Farizon V7E Review & Prices

The Farizon V7E is an all-electric medium-sized van, and the second model to arrive in the UK from Farizon after the larger SV. It’s much more conventional than its big brother, but combines compact dimensions on the outside with a surprisingly large load bay and excellent payload figures.

Farizon is the commercial vehicle arm of Geely, the company that also owns Volvo, Polestar and Lotus - so though the Farizon badge is unfamiliar to most UK van buyers, there’s a major manufacturer behind it.

Think of the V7E as the skinny guy on the building site who turns up quietly in supermarket work boots and then casually shoulders a bag of cement in each hand. It’s clearly built down to a price, but its capabilities are difficult to argue with.

Farizon V7E: electric range, battery and charging data

Range: 149 - 204 miles
Efficiency: 2.8 - 2.9 mi/kWh
Battery size: 50kWh/67kWh
Max charge speed: 100kW
Charge time AC: 5 hrs / 6 hrs 30 mins, 20-100% at 11kW
Charge time DC: 18 mins / 30 mins, 20-80% at 100kW
Charge port location: Front right
Power outputs: 150hp

That starts with the cost. The V7E starts at around £28,000 excluding VAT, making it one of the cheapest proper medium-sized electric vans you can buy. Only the Kia PV5 Cargo, in its dinky L1 H1 form, costs less, and other alternatives such as the Ford E-Transit Custom are substantially pricier. You could also consider the Maxus eDeliver 7, the Citroen e-Dispatch (and its sibling vans) or the Volkswagen e-Transporter.

The V7E range isn’t very complicated. You get one body length, one body height and only one trim level, though there is a choice between 50 and 67kWh batteries. These give you an official range on a charge of 149 miles or 204 miles respectively, using the same 150hp drive motor.

The Farizon has most of its alternatives beaten for load-lugging ability. The cargo area is huge, and payloads range from an already-impressive 1,208kg to a huge 1,338kg with the smaller battery pack. Twin sliding doors, 270-degree rear doors and a fully lined load bay are all standard too - you’d pay extra for that on most rivals.

The V7E is less impressive from behind the wheel. The motor is perfectly fine, and much quieter than the whiny unit in the larger Farizon SV, but the suspension is dreadful - especially when the van is empty. The back end bounces around badly over bumps and can feel particularly uncontrolled over rough roads, while vague steering doesn’t give you much confidence in the corners.

The cab itself is another mixed bag. The 12.3-inch touchscreen has the welcome addition of Apple CarPlay and Android Auto, and there are some neat physical heating controls underneath it. But the menus are desperately fiddly, the screens are far too bright at night and disabling some of the all-too-aggressive safety systems takes far too much scrolling and pressing. Storage is poor, too, and there are only two seats.

Verdict

If price and carrying capacity matter more than polish, the Farizon V7E makes a strong case for itself. Few electric vans give you this much load space and payload for the money, it’s just a shame the experience of living with this van isn’t as deeply impressive as the figures on paper.

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The Farizon V7E starts at £28,000 excluding VAT and on-the-road costs, with the 50kWh battery. Upgrading to the 67kWh version takes the price to £30,500. That’s all before the government’s zero-emission van grant is applied.

That makes the V7E extremely cheap for the amount of van you get. It’s not technically the cheapest - the Kia PV5 Cargo starts at just over £27,300 - but that’s for the smaller model. The more comparable L2 PV5 starts at £28,355, and still doesn’t match the V7E for load volume or payload.

The V7E even compares favourably with electric vans from the class below, such as the Citroen e-Berlingo, while something like a Ford E-Transit Custom costs many thousands more.

The Farizon’s sole trim level is generously equipped, too. You get LED headlights, adaptive cruise control, a useful 360-degree camera and all-round parking sensors. There’s air-con and a ventilated driver’s seat, plus twin sliding doors and 270-degree-opening rear doors.

