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Carrying more cargo usually reduces an electric van’s range, and towing can reduce it further. In Arval’s 2024 controlled dynamometer tests, towing had a larger effect than adding payload alone in the tested vans. The size of the reduction is not universal: it depends on the van’s exact configuration, load, trailer, route, speed and conditions. Use manufacturer range figures to compare vehicles, not as a promise of how far a loaded van will travel.
Why payload and towing use more energy
Payload is the cargo, equipment and other weight added to a van and its occupants. Towing is a separate operating condition: the van must move its own weight and payload while pulling a trailer and whatever the trailer carries. A van can be heavily loaded without towing, tow a trailer with little cargo inside, or do both. Those situations should not be treated as interchangeable.
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More mass means the vehicle needs more energy to accelerate and climb. A trailer adds mass to move, and its shape can add aerodynamic drag. The relative contribution of mass and drag depends on the vehicle, trailer and journey. The available test results do not establish a universal split between those effects or a fixed percentage penalty for towing.
Range is also affected by factors beyond weight. Ford says its published WLTP range is a comparability estimate and that actual range varies with temperature, driving behaviour, route profile, maintenance and battery condition. A short, hilly route in cold weather with frequent stops is not equivalent to a steady test cycle, even if the van and load are the same.
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What controlled testing found
Arval’s July 2024 report, Does Towing And Payload Affect Range?, describes testing commissioned from UTAC Millbrook. The report says repeatable dynamometer tests were intended to model real-use driving conditions. Four scenarios were compared: no payload and no trailer; half payload and no trailer; full payload and no trailer; and full payload while towing a 500 kg trailer.
The reported changes are percentage-point reductions relative to the test’s real-use maximum, not a percentage that can be applied to every electric van. Arval does not establish these figures as predictions for other vehicles, trailers or journeys.
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| Tested vehicle class | Half payload, no trailer | Full payload, no trailer | Full payload plus 500 kg trailer | Full-load towing result |
|---|---|---|---|---|
| Large electric LCV | Range fell 11.3 percentage points from the unladen result. | A further 3 percentage points lower than at half load. | A further 17 percentage points lower than at full load without towing. | 68.6% of the tested real-use maximum. |
| Mid-size electric LCV | Range fell 7.3 percentage points from the unladen result. | A further 3.9 percentage points lower than at half load. | A further 12.9 percentage points lower than at full load without towing. | The report describes an additional reduction under full-load towing; a final percentage is not stated in the supplied report findings. |
For the large van, the sequence shows why “payload penalty” and “towing penalty” should be separated: the test recorded a relatively small additional reduction from half to full load, then a larger reduction when towing was added to the full load. The mid-size van showed the same broad pattern, with a larger reported change for the towing step than for the move from half to full payload. This supports the report’s conclusion for its test set, not a guarantee that towing will always have the larger effect in every real-world comparison.
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A free scan shows the junk files, broken settings and background clutter dragging Windows down - then fixes them in one click.Free scan · Windows 10 & 11Arval also gave real-use baselines relative to WLTP of 57% for the full-size electric LCV, 55% for the mid-size electric LCV and 50% for a car in its 2023 report. These are context figures from that report, not current range guarantees or corrections to apply to a particular van. The 2024 scenario reductions should be read within the tested vehicles and protocol; they do not provide a universal conversion from a brochure range to a loaded-trip range.
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How to read a van’s published range, payload and towing figures
Specification sheets often show several headline maximums side by side. They may refer to different trims, body styles, batteries or drivetrains, and should not be assumed to describe one vehicle that achieves every maximum at once. Check the exact variant and its documentation before planning a job.
| Vehicle or specification | Published range basis | Payload | Maximum towing | Important qualification |
|---|---|---|---|---|
| Ford 2026 E-Transit Custom AWD, Limited Van L1H1 | 325 km maximum range in the technical sheet | 1,038 kg gross payload | 2,300 kg | Figures are configuration-sensitive; load capacity depends on weight and distribution. |
| Ford 2026 E-Transit Custom AWD, Sport Van L1H1 | 316 km maximum range in the technical sheet | 1,024 kg gross payload | 2,300 kg | Figures are configuration-sensitive; load capacity depends on weight and distribution. |
| Ford 2026 E-Transit Custom AWD, Trail Van 320 L1H1 | 315 km maximum range in the technical sheet | 857 kg gross payload | 2,300 kg | Figures are configuration-sensitive; load capacity depends on weight and distribution. |
| Ford E-Transit Custom model-year update | Up to 373 km WLTP for rear-wheel drive; up to 342 km WLTP for AWD | Not stated for these headline range figures | Not stated for these headline range figures | These WLTP figures are not towing tests; actual range varies with operating conditions and battery condition. |
| Hyundai STARIA Cargo electric, Hyundai Motor Europe page | Up to 450 km estimated WLTP | 1,040 kg | 2,000 kg | Manufacturer figures for its stated model and market; not a direct comparison with a different test basis or configuration. |
| Renault Trafic Van E-Tech electric, 2026 announcement | Over 470 km WLTP, with homologation pending in the announcement | 1.3 tonnes | 2 tonnes | Range was not yet homologated when announced; confirm final market specifications. |
The Ford technical-sheet examples are AWD L1H1 variants, while its later model-year update presents separate rear-wheel-drive and AWD WLTP range maxima. Do not combine the update’s highest range with a payload or towing figure from another variant and assume that combination describes an available vehicle. Likewise, the Hyundai and Renault figures are manufacturer claims for different models and markets, not results from a shared loaded-and-towing test.
