a rebadged Mitsubishi L200.
The same can be said for the service courier business,” he added.
With regards to leisure vehicles, ProOne is prepared: “Absolutely, but there are challenges , with charge points (lack of) and payload issues,” he said. In addressing these matters, he stated: “Campsites will need to have quick charge points for leisure vehicles and the driver’s basic licence will have to allow for the extra weight of the batteries and move up to the allocated 4.25 tonnes GVW.
The range on the eDucato is good, up to 400km and the higher overall price
In light of the so-called ‘China Challenge’ , Roberto is looking across the Atlantic to counteract any loss in sales due to the new opposition coming in from the East. “North America is a large market prospect and a great opportunity, bearing in mind the new tariffs, and the fact that the Ram brand in the USA already markets the Ducato as the ProMaster. “It is our ambition to be the leader in this sector, we are number one in Europe and South America and near the top position in the Middle East. And so, as America is the biggest market, we have a chance to be number one there too.”
In conversation with Jarlath Sweeney – editor@fleet.ie
The K ia PV 5 Car go . Electrifying your business. Coming soon.
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IPUA ‘25
Successful International Pick-up Group Test held in Bulgaria
With Bulgaria nominated as the host country for the International Pick-up Award Group Tests 2025, the Belchin region, located in the Samokov Municipality with its beautiful yet rugged landscapes was chosen as a most suitable location for the event. Hosted by the Bulgarian Transport Press, the two day event entailed on and off road trials undertaken by International Van of the Year jury panelists representing 19 European countries and South Africa. The initiative was created in 2010, to highlight the merits of 1-tonne pick-up trucks as a business tool for on and off road activities.
Manufacturers of four-wheel drive pick-up trucks were invited to participate in the biennial exercise with their latest models. What emerged was an interesting competition between traditional brands and models from Europe versus newcomers from China.
The Ford Ranger returned as reigning joint champion (winning last time out two years ago alongside the Volkswagen Amarok), with its new Plug-in Hybrid (PHEV) drivetrain and was up against the Grenadier Quartermaster from British start-up INEOS, the new Maxus T60 and two examples from Foton, the G7 and V9.
The road tests on day one were carried out initially to and from the event headquarters at the Belchin Garden Hotel to Sofia airport as delegates arrived, and then on set routes within the Somokov Municipality. With an appreciated welcome from
the Mayor of Belchin, Veneta Spasova, a challenging, arduous and high-altitude off-road trial route was carved through the vast forests at Belchinsky Rai, north of the Tsari Mali Grad, an ancient Roman fortress, which has been meticulously reconstructed, with the base camp for car exchanges at St. Paul’s Cross, Klisura, a high altitude location, 1191m above sea level.
The organisers wish to acknowledge the sponsorship and support from Glavbolgarstroy (Lara Race Circuit), the Municipality of Samokov, Belchin Garden hotel, Pobeda and Bulgarian Rose.
As the outgoing title holder and the most successful candidate in the IPUA to date with three trophies over the eight previous running of the competition, the Ford Ranger has entered a strong contender this time around with the new Plug-in petrol-electric hybrid (PHEV).
For the past eleven years, Ford has maintained leadership in the European pick-up truck segment and is headed for a record 47% market share by the end of this year. SMEs and utility fleets make up the majority of the Ranger model line sales. 63% in fact use Ranger for work, with 89% using it to tow a trailer.
In developing the PHEV version, the Ford Pro team sees the hybrid sitting nicely alongside the current diesel powered options, offering a lower carbon footprint. Ford’s tried and trusted 2.3-litre EcoBoost 4-cylinder petrol is married to a 75kW e-motor that uses an 11.8kWh lithium-Ion usable battery pack, capable of 43km of emission-free propulsion. Many current owners will be surprised to hear that the Ranger PHEV is more powerful than its diesel counterparts, boasting 281 PS and 697 Nm of torque, without suffering any shortcomings as the 1-tonne payload and 3.5-tonne towing capacity remains like for like. Its total cost of ownership is less also.
Driving the Stormtrak version which is unique to the PHEV range. the contrast between this and the familiar 3.0-litre V6 diesel is noticeable in that the hybrid is a smoother experience, a little more refined. There are seven drive modes, depending on the conditions underfoot to choose from and like the diesel, all linked to a 10-speed automatic transmission. In addition the driver can engage more by availing of the three electric modules: EV Now (full EV), EV Later (save battery) and EV Charge (EV for external devises). The 10-amp/2x15-amp power points provide 2.3kW/6.9kW, available to plug in from the load bed.
On road and off road, Ranger PHEV performed perfectly, as expected. Other versions include the Wildtrak and sporty MS-RT flagship.
Chinese brand Foton was recently introduced into Bulgaria by Future Trucks, a division of the Bulauto company which has 33 years expertise as importers and distributors of truck and van brands. Two versions of the new Tunland pick-ups were presented, the G7 which enters the standard P3 classification, and the V9 in the larger P4 category.
To highlight the enormity of Foton as a complete commercial vehicle manufacturer, it’s the third biggest in China, turning out 11 million units per year. Established in 1996, it has formed long standing synergies with global engine and component suppliers as well as contra-deals with other auto manufacturers. For example, the Tunland is powered by a 2.0-litre 160hp/330Nm
F OR d R ANGER PHEV
F OTON G7 & F OTON V9
Cummins turbo-diesel, with an 8-speed ZF transmission. It comes with a Berg Warner all-wheel drive system, has a 950 kg payload and a 3-tonne towing capacity.
The Tunland V9, also called the Grand General, looking in no way dissimilar to that of a certain American three letter word brand model, uses the same powertrain with the addition of a 48kW mild hybrid system that boasts 450Nm of torque, rated to tow 3.5-tonnes and carries 895kg. Featuring an independent double wishbone front suspension and multi-link leaf springs on the rear axle, due to its extra size in width and length, it
proved to be more suited to a more pleasurable on road driving experience than more engaging, all-terrain territory. That said, it has hill descent control and selectable 4WD modes when required. A dual screen display dominates the dash and the 360 degree camera comes in handy when in tight corners.
In contrast the Tunland G7, with its neater dimensions felt more at home on the road and in the forests. Unlike the Ranger for instance, the switchgear to engage the all-wheel traction had to be done through the 10.25” centre touch screen, as there are no actual physical dials or buttons to press. Visibility was good all round, thanks to the large external mirrors and 360 degree camera system, as was the ground clearance even when encountering the deep muddy ruts which formed due the heavy rain days before. The automatically engaged diff lock helped out here, and the slick automatic gear change remained in control at all times.
Foton is entering the European market full scale with new energy pick-ups and vans that have already received EU Whole Vehicle Type Approval (WVTA). The Chinese company has secured large orders in countries like Italy and is actively building its sales, service, and operational network to expand its presence in other European markets such as Germany, Spain, and Poland.
Depending on the price when sold in Europe, the G7 could become a value for money prospect for many pick-up users and new customers.
Foton G7
Foton
Foton V9
INEOS G RENA d IER Q UARTERMASTER
The Grenadier from chemical giant INEOS, is probably one of the most talked about vehicles in recent years. From the concept initiated by company boss Jim Ratcliffe as a result of a pub conversation mourning the fact that Land Rover never truly replaced the Defender, he set about creating and developing an ‘unbreakable’ all-wheel drive and durable heavy duty sports utility and a selection of commercial vehicles. Following the launch of the 5-door Station Wagon, a rear flat floored commercial was revealed, followed by a flatbed version. Then an open back pick-up, called the Quartermaster, based on a longer chassis arrived and was keenly tested during the IPUA days, particularly on the off road section, where it excelled.
Powered by a 3.0-litre 6-cylinder BMW Euro 6d diesel engine and mated to a ZF 8-speed automatic gearbox, everything about the Grenadier talks tough.
Some say it’s old fashioned, others commented that it’s built to last, just like the original Defender and the INEOS is catering for that varied global marketplace that the Land Rover is not at present.
