Farizon SV review (2024)

Unusually for a van, the Farizon SV comes with the heavy weight of expectation and not just because SV stands for Super Van.

Made by Chinese automotive powerhouse Geely, Farizon's sister-brands are a who's who of big names including Volvo Cars, Lotus and the relative newcomer but successful Polestar electric car brand. Farizon Auto might not be a name that Europe or the UK is familiar with, but its parent company is reason enough to take note of this new electric van.

The Farizon SV is available in two lengths and three heights, and by design is a 3.5-tonne gross vehicle weight van. That would ordinarily be enough to put it into the large electric van category along side rivals like the Ford E-Transit and Mercedes-Benz eSprinter. However, the smallest van, the L1H1 actually more closely resembles a medium van.

It’s much like the Transit range used to be decades ago when a one-size Trannie covered all bases. Then the Ford Transit Custom came along and there was suddenly a noticeable difference between the medium van and the large van.

The Farizon SV doesn’t get that distinct delineation, instead it spans both traditional sizes with models ranging from 5m to 6m. That, however, doesn’t make it a particularly long van, instead it relies on height to get its volume for the bigger vans.

Although the Farizon SV dimensions are unusual, the smallest model (L1H1) is the dimensions of a more traditional medium-sizex panel van. With a 2m maximum height, and a 5m overall length it’s a direct competitor to a Transit Custom, Volkswagen Transporter or Mercedes-Benz eVito.

As it creeps up in height, though, it sits in a sort of unusual limbo land firstly with a 2.2m height roof then with a 2.5m height H3 version. The result is a load volume ranging from 7m3 to as much as 13m3.

The Farizon SV payload ranges form 1035kg to 1350kg for the SV, depending on the size of the vehicle and the batteries on board.

Batteries, motors and charging speeds

Farizon has one of the best range of batteries for any current electric van on sale, with a choice of three that span a pretty wide range.

The SV battery options start with a 67kWh option, however, it is only available on the L1H1 and L2H2 body sizes of the van.

Next comes an 83kWh battery pack which can be had on all size variations of the van from L1 up to L3 and including low and high roof models.

Both the 67kWh and the 83kWh batteries are lithium iron phosphate (LFP) batteries.

The largest battery in the range is a 106kWh offering. This is a nickel manganese cobalt (NMC) battery, and is only available for the L3H3 van.

Power for all versions of the Farizon SV somes from a 170kW (228hp) motor delivering 336Nm of torque.

Charging speeds for the Farizon SV are up to 140kW, however, that's only for the middle battery.

The medium-sized battery gets a maximum charging speed of 140kW, while the small and large models charge at a slightly lower 120kW. That’s still enough to see the battery level increase from 20% up to 80% in just 36 minutes for the small battery and 40 minutes for the large model.

The mid-size battery’s high speed means it will do the same top-up charge in 36 minutes.

What is the Farizon SV's range?

With three different battery sizes on offer, there's quite a difference in the overall range of each battery for the SV.

While it might be called the Super Van, the range is anything but super for the smallest battery, although with a maximum of 188 miles according to the WLTP combined test cycle, the 67kWh battery doesn't do too badly.

The middle battery option is just 16kWh bigger, so there's not a huge leap up, but the claimed 234 miles from an 83kWh battery does push it into the realms of a very usable size for 90% of most van driver's needs.

At 103kWh, the biggest battery should have considerably more, however, it is only available on the largest model which means that the van is heavier overall. As a result, there's a lot less range than you might think. The overall claimed range is 247 miles, but when you consider that the same claimed range for the 83kWh battery in the L3H3 van is 204 miles, the larger 103kWh battery perhaps doesn't make much sense unless you are really trying to maximise mileage.

Is the Farizon SV any good to drive?

Remarkably good; even by electric van standards. The SV’s skateboard chassis and ultra-thin battery packs allow for a much lower centre of gravity than you’d expect on this size of van, which means it is extremely well composed going into the corners.

In terms of refinement, there is still room for improvement with a noticeable, although not considerable, amount of noise and vibration perforating into the cab area.

However, we were impressed by the visibility provided by the extra window in the A-pillar split.

We were also encouraged by the ample power from the permanent-magnet synchronous electric motor from Hasco Magna, which is mounted on the front axle.

With 228hp and 336Nm, this is one of the most powerful vans in its class and, with ‘power’ mode engaged, the SV doesn’t hang about.

For more energy conscious operators, there is also a ‘comfort’ and ‘eco’ mode and a multi-stage regenerative braking system, which offers almost ‘one-pedal’ driving in its most aggressive form.

What about the Farizon SV interior?

Access to the cab area is easy thanks to that low-lying chassis and wide-opening door, and occupants are greeted by a surprisingly spacious and bright environment.

Farizon has clearly employed a ‘substance over style’ approach for the design, with the functional and ergonomic cabin design lacking charm and character, except for the divisive ‘amber’ bar on the dashboard.

There is a large 12.3-inch display for controlling infotainment and temperature settings, and a separate driver-control display which, in addition to the standard driving parameters, includes a ‘Payload Monitoring System’ as standard, which actively displays the Farizon SV van weight to prevent overloading.

Also as standard, the SV is fitted with a heated steering wheel and, while the seats aren’t the most comfortable, they are heated and ventilated.

Quite a high spec then?

Definitely. Like a lot of Chinese manufacturers, to keep the ordering simple and unit costs down, Farizon will just be importing one high-spec trim level into the UK.

In addition to the heated steering wheel and heated and ventilated seats, other standard features that you’d expect to be optional include a 360-degree camera, wireless Apple CarPlay, keyless start, automatic air conditioning and a comprehensive ADAS package.

Can the Farizon SV tow?

The Farizon SV towing capacity is up to two tonnes (2000kg) with a braked trailer, or 750kg for an unbraked trailer.

Read more: What's the difference between a braked and unbraked trailer?

Farizon SV price

Prices vary between £45,000 and £56,000 (plus VAT) which is more expensive than established rivals like the Ford E-Transit Custom, Vauxhall Vivaro Electric and Renault Trafic E-Tech; which are also offered at significant discounts on retail platforms.

Order books for the Farizon SV opened in February 2025 with first deliveries expected in Q3, and all models are backed by a 4-year, 120,000-mile warranty, with an 8-year or 120,000-mile warranty for the battery.