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Gross vehicle mass (GVM) is the maximum permitted mass of the vehicle when loaded. Payload is constrained by that limit and by how weight is distributed. Towing capacity is a separate limit for the trailer; it does not mean the van can tow that maximum while also carrying its full stated payload. Check the vehicle’s plate, handbook and market-specific documentation for the permitted combination, including any limits that apply to the trailer and its coupling.
How much range will towing take off your van?
There is no single defensible number from these sources. Arval’s test shows meaningful additional reductions from towing a 500 kg trailer with a full load, but its measured outcomes belong to the tested vehicle classes and conditions. Ford’s WLTP figures are comparison values, not measurements of a loaded van towing a trailer. Hyundai and Renault’s listed range, payload and towing figures likewise do not state a range under a shared towing scenario.
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For a practical estimate, start with the exact vehicle’s range basis, then use evidence that matches the real job as closely as possible. A manufacturer or fleet operator may have route records for the same van, trailer and load. If no matching evidence exists, plan conservatively, identify charging options before departure and treat a long towing leg as a higher-uncertainty trip rather than multiplying brochure range by a generic towing percentage.
- Match model year, battery, body, trim and drivetrain; even variants in one model range can have different payload and range figures.
- Confirm the actual cargo and equipment weight, trailer mass and load distribution. The trailer’s stated capacity is not its actual loaded mass.
- Consider route profile, speed, weather, stops and charging access. A range figure without these operating details cannot predict a specific trip.
- Keep a reserve appropriate to the route and the consequences of arriving low on charge. Do not plan to use the entire nominal range between charging points.
Check the load and towing setup before departure
A range plan is only useful if the vehicle is also within its legal and manufacturer limits. Record what is in the van and trailer, including tools, shelving or other equipment that may be overlooked when calculating payload. The driver, passengers and accessories also contribute to the vehicle’s loaded mass.
- Identify the exact vehicle variant. Confirm model year, body, drivetrain and the specification plate or handbook figures for GVM, payload and towing.
- Weigh or reliably calculate the load. Include permanent fit-outs as well as cargo and occupants. Compare total vehicle mass and its distribution with the vehicle’s limits rather than relying only on a trim-level maximum.
- Check the trailer as loaded. Account for the trailer and cargo together, and verify the permitted trailer mass and coupling limits for the van. A trailer tongue-weight scale can help measure tongue load, but it neither changes rated capacities nor predicts range by itself.
- Confirm that the combined setup is permitted. Do not assume maximum payload and maximum towing can be used simultaneously; the vehicle-specific documentation governs the allowed combination.
- Plan charging around the towing journey. Select stops that suit the route and expected energy use, and preserve a margin for delays, weather or a charger that is unavailable.
Common mistakes that lead to poor range estimates
- Applying one towing percentage to every van. Trailer mass, shape, speed, road and vehicle configuration differ. Arval’s 500 kg-trailer tests are useful evidence of direction and relative impact in tested cases, not a universal calculator.
- Treating WLTP as a loaded-trip promise. WLTP helps compare vehicles under a standardized test basis. It is not the expected distance for a specific van with a particular payload and trailer.
- Adding separate maximums together. A published maximum range, payload and tow rating may belong to different configurations or operating assumptions. Verify the exact variant and allowed combined loading.
- Confusing percentage points with percent change. Arval reports scenario changes in percentage points relative to its test result. These are not identical to saying range fell by the same percent, and neither wording makes the result universal.
- Ignoring the actual trailer load. A 500 kg trailer scenario does not describe a heavier trailer, a different trailer shape or every cargo arrangement. Use the actual loaded setup when planning.
How to compare electric work vans fairly
When choosing between vans for a regular job, compare equivalent vehicles and equivalent work rather than the largest number in each brochure. Record the market and model year, battery, body, drivetrain and trim. Compare payload and towing limits for that precise configuration alongside the range test basis.
Then define the operating case: the van’s cargo, trailer and trailer load; the route and speed; expected weather; and where charging is available. Separate official cycle figures from scenario-test results. A manufacturer’s WLTP maximum and an independent or fleet test under load answer different questions, so label them rather than blending them.
If a job routinely combines a full work load and towing, prioritize evidence from that combination. Ask whether published payload accounts for a particular body or equipment fit-out, whether the trailer rating is for the relevant market and variant, and what charging opportunities exist on the route. The van with the highest unladen range may not be the best fit if its usable payload or approved towing limit does not suit the work.
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