Electric vans could cut annual energy bills by as much as 87%, according to research published by Volkswagen Commercial Vehicles this week. For businesses facing high diesel prices, that deserves attention-but not an immediate order.
The manufacturer modelled a van covering 13,190 miles a year. A diesel vehicle returning 39.2mpg at £1.83 per litre would cost about £2,770 in fuel. An electric van charged at 7p per kWh would cost approximately £369 for the same mileage, producing a saving of roughly £2,400.
There is a decisive condition behind that result: the electric van must obtain most of its energy from a cheap home or depot tariff. The calculation compares energy costs, not the complete cost of buying and operating a vehicle. It does not prove that every van user will save 87%.
The survey is useful. OnePoll questioned 1,000 UK van drivers for Volkswagen; 58% cited the difference between fuel and charging costs as a reason to consider switching. However, rural businesses and trade fleets should run their own numbers before treating the headline saving as achievable.
1. Start with your actual cost per mile
Collect at least three months of diesel receipts and mileage, preferably a full year where seasonal work changes significantly. Calculate the real fuel cost per mile for each van rather than relying on a brochure economy figure or a fleet-wide average.
Do the same for electricity. A 7p overnight tariff is not a universal rate. Record the tariff window, standing charges where relevant, charging losses and the proportion of energy likely to come from more expensive daytime or public charging.
Model at least three cases:
- Normal depot or home charging
- A demanding month with more public charging
- A disruption case in which the usual charger is unavailable
This produces a credible range rather than one optimistic figure.
2. Map the hardest working days
Average annual mileage can disguise the journeys that determine whether a van is practical. A vehicle may average only 50 miles a day but occasionally cover 180 miles while loaded, towing or travelling between remote sites.
For every replacement candidate, record maximum daily mileage, route elevation, motorway use, winter journeys, time spent stationary with heating or electrical equipment running, and where the van rests overnight. Include diversions and unplanned call-outs.
Range quoted under the WLTP test is a standardised comparison, not a promise for every working day. Payload, temperature, speed, accessories and route can all affect real-world energy consumption. The correct question is not simply “What is the range?” but “Can this specification complete our most demanding normal duty with an appropriate reserve?”
3. Check payload, body and towing requirements
Payload can rule out an otherwise attractive electric van. List the people, tools, stock, racking, tow equipment and permanent conversion carried by the existing vehicle, then weigh it in representative working condition.
Compare that figure with the exact derivative being considered. Do not transfer a headline payload from one wheelbase, battery or trim level to another. Confirm gross vehicle weight, axle limits, usable load volume and the effect of any body conversion in writing.
If the van tows, check the permitted trailer weight and combined limits for the precise model. Then consider what towing does to usable range. A demonstration should reproduce the job rather than use an empty vehicle on an easy route.
4. Price the charging project, not only the charger
Reliable off-street charging is central to the 87% scenario. Before choosing a van, obtain a site assessment covering electrical capacity, cable routes, groundworks, permissions, charger position, load management and future expansion.
The Government’s Workplace Charging Scheme is available to eligible organisations until 31 March 2027. For qualifying installations completed from 1 April 2026, support is capped at 75% of purchase and installation costs, up to £500 per socket and 40 sockets across an applicant’s sites. Eligibility and grant terms should be checked before work begins.
For rural premises, also ask what happens during a power interruption, how drivers will report a failed charge, and whether the mobile signal or data connection is sufficient for charger management. A charger that works in principle but is inaccessible behind parked machinery is not an operational plan.
5. Compare whole-life cost
Energy is only one line in the business case. Compare vehicles over the same ownership period and include:
- Purchase, lease or finance cost after any confirmed grant
- Charger installation, maintenance and software fees
- Insurance and road charges
- Scheduled servicing, tyres and expected downtime
- Public charging and payment-card fees
- Conversion or racking costs
- Residual value and disposal assumptions
Government guidance says eligible zero-emission vans can receive a discount through the Zero Emission Van Grant, with the seller including it in the purchase price. Grant levels and qualifying models can change, so verify the live list and quotation rather than assuming a particular saving.
Treat uncertain items openly. A range of residual values is more honest than a single confident forecast.
6. Run a measured pilot
Choose a duty cycle that appears suitable, then trial the intended vehicle or the closest available specification through real work. Record starting and ending charge, miles, payload, weather, route, charging time and any operational delay.
Include the drivers who will use it. They may identify practical issues that a spreadsheet misses: charging leads exposed to yard traffic, poor access to the load area, an unsuitable cab layout or a tariff window that clashes with shift times.
If the trial van needs interior protection, use accessories designed for the actual seat and vehicle. Farm Packs offers heavy-duty van seat covers, but fitment and safety compatibility should be confirmed before use-especially when testing a new model.
7. Set a decision rule before the sales conversation
Define what the pilot must achieve. That might include completing 95% of normal shifts without public charging, retaining a stated end-of-day reserve, carrying the verified load legally and beating the current van’s whole-life cost within an agreed margin.
Also define the exceptions. One electric van may work well on predictable local routes while diesel remains necessary for remote, high-mileage or heavy-towing duties. A mixed fleet can be a rational outcome, not a failed transition.
The practical conclusion
The reported 87% reduction is a credible illustration of what cheap overnight charging can do to energy costs under a specific set of assumptions. It is not a guaranteed saving and should not be presented as one.
For operators with off-street parking, predictable routes and suitable payload needs, the current gap between diesel and overnight electricity strengthens the case for a properly measured trial. Businesses dependent on public charging, irregular long-distance work or heavy towing need a more cautious model.
Use the headline to start the calculation-not to finish it. Routes, loads, charging access and whole-life cost will decide whether an electric van is genuinely cheaper for your business.
This article provides general information. Vehicle capability, grant eligibility, tariffs and operating costs vary; obtain current manufacturer, installer, insurer, finance and professional advice before purchasing or installing equipment.
Sources
FleetPoint: “Electric vans could cut fuel bills by up to 87%, research finds” - 28 September 2026
The Independent: “Electric van drivers could cut fuel bills by £2,400 a year” - 29 September 2026
GOV.UK: Zero emission van and truck grant eligibility and applications - updated 15 September 2026
GOV.UK: Changes to electric vehicle chargepoint grant schemes - published 3 March 2026
