Toyota Proace Max Electric review

“In a hydrogen future, a hydrogen LCV would perfectly make sense, but the reason that made us convinced that we should go with this [Stellantis] partnership is the scale. We have to reach a very difficult [number of sales] to breakeven or to be profitable in Europe, if you don't reach a 100,000 [unit] threshold. Excluding Hilux, which accounts for roughly 50,000 to 60,000 if you don't partner with somebody that has the possibility to bring the volume at scale it's very difficult to have a profitable business case in Europe. That's why from a Toyota Group perspective, LCV is something important and something we're working on. So far in Europe, to reach a sustainable business model, we have to partner with local competitors.”

A high-performance battery electric powertrain brings the power, comfort, and cost efficiency of EV driving to the new Proace Max.

An effortless drive with the smooth, comfortable ride typical of an EV is achieved thanks to 268bhp/272 DIN hp/200 kW of power combined with the confidence a maximum 410Nm of torque, helping the van take the toughest jobs in its stride.

With a driving range of up to 261 miles (WTLP standard), the fully electric Proace Max has enough range for practical day-to-day operations. Three driving modes allow the driver to adjust acceleration and top speed via Eco, Normal and Power pre-sets to achieve the right balance between performance and driving range for the tasks in hand.

When the high-performance 110kWh battery requires more energy, it can be recharged to 80 per cent in as little as 55 minutes via a fast-charging system of up to 150kW, helping minimise downtime on long journeys. An 11kW AC onboard charger is provided for convenient charging using business or home systems.

In 2023, Toyota reached a new record of more than 140,000 units for its LCV range but has ambitions to exceed 180,000 sales by 2025. That means a market share of 7% and a position in the top six players in the market. To achieve this, Toyota will have to take market share from its partners. To do this, it plans to offer a more focused LCV service, with dedicated sites for certain countries like Poland where market share is high. The addition of the Proace Max will now also enable it to pitch for fleet tenders previously unavailable, as they are now capable of providing a full range.

“We have been growing fast over the last year, so it's not just an ambition. It’s the result of growing – our LCV market share has been growing in all the markets. The LCV offer of the past was made of Hiace and Hilux, since we introduced Proace and Proace City, we started to have a more compelling and complete LCV offer. We are building Toyota Professional dedicated outlets, outside of the main commercial zones. We will go more towards industrial zones to make sure they are convenient for customers, with parking and so on. We can be more competitive, cheaper, and offer more convenience,” Gambart says.

Growth is forecast to come from across the whole of Europe, but Gambart believes some countries will be more successful than others. Those that already have a strong affinity for Toyota LCVs will also be the ones to get the dedicated LCV centres. “Faster traction will be in all the markets where Toyota has already a strong market share. As an example, in Toyota Central Europe, where our passenger car market share is already in a range of 18%, we are targeting above 20% market share in LCV markets. The secondary region where we observe the same is in the Nordics market. Historically the passenger car market is above 10%, but as an example in Norway it’s above 20% market share. These are two solid foundations. Now, the challenge comes more from the Western countries of France, Italy, Spain, UK and Germany.”

Toyota already has 57 dealers covering LCVs in the UK, but despite a growing presence and several impressive fleet deals, the UK is unlikely to be one of the countries to get a roll out of dedicated LCV centres. As for hydrogen, despite trails in the UK, it will invariably depend upon infrastructure, but sale will only come if Toyota and its rivals, including Renault and Stellantis ProOne, can create an offering as compelling as their current full range of diesel and EVs.

Toyota has already tried hydrogen in passenger cars with the Mirai, and after a decade of trying to find a place for it – the first generation Mirai was introduced in 2014 and the most recent model which the Hilux uses was launched in 2021 – it’s finally pulled the plug. Hardly surprising given that at the end of 2023 just 40 countries had hydrogen filling stations and only South Korea (174) and metropolitan areas of Japan (166) could be considered to have anything close to a comprehensive and useable network. Resistance is coming from all angles, with a lack of infrastructure, consumer apathy and even resistance from other OEMs. During the course of speaking with Didier Gambart he said an interesting thing: “If you listen to most of the market and to the customer there is zero interest for hydrogen. If we provide even more cheaper diesel, it [people] will be happy to keep driving diesel LCVs for the next decade”. I don’t think he’s wrong, and diesel will certainly play a very important part over the next decade, but it’s the issue of pricing that really struck a chord. Hydrogen isn’t cheap to make – even if it’s green hydrogen from renewables – and due to its mass consumption diesel remains a cost-effective fuel. One of these factors will have to change. We make hydrogen even cheaper or we tax diesel out of existence. Without that, in the next decade Toyota may well be giving up on hydrogen LCVs as well.

