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Farizon SV Electric Large Van First Drive And Launch Specification
Jameel Motors UK has revealed the launch specification of the new Farizon SV electric large van and invited Auto Trader to test it at UTAC Millbrook Proving Ground.
Words by: Tom Roberts
Published on 25 February 2025 | 0 min read
The Farizon SV electric large van is a new entry in the UK’s electric light commercial vehicle marketplace, available in a single trim level with a high level of specification, eight configurations of heights, lengths and battery options, and prices starting at £45,000 OTR plus VAT. Order books are now open with the first deliveries expected in Q2 2025.
Speaking about the launch of the SV, Tom Carney, Managing Director of Jameel Motors UK, commented: “We know it will be ultra-competitive on price and significantly exceed expectations for standard specification. Not only is the list of standard features impressive, the SV also includes features that aren’t available at all on competitor models, like the weight monitoring system. That explains why we are seeing such excitement and interest in the SV from fleets large and small.” With news of electric van launches coming thick and fast - particularly from Kia with its PV5 vans and Renault announcing it will use the new Flexis electric vans in its future lineup - it feels like an exciting time for consumers looking to make the switch. So, let’s dig into what the Farizon SV has to offer and how it performed on the UTAC Millbrook test circuits.
Speaking about the launch of the SV, Tom Carney, Managing Director of Jameel Motors UK, commented: “We know it will be ultra-competitive on price and significantly exceed expectations for standard specification. Not only is the list of standard features impressive, the SV also includes features that aren’t available at all on competitor models, like the weight monitoring system. That explains why we are seeing such excitement and interest in the SV from fleets large and small.” With news of electric van launches coming thick and fast - particularly from Kia with its PV5 vans and Renault announcing it will use the new Flexis electric vans in its future lineup - it feels like an exciting time for consumers looking to make the switch. So, let’s dig into what the Farizon SV has to offer and how it performed on the UTAC Millbrook test circuits.
What Versions And Warranty Cover Will The Farizon SV Electric Large Van Offer?
The Farizon SV is built on a new drive-by-wire platform available in five different size combinations - L1H1, L1H2, L2H2, L2H3 and L3H3 - with every model providing a low loading height of just 550mm. All versions will be covered by a standard four-year/120,000-mile warranty. Payloads appear to range from 1,160kg to around 1,300kg depending on the configuration and battery size chosen, which leads me to…
The option of a 67kWh or 83kWh lithium iron phosphate battery (available on most models) and a 106 kWh nickel manganese cobalt battery (only available on the L3H3 model) means there are eight battery, height and length configurations to choose from. All battery options feature cell-to-pack technology, which reduces weight while it increases battery capacity and body rigidity, and are covered by an eight-year/120,000-mile battery warranty. Every version uses the same electric powertrain featuring a permanent-magnet synchronous motor with an eight-layer, flat wire configuration producing 231PS of power and 336Nm of torque.
The option of a 67kWh or 83kWh lithium iron phosphate battery (available on most models) and a 106 kWh nickel manganese cobalt battery (only available on the L3H3 model) means there are eight battery, height and length configurations to choose from. All battery options feature cell-to-pack technology, which reduces weight while it increases battery capacity and body rigidity, and are covered by an eight-year/120,000-mile battery warranty. Every version uses the same electric powertrain featuring a permanent-magnet synchronous motor with an eight-layer, flat wire configuration producing 231PS of power and 336Nm of torque.
What Equipment Specification Will The Farizon SV Electric Large Van Launch With?
Available in a single trim level, the SV offers a welcome high level of standard equipment including automatic headlights with Intelligent High Beam Control, automatic wipers, an advanced 360° Surround View camera, heated and ventilated seats for driver and passenger, and a heated windscreen. Also fitted as standard is a payload monitoring system, which uses ride-height sensors to calibrate the vehicle’s weight. Usefully, a payload read-out on the LCD driver’s display helps drivers and fleet operators ensure that they are meeting gross vehicle weight regulations. Overweight loads are alerted to the driver by very loud bings and bongs from the infotainment system.
Other standard features include Android Auto and Apple CarPlay connectivity, a heated multi-function steering wheel, USB charging, automatic air conditioning, physical buttons alongside touchscreen control, a useful three-seat layout, full-size spare wheel, and a full suite of advanced safety and assistance systems. The standard paint finish is white, although for an extra cost different paint colours are available.
Other standard features include Android Auto and Apple CarPlay connectivity, a heated multi-function steering wheel, USB charging, automatic air conditioning, physical buttons alongside touchscreen control, a useful three-seat layout, full-size spare wheel, and a full suite of advanced safety and assistance systems. The standard paint finish is white, although for an extra cost different paint colours are available.
What Optional Extras Will Be Available On The Farizon SV Electric Large Van?
