What Happens When an Electric Van Sits Outside Overnight? Day Two with the Farizon SuperVAN
Day two with the Farizon SV: I left the van outside overnight in the cold, then tested DC fast charging on a cold battery, checked real consumption on two-lane roads and walked through the version price list.
After day one with the Farizon SV, I left the van outside overnight. In the morning, in fog and about 10–11°C (50–52°F) outside, I wanted one simple answer: how differently does DC fast charging behave when the battery is cold, with no preconditioning. That was day two: a short run on two-lane roads, a stop at a 120 kW charger, and a look at the version price list before I returned the van.
What the dashboard showed that morning
After the last 35 km (22 miles) on national roads and very little city driving, average consumption was 22.7 kWh/100 km (about 2.7 mi/kWh) at 10°C outside. Estimated range was 92 km (57 miles), with the battery gauge sitting somewhere under half in my reading. The Farizon SV cluster shows range and a battery bar, but not the exact state of charge percentage — again a gap when you are planning a charge stop.
The suspension handled an old concrete road well, and the side cameras plus 360° view help a lot when you are placing a long van. Indicating left or right brings up that side camera automatically, and a button keeps the side view on. You get heated and ventilated seats, blind-spot warning and lane keep assist. What I did not find: a proper phone mount or wireless charging. I charged the phone on a cable from the center console drawer.
Cold charging: a cold pack shows up immediately
The day before, after about 20 km (12 miles) of national road including a hill, on a 120 kW station the session started shyly around 60-something kW, then climbed. From the app, on yesterday’s session (36% to 61%, about 12 minutes), average power was 70.64 kW and the peak 93.36 kW, still with a relatively cool battery. According to "Caetano", the 49 kWh battery is rated for up to 130 kW DC on paper; in the cold, the curve rises gradually.
In the morning, after the night outside, I plugged into a 120 kW charger again. From the cluster I read under 50% and 84 km (52 miles) estimated. Charging started in about 30 seconds, but power opened around 38 kW and only crawled to about 39–43 kW in the following minutes. Even though the station could do more, the cold pack clearly limited the session. My takeaway: on a long trip, after a few stops when the battery is already warm, waits get shorter; on a cold morning after a night outdoors, expect a shy start.
One usability note: stopping the charge from inside the Farizon is not obvious — I ended up stopping it from the app. At the same station, a Kia driver was sitting near 100% and could not easily find “Stop charging”. Short version: at public chargers it is better to leave around 80% than to block the stall for the last few kilometres.
Versions, volumes and prices on the list I saw
According to "Caetano", the Farizon SV is offered with 49, 66, 83 and 106 kWh batteries, cargo volumes from 6.95 m³ up to 13 m³, and WLTP range up to 398 km (247 miles) on the largest pack. "Farizon Ireland" lists 67 / 83 / 106 kWh packs for their markets, 20–80% charging from 36 minutes, and list pricing from about €47,000 for the L1H1 (under local tax and grant rules).
On the printed list I photographed at the end of the test (list prices and fleet discounts, ex-VAT, as printed there), the short L1H1 with the 49 kWh battery and 6.95 m³ shows a list price around €40,000 and a lower net after fleet discount; for the configuration I drove I read a ballpark of about €37,000, and for the 106 kWh version the list peaked around €56,000. Those figures are from the material I saw on site, not a live official Romania quote — final prices depend on the importer, VAT, fleet deals and negotiation.
To my eye the 49 kWh van stays a city and regional-run tool. With the big battery, on paper, you can also plan longer trips. The flat cargo floor and sliding door without a B-pillar make it easy to dream about a camper conversion on a taller H2/H3 body — but that is a separate project, not what I tested.
What it means for drivers
If you use an electric van for work, battery temperature matters as much as the charger’s rated power. On the same 120 kW stall, the Farizon SV showed nearly 93 kW peak after a short drive, but only about 38–43 kW after a night outdoors at 10–11°C. Plan long-trip stops after the pack has warmed up on the road, and do not sit on public chargers to 100%. Consumption around 23 kWh/100 km on two-lane roads, in mild cold with a light load, is a useful ballpark for the small battery. Match capacity to real routes: 49 kWh for city and short runs, larger packs if you need 300+ km WLTP every day. A cold morning charge test tells you more about real waits than any brochure.