During the product presentations from each brand, the INEOS representatives affectionately called it ‘the Analogue playing in the Digital World’ and that’s no bad thing as the Grenadier brings back the real feel inside the cabin with an array of switches and knobs and buttons, with a small centre console screen for basic needs. While the Quartermaster at times has some steering issues, being a bit loose on the open road, it also
suffers from a poor turning circle, mainly due to the supplier of the beam axles which includes John Deere tractors on its books. It proved its worth however on the multi-faceted surfaces on the off-road course, full of bumps, hallows, hills and descents. Passengers can avail of three grab handles, and they were needed!
For the driver, entry and exit is an issue. When asked about this, the explanation given was that a grab handle on the A-pillar would cause a blind-spot. Some intervention by owners has seen a looped strap type device attached to do the job!
n Two versions of the Quartermaster are available, the FieldMaster and TrialMaster, the latter specified as a 100% off-roader.
n A europallet can fit inside the load bed that can carry 760kg and tow 3.5-tonnes.
n Built in France, Grenadier is now sold in 50 countries worldwide and has accumulated over 30,000 unit sales to date.
When the Harris Group first introduced a Maxus pick-up, the T90, it came in electric form but was deemed as a soft-roader rather than an off-roader, due to its 2WD system and low ground clearance. However, market research and general interest in a pick-up from the Chinese brand has led to two new models
M Ax US T60 M Ax
being introduced - the diesel powered T60 and the new electric T9 eTerron. In a similar fashion to its country rival Foton, the T9 is the larger, but was not available for the group sessions.
Competing in the standard class the new T60 is competent machine, with appealing design and styling. Its driveline compares well with what’s out there, with its 2.0–litre bi-turbo Euro 6e diesel that produces 216 hp and 500 Nm running through an 8-speed transmission. Impressive too is its 1,050 kg payload and 3.5-tonne towing capacity. Supporting the chassis are double wishbones in the suspension setting. The gas sprung tailgate fitted as standard was noted also. Inside, a now familiar touchscreen takes up the centre dash area, all 12.3” of it that covers the infotainment system with smartphone connectivity, adaptive cruise control, and a 360-degree camera system.
The three drive modes were tried, Eco, Power and Normal, to good effect. Although the steering feel a touch tight, it give a positive feel up for the road. Off-road, T60 performed dutifully, without any issues.
In general, the Maxus T60 is a competent mid-size pickup truck known for its value, robust design, and generous standard features. Manufactured by SAIC Motor since 2016, it is marketed globally and is also sold under other names, such as the LDV T60 in Australia and New Zealand, while it has the T60 Max badge in European markets.
The Harris Group (Dublin) handles the importation and distribution of the Maxus pick-ups and van models across the UK and Ireland.
Adrenaline, high speeds, and a competitive spirit are set to come alive near Samokov with the construction of the LARA Racing Circuit. The high-tech track will offer world-class conditions for both car and motorcycle racing, positioning Bulgaria on the international motorsports map. Designed to attract professional drivers, enthusiasts, and speed lovers from across Europe, LARA will become a premier destination for high-performance racing.
This large-scale infrastructure project is a private investment, supported by GBS Energy Solutions, a member of the Management Board of the Bulgarian Motorcycling Federation. A result of international collaboration, the track was designed by Driven, leading experts in racetrack development, with the architectural concept designed by IPA - Architecture and more. The outcome is a world-class facility that meets the highest standards of safety, efficiency, and performance.
The track will be built to meet the standards of the International Automobile Federation (FIA) and the International Motorcycling Federation (FIM), guaranteeing optimal conditions for both car and motorcycle racing.
LARA Racing Circuit will stretch 4 km in length and 12 m in width, with key corners expanding to 15m to provide more flexibility for drivers. The track is designed to deliver a dynamic racing experience, combining high-speed straights, challenging technical corners, and elevation changes that create an authentic racing feel. With twenty one configurable layouts, it can be adapted for various race formats and testing needs.
The track will be fully equipped to host both national and international competitions, featuring a pit lane and garages, as
Lara Racing Circuit, a new motorsport facility near Samokov (Bulgaria) construction nearing completion
well as fully equipped service areas for professional teams. It will include race control and briefing rooms to ensure complete monitoring and management of events. Fans will enjoy spectator stands and a restaurant designed to provide a comfortable experience. Additional amenities include conference rooms and a training centre, where future champions will be developed. While the track will be certified to international standards, its primary focus will be on hosting national and regional championships, providing the ideal conditions for the growth of Bulgarian racing talent.
Construction is well underway, with completion expected by the end of the year. The track’s management will be handed over to international experts, ensuring the highest operational standards and seamless integration into the global sports calendar.
The construction of LARA Racing Circuit represents a major milestone for Bulgarian motorsports. Until now, the lack of modern facilities in the country has limited opportunities for the professional growth of local competitors, forcing many to look for alternatives abroad. The new track is expected to become a key destination, attracting both professional racers and motorsport fans alike, and fuelling the future of motorsports in Bulgaria.
Competitors, fans, and speed enthusiasts – Samokov is about to launch a high-tech arena that will deliver unforgettable thrills and adrenaline!
The “Lara” new track in Bulgaria is designed to meet FIA Grade 3 and FIM Category BA standards, suitable for races like Formula 3 and various motorcycle events. The circuit is planned to have a 4km length with 15 turns, a 900-meter main straight, and an expected capacity of 30,000 spectators. The project’s first races are tentatively planned for late 2025, with the official opening of the entire complex scheduled for early 2026.
Text & Photos: Jarlath Sweeney - editor@fleet.ie
One-to-One With Sjoerd Knipping, Chief Operating Officer, Kia Europe
Considering the competitive marketplace Kia is entering, up against traditional European LCV brands and also newcomers from China, have you found a niche with a new PV5 to differentiate from the other?
One thing that we aim to achieve with the PV5 as a start-up in the sector is to deliver a van without compromise. Our engineers worked an electric light commercial based on our ten year experience in passenger cars EVs (electric vehicles) and built on our unique e-GMP.S e-platform, new from the ground up.
But also benefiting from starting from a clean sheet of paper?
Yes, we initially started out with a strategy built on four pillars - drive, charge, convert and work. Since then we’re adding a fifth, which is adapt, but that’s down the road.
Can that add to your business plan substantially?
Yes, as it’s related to all the conversion options we have, many of which will come from the factory, pan-Europe and with local converters, because that can bring extra business. If I’m not mistaken, based on the research we’ve done and what I’ve learned in the past, for normal vans, about 70% of them have some kind of conversion.
Explain more about the other pillars
There a couple of simple ones that make it stand out. Due to the e-platform, the PV5 has the lowest entry load height and above average load volume - these are
assets of the vehicle in relation to what is in the market already. I think PV5 sets itself apart from any competitor because it’s sitting in between two segments C and D.
In a way we see it in a sense of not looking at how traditional vans have been done in the past, because the majority of traditional vans manufactures are converted existing ICE powered volume to EVs, which doesn’t always work.
Of course, the PV5 is only the start of the PVB (Platform Beyond Vehicle) programme. How did it all come about initially?
Actually when I joined Kia almost 14 years ago, and while on a visit to the company’s headquarters in Seoul, I asked the CEO - “When are we going to move into CVs?”
As you know Kia has become very strong in retail markets and even more so on the move to electrification and more of the fleet market.
Having a good balance between retail and fleet, one of the questions we were getting from the business end was“Where’s your LCV line up, we would like to take your brand if you can offer us the full fleet”.
Opening new doors, therefore?
Actually, additional opportunities, as commercial fleet customers and also car drivers and we can capture that purchase too.
Continuing on with the modularity aspect of the PV5 programme, describe the WAV - wheelchair application vehicle, contained within the pillars WAV is a great initiative and is
covering a market that’s not directly and already catered for primarily by the main manufacturers.
