Fiat E-Doblo review

It's fair to say the first Doblo, with its awkward styling and Fiat’s then-questionable reputation, lacked the appeal of other models, but times have changed. It's now near-identical to several rivals and, like them, is available as an electric van – the Fiat E-Doblo we're reviewing here.

The E-Doblo is now part of the Stellantis van portfolio, meaning it’s mechanically identical to the Citroën ë-Berlingo, Peugeot e-Partner and Vauxhall Combo Electric, as well as the Toyota Proace City Electric. Buyers shopping in this segment would be wise to compare trim levels, dealer support, and pricing across the brands.

The E-Doblo has just had a mild update, including subtle styling tweaks. Its front end gains a cleaner, more modern look, with a full-width LED strip and bold FIAT lettering on the grille-free panel. Inside, small refinements improve the cabin, while drivetrain updates bring slight gains in range and performance.

Does the Fiat E-Doblo do enough to stand out among its Stellantis siblings – or against strong rivals including the Ford E-Transit Courier and Renault Kangoo E-Tech (and its Mercedes eCitan and Nissan Townstar EV counterparts)? Let's find out...

Every version of the Fiat E-Doblo is fitted with a single electric motor producing 100kW of power, equating to 134bhp.

That might sound a little modest against the (frankly silly) 282bhp you can get for the larger Ford E-Transit Custom, but when you consider that the diesel Fiat Doblo tops out at 129bhp, it should be more than adequate for most. The 199lb-ft of torque is on tap from the get-go, which is pretty handy in urban driving with a fully laden vehicle.

Electric vans are often judged initially on the range from a full charge, and the E-Doblo doesn’t disappoint, offering an official WLTP Combined test cycle distance of 213 miles between charges. The usual caveats apply though: weather, payload, driving conditions, gradients and towing will all conspire to bring the figure tumbling down.

The official range is best used as a comparison with other vans, and the E-Doblo fares quite well here. The new Ford E-Transit Courier had a test result of 181 miles and the Renault Kangoo E-Tech (together with related Mercedes eCitan and Nissan Townstar EV) managed 186 miles.

The van feels quite nippy, and although the manufacturer quotes a 0-62mph acceleration time of 11.7 seconds, somehow the driver is left with the impression that it’s quicker than that. It certainly sprints off the line to 30mph sharply, but performance then tails away all the way to motorway speeds.

There are three selectable driving modes to balance performance and range: Eco, Normal and Power. Normal, which is automatically selected on start-up by default, restricts power to 108bhp in an effort to balance performance and range. Select Eco and you’ll now have just 80bhp (and a reduced air-conditioning effect) but will enjoy the maximum range possible. Only if Power is chosen will the full 134bhp be on offer.

To enhance the range, there are a number of selectable regenerative braking modes, which use deceleration drag on the motor to recharge the battery.

With maximum "regen" selected, a driver can avoid using the brakes in many cases, and long, steep gradients will see the range available creep up in a satisfying manner. Most will choose a less severe setting because the braking effect can prove to be too much, especially on high-speed roads and motorways.

From a handling perspective, the E-Doblo is absolutely fine. The experience isn’t exactly exciting or noteworthy, but it’s drama-free, and the unladen ride is smooth and comfortable. The more spirited driver will find the steering a little vague, tempering any intentions to throw the van into fast corners in a gung-ho manner.

Compared with the Kangoo E-Tech, which corners enthusiastically, and – to a slightly lesser degree – the E-Transit Courier, the E-Doblo falls short and will disappoint the enthusiastic pilot.

“Achieving the full 213 miles from a charge might be tricky but real-world driving showed it’ll return 175 miles without too much of a problem. That’s about the same as the promised range from some rivals." – Phil Huff, Van Reviewer

The Fiat E-Doblo isn’t the most exciting electric van in terms of cabin ambience or cutting-edge design, but it delivers solid practicality for businesses looking for an efficient and functional workhorse. In other words, it gives you a no-nonsense environment that prioritises function over luxury.

The dashboard lay-out is straightforward, with a clear driver's display showing essential information such as battery charge, range and energy flow. Higher trims get a full-colour digital display while entry-level models make do with a simpler set-up.

Cost-cutting is noticeable on entry-level models. While glossy brochures highlight the Primo model, with its 10in touchscreen on the dashboard, it's missing from entry-level E-Doblos. Base models lack a radio too, leaving drivers to rely on the Smartphone Station – a clunky but solid phone mount in place of the infotainment screen. You're expected to use your phone for music or navigation apps.

