Farizon V7E vs Hyundai Staria

What's the difference?

These are early days for Farizon in Australia and the V7E is indicative of that. Although it offers attractive sub-$54K drive-away pricing, peppy performance and substantial payload/cargo volume ratings, it lacks refinement in ride and handling, elements of cabin design and active safety calibration which detract from the driving experience. Whether this newcomer’s negatives outweigh its positives, though, only a potential buyer can decide.

The Staria Load HEV offers numerous advantages over its diesel equivalent including superior fuel economy, lower exhaust emissions, higher power output and a bigger payload. However, it also has a higher purchase price and no tow rating, so careful analysis of your specific work requirements will determine if Hyundai’s new hybrid van is fit for purpose.

The V7E rides on a 3200mm wheelbase and features minimalist yet purposeful squared-off styling that’s a key factor in its big load volume.

Its light and airy cabin has a slimline dash design that’s free of protrusions to allow ‘walk through’ access from either door, which is handy for delivery work. It also features physical ‘piano key’ buttons for the climate controls, which are preferable to more fiddly touchscreen prompts.

The cabin also presents a tasteful blend of colours and surface finishes including the seats, although anecdotal evidence suggests the light grey tone of their fabric trim would be prone to showing grime and stains over time in a hard-working van.

At first glance the passenger seat appears to be a two-passenger bench but only one seatbelt is provided. Therefore, what would normally be the backrest for a centre passenger is purely vertical storage for the fold-down centre armrest (see Practicality).

The updated Staria Load range brings mild styling revisions of the headlights and front bumper along with a more conventional and (in our eyes at least) stylish grille design.

The roomy and practical cabin has also been refreshed with a new four-spoke leather-trimmed steering wheel and a more spacious and versatile centre console (see Practicality).

The refreshed Staria Load is available only in a two-seater configuration, as the five-seater ‘crew’ variant with a bench seat in the cargo bay has been discontinued.

Its 1942kg kerb weight is relatively light for a full-electric commercial which combined with its 3150kg GVM results in a substantial 1208kg payload rating.

However, it’s only rated to tow up to 1000kg of braked trailer and given Farizon does not quote a GCM figure (how much it can legally carry and tow at the same time), we can’t confirm if it can carry its maximum payload while towing its maximum trailer weight.

Internally,the cargo bay is more than 2.8 metres (2865mm) long, 1690mm wide and 1435mm high, which combined with 1251mm between the rear wheel housings allows it to carry up to two standard Aussie pallets or up to three Euro pallets.

And its impressive 6.95 cubic metres of load volume is larger than mainstream mid-size rivals including the Ford Transit Custom SWB (5.8), Hyundai Staria Load (4.9) and segment-leading Toyota HiAce LWB (6.2).

The cargo bay is accessed via sliding doors on each side with generous 1100mm openings, or through twin-swing rear doors which open to a full 270 degrees with ‘ball and socket’ magnetic stays to hold them there.

The floor has a relatively low 510mm loading height and is protected by a thick composite floor liner with a shiny metal-like appearance complete with non-slip ‘chequer plate’ finish. There’s also a full-length roof lining, bright LED internal lighting, fully lined walls and doors and a handy V2L 240V three-pin plug socket.

Cabin storage includes a large bottle holder and bin in each door, open shelving across the full width of the dash, a single glove box and the previously mentioned fold-down centre armrest containing two cupholders.

There’s also twin USB ports and a 12V socket in the lower dash fascia and enough space beneath the passenger seat to store the portable AC charger cable.

With its peak kerb weight of 2091kg and 3130kg GVM, our test vehicle has a one-tonne-plus payload rating of 1039kg which is slightly higher than its diesel sibling (997kg). And it can legally carry up to 100kg of that payload on the roof.

However, unlike the diesel version which is rated to tow up to 2500kg of braked trailer, our HEV variant is not rated for towing. Obviously, this could be a deal breaker for tradies and other users who rely on being able to haul trailers to get the job done.

The cargo bay is 2500mm long and 1640mm wide with (according to our tape measure) 1250mm between the rear wheel housings, which means it can carry up to two 1165mm-square Aussie pallets or up to three Euro pallets, secured by a choice of eight load anchorage points.

It can also accommodate load heights up to 1436mm and offers a total (VDA) load volume of 4935 litres. That’s a snip under 5.0 cubic metres which is significantly less than the 6.2 cubic metres offered by the segment-leading Toyota HiAce LWB. Walls and doors are lined to mid-height and there’s a rubber load floor covering.

The cargo bay is accessed through sliding doors on each side with 870mm openings (just wide enough for a Euro pallet) or through the rear via the standard swing-up tailgate. However, for working roles that need rear forklift access, optional twin-swing doors with 180-degree opening are available. Our example is also equipped with a sturdy mesh-type cargo barrier from Hyundai’s genuine accessories range.

The cabin is a comfortable and practical workspace with its work-focused vinyl floor (ours also has genuine accessory all-weather floor mats), dark fabric-trimmed seats and wipe-clean hard surfaces.