WAV is another good example of how we can stand out from the crowd, but it’s also with the chassis cab segment. There is no other C-segment chassis-cab in the market today that I’m aware of. We can create a special segment within the existing playing field that can serve multiple fields.
An opportunity for your new, dedicated dealer network too?
Yes, they are obviously essential as well, as we have high expectations from the network of about 600 to 700 dealers that will be PBV dedicated. They are also aware that it will bring them new businesses opportunities, opening doors for new passenger customers.
As the majority of these dealers are multi agency, many with LCV expertise, that will be another benefit?
Yes, it will help us, nevertheless we are very clear with them as we have set out new standards and knowhow, in order to stand out from the crowd. But it also needs to be delivered throughout the whole customer experience and once established we will then extend the line-up with the PV7 and PV9 and add more dealers.
In conversation with Jarlath Sweeney – editor@fleet.ie
Following Geely Group’s public stock market entry in 2003, 2007 saw its first car produced. The value for money offering stirred the Chinese market and the company has not looked back since. The acquisition of Volvo Cars was a serious statement of intent from the company and helped to establish Lynx & Co in 2016, with the first steps taken to establish Farizon as a commercial vehicle brand happening in the same period. In subsequent years, the takeover of famed British marque Lotus and a major shareholding in Proton brought further dividends and the investment in Daimler Group led to a joint venture in reforming smart cars from 2020. But that’s not all, as the creation of luxury car brand Zeekr and entry into the London Taxi business with LEVC can also be included to Geely’s impressive expansion. In all, during the course of 2024, more than 3.3 million Geely Holding Group vehicle sales were recorded with the company on target to top 4 million this year. Geely also produces its own battery packs and microchips for its vehicles.
‘Farizon, headquartered in Hangzhou, is the leading new energy commercial vehicle brand in China, with 300,000 unit sales to date’
With commercial vehicle brand Farizon now on sale in Ireland and wider Europe, Geely is well placed to expand its horizons further. As well as a broader selection of SV light commercials covering the mid-size market, a smaller van, the V6E will arrive later this year. From 2026, the strategy is to introduce electric trucks and buses into the European market.
Farizon to the fore and more!
and distributor for Farizon, MMC Commercials, can avail of some of its Fuso truck and MG car dealer network to look after customers based on their vast experience in the trade, in addition to new appointees.
‘Farizon is set to introduce the Homtruck, and a selection of buses from 8 to 12 metres and well as a full size coach in the next few years’
According to Cook Xue, CEO, Farizon International, the company is aiming high, with a strong objective to achieve a 5% share of the European BEV market.
Farizon will utilise a combination of its car brand dealers, some with commercial vehicle infrastructure and expertise, backed up by a part and components supply based in the Netherlands. In the case of Ireland, the newly appointed importer
His philosophy is ‘Win in Europe - Win the World’ - noting an appreciation of the mature and sophisticated market landscape that continues to progress on this continent. To date Farizon has established itself in 18 countries with 30 sales outlets and 40 service channels.
Mr. Xue and his executive colleague David Yu firmly believe that by starting with a clean sheet of paper a better design and development offering is assured. David stated the fact that the Farizon SV is not based on an existing combustion engined van, hence there are no compromises. And with the design talents of Herve Bertrand, who was in the past responsible for the Renault Trucks T, C & K Ranges as well as for Mack Trucks models in the US, the SV is unique in many ways. Under consideration in creating the LCV were a number of themes, such as Elegance, Heritage,
Freedom and Decadence, combined to produce a light weight zero emission vehicle.
Other plus factors are that the SV boasts slick aerodynamics with a low drag factor, while along with that it meets a 95.5% recycling rate. Mentioning rates, new SV achieved a 5 Star Euro NCAP crash safety rating, as it is equipped with 30 ADAS safety systems.
Another significant aspect to note is that the Farizon engineering team undertook 2.8 million kilometres of testing on various prototypes in numerous countries and ever changing weather conditions.
There are main two electric power options available on the SV. An 83kWh battery is said to deliver up to 479km in city mode or 376km combined. Above that is the 106 kWh version that can achieve figures of 551/398 km. Official energy consumption is rated at an average 24.3kWh/100km (WLTP). For some markets a 67kWh battery option is available.
Three model size types are on sale initially with a single wheelbase length and three height options, covering from 695m3, 939m3 and 1,300m3 in load volume, while capable of carrying 1,390/1,200/1075kg respectively. Towing up to 2-tonne is possible. At the rear side panel there are two V2L 3.3kWh plug in points to power trade tools etc.
Access to the load area is unique, especially from the side doors. With the absence of the B pillar on the kerb side, a 2.5m aperture opens up right to the passenger door. For practical loading purposes there’s really 1.3m of side access which is impressive. The twin rear doors open fully around and the load weighing system comes in handy. A three person seating arrangement is standard inside the cab and there are
storage shelves under the driver and bench seats. A fold around bulkhead partition is being developed which will allow for longer loads once the back of the bench seat folds down.
To come is a 4x4 variant and additional body and chassis platform types.
Details of the new SV in brief:
n WLTP city range of up to 551km
n Load volume: Low roof 6.95 m3, High roof 13 m3
n 520mm cargo load height
n Hidden B pillar for ease of side loading
n 240 million km preproduction tests
n EU wide parts availability
n Low drag aerodynamics
n Load weight indicator
Two versions of the SV were driven in Spain over two separate routes, one urban and one rural but mostly on motorway. Based out of La Quinta de Jarama, we headed north in the standard wheelbase and roof height model, which had a pallet full of sand bags on board.
At first the steering feel was a bit tight, stiff almost, with some road noise prevalent over the smooth electric drivetrain. Both driving or regeneration modes were tried in low and medium setting, giving noticeable but not very strong retardation. As these were the inaugural production models, we were informed that further modifications are imminent and the Farizon people appreciated the feedback from the members of the International Van of the Year jury.
The seating position is
good but could be bettered with a reach option on the steering wheel, which is coming on stream soon. Driving data and connectivity from the main digital dash and touchscreen was fine as were the ventilation switchgear. Visibility all round is good and the warning alarms for lane detection and over speed in restricted areas kept the driver alert!
The second and longer run was taken in the 3.5 tonne, long wheelbase, high roof variant, unloaded on this occasion. Somehow the steering feeling was not so strong, maybe because we were more used to it and that it was mainly motorway and primary roads that were driven.
2025 can be marked as the year of a number of new arrivals in the electric van and light truck scene, with developments mostly from Asia such as Farizon, Flynt and Kia to be joined by Flexis, via Renault in due course. Collectively, they will change a whole zero emission light commercial vehicle landscape in an already competitive, mature market, led by long established players, mostly European. Interesting times ahead.
Text & Photos: Jarlath Sweeney – editor@fleet.ie
Two recent meeting and events hosted by Kia, one virtual and the other in reality, provided updates on the South Korean auto manufacturer’s plans and objectives upon entering the light commercial vehicle marketplace. As launched at exhibitions in Seoul (Mobility Show), Birmingham (CV Show) and Munich (IAA Mobility) this year, the first of a new range of LCVs to go on sale is the PV5, a small to medium sized van, specifically tuned for European users. Initial and inaugural first drives were experienced in Korea, followed lately with the first long distance test runs held in Southern Spain last month.
PV5 – First Platform Beyond Vehicle (PBV) from Kia
“PV5 is the first step on our Platform Beyond Vehicle (PBV) journey,” began Akshit Khosia, Advance Planning & PBV – Kia Europe at the Marbella event. “To explain, the definition of PBV is an ‘All-Life Platform’, through hardware flexibility, software scalability and connectivity of future technologies,” he added. He mentioned what’s coming down the line in reference to additional models in the PV5 family of load and people carriers. “From next year, we will launch a 2-seat SWB and a high roof version with 5m3 load volume and we will also have a chassis-cab option. The passenger variant will offer choice of 5-seats and or with 6-7 seats and also a Wheelchair Accessible Vehicle (WAV)”. 25% of the PV5 sales will come from the passenger version.
