LEVC and VN5? What sounds like exotic abbreviations has a long tradition and well-known fathers. Behind it is also a delivery truck that may well be the future.
For many decades the London Taxi and its manufacturer LTI were an island phenomenon. The niche was also an economic dead end, which is why the traditional manufacturer ended up bankrupt in 2013 and was then swallowed by Geely owner Li Shufu, who was hungry for expansion. As with Volvo before, the Chinese have also imposed a future and growth strategy for LTI. This led to the renaming to LEVC and the construction of a new factory including the development of a new electrical platform, which is to serve as the basis for several series and the conquest of new markets.
Expensive thing in the vehicle class
The focus is primarily on Germany, where the Anglo-Chinese company has set up a headquarters in Frankfurt and has also been selling the TX5 electric taxi for some time. The technically closely related VN5 small van, which can now be ordered in Germany at net prices from 52.450 euros, is now expected to produce significantly more units. The unusually high price for this class is due to an expensive drive concept and premium orientation. The VN5 is the Volvo among vans. And you have to take that literally.
Anyone who knows the earlier London taxis will be amazed at the sight of the VN5, because nothing of the once mediocre quality of material and workmanship can be felt here. Everything looks perfect and neatly processed. And then there are the many familiar components in the passenger cabin that at least recognize those who have driven Volvo models of more recent years. The digital cockpit and the large touchscreen in the middle of the dashboard, many switches and levers as well as the seats can also be found in an XC90. On the one hand, it looks classy, but at the same time a bit strange in contrast to the gray hard plastic landscape of the driver's cab with its robust surfaces and generous storage space. There is also plenty of space on the comfortable, upholstered and well-contoured two seats with electrical adjustment options, which are available for an extra charge.
Speaking of space: the 5,23-long VN5 has a lot of it in the rear. Inside the tall box structure without a window, you almost feel a little lost. More than 5.500 liters can be stowed here in the loading compartment, which is cubic towards the top and also neatly clad. The loading floor can accommodate two Euro pallets, which can be loaded from the rear or from the side. If you want a tidy structure in addition to plenty of space, you can get tailor-made solutions from interior design specialist Bott.
Volvo as a role model
What makes the VN5 really unique is its drive. In addition to an electric motor for the rear axle, there is also a 1,5-liter three-cylinder from ...? Right, from Volvo! One could consider the VN5 to be a plug-in hybrid, but in contrast to what is usual for this type of vehicle, the combustion engine in this case has no mechanical connection to the wheels. Its job is to provide power should the traction battery run out. At 31 kWh it is not huge, but with a fully charged battery the e-van offers an emission-free radius of almost 100 kilometers. In city traffic it should be 122 kilometers. The VN5 does not have a range problem, however, because the range extender motor can provide power for almost 400 more kilometers with the fuel supply. LEVC states the official total range of 489 kilometers.
A quick turn of the start button puts the car ready to drive. If the automatic lever is set to D, the VN5 starts flowing almost silently. The driver can choose between three recuperation levels and the driving modes Smart, Pure and Safe. The latter ensures, for example, that the supply of electricity is preserved in the event that it is needed, for example, for driving into an environmental zone. Should there be future inner city areas in major German cities in which only emission-free driving is permitted, the LEVC e-van would already be equipped for this. With geofencing, which can be integrated in the future, when entering the zone, there is also an automatic change to the Pure driving mode, in which the combustion engine remains switched off. If you run out of power in the city, you can charge the VN5 with up to 50 kW direct current using a fast charger. With alternating current it is 11 or 22 kW, depending on the equipment. Complete reloading is possible in less than 30 minutes. With 7 kW alternating current, it takes less than four hours.
Fast is something else
At the traffic light sprint, the VN2,2, which weighs up to 5 tons, looks a bit sluggish despite its 110 kW / 150 PS, but once you've picked up speed, the 250 Newton meters of torque ensure a lively draft. In almost all traffic situations, you feel sufficiently fast. According to the speedometer, a maximum of 135 km / h is reached, officially it is 128 km / h and 13,2 seconds for the sprint to 100 km / h. The generally low noise level fits in with the comfort concept of the VN5. The British are by no means seen as a tinny rattle box. Accordingly, the sometimes high-frequency buzzing of the electric motor at full load is noticeable, which acoustically reminds of painful moments at the dentist. If you drive in safe mode, the three-cylinder also sounds through in a somewhat annoying way from time to time. In this mode, we also drove on a test lap of almost 50 kilometers in parts. At the end of the tour, there was still 64 kilometers of electric range left. The on-board computer also showed an average consumption of 1,6 liters. This meant that around 0,8 liters of gasoline were burned for recharging on the trip.
Driving could be more relaxed
A special feature of the VN5 and a legacy of the legendary London taxi is the small turning circle of just under ten meters. If you turn the steering fully, you almost think that the vehicle could turn around its own vertical axis. What was noticed negatively, however: At country road speed, a certain unrest in the steering wheel is noticeable, which was evident in two vehicles and therefore cannot be attributed to an imbalance in the tire.
It remains to be seen how well the high-priced VN5 concept is received by German van customers. Anyone who opts for the top equipment and a few extras ends up with a gross of over 70.000 euros. The high purchase price can still be put into perspective by the innovation bonus of 5.625 euros (net) and low energy costs, provided that the vehicle is mainly electric. Other advantages are maintenance intervals of 40.000 kilometers or one year as well as a 5-year guarantee up to 240.000 kilometers. The battery guarantee is eight years.
Technical data
Electric transporter. Length: 5,23 meters, width (without / with mirror): 1,95 / 2,08 meters, height: 1,99 meters. Wheelbase: 3,39 meters, loading volume 4.900 to 5.500 liters, payload (net / gross): 735 to 830 kg.
Drive: rear-wheel drive, electric motor, maximum output 110 kW / 150 PS, maximum torque: 250 Nm, battery capacity: 31 kWh and 1,5-liter three-cylinder petrol engine as a range extender with 36 liters of petrol; Range according to WLTP (electric / hybrid: 98 km / 489 km, Vmax: 128 km / h, 0-100 km / h in 13,2 seconds, automatic electric drive with fixed gear ratio, energy consumption according to WLTP: 11,9 kWh / 100km and 0,9 liters / 100 km, CO2 emissions: 21 g / km
Price: from 62.415 euros gross
In brief
Why: Noiseless and emission-free through city centers, cult factor London taxi
Why not: too expensive, too complicated drive technology
What else: Mercedes-Benz eVito, Nissan e-NV200, Renault Kangoo E-Tech