Not every parcel needs a Transit.
For decades, the full-size van has been the default choice for almost every commercial delivery job. Yet on short urban routes, many of those vans spend their days carrying relatively small loads, sitting in traffic and searching for somewhere suitable to stop.
A new Sussex-based specialist called MicroVolt believes there is a better answer. Its range of compact electric vehicles has been created for the space between an electric cargo bike and a conventional van, giving businesses another option for last-mile deliveries, site transport and urban logistics.
What is MicroVolt?
MicroVolt officially launched in March 2026 as a business-focused supplier of micro electric vehicles. Although the brand is new, it is operated by JLC EV’s Limited, an East Sussex electric vehicle distributor that has been trading since 2022. JLC EV itself grew from the wider JLC Group, which has experience supplying automation and equipment to organisations including Gatwick and Heathrow airports.
The company is based at Lower Dicker, near Hailsham, and is positioning itself as a specialist rather than another general electric vehicle retailer. Its intended customers include delivery companies, restaurants, hospitals, universities, local authorities, warehouses and organisations operating across large private sites.
MicroVolt is the exclusive UK importer for Australian-designed Benzina Zero vehicles and the exclusive UK distributor for the Vectrix i-Cargo. It is also bringing the Chinese-built Derry Neomor D01 micro van to Britain.
The Derry Neomor D01 micro electric van
The most van-like vehicle in MicroVolt’s initial range is the Derry Neomor D01.
Manufactured by Derry New Energy Auto under its Neomor commercial vehicle brand, the D01 is only around 3.3 metres long and 1.1 metres wide. That makes it considerably narrower than a typical small van, helping it negotiate restricted entrances, narrow streets and crowded loading areas.
The UK model combines a 10kWh lithium iron phosphate battery with a claimed range of up to 74 miles. Its maximum speed is 44mph, so this is clearly not intended for motorway journeys or long-distance courier work.
However, for local delivery rounds, maintenance teams or businesses moving equipment around a large site, those figures could be more than sufficient. Charging from empty to 80% is said to take less than three and a half hours, while a full charge takes approximately four and a half hours.
The standard cargo version provides around 1.8 cubic metres of load space and a payload of up to 290kg. The rear can also be configured as a box body, pick-up, flatbed or refrigerated vehicle. Neomor lists additional international configurations including postal and larger 2.5-cubic-metre cargo bodies, although availability may vary in the UK.
It is an unusual-looking machine, but that is largely because it has been designed around a very specific job rather than attempting to look like a scaled-down lifestyle van.
A three-wheeler that sits between a scooter and a van
MicroVolt’s other particularly interesting commercial vehicle is the Vectrix i-Cargo.
This is a three-wheeled electric utility vehicle with a permanently upright chassis, an enclosed rider area and a configurable rear cargo compartment. It is powered by two 3kW motors, can carry up to 235kg and has a claimed maximum range of around 93 miles when fitted with three removable battery packs.
Its batteries can be removed for charging or exchanged for charged units, potentially allowing a vehicle to return to work without remaining plugged in for several hours. A full charge is quoted at under three and a half hours.
Temperature-controlled cargo compartments can also be specified, opening the door to food, grocery and pharmaceutical deliveries.
Electric mopeds and cargo bikes complete the range
At the smaller end of MicroVolt’s portfolio are three Benzina Zero vehicles.
The Duo and Duo+ are electric mopeds developed for commercial delivery work. MicroVolt says the Duo has a 1,200W motor and a range of up to 65 miles, while the more powerful 1,500W Duo+ offers up to 59 miles. Both can be fitted with insulated food boxes, pizza boxes, racks and other delivery equipment.
The Benzina Zero HAULeR is an electrically assisted cargo bike with a 250W motor, assistance up to 15.5mph and a claimed range of 62 miles. Its quoted 130kg payload is substantial for an e-bike, although that figure will naturally include any cargo, equipment and potentially the rider, depending on how the manufacturer defines it.
Because it meets the requirements of an electrically assisted pedal cycle, the HAULeR does not require vehicle registration, road tax, insurance or a driving licence. That could make it an accessible entry point for businesses needing to cover short, concentrated delivery routes.
MicroVolt is not trying to replace every van
That distinction is important. These vehicles are not credible replacements for a large van carrying heavy loads between cities, nor are they designed to spend hours travelling at motorway speeds.
In an interview with Fleet News, MicroVolt director Nathalie Hayes explained that the strongest applications are short, high-frequency routes, commonly covering less than 50 or 60 miles in a shift. Examples included parcel delivery, food logistics, pharmaceutical distribution and transport within hospitals, campuses and large estates. She also stressed that micro electric vehicles should complement conventional vans rather than replace them completely.
That feels like the sensible way to approach the category. The question should not be whether a micro EV can do everything a Ford Transit can. It should be whether a Transit is necessary for every job currently assigned to one.
Charging could be one of the biggest advantages
Introducing electric vans can require depots to upgrade their electrical supplies, install charging hardware and rethink how vehicles are scheduled.
MicroVolt says many of its smaller vehicles can charge from an ordinary power socket. Some have removable batteries that can be charged indoors, while the Vectrix can use exchanged battery packs to reduce downtime.
That could allow businesses to trial electric transport without immediately committing to an expensive charging project. Nevertheless, operators would still need to examine fire safety, secure battery storage, electrical capacity and charging procedures before deploying a larger fleet.
My view: Brighton could be an ideal testing ground
As someone based in Brighton, it is easy to see where vehicles like these could work.
The city has narrow streets, heavy traffic, limited loading space and plenty of businesses making relatively short journeys. Hospitals, universities, hotels, retailers, takeaway restaurants and facilities teams could all have potential uses for something smaller than a conventional van.
That does not automatically make MicroVolt’s proposition a success. Fleets will want evidence covering reliability, servicing, parts supply, residual values, driver comfort and productivity in British weather. Operators will also need to make sure the payload, range and body configuration work on their actual routes rather than relying entirely on brochure figures.
MicroVolt says it will support customers with vehicle selection, route matching, demonstrations, structured trials, training, servicing and regulatory guidance. That support may prove just as important as the vehicles themselves because this remains a relatively unfamiliar category for many British fleet operators.
I have not driven any of the MicroVolt range, so this is not a vehicle review. On paper, though, the idea makes a great deal of sense.
The future of commercial transport is unlikely to be a simple switch from every diesel van to an equivalent electric van. In crowded towns and cities, it may also involve choosing a vehicle that is smaller, lighter and better matched to the work it is actually being asked to do.
MicroVolt now needs to prove that theory in real-world UK fleets.