“During 2026, additional versions such as a crew van, and platform/chassis-cab”
Akshit pointed to the company’s ambitious sales target of 4% of the EV LCV market share in Europe and up to 17% by the end of 2030, when a full line-up of light, medium and large volume and duty vans will be on sale.
The PV5 is creating a niche size-wise, as it fits in between the C and D small to medium segments, even with two wheelbase and height types of panel vans (and passenger variants). From the initial touch and feel experience, the driving elements and low load height stand out, not to
mention the adaption of the Kia design theme to a light commercial vehicle marketplace.
Its foundation lies within the Kia E-GMP.S battery electric platform, which, along with the battery packs, allow for an extended warranty programme: 8-years on the battery and 7 years/150,000km on the vehicle itself.
Three powertrains have been developed, serving a diversifying marketplace. Battery capacity is via a 51.5kW unit with 291km range or a range topping 71.2kW version giving 416km. These combinations of cells power two types of electric motors, with power outputs of up to 120 kW (161hp), and a maximum torque 250 Nm. 150 kW DC quick charging can bring the battery from 10-80% inside 30 minutes. 11 or 22 kW AC charging at home or depot is provided.
Up to 690 kg payload is provided with an estimated range distance of 416km, and for added convenience the plug in charge point is positioned in the middle of the front grille. Other add-ons include V2G vehicle to grid back feed
and V2L vehicle to load, that can power devices from the rear of the van (3.68 kW/16 amp/220 volt), plus an ePTO option. Another point of note is the tight turning circle of just 5.5 m, compared to others that are beyond 6 m.
PV5’s aerodynamics are impressive at 0.286 Cd, reducing wind drag and there are two active air vent flaps on the lower grille/3 piece bumper section that open automatically when in motion. Actually almost 80% of the underside is covered and therefore protected.
Interestingly, the regen doesn’t function if there is a trailer being towed, nor while the brake pedal is being pressed, or when the snow mode is engaged or if the vehicle is 100% charged.
Regarding safety, there are up to 25 driver assistance systems, many mandatory, some optional extras. PV5 has passed the stringent Euro NCAP tests and been awarded 4 Stars.
Connectivity is an essential requirement both in cab and remotely. Inside, two screens provide all the information and engagement necessary - a 7.5” unit at the steering wheel plus a 12.9” touchscreen, the latter using Android architecture that can interface with any devise. B2B fleet management systems in place allow for ‘Over the Air’ software upgrades on board.
While on the driving routes, the Eco and Normal modes were used, as the Snow button was not required in this area. Maybe a Rain mode would suit us better in Ireland? We asked!
Visibility from the driving seat is excellent, one of the best amongst its competitors, thanks to its low belt line and well sized and positioned exterior mirrors. Due to the placement of the battery packs within the platform, they lend to a low centre of gravity, adding to more stability on the road .
In addition to the three driving modes, there are seven levels of regeneration for the batteries, operated through a paddle shift at the steering wheel, which helps to regain used energy and also facilitate one-pedal-driving.
A suite of telematics data, provided by tech partners Geotab covers a multitude, such as predictive and preventive maintenance, driver and vehicle performance etc.
Practicality comes with a number of storage areas, for instance, slits in the roof panel, pockets in the centre console, door panels and of course the now mandatory cup holders.
In relation to the 4.4 m3 load volume in the L2H1 – LWB Standard roof, the actual load area, can accommodate two Europallets (and UK size) but it’s a little complex, one fits width way, while the other is positioned length way. Not ideal when it comes to loading and unloading. A long forked forklift is needed to haul out the inner one as it cannot be accessed form the sliding side door. However, more convenient access can be achieved through a specially defined removable floor, which can be slotted in over the wheel arches and comes with secure loading hooks.
One significant advance is the low loading height at 419mm. Special fittings such as racking, shelving and other out-fittings can be supplied by a number of authorised and approved providers, including some of the renowned names in the trade.
Nine dedicated Kia PBV dealers in Ireland have been appointed nationwide, with the first of the new PV5 models entering the market before year end.
Text & Photos: Jarlath Sweeney - editor@fleet.ie S
When you’re as successful as Volkswagen has been with the California, meddling with such a well-established formula can be risky. The latest T7 iteration of the iconic campervan heralds the biggest update in concept and thinking since the original air-cooled T1 of the 1950s was launched.
For the first time the California isn’t based on the tried and trusted Transporter van platform, instead it uses the MQB platform of the long wheelbase Multivan that is shared with a range of passenger cars including the Golf and Tiguan. It results in a vehicle that is longer by 27cm and 4cm wider than the old California with the height remaining the same. Crucially though it brings the promise of better driving and handling characteristics. For a vehicle that doubles up as an everyday passenger car for many owners, that’s something that should greatly add to its appeal.
But there are other changes from the previous T6.1, some definite enhancements, others not so much. On the plus side is that there are opening rear side doors on both sides of the vehicle, giving greater flexibility for moving around and setting up awnings as well as providing a safe offside exit on right hand drive vehicles.
That though has meant a redesign of the kitchen on Coast and Ocean models (the Beach retains the simpler slide out mini kitchen at the rear). It’s not necessarily for the better as the previously fitted two ring gas hob has now been reduced to a single outlet. The compressor cool box fridge has been moved to the front which allows it to be accessed from outside but is slightly smaller at 37 litres down from 42 in the T6.1. Kitchen storage space is not as generous as before either and the absence of the previous slide-out single leg table attached to the kitchenette side means you have to set up the four legged table (located in the boot area)
inside the van for dining.
Another change sees the previously fitted rear bench seat replaced by two individual chairs. While they are easier to slide back and forth and offer better support to passengers when on the move, the cavernous storage space offered by the bench seat isn’t matched by the two individual storage pockets. Setting the bed up is much the same as before, though the bed itself - while the same width at 1.12m - is 0.12m longer at 2.05m. When in place it stretches right up to the front seats whereas the old California left a little useful standing space. Indeed other reviewers have reported that unlike the old van there isn’t room now to manoeuvre a porta potty in this area though we didn’t personally verify this.
Useful enhancements include five litres extra capacity for fresh water, improved ambient lighting, and a new 5” control unit in the C-Pillar for controlling all camping relevant features. Another downside though is that available payload is down compared to the old van….from 500kg to 413kg.
From the front there’s no doubt that this is the most car-like and luxurious California to date, with excellent road manners. The 150PS diesel version is willing and quite frugal though interest in the plug-in hybrid when it arrives should be strong. It’s refined and handles well, with the caveat that
S PEC C HEC k
M O d EL T ESTE d
Price as tested
Volkswagen takes new approach with latest California
* Driven: Volkswagen California Ocean T7
this is a campervan so it’s not a vehicle that you’re going to be exploring handling limits in too often. Whereas with the Multivan passenger vehicle we can very much see the benefit of the car-derived platform in refinement levels, the difference is less obvious with the California where there are always rattles and creaks from the furniture behind. It’s worth noting too that that extra 27cm of length can make finding suitable car parking spaces that much harder, a consideration if planning to use the vehicle as an everyday runaround.
V ER d ICT
There’s no doubt that the California Ocean as tested remains a very desirable vehicle. However while this is the most car-like iteration to date, we would question whether it is a better vehicle for camping than hitherto. Second sliding door aside, we feel most of the changes are a step back, with a smaller kitchen, a lower payload and less interior space to move around when the bed is down. Whereas in the past the kitchen area made it worthwhile to opt for the Coast or Ocean versions, now it’s the more basic Beach model which comes with an extra passenger seat and wider downstairs bed that seems the more sensible choice - and it’s €12k (Coast) or €19.5k (Ocean) cheaper!
Text & Photos: Cathal Doyle - cathal@fleet.ie
VOL k S wAGEN C ALIFORNIA O CEAN
€93,595 (prices for Beach and Coast models are €74,095 and €86,095) Engine
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Musso is a long standing auto badge that proved popular in Ireland from the ‘90s onwards. Back in the day, this large commercial sports utility produced by South Korean manufacturer SsangYong was in great demand by the farming and construction sectors mainly. In fact, there are two SsangYong models that feature in the top five in the Korean all time auto favourite list, the Musso and Korando.