Electric drive makes the Farizon V7E smooth and powerful, but it’s horribly bouncy over bumps especially when empty

Both versions of the Farizon V7E use the same front-mounted electric motor, which produces 150hp. Not loads, but performance is adequate, especially round town where you can pull out of junctions smartly and keep up with traffic. It’s a bit less at home on the motorway, where the national speed limit gets very close to its top speed of 75mph.

Still, it’s much quieter than the Farizon SV, with none of the irritating motor whine we noticed in that van.

The suspension isn’t quite as accomplished as the powertrain. The V7E feels very bouncy and uncontrolled over bumps, particularly at the rear - and it’s worse without a load in the back. Most alternatives, including the Kia PV5, Ford E-Transit Custom and Citroen e-Dispatch feel far happier both loaded and empty.

The V7E’s steering is light enough around town though it doesn’t give you much confidence on a country road at higher speed. Keep it in an urban environment and the pleasingly compact 12-metre turning circle helps manoeuvrability, while the standard 360-degree cameras help make parking straightforward.

Not all the assistance tech is so welcome, though, particularly the lane-keeping aids which are overenthusiastic and frequently step in when they’re not wanted. You can turn them off, but that does mean digging through several touchscreen menus every time you start the van up.

Load space and payload are superb for an electric van, but you’re limited to just one body length and roof height

There’s just one V7E body shape available in the UK, officially called L1H1. It’s just under five metres long and almost two metres tall, putting it squarely into traditional medium van territory.

The boxy load area provides an impressive amount of space and comes well prepared as standard, with a covered floor and walls, tie-down points and bright LED lighting. There’s also standard vehicle-to-load capability, allowing you to power tools or other electrical equipment from the van’s main battery. Ideal for a brew on the road.

Access is excellent too. There are sliding doors on both sides, and the split rear doors open a full 270 degrees to fold flat against the sides of the van. They don’t have a ‘stop’ position at 90 or 180 degrees, though, which would be useful especially on windy days. The floor is nice and low, making it easy to haul heavier items in and out.

Farizon V7E internal and external measurements

Exterior dimensions

Exterior length: 4,995mm
Exterior width excluding mirrors: 1,820mm
Exterior width including mirrors: 2,206mm
Exterior height: 1,985mm
Wheelbase: 3,200mm

Interior load dimensions

Load length: 2,730mm
Maximum load width: 1,690mm
Width between wheel arches: 1,251mm
Load height: 1,435mm
Load volume: 6.95m³

Rear door aperture

Width: 1,330mm
Height: 1,245mm

Side door aperture

Width: 1,100mm

Towing capacity

The V7E can tow a braked trailer weighing up to 1,000kg, while the limit for an unbraked trailer is 750kg.

That’s adequate rather than exceptional for a medium van, and alternatives such as the Ford E-Transit Custom are much better suited if you regularly tow heavy trailers.

Payload

Payload is one of the V7E’s biggest strengths.

The smaller 50kWh battery version can carry up to 1,338kg, while even the heavier 67kWh model manages 1,208kg. Those figures are exceptional for a medium electric van.

For comparison, the Ford E-Transit Custom tops out at 1,011kg, while the Kia PV5 Cargo manages up to 800kg. That means even the heavier, longer-range V7E can carry nearly 200kg more than the best E-Transit Custom and more than 400kg extra compared with the Kia. Opt for the 50kWh Farizon and the advantage gets bigger still.

If your daily mileage fits comfortably within its 149-mile official range, the 50kWh model is therefore particularly compelling. Few electric vans this size can carry anything like as much.

Plenty of standard tech and useful physical controls, but the two-seat cab wastes space and storage is poor

The V7E has a two-seat cab, immediately limiting its usefulness for businesses that occasionally need to carry three people. Admittedly, squeezing three adults across the cab would be tight, but having the option would still be handy.

More frustrating is that Farizon hasn’t really made the most of having only two. Rather than providing a big centre console or lots of easily accessible storage, the passenger seat base simply spreads into the space.

