The new Renault Trafic E-Tech wants to fix all the problems with electric vans – Carwow
November 18, 2025 by Tom Wiltshire
With 279 miles of range, more payload than almost any other medium electric van and faster charging than most electric cars, the new Trafic E-Tech is a serious bit of kit
This is the new Renault Trafic E-Tech, and it’s the newest and by some measure most advanced electric van around. In fact, with 800V underpinnings and a Google-driven infotainment system, it’s significantly more advanced than quite a few electric cars, including some of Renault’s own. It was revealed at the Solutrans show in Lyon, France.
Competition is fierce in this sector, with medium-sized electric vans from legacy manufacturers such as the Peugeot E-Expert or Mercedes eVito butting heads with new rivals from the Far East, such as the Kia PV5 or Farizon SV. But Renault reckons the strength of its product – not to mention its well-established aftersales and the flexibility of its factory conversion programme – gives it the edge.
We spent some time with the new van at the Solutrans expo in Lyon, getting hands-on with it as well as chatting to Renault’s head of light commercial vehicles, Jan Ptacek.
Jan was optimistic about the new van, especially against encroaching competition from newer brands. “It’s a very good product,” he told us. “And not just because of the vehicle structure, or the software, or because we’re experienced with building LCVs. But because of our experience with servicing, our dealer network, and the conversions and adaptations we’re able to do. It’s a whole ecosystem.”
“But competition is good,” he continued. “It will challenge us to keep improving.”
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The Trafic E-Tech has a smooth and high-tech design. The overall shape is very cab-forward, thanks to the flexibility of the electric powertrain allowing Renault to push the wheels right out to the corners. This gives it a snub nose and a much longer wheelbase – 40cm longer than the current diesel-powered Trafic.
There’s a wraparound windscreen and a high-set black panel that runs the full width of the front end, incorporating an LED light bar with illuminated Renault logo. The main headlight units are set lower in the dash.
The lower portion of the van is entirely clad in hardwearing black plastic – this should not only hide dings and dents well, but is easier to repair or replace if required.
It’s a pretty handsome van, but it’s difficult not to notice the similarities between the Trafic E-Tech and its newest alternatives – the Kia PV5 and Farizon SV. All have the same thrusting lower jaw, wraparound windscreen and high-set black band containing the logo and lighting elements.
The Trafic’s interior feels pretty high-tech. The dashboard itself is tube-shaped, with a 10.0-inch instrument cluster and a 12.3-inch infotainment display sitting proud of it. It’s even made of 50% vegetable fibres, making it one of your five a day. Probably.
The Trafic is the first of what Renault calls ‘Software Defined Vehicles’. What that means in practice is a high degree of configurability available, whether you’re a sole trader or a big business. Companies will be able to integrate their own systems, such as stock management or delivery routing, right into the main touchscreen. This means a much slicker experience.
The SDV platform also means that Renault can install over-the-air updates, potentially improving the van’s drivability or even adding more range through better optimisation. Customers will also be able to add features after their purchase – such as unlocking the 360-degree camera system. The van also communicates with Renault, allowing for predictive servicing – helping large fleets minimise unexpected downtime.
Two batteries will be offered in 59kWh and 81kWh capacities, with 217 miles and 279 miles of range respectively. That’s a big boost on the 186-mile maximum of the old Trafic E-Tech. The long-range battery also beats the 258 miles offered by the Kia PV5, 231 miles in the Citroen e-Dispatch or the 209 miles of the Ford E-Transit Custom.
Power is put to the rear wheels only through a rear-mounted electric motor, which produces 201hp – matching the Volkswagen ID Buzz Cargo.
What the Trafic has that no other e-van offers is 800V architecture for fast-charging. While Renault hasn’t told us what the actual max speed is, it has promised a 15-80% top-up – around 180 miles worth – in just 20 minutes. That suggests a max rate of about 160kW, though it could peak even higher than this.
Even Renault’s passenger cars don’t run on 800V platforms just yet, and it’s generally reserved for higher-end electric passenger cars such as the Kia EV6.
Trafic owners will also be able to use their van’s traction battery to power electrical items (vehicle-to-load) or put power back into the grid (vehicle-to-grid).
There will be two body sizes initially – L1 and L2. Both have a height of just 1.9m, meaning they’ll fit into multistorey or underground car parks with ease. And thanks to the extended wheelbase and rear-wheel drive platform, the turning circle is a Renault Clio-matching 10.3m.
Load lengths are 4.87m and 5.27m respectively, giving 5.1 and 5.8 cubic metres of space.
Payloads, meanwhile, are very impressive. Renault hasn’t gone into detail, but has said that payloads of up to 1,250kg will be available – and head of product Alessandro de Rinaldis confirmed that opting for the larger of the two battery packs won’t drastically affect this, as the centrally-positioned battery pack means adding weight won’t negatively impact one axle over the other.
There’s also the option of the Trafic Chassis Cab, which converters may add their own bodies onto. A wide array of the most popular conversions will be available direct from Renault, such as tippers, box vans or fridge vans, and more specialised needs can be catered for by the QStomize in-house converter or through Renault’s network of approved partners.
The new Trafic will hit right-hand-drive markets, including the UK, in early 2027. It’ll be followed in due course by the chassis cab model, and later by the high-roofed Estafette, designed especially for parcel delivery.
Pricing hasn’t been announced, and it’s difficult to gauge – but we’d estimate a starting price in the high £30,000s ex. VAT.
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