Noted for its durability, reliability and strength, the Musso name, which means rhinoceros in Korean, is apt and it’s no wonder that the marque’s new owners the KG Group kept the model name when it was introduced as a pick-up truck.
When the KG corporation acquired SsangYong, it formed KG Mobility and began an adventurous journey of investment and restructuring, creating a whole new image, identity and design
KGM - Building confidence for the road ahead
theme, under the KGM symbol.
The first chapter began with the reveal of the all new EVX Torres electric SUV, to be followed by the larger Actyon SUV hybrid. Next up is an all new electric Musso pick-up, the first from a Korean automobile company, joined by the EVX Torres Hybrid at the launch in Germany, attended by Fleet.
Addressing the global media present, Mr. Jea Sun Kwak, Chairman KG Group, expressed confidence about the road ahead, stating that the brand is growing, going forward and on track to launch five new models in the next five years. These include ICE (diesel and petrol), hybrid (petrol/ electric) and even hydrogen technology. “KGM’s future is strong, we have a long term strategy, built from a 70-year heritage.”
“KGM’s first electric pickup, the Musso EV, and the Torres HEV, now entering global markets, have already received positive feedback in Korea. We are confident they will be highly competitive in export markets as well. This launch marks the start of an accelerated global rollout, guided by marketing strategies tailored to each country.” He further emphasised: “With exports on the rise, we aim to increase sales this year by expanding our presence in both established and emerging markets, developing KD business opportunities, and strengthening collaboration with local distributors.”
One of the key elements relating to the pace of the progress in development is the hybrid engine and electric motor technology sharing partnership and supply deal with leading Chinese conglomerate BYD.
Another is the reorganisation of the design department, appointing Kang Lee, formerly of Kia as head of design philosophy, who has established a striking and stylish new look and identity for the brand, first seen with the EVX and Korando and continuing to the new Musso EV. This monocoque shape with fully integrated body and load deck, is probably one the most stylish pick-ups
on the market today. It features a dual motor system with traction to both front and rear wheels, with a 80.6 kWh - lithium iron phosphate (LFP) blade battery pack, renowned for durability and fire resistance, producing 207 horsepower and 339Nm of torque, for the 2WD and 4WD system.
Chairman Kwak also met with global distributors and journalists to exchange insights, review local customer feedback, and acknowledged distributors for their contributions.
‘With 300kW fast charging, the battery can recharge from 20% to 80% in just over 30 minutes, and the system also supports Vehicle-to-Load (V2L), enabling convenient power supply for camping or outdoor work’
In terms of structure, 78% of the body is made of high- and ultra-high-strength steel—the highest level in its class. This robust body design not only enhances crash safety but also contributes to greater rigidity, quietness, and overall durability.
It can tow 2.8 tonnes and offer ranges of up to 420 km (2WD) and 380 km when running all wheel drive. There are a number of stand-out features on board such as the self levelling suspension system when loaded, the indents to the side of the rear bumper which act as convenient steps, an Alpine surround sound system. and the rear seats which can recline to 32 degrees while the back rest can fold forward to allow for loading space inside. There are also a number of attractive and convenient load cover, canopies and load boxes on the accessories options lost. For those cold winter nights and mornings, a battery pre heating programme can be timed from the touchscreen.
The Musso EV stands as the flagship of KGM’s pick-up family, inheriting the spirit of the legendary SsangYong Musso SUV while carrying forward the legacy of Korea’s first recreational pick-up, the Musso Sports, first launched in 2002.
Since then Korea’s only pick-up truck maker shaped and expanded its presence in the market across four generations: Actyon Sports (2006–2011), Korando Sports (2012–2017), and the current Musso & Musso Grand (2018–2025).
At the launch, two colours stood out: Grand White and Blazing Gold and it was with the former that we undertook the inaugural test drive. From the positive clunk of the doors when closing to the freshness and openness of the clean, spacious layout inside, with its panoramic widescreen, high quality all round was plain to be seen. Excellent build standards too. A 12.3-inch digital cluster and an intuitive 12.3-inch touchscreen provide all the information and engagements needed and with a
simple touch of a few buttons on screen the ongoing annoyance of alarms going off while driving are eliminated.
The chunky double D-cut steering wheel, with numerous button controls provided a secure grip to match its sporty driving performance and experience. Road holding is superb, with a good feel up from the surface, without strain.
Well placed twin cup holders and numerous storage areas assure maximise practicality, and there is safe phone charge point in the centre pocket under the armrest.
Outside the load box Musso EV can carry up to 500kg, and side panel lamps ensure visibility at night, while the tailgate can support up to 150kg, comfortably seating two adults, adding versatility for outdoor relaxation or casual dining.
During the trial drives, on and off road, north of Frankfurt airport, regenerative braking in three stages via steering wheel paddles, eco, normal and sport were engaged with varying degrees of retardation.
What impressed most was its steadiness on the road and the lack of noise, vibration or harshness (NVH) well engineered to deliver SUV-level quietness, despite the pick-up configuration.
S PECIFICATION
Its Off-road capability includes a 20.2° of approach angle, 24.3° of departure angle, and 181.4mm of ground clearance, The Musso EV is equipped with many advanced driver assistance systems (ADAS) and a number pre- and post-collision safety features, delivering driving and parking safety on par with SUV standards. Wide angle mirrors and an all-round camera system practically eliminates blind spots and aids when reversing.
Attendees expressed strong satisfaction with both models. The Musso EV was praised for setting a new benchmark in the pick-up market with its economic efficiency and versatile utility, while the Torres HEV received acclaim for its performance, optimised electric driving mode for daily urban use, impressive fuel efficiency, authentic outdoor appeal, and stable ride comfort.
Text & Photos: Jarlath Sweeney – editor@fleet.ie
Villiers-Saint-FredericHosting Past, Present & Future of Renault LCV
The ‘Originals & Beyond’ event held by Renault Light Commercial Vehicles (LCV) at a location west of Paris somewhat explained the past, present and future of the French manufacturer, but in reality it says more than that. ‘Fleet’ was invited to a behind closed doors experience of what goes on at Renault’s Villiers-Saint-Frederic research and development centre dedicated to commercial vehicles. For the first time in its 60 year history, Renault allowed journalists to discover what happens inside the site’s vast layer of walls.
“A commercial vehicle is not designed in the same way as a passenger vehicle. It’s done with a specific approach, specialised tools and a strong team of experts,” said Jan Ptacek, the newly appointed Head of Renault LCV.
Jan presented the opportunity to test drive a selection of vintage and classic Renault van models, to highlight the progress and innovation associated with the brand into today and tomorrow. The line-up included the original Estafette, with a new model bearing the same name due next year but with a completely new size and shape. Also available to try out were the new additions to the Master and Trafic models equipped with a brand new 9-speed automatic transmission. Now available to order are rear wheel drive and twin rear wheel variants of the Master, which will no doubt be in rich demand.
Villiers-Saint-Frederic is one of a number of R&D centres dedicated to commercial vehicle design and testing in Europe and North Africa, with another in South America. These new commercials created are manufactured at factories in France, Morocco and Argentina, together producing 475,000 units per year. Driving these numbers are 600 Pro+ dealers across Europe, supported by over 300 approved bodywork converters. In fact, almost 50% of Renault’s light commercial sales are completed with some sort of body fitting, ancillary or application, almost half of which are carried out on site at Renault plants, appointed partners or the Renault Group owned Qstomise mobility specification specialist.
The 15 hectare site at Villiers-Saint-Frederic, which employs 1,000 people dates back to 1965 when established by French commercial brand Saviem, which was subsumed into Renault Vehicles Industrial when Berliet, another national marque was acquired. From 2008, the facility was dedicated to light commercials by the Renault Group.