Storage in the cab is reasonable, with a decent-sized glovebox, door bins and an overhead shelf to accommodate daily essentials. However, there’s no abundance of clever storage solutions, and those needing extra nooks and crannies might find the lay-out slightly limiting.

Base spec E-Doblo vans are fitted with a single passenger seat, while Primo vans get a two-person bench. The bench offers extra practicality, incorporating a load-through hatch that extends cargo-carrying capability into the cab

However, as with many small vans that attempt to squeeze three people across the width of the cab, space is at a premium. The design limits leg room, making long journeys uncomfortable for whoever is unlucky enough to sit in the middle facing the protruding chunk of dashboard usually housing the gear lever. That’s not needed in the electric van version, but the bulge remains.

“I think many drivers will find the entry-level E-Doblo a bit too lacking in tech by modern standards. Who wants to spend a day on the road without a proper built-in radio or sat-nav?” – Phil Huff, Van Reviewer

You can choose from two body lengths for the Fiat E-Doblo – the L1 and the longer L2. A Crew Van variant is also available, offering an additional row of seats at the expense of cargo space.

The E-Doblo L1 has a maximum load length of 1817mm, which extends to 2167mm in the longer version. Load volumes are 3.3m³ and 3.9m³ respectively. If fitted with a load-through bulkhead (available on select trim levels), the van can accommodate longer items, adding an extra 0.5m³ of space, although this is limited to slim objects rather than full-size pallets.

Payloads vary by configuration, topping out at 781kg for the most capable variant, with heavier models reducing this to 691kg. Towing capacity across the range is limited to 750kg, which is sufficient for lighter trailers but lags behind the Mercedes eCitan, Nissan Townstar EV and Renault Kangoo E-Tech, which can haul up to 1500kg.

When compared with rivals, the E-Doblo holds its own in most respects. The Ford E-Transit Courier, for example, is only available in a single body length with a loadspace of 2.9m³ and a maximum payload of 698kg.

Access to the E-Doblo’s cargo area is provided by twin rear doors, which open asymmetrically. The L1 model comes with a single side loading door while the L2 gains a second on the driver’s side for added practicality.

Inside, the cargo bay is square and well-shaped to accommodate a range of loads, with multiple lashing points to secure items in transit. A full-height bulkhead is standard, ensuring that shifting loads remain safely separated from the cab area.

“The E-Doblo doesn't lead in any specific area but it’s so close across every measure that I think it’ll likely work for most business users.” – Phil Huff, Van Reviewer

The Fiat E-Doblo is competitively priced – in fact, curiously, it's a few per cent cheaper than the near-identical Vauxhall Combo Electric. It also undercuts its closest rival, the Renault Kangoo E-Tech, making it a more cost-effective option for cash buyers.

The Ford E-Transit Courier is a cheaper alternative, but as a smaller van, it offers less in terms of both maximum payload and cargo volume. The Toyota Proace City Electric is typically more expensive but has a trump card: a 10-year warranty, with few arduous conditions attached. The E-Doblo comes with a standard three-year/60,000-mile warranty, as do its Stellantis-built companions.

All E-Doblos get air-conditioning, cruise control and a plethora of safety tech. Primo adds the 10in infotainment touchscreen, sat-nav, a 180-degree reversing camera and a digital rear-view mirror.

Servicing intervals are generally reasonable, requiring a visit to a dealer every two years or 25,000 miles. However, there is an initial service at 12 months, which is an exception to the otherwise long intervals.

Charging speeds are much as you’d expect: a 7kW home EV charger can fully recharge the E-Doblo's battery from empty in seven and a half hours, while a 100kW DC rapid charger can boost the charge to 80% in just 30 minutes, making quick top-ups viable during busy work schedules.

Depreciation could be a concern. While you’d expect all four Stellantis models to hold value similarly, brand perception plays a role. Fiat models in particular might suffer from lower demand in the used market, with buyers traditionally favouring Peugeot, Citroen and Vauxhall alternatives. That could result in a higher overall cost of ownership due to steeper depreciation – an unfortunate but often unavoidable reality.

“I don't think Fiat’s reputation for unreliability should concern potential E-Doblo buyers. It's built on the same production line as the Peugeot Partner and is good enough that Toyota gives its version a 10-year warranty.” – Phil Huff, Van Reviewer 

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