Electric future for vans
An electric van from Chinese manufacturer LDV is now in New Zealand.
Strong interest is already being shown in the LDV EV80 pure electric van. Orders are being taken and delivery is expected in December.
The 10.4 cubic metre cargo van can carry a 1000kg payload and fits up to three pallets.
Its high-efficiency lithium iron phosphate battery can be fully charged in two hours and will give a range of 150km to 180km with about half the maximum payload.
The LDV EV80 has been used in China for more than four years. The prototype vehicle here is largely based on the proposed United Kingdom market specifications. New Zealand specifications are still to be finalised.
It’s suitable for trades such as builders and contractors, couriers, as a shuttle or for a variety of other work and passenger-related purposes.
The van uses DC fast-charging with a CCS Type 2 inlet plug but an on-board AC inverter could be available by about March to allow for home charging.
The LDV EV80 is from the SAIC stable, the largest automotive maker in China.
It’s being marketed through Warren Willmot of Great Lake Motor Distributors, the importer-distributor of LDV and SsangYong.
Pricing will be on application but could be around $80,000 for the panel van version.
The EV80 is about 5.7m long, just short of 2m wide and about 2.3m high for the long-wheel base van and fractionally less on all counts for the chassis cab.
It seats three in the front and comes with a factory bulkhead to isolate the cargo, and a left-side slide door.
The rear of the van is very well kitted out, with an insulated soft floor covering and well-placed, sturdy anchor points.
The van has a gross vehicle weight of 3600kg, incorporates a permanent magnet synchronous motor (100kW/320Nm), can reach up 107kmh and uses a 56kWh battery.
Brakes are front and rear discs, and it has ABS and EBD systems.
It’s equipped with halogen headlights and daytime running lamps and has reversing sensors, although a camera can easily be fitted.
The EV80 is essentially the same or similar spec to the current diesel V80 series, with driver and passenger airbags included.
Willmot describes the van as functional and able to do the job well.
He says the sales focus will be on fleets.
“Vans like this make a lot of sense for businesses on the road all hours.”
He’s hoping to turn over about 50 in a year and says interest and pre-sales enquiries have been particularly strong.
“People have already put money down for them.”
Willmot says the cab chassis version is very versatile and can be used for a multitude of purposes such as a curtain sider, flat deck or camper.
A local ten-seater minibus conversion has already been ordered by a customer. Jackson Enterprises, a specialist fitout and coach conversion business based in Otara, has a special flooring and seating system being flown in from the United Kingdom for this.
Willmot says the EV80 series is now undergoing compliance for New Zealand, which will be completed in November.
The vehicle will be officially launched on September 28, alongside LDV’s new one-tonne ute range, the T60, and a new large seven-seater SUV called D90.
Large commercial vans of this size are not tested by ANCAP. But Willmot says safety is a priority for SAIC and LDV and they’re committed to future models achieving a five-star safety rating.
Enquiries should be directed through Willmot, aka “The Van Geek”, at LDV/Great Lake Motor Distributors, 162 Great South Rd, Takanini, Auckland. Email warren@glmd.co.nz, phone 021 949 218 or visit ldv.org.nz for more information.
On the road: Smooth and simple
By Richard Edwards
There is not a lot difference between driving the EV80 and its diesel equivalent. If anything, it’s a little simpler and easier.
There is a traditional automatic transmission shifter. Pop it into drive and go. The manual handbrake of the other V80 is replaced by a space-saving and convenient electric unit.
The EV80 is not quick but its acceleration is steady. Drivetrain noise is quiet, even for an electric vehicle.
The brakes are very strong, although over the diesel you do feel the extra battery weight the van is carrying.
That weight assists in other ways. The ride is not as bouncy as in some large vans when empty and it feels uncannily flat when zipping around a roundabout.
We didn’t get a chance to try the LDV with a load on board but the company assures us it has found little difference in performance. Considering the torque on offer, that’s unsurprising.
It could also be down to the way the van is geared – it’s set up for real-world speeds, topping out before it hits even 110km.
Will the lack of AC charging hurt initial sales? That will depend on the operator and if they have the fleet size for some form of DC charging at their depot.
AC charging – available next year – will make it far more appealing to small operators.
Using public DC charging options is not always convenient and makes it a challenge to start the work day with a full battery.
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