Villiers-Saint-Frédéric has six key areas of expertise in the research and development of LCVs:
n Test facilities, benches, workshops, acoustics
n Prototypes
n Engine study areas and test benches
n Competitive quality assessments
n Engineering studies
n Phygital workshop (PHYical Parts: diGITAL Vehicle)
Today a vast array of ongoing test programs on current and future models are carried out, many 24/7, 365 days per year. Elements such as axles, engines, engine mountings, suspension, body durability, noise, vibration and harshness are arduously tested, and more recently electric platforms and associated casings etc. More than 1,000 vehicles are tested in this way annually. Most of the test programs are validated by UTAC, an independent body that has expertise in all aspects of vehicle testing which is headquartered in France and is the owner of the Millbrook Proving Ground in England. Once done with the well-worn out vans, these units are donated to emergency services to use for incident simulation purposes.
When one considers that there are more than 450 versions of the Master, each one has to be made right - and right from the start - when it comes to durability and reliability. For example, the Reliability & Durability centre ensures that Renault LCVs are both robust and hard-wearing, essential qualities for meeting the demands of business customers.
“A structured programme put in place five years ago targets over 200 parts identified as potential sources of incidents. Deploying a rigorous methodology, the programme addresses any malfunctions observed and prevents their recurrence. Reliability tests reproduce the most demanding conditions encountered by customers in day-to-day operation. Intensive, accelerated testing simulates up to 400,000 km or 20 years of use
in just 18 months, ensuring that vehicles are both durable and efficient,” explained Jan.
kEY FIGURES:
n 900,000 opening/closing of doors observed for some customers
n 450,000 entries/exits for the driver’s seat
n High mileage of up to 120,000 km/year.
Conversions are a significant part of the Renault LCV business and the broad display of applications parked outside the Villiers plant demonstrated to what extent. What is noticeable is the attention to detail involved to ensure that it’s a perfect fit for the customer, whether it’s an SME or fleet operator.
With the specialist team at Renault LCV allied to its Pro+ dealer network, each and every customer goes on a specification journey to ensure that the van is best suited to their daily duties. With the conversion or body application carried out ex-factory or through authorised partners, significant time is saved. And time is money in the competitive business world.
These body modifications can be undertaken on the panel van, chassis cab and platform chassis on the Renault LCV range, either diesel or electric, mainly on Master and Trafic and to a lesser degree the Kangoo. Within each vehicle preordered changes or upgrades can be made to the cabin to enable it to become a mobile office, to the load area by fitting with shelves, converting to become a mobile workshop, or fitting a variety of bodies on the platform such as tippers, box, dropside, equine carrier etc.
“The LCV market spans a wide range of uses and needs associated with a variety of business activities. Customers require vehicles tailored to their expectations in terms of size, handling,
comfort, ergonomics, load capacity and layout. Vehicles must also be economical to run, reliable, durable and compliant with specific regulations,” advised Jan.
“The diversity of the Renault LCV range rests on an extremely broad base. From 3.3m3 to over 20m3, from vans to platform cabs and chassis cabs, with up to four different lengths and three different heights depending on the model, not to mention a choice of powertrain and drive options, and wide range of doors and glazing. All the players involved in vehicle conversions recognise the range as being the best suited to customisation needs, with design and conversion-ready features making for easier adaptation,” added Jan.
Thanks to this being the era of virtual reality, mock ups of clients’ usage of vehicles are constantly being created in the so-called Phygital workshop (PHYical Parts: diGITAL Vehicle). A demonstration of the daily life of an express delivery driver was shown, featuring the newly designed Estafette large panel van, with kerbside slide door opening and walk-thru load area access. It indicated that more than an hour can be shaved of the driver’s working time due to the efficiencies of the innovative design.
A number of hours were devoted to driving some classic Renault vans, from the early Estafette to the first Master and even the legendary Renault 4 van. All of them were beautifully restored and maintained. Nostalgia at its best. Considering how back then, there was no power steering, a four speed gearbox
was the norm, and climate control was managed by winding down the window! Not very efficient compared to nowadays. Great fun was had by all, with the Gendarmerie version of the Estafette much in demand. But in true reality, not virtually, Renault vans have come a long, long way and with what’s to come next year, the French ‘diamond’ will continue to sparkle. Text & Photos: Jarlath Sweeney - editor@fleet.ie
Mercedes-Benz Vans is drawing an exciting parallel from the past to the future: linking the restoration of the world’s oldest roadworthy delivery van, an 1896 Benz combinations delivery vehicle with the development of an all-new Sprinter van range through a ‘The BOuLDER’ theme concept.
Best depicted as art meeting van design and craftsmanship, the intrigue is based on elements of the new Sprinter being carved out from a giant rock, breaking free from the mould, but having been nurtured from decades of light commercials that came before. Another aspect of the sculpture theme harks on the robustness, versatility, durability and reliability of the generations of Sprinter models to date, as a bight new era dawns.
At the inaugural presentation of ‘The BOuLDER’ concept in Stuttgart was the aforementioned replica of the world’s oldest roadworthy delivery van, highlighting and acknowledging MercedesBenz’s “130 Years of Transportation” anniversary,
“As the inventor of the original light commercial vehicle we’ve been consistently putting all our expertise and experience at the service of our commercial customers for almost 130 years. Their benefits and added value are our top priority – then, now and in the future. Customer satisfaction and innovative solutions are deeply rooted in our corporate DNA and form the foundation of our premium vans,” stated Thomas Klein, Head of MercedesBenz Vans at the reveal.
Spanning 650-centimetres long, 275-centimetres high and 250-centimetres wide, ‘The BOuLDER’ sculpture outlines some of the design details of the next Sprinter regarding its exterior design, which will be once again geared towards the broad needs and requirements of commercial customers.
Under the guidance of chief designer Kai Sieber, certainly from
Bold & The BOuLDER from Mercedes-Benz Vans
what is revealed from his stone chippings from the solid structure is that the shape of the new Sprinter will be completely different from its predecessors, with aerodynamics playing a central role, along with operational efficiencies. More design details will be revealed next year.
“The next generation of MercedesBenz vans will focus on innovative powertrains, connectivity and advanced digital services. Functionality and customer needs are at the heart of our development. We’ve tailored our Mercedes-Benz Operating System specifically to commercial use, and with it will redefine the van segment once again. We offer our customers stateof-the-art technology combined with efficiency and tailor-made intelligence. I’m confident that our future Sprinter will be the flagship in its segment more than ever before,” added Andreas Zygan, Head of Development at Mercedes-Benz Vans
Benz combinations delivery vehicle from 1899 – the oldest roadworthy
The success story of Mercedes-Benz Vans began under the name Benz & Cie in 1896, when Carl Benz invented the motorised transporter, or commercial load carrier. He developed two models to meet different customer needs: the Benz delivery van as a “carriage with an enclosed body” based on the Benz Victoria, and the Benz combinations delivery van as a “small coachman’s carriage with a removable body” based on the smaller and lighter Benz Velociped.
Thanks to its removable body it could be converted into a two-seater passenger car in just a few simple steps, making it particularly versatile. It was, in effect, the first multi-purpose vehicle. Both models were powered by a rear-mounted single-cylinder four-stroke engine with a displacement of 2.7 litres in the delivery van and 1.0 litres in the combination delivery vehicle. A payload of 300 kilograms (plus driver) was
Mercedes-Benz transporter
sufficient for inner-city transport back then. The power output of 2.75 to 6 hp provided a top speed of 15 to 20 km/h when fully loaded. The new vehicles were therefore faster than a two-horse carriage and could also carry around three times as much payload. A new market segment in the still-young history of the automobile was born, and Carl Benz had once again proven himself to be a visionary inventor.
