![]() When it comes to recharging, the Townstar EV offers several options. Longer distances on motorways or multi-lane federal roads, however, significantly reduce the realistic radius of action. For the delivery of small consignments or internal logistics for supplying the company’s own branches, a day’s use without recharging is possible in the vast majority of cases. The towing capacity of 1.5 tonnes for an electric car with a 45 kWh battery is also only conceivable for short distances. With a payload of just 537 kilos, the vehicle is not suitable for heavier transports anyway. In the Townstar EV, the driving profile should really dictate consumption and range. And that would still mean 250 kilometres, despite the manageably large battery. On a city drive in eco mode, however, 18 kWh/100km was also possible. On the motorway, 27 kWh/100km or more is quickly possible, which means that the range (at spring-like temperatures, mind you) is more in the direction of 150 than 200 kilometres. Anything between 150 and 250 kilometres range is possibleĪt moderate speeds (and admittedly with a low load), the average consumption in the test was 20.5 kWh/100km, corresponding to a range of 219 kilometres. The engine also offers plenty of power above 100 km/h, but due to the body’s aerodynamics, consumption increases enormously at triple-digit speeds. In Germany, where motorways still have an open speed limit, tradespeople might hesitate at longer motorway journeys because of the van’s top speed of 132 km/h. But it’s clear that with the battery size and range (more on that in a moment), use is largely limited to the city and surrounding countryside. But this time it was in a combination cycle and not like the 275 kilometres of the e-NV200.ĩ0 kW of power doesn’t sound like much, but it was enough in every situation in our test. The electric motor delivers 90 kW and 245 Nm of torque to the front wheels, the 45 kWh battery should be sufficient for 304 kilometres, according to WLTP. Nissan has adopted the drive 1:1 it is also used in the Kangoo mentioned above and in the third van in the group, the Mercedes e-Citan. However, our electrive test is not about the cargo space but about the electric drive and the other charging issue: the battery. This is where professionals will probably adapt the vehicles to their needs. In addition to the anti-slip floor, there were six lashing eyes for securing the load. In the loading area, the test car was in the basic configuration. Alternatively, there is also a tailgate that opens upwards. The load compartment is easily accessible through the sliding door on the passenger side and, in the case of our test vehicle, through the two-part rear door. Thanks to this feature, two pallets even fit crosswise in the L1. Thanks to the commercial vehicle platform, the distance between the rear wheels is enough to load a euro pallet crosswise. We drove the 4.48 metre-long L1 with 3.3 cubic metres of load space in the test. ![]() The Townstar EV is currently only available in L1 length the long version L2 (with up to 4.9 cubic metres of cargo space) is to follow during the first half of the year. Behind the two front seats, a solid wall separates the cargo area, while a continuous sheet metal instead of side and rear windows make this the vehicle type used by logistics service providers and tradespeople. The Townstar EV that Nissan provided for our test is a white panel van in the transporter configuration. ![]() It is based on the Kangoo E-Tech Electric from alliance partner Renault and is also built along with the Kangoo at the Renault plant in Maubeuge since Nissan closed its Barcelona plant. ![]() The new electric van is no longer an in-house development. ![]() Nissan is now doing a U-turn with the Townstar EV. This was probably due to its price, but also because (public) charging with a Type 1 connection and CHAdeMO was more complicated than necessary in Europe. As of the launch of the 2018 model year, there was at least an update to 40 kWh (for a theoretical 275 kilometres in city traffic), but Nissan’s own model from Spain remained an exotic singular case. From 2013 onwards, some of the Leaf batteries produced in Sunderland with just 24 kWh were shipped to the Nissan plant in Barcelona and installed in the NV200 panel van and the Evalia passenger car variant there. The first generation of the Leaf was also the starting point for the e-NV200 at the time. To find out whether this van is something special or one among many we took it for a spin. The carmaker’s Townstar EV follows on from this, albeit under completely different conditions. Nissan wasn’t only a pioneer with the Leaf electric car the Japanese company was also quick to the starting blocks with the e-NV200 electric van. ![]()
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