There’s also plenty of storage courtesy of a glovebox, two overhead shelves, wide-opening doors with three tiers of storage including large-bottle holders, long shelves on either side of the dash plus a cup-holder next to the driver’s instrument display.

The centre fascia adds a wireless phone-charging pad, two USB-C ports, 12V socket and more small bins while the new centre console between the seats provides a cavernous open bin and two cup/small-bottle holders.

Our test vehicle is the entry-level Staria Load HEV which comes standard with Creamy White paint, 1.6 T-GDi petrol-electric drivetrain and six-speed automatic transmission driving the front wheels for a list price of $53,490 plus on-road costs.

This pricing is higher than its Staria Load diesel sibling ($49,990) but lower than its better equipped Premium HEV stablemate ($61,240). It’s also cheaper than Ford’s Transit Custom Trend SWB Auto ($58,990) and almost lineball with the Toyota HiAce LWB Auto ($53,880) which dominates mid-size commercial van sales in Australia.

Although it’s the base model, our example comes well equipped for work duties with useful standard features that include:

• 17-inch steel wheels with 215/65R17 tyres and a full-size spare
• Rear spoiler with high-mounted LED stop light
• Rear-view monitor
• Adaptive cruise control
• Front/rear parking sensors
• Tyre pressure monitoring
• Heated door mirrors
• Swing-up tailgate (twin-swing rear doors optional)
• Leather-appointed steering wheel/gear knob
• Electronic parking brake
• Wireless phone charging
• 12V socket/USB port
• Five-speaker audio

New standard features include:

• Smart key/push-button start
• 12.3-inch multimedia touchscreen with Hyundai’s latest operating system, DAB+ digital radio and multiple connectivity including Apple CrPlay and Android Auto
• ‘Bluelink’ connected car services

Over the air software updates that don’t require dealership visits.

The V7E is powered by a single electric motor with up to 110kW of power and up to 230Nm of torque, with a choice of Normal or Eco drive modes and light or heavy regenerative braking.

This motor, which drives the front wheels through a single-speed automatic transmission, has an electronically limited top speed of 120km/h.

The V7E rides on double-wishbone front and rigid beam/leaf spring rear suspension with four-wheel disc brakes and electric power-assisted steering.

The Staria Load HEV is powered by Hyundai’s 1.6 T-GDi (Turbocharged-Gasoline Direct Injection) hybrid drivetrain, which comprises a 1.6-litre four-cylinder turbo-petrol engine producing 132kW at 5500rpm and 265Nm across a wide peak torque band between 1500-4500rpm. It also has combined CO2 emissions of 147g/km which is lower than the diesel’s 183g/km output.

This engine is paired with a single electric motor that produces up to 54kW of power and 304Nm of torque. Their official combined power output is rated at 180kW (50kW more than the diesel’s 130kW) but there’s no official combined torque figure, given the petrol engine and electric motor do not produce their peak torque values at the same time. Even so, based on our test drive, its torque is ample for mid-size van duties.

The six-speed automatic transmission replaces the conventional hydraulic torque converter with a hybrid electric motor/engine-disconnect clutch assembly. However, it still shifts and behaves much like a conventional auto, including the choice of sequential manual shifting.

It also offers three drive modes comprising ‘Eco’, ‘Sport’ and ‘Smart’ with the latter offering the best balance of performance and fuel efficiency which we mostly used during our test.

The hybrid system is also equipped with what Hyundai calls ‘e-Motion Drive’ which incorporates a series of automated control strategies for the electric motor that actively enhance chassis dynamics to optimise ride quality, handling and stability.

New front subframe bushings bring additional rough-road comfort while rear hydro bushings allow for more natural body movement over bumps. NVH (Noise/Vibration/Harshness) has also been addressed with greater noise insulation within the dash structure and body mountings.

Our Extended Range test vehicle has an official (WLTP) driving range of up to 329km from its 66kWh LFP (Lithium Ferro Phosphate) battery. Farizon claims AC charging from 15-100 per cent takes around five hours while DC fast charging from 20-80 per cent trims that to 33 minutes.

It was displaying 100 per cent charge and 332km of estimated driving range when we collected the vehicle, after which we drove 187km in typical metro traffic with average energy consumption of 20.2kWh/100km, leaving 47 per cent charge and 195km estimated range.

We used DC fast charging to go from 47-100 per cent charge in 42 minutes resulting in an optimistic 422km range estimate.

On this second charge we drove another 163km, of which more than 100km was hauling its near-maximum payload, resulting in higher consumption of 22.4kWh/100km. We completed our test with 40 per cent charge and 165km range remaining.

So, based on our consumption figures, you could expect a real-world driving range of more than 300km which aligns with its official WLTP-based figure, but is short of full-electric rivals like Kia’s smaller PV5 Cargo with more than 400km achievable in similar conditions.

Hyundai claims HEV combined consumption of only 6.5L/100km and the dash display was close to that at 6.8 when we stopped to refuel at the completion of our test. We covered a total distance of 339km comprising our usual mix of suburban, city and highway driving, of which more than 100km was carrying a heavy payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly higher at 7.1L/100km. Even so, that’s outstanding economy for a mid-size commercial van in real-world use, given the much higher figures we recorded with a Toyota HiAce LWB (10.7L/100km) and Staria Load diesel (10.9L/100km) during our most recent tests of those models using similar test procedures.