The Mannheim-based company handed over the first example of the delivery van to the Du Bon Marché department store in Paris on December 5, 1896, at a sales price of 4,500 marks. As of today, the oldest roadworthy transporter still in existence is a Benz combination delivery vehicle from 1899 in the Mercedes-Benz Classic collection. It was meticulously restored (frame) and rebuilt (body) for next year’s 130th anniversary. The original model was built under licence in England by Hewetson’s Ltd., the official Benz representative in Britain. Known as the Ideal Van, it had an output of 3 hp and could carry a payload of around 100 kilograms plus the driver. Later models had 3.5 hp and could transport up to 250 kilograms.
30 years of the Mercedes-Benz Sprinter – the great all-rounder that works 24/7
Around 100 years after the invention of the transporter, Mercedes-Benz Vans captured and enlightened the light commercial vehicle segment once again in 1995 with the Sprinter. Just like the Mercedes-Benz triple star brand, which in some eyes can been seen as a clock with its hour pins and seconds counter, the Sprinter is truly a 24/7 around the clock servant, dutifully bound for multitasking
everything from carrying out deliveries and providing a tool for utilities and emergency services, to being a people mover and mobile leisure provider. Like the clock, it never stops!
To date more than five million Sprinters have been produced in three decades in different variants for different purposes and for almost all situations in life: As the ideal van it is there when lives are saved and children are born, when parcels or frozen food are delivered, when houses are build and bathrooms are renovated, when VIPs are driven or travel adventures are experienced. This makes the Sprinter a reliable partner for a wide range of industries worldwide.
Customer loyalty is therefore a key factor in the Sprinter’s success
In 2024, 77 percent of existing customers in Europe chose a Sprinter again. This high repurchase rate proves how popular this key stakeholder in the light commercial vehicle industry is.
Based on the brand’s new VAN architecture, the Sprinter of the future will be even more versatile and efficient, and it will form the basis of all newly developed medium-sized and large Mercedes-Benz vans in the future. It will allow for a clear differentiation between premium people carriers (VLE and VLS) and commercially oriented vans in both segments.
Beginning in 2026, the fully electric models of the Van Electric Architecture (VAN. EA) will be introduced for private customers, (as in the replacement of the current V-Class). The VLE will be the first model to be launched, followed by all electric commercial vans and minibus chassis, similar to current offerings.
partly due to the new design, which the sculpture already hints at. In addition, the future Sprinter will be available with a variety of drive systems and in numerous length, wheelbase and weight variants. It is therefore made to measure for different configurations and industry-specific body and conversion solutions – from courier, express and parcel services to refrigerated vehicles, service and workshop vehicles, ambulances and rescue vehicles, flatbed vehicles for construction sites and passenger transport for people with limited mobility, right through to camper vans. The aim is to meet all customer requirements in the best viable way and to further expand the leading position in the van market,” explained added Andreas Zygan.
The next generation of vans will also set new standards in terms of connectivity and software. They will run entirely on the company’s own Mercedes-Benz Operating System (MB.OS). This makes them the most intelligent MercedesBenz vans ever. The deep integration of chip-to-cloud programmes into the vehicle allows for many functions to be precisely controlled – from infotainment and comfort features to charging – as
This modular platform also allows for a second version of the VAN.CA with the latest emission-friendly internal combustion engines to complement the future portfolio for private and commercial use.
“The commercially positioned vans were developed in close collaboration with customers from various industries and are therefore consistently tailored to their needs and requirements. This is
well as passenger like driving experience. Van Uptime Monitor or Large Vehicle Navigation, make the maintenance and use of their own vans even more efficient and sustainable. Thanks to AI-supported MB.OS, every van will be equipped with high-performance computers that are connected to the Mercedes-Benz Intelligent Cloud. This enables over-theair updates of the entire vehicle software, including driver assistance systems, ensuing every van will remain up to date for years to come – quite similar to a smartphone, which can be regularly equipped with new apps and extended functions.
The Ford Motor Company has produced over 13 million Transit vans since the first model was launched in August 1965, and it seemed that a good portion of them were present on a Saturday morning in September at the company’s Dunton Technical Centre in Essex, fondly known as ‘The Home of Transit’.
This very early example October 1965 registered Mark I has been immaculately restored by Transit aficionado and all-round expert Peter Lee.
Ford Transit is now an official World Record Holder
Rally fans will have appreciated this Mark I service van bedecked in the same livery as the famous Roger Clark Escort Mark II in Cossack colours.
County may be best known for its 4WD conversions of Ford agricultural tractors, but it also produced go anywhere Transit conversions, as seen on this 1995-96 face-lifted third generation model.
The occasion was a special one to mark the 60th anniversary of the world’s best-selling van, but more than that, to attempt to set a new record. A spectacular convoy of Transits of all shapes, sizes and ages ensured that a new official Guinness World Record title for Largest Parade of Vans was easily achieved, with 201 Transits ranging from the earliest petrol models to the latest all-electric variants going into the history books.
In fact that number could have been exceeded further as many more Transits from all over the UK, Ireland and abroad
turned up. However a lack of space to fit them in the convoy within the test track arena meant they could not be included - to make it an official record the convoy had to keep moving at a minimum speed.
Fleet Transport was part of the record breaking attempt, driving a Transit Connect PHEV FlexCab which impressively ran on electric power for the duration of the record attempt.
A very tidy Mark I with dropside body.
“This record-setting achievement is a testament to the passion Transit inspires and to the versatility of the world’s best-selling cargo van,” said Lisa Brankin, Chair and Managing Director, Ford of Britain & Ireland. “Our Transit convoy demonstrated the huge variety of services made possible by Ford Pro and Ford’s industry-defining van across six decades.”
That was only the start of the celebratory day though as participants then drove the 46 kilometres to the Transit Festival at Chelmsford City Racecourse for a proper celebration of all things Transit. With examples of every model produced on display featuring every conceivable type of bodywork and attachment, the festival also featured fun, games and useful activities including workshops.
Flying the Irish flag was Transit enthusiast Declan Munnelly from County Mayo who brought over his twin wheeled third generation model for the event. Declan also has a 2.9 V6-powered Mk2 panel van in his collection.
Pretty in pink. A range of sporty products from approved Ford converter MS-RT drew admiring attention from the crowd including this eye-catching Transit Custom.
This Dutch registered Mark II is an original camper van from new with the conversion done by Homer featuring period deep shagpile carpeting.
From the original SuperVan with 400 bhp Ford V8 Formula 1 engine to the latest all-electric SuperVan 4.2 which produces 2,012 horsepower, fast Transits continue to draw the crowds.
Forty-six new car models will fight it out for the coveted title of Irish Car of the Year 2026, in association with Continental Tyres. And for the first year in the history of the awards, the majority of eligible models are electric-powered vehicles.
Voted on by jury members drawn from the Motoring Media Association of Ireland (MMAI) including Jarlath Sweeney and Cathal Doyle from this publication, the Irish Car of the Year awards highlight for Irish motorists the best cars launched in the country each year, taking into account the particular requirements of the Irish market.
The winners from the 2026 Irish Car of the Year awards programme will be revealed at a gala event at The Conrad Hotel, Dublin, on Friday November 14th.
Edited by Cathal Doyle - cathal@fleet.ie
Shortlist for Irish Car of the Year 2026 revealed
In the lead up to the finale, Mark Noble, Chairman of the MMAI, said: “The fact that over half of the eligible cars for the 2026 Irish Car of the Year awards are electric is a clear reflection of where the market is going. Just a few years ago, EVs were a niche category — today, they are leading the field. This year’s line -up shows the breadth of choice now available to Irish motorists, from compact city cars to large SUVs, all powered by
electricity. It’s a milestone moment for the awards and for the Irish car market.”
Tom Dennigan of awards sponsor, Continental Tyres, added: “Continental Tyres is proud to once again support the Irish Car of the Year awards, which shine a spotlight on the very best cars available to Irish motorists. The dominance of electric models in this year’s field underlines the pace of change in the industry. For car buyers, it means more options than ever before to choose sustainable, high performing vehicles — and for us, it’s exciting to see how far the market has come in such a short time.”