The Farizon SV’s optional extras list revealed so far is refreshingly short. On the outside, you can choose from a different paint colour other than white - cyan (the minty green colour you can see in the pictures), black, blue, gold and grey. You can add a vehicle-to-load power system (which was artfully used to power a coffee machine and two grinders at the launch) into the cargo space.
Additionally, a towing crossbar, tow ball and towing electrics module, and fully-opening 270-degree rear doors, rather than standard 180-degree rear doors, can be included. Aside from the paint colours, these options are all useful to the right customer and reasonably priced. I’d be surprised if more options didn’t become available further into the product's lifecycle.
Additionally, a towing crossbar, tow ball and towing electrics module, and fully-opening 270-degree rear doors, rather than standard 180-degree rear doors, can be included. Aside from the paint colours, these options are all useful to the right customer and reasonably priced. I’d be surprised if more options didn’t become available further into the product's lifecycle.
What Is The Farizon SV Like To Drive?
In short, the Farizon SV drives as smoothly and accurately as any electric van on the market today (maybe slightly better), particularly when under load. To that point, each van I drove on the test circuits was loaded with two 300kg water tanks in the cargo space for a total of 600kg, meaning the suspension felt solid and even on the punishing hill courses I experienced no significant roll or wobbles. Driving noise was low in the cabin, with some minor wind noise being my only complaint. The seats were comfortable, slightly dipped away from the pedals, and can be moved back quite a long way (not something you can say about every electric van). The steering wheel is comfortable to use, adjustable for reach and rake, although I didn’t find a good setting that kept the driver information display screen completely unobscured by the wheel.
The drive modes are starkly different, with ‘Eco’ mode pulling your top speed and acceleration right back, ‘Mid’ mode providing a good balance of power and regen braking, and ‘Sport’ mode giving you bags of immediate power - so quick that a half-centimetre push on the accelerator saw me gain 20mph in seconds (even with 600kg in the back). The regenerative braking settings are starkly different with the lowest mode providing nothing noticeable, the middle setting giving you a car-like engine braking feeling with a half-second pause between lifting your foot up and the braking beginning, and the highest mode being so sharp it feels like your head is being pulled back by your hair. Experimentation found that the most comfortable and efficient settings were the middle options on both drive mode and regenerative braking. It’s worth mentioning that the highest regen setting was so harsh that it could allow for single-pedal driving - not that I’d advise doing so in the interest of safe driving - demonstrated by how quickly the vehicle would come to a stop, even on the downward slopes of the highest gradient test hills at UTAC Millbrook. So, quibbles aside, there’s a lot to like about how this van performs. It’s accurate and easy to drive with a cabin comfortable enough to seat three people with minimal fuss. The cargo space is decent, nicely lined on the floor and ceiling with panelling, and plenty of lashing points to help you secure a load in the back. Ultimately, the upcoming customer and fleet tests will prove the vehicle’s capabilities at the coal face, but I’m excited by what the vehicle represents. It’s a new product that doesn't share a platform with any other electric van on the market. It’s a unique offering for consumers, thereby adding some much-needed choice into an ever-more crowded sector. It has a good opportunity to turn some heads - especially with its simple pricing and well-equipped single trim level - if good stock levels are made available. I'm really looking forward to getting my hands on one for a proper Auto Trader review.
The drive modes are starkly different, with ‘Eco’ mode pulling your top speed and acceleration right back, ‘Mid’ mode providing a good balance of power and regen braking, and ‘Sport’ mode giving you bags of immediate power - so quick that a half-centimetre push on the accelerator saw me gain 20mph in seconds (even with 600kg in the back). The regenerative braking settings are starkly different with the lowest mode providing nothing noticeable, the middle setting giving you a car-like engine braking feeling with a half-second pause between lifting your foot up and the braking beginning, and the highest mode being so sharp it feels like your head is being pulled back by your hair. Experimentation found that the most comfortable and efficient settings were the middle options on both drive mode and regenerative braking. It’s worth mentioning that the highest regen setting was so harsh that it could allow for single-pedal driving - not that I’d advise doing so in the interest of safe driving - demonstrated by how quickly the vehicle would come to a stop, even on the downward slopes of the highest gradient test hills at UTAC Millbrook. So, quibbles aside, there’s a lot to like about how this van performs. It’s accurate and easy to drive with a cabin comfortable enough to seat three people with minimal fuss. The cargo space is decent, nicely lined on the floor and ceiling with panelling, and plenty of lashing points to help you secure a load in the back. Ultimately, the upcoming customer and fleet tests will prove the vehicle’s capabilities at the coal face, but I’m excited by what the vehicle represents. It’s a new product that doesn't share a platform with any other electric van on the market. It’s a unique offering for consumers, thereby adding some much-needed choice into an ever-more crowded sector. It has a good opportunity to turn some heads - especially with its simple pricing and well-equipped single trim level - if good stock levels are made available. I'm really looking forward to getting my hands on one for a proper Auto Trader review.
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