Farizon does claim 15 storage areas and there’s a large compartment under the passenger seat, but in day-to-day use the useful storage still feels poor. The smartphone tray is particularly annoying because it’s slippery enough for your phone to move around while driving, while the cupholders aren’t much better - they’re in the armrest and not very grippy.

Again, the alternatives show how it could be done. The Kia PV5 and Ford E-Transit Custom both have many more useful storage cubbies and clever options - such as the Kia’s multi-level door bins or the Ford’s steering-wheel desk.

The V7E does at least get decent technology. A 12.3-inch touchscreen sits alongside a 7.0-inch digital instrument display, with wireless Apple CarPlay and Android Auto included.

The touchscreen itself is okay, but some of the menus are unnecessarily convoluted. There’s far too much scrolling involved in changing basic settings or switching off the intrusive driver assistance features.

Both displays are also far too bright at night. Even at their lowest setting they can feel glaring on a dark road.

Thankfully, Farizon hasn’t buried everything in the touchscreen. There’s a row of physical heater controls beneath it, which is much easier to use on the move even if the layout takes a little getting used to.

The equipment list is slightly odd. The driver gets a ventilated seat, which sounds remarkably posh at this price, but there’s no heated seat. In the UK, we suspect most owners would rather have it the other way around.

The entry-level V7E has a 50kWh battery and an official combined range of 149 miles, while the 67kWh version increases that to 204 miles.

Even so, the V7E is a long way from the best electric vans for outright range. The Kia PV5 can do up to 258 miles with its larger battery, and the E-Transit Custom up to 232 miles.

During our time with the 67kWh V7E we saw around 180 miles of real-world range. That’s respectable compared with its 204-mile official figure, though our van was unladen, so expect less if you regularly make use of its excellent payload.

Both versions can rapid-charge at up to 100kW. That isn’t especially quick by the latest standards, but the batteries aren’t enormous, so charging stops needn’t be excessively long.

More useful for some businesses is the V7E’s standard 11kW AC charging capability. If your depot, workshop or workplace has a three-phase commercial electricity supply, that allows a much quicker top-up than the 7kW charging commonly used at home. Farizon quotes a 20-100% charge from 4.9 hours on an 11kW supply.

Vehicle-to-Load functionality is standard, too, allowing the van’s battery to run tools and other electrical equipment. That could be genuinely useful for tradespeople working away from a mains supply.

The Farizon V7E hasn’t yet been assessed under Euro NCAP’s commercial vehicle safety programme, so there isn’t an independent rating to compare with more established alternatives.

It certainly isn’t short of safety equipment. Autonomous emergency braking, forward collision warning, adaptive cruise control, lane departure warning, lane-keeping assistance, blind-spot monitoring, rear cross-traffic alert, traffic-sign recognition, driver monitoring and intelligent speed assistance all come as standard. There’s also a 360-degree camera and front and rear parking sensors, which are extremely useful in practice.

The problem is that several systems are far too intrusive. The V7E can be extremely naggy, with frequent warnings and some overenthusiastic intervention. Most systems can be disabled, but they reset when the van is restarted and there’s no simple shortcut. Instead, you have to work through the touchscreen menus again.

It’s much too early to say anything meaningful about long-term V7E reliability. The model only arrived in the UK in 2026 and Farizon itself is a new name here, so there aren’t enough high-mileage vans around yet to establish a track record.

There is some reassurance in the company behind it. Farizon is part of Geely, one of the world’s largest automotive groups, rather than a small independent manufacturer. Farizon also says the V7E completed five million kilometres of development testing before launch.

UK V7Es get a five-year, 120,000-mile vehicle warranty, while Farizon also includes four years of AA roadside assistance and access to mobile technicians for servicing and repairs.

Service intervals are every 25,000 miles or two years, whichever comes first. That’s usefully infrequent and should help minimise downtime.