Since re-entering the UK van market in 2016 with the introduction of the medium-sized Proace, Toyota has quietly but steadily gone about establishing a foothold in the sector for itself. It added the compact Proace City to its range three years later and created the Toyota Professional brand to provide its LCV division with a distinct identity. It has now completed its van line-up with the launch of the large Proace Max. All of these vans are available as both ICE and BEV models and all are built on Stellantis platforms, which means they have more than a little in common with the equivalent vans from Citroen, Peugeot, Fiat Professional and Vauxhall. In the UK, the Proace Max is offered in three heights and three lengths and in panel van, chassis cab, platform cab, dropside and one and two-way tipper guises from the factory. Toyota Professional says other bodystyles, such as Lutons and refrigerated vans are up for grabs from its conversion partners. The manufacturer forecasts that the L31-I2 derivative will be the best seller. Load volumes across the Proace Max range go from 10m'to 17w', and payloads for both diesel and electric versions go up to 1,5001%. Access to the load bed is via rear doors opening to 270. and a nearside sliding side door. The ICE Proace Max marketed in the UK is powered by a 2.2-litre diesel engine with an output of 140hp. This engine is paired with either six-speed manual or eight-speed auto boxes giving, 350Nm or 380Nm respectively. The Proace Max Electric is equipped with a 110kWh lithium-ion battery that can be recharged to 80% in 55 minutes with a 150 kW fast-charger, according to Toyota. The vehicle comes with an 11kW AC onboard charger to support charging overnight and a 22kW AC charger is promised for 2025. An electric motor produces 200kW (270hp) of power and 410Nm of torque. With a claimed range of up to 261 miles, the Proace Max Electric looks like a viable option for operators who need to cover reasonably long distances in one go but who are looking to make the transition from diesel to electric vans. The driver can adjust performance with three drive modes to suit their preferences by using a button next to the shift selector on the central console. ECO mode optimises the driving range, limiting power output to 120kW (163hp). This is the one to use when not carrying a heavy load or when returning to base having unloaded the cargo. Normal mode aims to provide a balance between power and efficiency by restricting output to 160kW (218hp) and is likely to be the most flexible option for most missions. Power mode puts the emphasis on peak performance, allowing the system to deliver its full 200kW (270hp) potential and is the mode to select when carrying a full payload or when tackling steep hills with goods on board. In addition to the driving modes, a regenerative braking system captures kinetic energy generated during deceleration and braking and feeds it back as electric power to charge the battery. The driver can select the required level of regenerative braking using paddle shifts mounted on the steering wheel. There are four levels to choose from, giving different degrees of deceleration when the driver lifts off the accelerator pedal. The higher the level, the faster the vehicle will slow down and the greater the level of energy that will be recovered. This is ideal for city routes where it enables one-pedal driving while the least retardative setting is more suited to A-road or motorway journeys where coasting can be used to save energy through reducing the need to use the accelerator. The Proace Max Electric is available in Icon grade only, but a decent level of specification is offered. A multimedia system with a 10in high-definition touchscreen is the focal point in the cabin. The package includes an embedded SIM card to access cloud-based navigation with 3D-mapping and allows real time local feedback-based traffic information. Other features are voice recognition that responds to spoken commands, bluetooth and DAB radio. The dashboard features a 7in colour instrumentation display. Safety aids include pre-collision system with pedestrian and cyclist detection, lane departure alert, lane trace assist, crosswind assist, cruise control, road sign assist and driver attention alert.
We got behind the wheel of the I-12L3 Proace Max and found performance to be impressively brisk and handling crisp. The big van is easy to manoeuvre in urban situations and the ride quality is smooth in all conditions and pleasantly quiet even at high speeds where wind noise is not too intrusive. The cabin is airy and comfortable with a decent amount of storage space provided. Toyota Professional offers the Proace Max with its warranty of up to 10 years or 100,000 miles. •