Last year’s winner of the title of 2025 Irish Car of the Year, in association with Continental Tyres, was the Renault Scenic E-Tech Electric.
The full field of candidates for the Irish Car of the Year 2026 awards is as follows:
Alfa Romeo Junior Cupra Born VZ MG Cyberster Škoda Elroq
Alpine A290 Cupra Taviscan MG HS Hybrid Škoda Elroq RS
Audi A5/Avant Cupra Terramar MG S5 Tesla M3 Performance
Audi A6 Dacia Bigster MG ZS Hybrid Tesla Model Y
Audi A6 etron Dacia Duster Mini Iceman Tesla MY Performance
Audi Q5 Dacia Spring Nissan Ariya Nismo Toyota Landcruiser
BMW M5 Ford Capri Opel Frontera Volkswagen ID.3 GTX
BMW X3 Honda HR-V Opel Grandland Volkswagen Tayron
BYD Dolphin Surf Hyundai Inster Peugeot 5008 Volvo EX90
Chinese brand Leapmotor is the latest car manufacturer to enter the Irish market where it will be distributed by Gowan Auto, the long-standing importer of Stellantis vehicles and Honda. At the official launch of its first two models, the T03 electric compact car and the C10 large family SUV, Fleet Car caught up with Stephen McGrath, Brand Manager for Leapmotor Ireland to find out about plans for the brand here.
What prompted Gowan Auto to become a distributor for Leapmotor? What distinguishes it from other Chinese brands? And in reverse, what made Leapmotor want to partner with Gowan Group?
I think for us with Leapmotor, it’s obviously the level of technology, the different cell to chassis technology that’s in the car, but also the partnership with Stellantis. For them, ultimately being able to access our dealer network that’s tried and tested and trusted by Irish consumers. We work with partners that we trust, and they trust us, and yeah, it’s kind of a good kind of marriage between us and Stellantis and Leapmotor.
Leapmotor - Ireland’s newest car brand
One to One with Stephen McGrath, Leapmotor Ireland
What is the status of your relationship with Leapmotor? Do you deal with the Chinese directly, or do you deal with the European side of things via Stellantis?
Ultimately Leapmotor International is 51% owned by Stellantis. Stellantis also has a 21% share in Leapmotor globally. Leapmotor International’s offices are based in Turin, but they’re a very separate organisation to Stellantis.
With Gowan Auto you already have a number of brands that are kind of competing in the same arena with the various Stellantis brands and Honda. Is Leapmotor going to be complementary to or in competition with these brands?
We’ve looked into this as well, and it is complementary. For us there isn’t actually a huge amount of crossover, which is good. So we think we’ll be able to carve out our own space with the brand. What we expect as well is we’ll get that cross-migration between the segments and ultimately we’re hoping to actually get customers who can’t afford those high prices for the cars that are currently in our stable, but ultimately want to have a new electric car or hybrid.
The quality of dealer you’re choosing is important?
Extremely. You want to have people that have built relationships with ourselves. It’s important for Gowan Auto and Leapmotor in many ways. You’re going back up to Leapmotor International, which is part of Stellantis, but then for us the most critical part is our dealer network. So those we’ve selected so far are very high quality dealers. They have the space for us, which is very important because as you saw with the six models, they’re going to need it by this time next year.
Speaking of the six models you just mentioned, you’re launching with two cars, the T03 and the T10. What’s coming down the line in the next year or two years?
Tell us about your plans for your dealer network. You’ve been busy opening new branches so far.
We’ve had a very busy few weeks. We’ve had a dealer announced every week, so we’re hoping to continue that journey. We’re hoping to have up to eight at the end of the year, and the announcement for Dublin will be within the next couple of weeks. We’re still at discussion stages with some dealers.
We’ve obviously got C10 BEV and the range extender is added to that. We’ll be launching the pricing for the C-SUV sized B10 at the end of the month. And that’ll be BEV, it will come in two battery sizes. And if you think the C10 is competitively priced you haven’t seen anything yet. The B10 is going to be absolute phenomenal value in the market.
Any plans for commercial vehicles?
There’s none coming from the factory at present, but as you’ve seen with the speed of how they go it wouldn’t surprise me down the line. Right now there are no commercial vehicles in the traditional van sense, but we have the option of working with our local partners for converting locally as well.
In conversation with Cathal Doylecathal@fleet.ie
It’s human nature to over-promise. It seems car manufacturers are as guilty as the rest, if predicted ranges of EVs is anything to go by.
Reflecting the state of the new car marketplace, the majority of vehicles we test-drive these days are electric models. What is noticeable though is how they can differ with regards to predicted range. Some you can accurately plan your journey confident that the car will reach your destination or next planned charge point, but others you experience the sinking feeling of watching the range estimate plummet faster than expected. One moment your remaining range says 350 kilometres; twenty kilometres later it’s down to 280, leading to a stressful driver wondering whether they will make it home.
So why is this? You can understand if you are driving the vehicle for the first time that it may be basing its predictions on the previous driver, but why doesn’t it ‘learn’ your driving style? After all petrol and diesel cars do this so why do manufacturers of some electric cars insist on overpromising time and again?
Obviously there are lots of variables at play, not least weather and what kind of roads are being driven on, but it would seem that at least some manufacturers are choosing to prioritise positive marketing over mathematical realism. On many occasions I’ve charged an EV’s battery to 100% to find that the predicted range is exactly that stated by the brand as the official range. With my idiosyncratic driving, what are the odds of it exactly matching the WLTP measured figure?
At the heart of every range estimate is an algorithm that combines
battery charge level, driving history, temperature, terrain, and accessory use to predict how far you can go before you run out of juice. But the sophistication of that algorithm — and how transparent it is — seems to vary dramatically between brands.
Of course you can understand that it is tempting to show a theoretical range based on ideal laboratory conditions: moderate temperature, flat roads, and gentle driving. But real-world conditions are rarely ideal. Once you factor in air conditioning, high speeds, and hills, that number starts to look more like wishful and unrealistic thinking.
In fairness there are brands that appear to rely heavily on real-time data and recent driving behaviour, continually adjusting the displayed range to reflect reality. If you’ve been driving aggressively or in cold weather, the estimate drops; if you’ve been gliding efficiently, it climbs. As you would expect should happen.
Part of the issue stems from how electric vehicles are tested. The WLTP (Worldwide Harmonized Light Vehicle Test Procedure) testing for electric cars is a significant improvement over the previous NEDC (New European Driving Cycle) test but it still is undertaken in a largely artificial environment. It is rare to drive a vehicle, be it electric, hybrid or ICE powered, where you can achieve the official WLTP figures.
So if the figures quoted are largely optimistic in any case, maybe the manufacturers figure it’s better to over- rather than under-promise. Particularly when range remains one of the key deciding factors in a purchasing decision of an EV.
Why Some Electric Cars Tell the Truth About Range — and Others Don’t
In essence, the marketing range helps sell cars but the usable range helps drivers trust them. Unfortunately, those two goals are often at odds. The problem is that once a driver learns that their car routinely exaggerates, they start mentally subtracting kilometres from every estimate. Confidence erodes. And long term that is probably harming the brand, with the customer less likely to go for another model when it comes time to change.
In contrast, brands that under-promise and over-deliver build loyalty. If you arrive at a journey end with more range left than was predicted at the start, that’s going to endear the driver to the car and brand. That psychological reassurance is worth far more than a few digits on a brochure.
And let’s be clear, it’s not that the manufacturers cannot be realistic about their range capabilities if they want to. EVs are essentially computers on wheels, and these days come with sophisticated telemetry capable of monitoring thousands of inputs per second — and are able to refine their predictions constantly. They can account for battery aging, temperature fluctuations, and driver tendencies.
Ultimately, the automakers that get range right treat it not as a marketing claim but as a dynamic, evolving calculation. They understand that credibility, not just capacity, defines the ownership experience.
Because in the end, range anxiety isn’t just about how far you can go — it’s about whether you can believe what your car tells you.
