2023 Fiat E-Ulysse -  Price and Details

So far, customers have been a little hesitant at Fiat when it comes to e-cars. Apart from the renovated cult 500, no model has been electrified so far.

Now, with the E-Ulysse, a second model series is added and promises excitement in the van segment. This decision certainly has nothing to do with an odyssey, even though Odysseus, the godfather of all things, is famous for it. In association with France, there was already a space glider with the same name.

Now there is a new edition under the joint Stellantis label. Those who find similarities between the E-Ulysse and the Peugeot e-Traveller, Citroën ë-Spacetourer and Opel Zafira-e Life are not far wrong. The brothers in the bus alliance share the same group technology and are also built-in parallel in Valenciennes, France. However, each brand is free to design the nose and a few other details to its liking.

Fiat's adventure-sounding power box is aimed at all those for whom a station wagon is already too small and who need more comfort than parcel delivery men and tradesmen in the identically constructed E-Scudo van (from 45,100 euros gross). Such as Taxi drivers, shuttle services or self-employed people with a lot of luggage. And because it is so difficult to fit their needs under one roof, the range is correspondingly variable with two lengths and two battery sizes.

The standard length of the E-Ulysse (from 55,990 Euros) is 4.95 metres, and the L-version (extra charge: 1000 Pound) is 5.30 metres. With a payload of 800 kilos, it can carry up to 3.6 cubic metres of cargo - or up to eight people. The seats, optionally available in leather, heated and with massage function, can be moved, folded and, of course, removed at will. And the top version can even be converted into a conference vehicle by turning the middle seat towards the rear.

The range can also be varied. The battery installed in the underbody can be ordered with 50 kWh and 230 kilometres (WLTP) or - for an extra charge of 6000 euros - with 75 kWh and 330 kilometres. If you mainly drive in the city and save on heating and air conditioning, the daily minus to the laboratory value is not great in either case. Of course, the E-Ulysse officially reaches 130 km/h.

If you don't feel so good about it, you can also take it in hand: With the switch set to "Eco", a meagre 60 kW is available, with "Normal" a respectable 80 and with the switch set to "Sport", the full 100 kW is available. Despite the two-tonne kerb weight, the car is well suited for everyday driving. However, the opposite is more sustainable: take your foot off the pedal as often as possible and use recuperation to gain power. The level can be selected in two stages, whereby "B" sucks up a lot of propulsion, but still manages without brake lights.

No matter how economical the ride, the battery will eventually run out. Half an hour at a 100-kW charger will charge it to 80 per cent (45 minutes for the big one), five hours at a wall box (the 75-kWh battery allows itself a good seven), and six times as long at a domestic socket. An on-board charger with 11 kW for a three-phase alternating current comes as standard.

The E-Ulysse cannot quite deny its relationship to a commercial vehicle. Although it has rear wishbones with coil springs instead of the rigid axle common in this segment, it is more pleasant to drive loaded than empty. The steering could be a little more direct, but the turning circle of 11.30 metres (L version 12.40 metres) is pleasantly city-friendly. Speaking of which: with a height of around 1.90 metres, even the entrance to a multi-storey car park is no obstacle. And to ensure that nothing goes wrong on the construction site, a traction control system is on offer.