So, based on our numbers, you could expect an extensive real-world driving range of around 900km from its 65-litre petrol tank, which is 10 litres less than its diesel sibling.

The driving position is more bus-like than car-like in terms of its steering wheel positioning and the seat has no adjustable lumbar support. There’s also no left footrest to brace against, so it can feel like you’re sliding towards the front of the seat at times which would benefit from some rake adjustment in the base cushion.

We also noticed the steering column shaft (complete with universal joint) passes through the driver’s floor to the left of the brake pedal, which restricts where you can rest your left foot. The driver’s door mirror also doesn’t pivot outwards far enough, so about one third of the mirror’s view is filled with the side of the van.

It’s quiet at speeds up to 80km/h thanks to the near silence of its drivetrain but noise from the Chinese-made Wanli tyres increases and becomes intrusive at highway speeds, where wind buffeting around its large door mirrors was also detected.

Thanks to its relatively light kerb weight, the V7E offers energetic acceleration around town when unladen with acceptable ride quality on smooth bitumen. However, it starts to lose its composure on bumpy roads with excessive bouncing of the suspension, which could benefit from refinement of spring and damper settings.

To test its GVM rating we forklifted 975kg into the cargo bay, which with driver resulted in a total one-tonne-plus payload of 1065kg that was about 140kg less than its legal limit.

The stout rear leaf springs only compressed about 25mm but such a big increase in sprung weight failed to iron out the suspension’s excessive bouncing, resulting in harsh and at times unwieldy ride and handling on uneven road surfaces.

Some of the active safety systems were also overly intrusive, particularly the lane keeping function with its unnerving fluctuations in turning weight and forceful steering inputs.

Combined with relentless warning chimes, often with no obvious visual confirmation of what they were warning about, we decided that the most annoying of these offenders were best left switched off.

Driving a hybrid van is no different to driving a non-hybrid van. Apart from accelerating, braking and switching between drive modes, the driver has no input in how the vehicle performs as it continuously monitors and distributes outputs from the petrol engine, electric motor and hybrid battery to ensure sufficient charge, good response and optimum fuel efficiency at all times.

So, the driver only needs to concentrate on driving while the hybrid components talk among themselves. You can feel and hear the smooth transitions between petrol and electric power which are also visually tracked by information on the digital screens.

Although the HEV has more power than its diesel sibling, we didn’t sense a dramatic performance increase given its kerb weight is also higher.

Even so, it’s an energetic performer with good acceleration from standing starts combined with surefooted handling and braking. The unladen ride quality is firm, as you’d expect given its one-tonne payload, but with enough suppleness to maintain acceptable ride comfort.

To test its GVM rating we forklifted 650kg into the cargo bay which with driver equalled a total payload of around 750kg. The rigid-beam axle/leaf-spring rear suspension only compressed about 20mm under this weight which ensured it had plenty of wheel travel remaining to avoid any bottoming-out on our test route.

It hauled this payload with ease which included our 13 per cent gradient, 2.0km set climb at 60km/h. Engine braking on the way down, in a manually selected second gear, was not as robust but within expectations given its relatively small 1.6-litre displacement restraining a heavy payload. Overall, this hybrid drivetrain is well calibrated for commercial van use.

However, for potential buyers doing regular highway travel, we recommend fitment of Hyundai’s genuine accessory solid bulkhead between the cabin and cargo bay, to insulate occupants from considerable tyre noise emanating from the rear wheel housings at these speeds.

The Staria Load HEV earned the top Platinum rating in ANCAP’s Commercial Van Safety Comparison which assesses active collision-avoidance technology. Standard passive and active safety features include:

• Seven airbags
• Autonomous emergency braking (AEB) with vehicle/pedestrian/cyclist/junction turning detection
• Rear cross-traffic/blind-spot collision avoidance
• Lane keeping
• Reversing camera
• Front/rear parking sensors
• Tyre pressure monitoring

Adaptive cruise control and more.

The Farizon V7E comes standard with a five year/200,000km vehicle warranty and the lithium-ion propulsion battery is covered by a separate eight year/200,000km warranty.

There’s also five years of complimentary roadside assist.

Scheduled servicing is every 12 months/30,000km whichever occurs first. Capped pricing for the first five years/150,000km totals $2385 or an average of $477 annually.

Farizon has a national network of seven dealerships (sales/service) represented in all states except Tasmania and is expanding its national vehicle servicing network through an approved third-party provider.

The Staria Load HEV comes standard with a five-year/160,000km warranty and a separate eight- year/160,000km warranty covering the hybrid battery. There’s also 12 months of complimentary roadside assistance which is renewable annually with scheduled Hyundai dealer servicing.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Hyundai offers a five-year pre-paid servicing plan covering the first five scheduled services but pricing is calculated from a participating dealer's scheduled servicing prices at the time the plan is purchased, rather than a national standard set by Hyundai (hence the lower score in this segment).