Renault has pulled the covers off the production Trafic Van E Tech electric at Solutrans 2025 in Lyon, and it is not just another battery version of an existing van. This is the first Renault built on Ampere’s new software defined vehicle platform, the first Renault to use 800 volt fast charging, and the first in a new all electric LCV family due to roll out of Sandouville from late 2026.
On paper at least, it lands right in the sweet spot for medium vans with up to 450 kilometres of WLTP range, a 1.25 tonne payload and two tonne towing, plus bidirectional charging and factory backed conversions.
Range, batteries and charging
Renault is offering two battery options from launch of the Trafic Van E Tech electric family. The headline figure belongs to the long range pack, using NMC chemistry and targeting around 450 kilometres WLTP, roughly 280 miles, in the van version.
That puts it well ahead of the current Trafic E Tech electric, which tops out at around 197 miles on a 52 kWh battery, and into the same conversation as the latest Mercedes eSprinter, which is officially rated between 259 and 438 kilometres depending on battery size.
Under that sits an urban focused pack using LFP cells with no nickel or cobalt, aimed at fleets that mostly live in town. Renault is quoting almost 350 kilometres WLTP, around 217 miles, which will be enough for many last mile and service use cases while keeping cost down. Both battery options use cells made in Europe and are assembled in France.
The big technical talking point is the 800 volt electrical architecture. Renault says a DC fast charger can take the pack from 15 per cent to 80 per cent in about twenty minutes and recover around 260 kilometres of range in that window. That is more like electric cars such as Hyundai’s Ioniq 5 than most current vans, many of which still sit in the 30 to 40 minute bracket for a similar top up.
Vehicle to load and vehicle to grid capability is built in. Power outlets in the cab and load area, or via an external adapter, will let you run tools, chargers and site kit directly from the traction battery, while a bidirectional charger will allow fleets in markets that support it to feed energy back to the grid or depot.
Payload, towing and everyday practicality
Electric vans live or die on what they can carry, and the new Trafic’s numbers are deliberately robust. Renault is quoting a payload of around 1,250 kilograms and towing capacity of two tonnes, both pending homologation.
That is competitive with the best medium vans on sale today, and a big step on from the outgoing Trafic E Tech which has lower towing and payload figures.
There are two body lengths. The L1 is 4.87 metres long with 5.1 cubic metres of load volume, while the L2 stretches to 5.27 metres and 5.8 cubic metres. Overall height stays at 1.90 metres, so it will still squeeze into most multi storey car parks, and the battery lives under the floor so you are not trading height for electrification. Side and rear openings are sized for Euro pallets.
Renault has also gone hard on manoeuvrability. With the powertrain pushed to the rear and a short front overhang, the turning circle is quoted at 10.3 metres, in the same ballpark as a Clio supermini. For urban fleets threading through tight estates and underground ramps, that matters as much as the WLTP number.
Software first van for fleets
Where this Trafic starts to diverge from rivals is in its electronics. It is the first Renault to use Ampere’s software defined vehicle architecture, with a single powerful central computer replacing the usual stack of separate control units.
That allows over the air updates across the vehicle, not just the infotainment, and the ability to unlock new features later in life.
The operating system, branded CAR OS, sits on top of Android Automotive and supports Google built in services. Renault says fleets will be able to add features such as the OpenR evo multimedia system, 360 degree cameras or climate control after purchase, either via remote update or a dealer visit.
More interesting for business users is the ability to integrate a company’s own software directly into the 12 inch central screen, whether that is routing, job dispatch or proof of delivery tools.
Predictive maintenance is part of the package. With more computing power and data coming off sensors, the van can track wear on key components in real time, improving remote diagnostics and giving fleet managers earlier warning to plan workshop visits.
A driver identification system, using QR codes on the in vehicle screen, is designed to remove the need for extra hardware and badges in shared vans, while the Safety Coach and Safety Monitor systems score driving behaviour and provide tips to improve it.
Cabin, design and conversions
On the outside the Trafic Van E Tech electric looks like a concept that somehow made it to production without being watered down too much. A full width light bar across the front with an illuminated logo, a short bluff nose and a one box profile give it a more sci fi look than the current van, while black lower cladding is there to absorb the scrapes of daily use.
Design is always contentious, but it’s hard to argue with the proportions here - as electric vans go, this is a handsome one.
New Renault Trafic E Tech electric van design and looks. (Image: Renault)
The overall height sits below two metres but there is still space for a high roofline in visual terms, so it does not look like a cut down MPV.
Inside, Renault has created a deliberately different cockpit for what is still a working tool. A full width tubular dashboard houses a 10 inch digital cluster and a 12 inch central screen angled towards the driver, with storage carved out almost everywhere else.
Renault quotes multiple open and closed cubbies, deep door bins and a wide shelf under the windscreen, which is made from a plant fibre based material. Upholstery mixes denim style blue and grey fabrics with contrast stitching, and the brand says more than 23 per cent of the van by weight will use recycled material including the battery, with over 15 per cent recycled plastics alone.
Sandouville remains the heart of the programme. The Trafic Van E Tech electric will be built there alongside diesel Trafics, and Renault’s Qstomize arm will handle many of the common conversions on site.
Chassis cab, platform cab, tippers, flatbeds and box bodies are all planned, with around 300 Pro plus approved converters available for more specialist work.
Where it fits in the electric van market
Medium electric vans are moving quickly. Today a Ford E Transit in long range form is officially quoted at around 249 miles, while typical medium rivals sit somewhere between roughly 220 and 260 miles WLTP depending on exact spec.
If Renault’s 450 kilometre target translates into competitive real world numbers once WLTP figures are final and the van is on British roads, the Trafic Van E Tech electric will be right at the sharp end for range while still offering a one and a quarter tonne payload and two tonne towing.
Add 800 volt charging that beats most current vans, built in V2G hardware and software that can grow with a fleet, and it is clear Renault is aiming this not just at small trades but at larger operators who care about whole life cost, uptime and residuals as much as they do about list price.
There are still some big unknowns. Pricing is not yet public, WLTP ranges are pending homologation, and UK deliveries are not expected until late 2026, so this is not a van you can order tomorrow morning. But taken on its early numbers, the new Trafic looks like one of the more serious attempts yet to make a long range, fast charging electric van that does not ask fleets to compromise on what they actually need from a tool of this size.
