Sprinter vs. Transit vs. Crafter vs. Boxer — Best Vans for Camper Conversion in the UK
- Shane Monks O'Byrne
- Apr 21
- 40 min read
Updated: May 12
Converting a large panel van into a camper is a popular way to create a bespoke motorhome. But which base van is best for a camper conversion in the UK? In this post, we compare six of the top contenders: the Mercedes-Benz Sprinter, Ford Transit, Peugeot Boxer / Citroën Relay / Fiat Ducato (these three are basically the same van, often called the “Sevel” vans), VW Crafter / MAN TGE (virtually identical models), the Renault Master, and the Iveco Daily. We’ll focus mainly on the long-wheelbase high-roof versions (commonly referred to as L3H3 models) to keep comparisons consistent. These L3H3 variants offer ample space for a full camper build – high roofs you can stand up in and long bodies for comfortable layouts – without going into the absolute longest “mega” van sizes. We’ll also touch on other size options where relevant.
Index
Shane, the founder of The Van Conversion, is a campervan professional and NCC-certified electrical installer. Since 2020, he’s lived on the road full-time, completing several van builds along the way. He’s the author of Roaming Home and the creator of The Van Conversion Course, which have helped thousands build their own vans. Shane also writes The Van Conversion Newsletter, where he shares hands-on tips and practical insights. He’s passionate about empowering others to make their vanlife dreams reality.
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Below you’ll find a side-by-side comparison of key dimensions, payload, and turning circles for these vans, followed by detailed sections discussing each model’s pros, cons, real owner feedback, and suitability for vanlife conversions. We’ll also cover available electric versions (as of 2025), UK pricing, and any insurance considerations for each van. By the end, you should have a clear picture of the best vans for a camper conversion in the UK and which one might be the right fit for your DIY motorhome project.
Side-by-Side Van Dimensions and Specs (L3H3 Models)
For a fair comparison, let’s look at approximate dimensions and capacities of the long-wheelbase, high-roof versions of each van (L3H3 configuration for most). This will show how they stack up in size – important for planning your camper layout.
Van sizes
Van | Overall Length (mm) | Cargo Length (mm) | Interior Height (mm) | Interior Width (mm) | Between Wheel Arches (mm) | Internal Load Volume (m³) |
Mercedes Sprinter | 6967 | 4410 | 2243 | 1787 | 1350 | 15.5 |
Ford Transit | 5981 | 3494 | 2125 | 1784 | 1392 | 13 |
Peugeot Boxer / Citroën Relay / Fiat Ducato | 5998 | 3705 | 2172 | 1870 | 1422 | 15 |
VW Crafter / MAN | 6836 | 4300 | 2189 | 1832 | 1380 | 14 |
Renault Master | 6315 | 3816 | 2138 | 1765 | 1370 | 13.4 |
Iveco Daily | 7230 | 4680 | 2100 | 1800 | 1350 | 18 |
*Peugeot Boxer shares specs with Citroën Relay and Fiat Ducato – all three are identical in dimensions. As do the VW Crafter and MAN vans.
Drivetrain mechanics
Van | Drivetrain | Engine (Diesel) | Gearbox Options | AdBlue / DPF | Turning Circle Wall-to-Wall (m) |
Mercedes Sprinter | RWD / AWD | 2.0L 114–190PS | 6M / 9A | Yes | 16.2 |
Ford Transit | FWD / RWD / AWD | 2.0L 105–170PS | 6M / 10A | Yes | 14.0 |
Peugeot Boxer / Citroën Relay / Fiat Ducato | FWD | 2.2L 120–165PS | 6M | Yes | 14.5 |
VW Crafter | FWD / AWD | 2.0L 102–177PS | 6M / 8A | Yes | 16.2 |
Renault Master | FWD / RWD | 2.2L 130–150PS | 6M / 6A | Yes | 15.0 |
Iveco Daily | RWD / RWD Twin Wheel | 2.3L / 3.0L 136–210PS | 6M / 8A (Hi-Matic) | Yes | 14.8 |
Cost & Practicality
Van | Base Price (ex-VAT £) | Max Payload (kg) | Fuel Tank (L) | MPG (approx) | Used Availability | Conversion Ecosystem |
Mercedes Sprinter | 43000 | 1085 | 71 | 30 | Medium | High |
Ford Transit | 37000 | 1300 | 70 | 32 | High | High |
Peugeot Boxer / Citroën Relay / Fiat Ducato | 31000 | 1427 | 90 | 34 | High | Very High |
VW Crafter | 38500 | 1360 | 75 | 30 | Medium | Medium |
Renault Master | 33500 | 1230 | 80 | 33 | Medium | Medium |
Iveco Daily | 42000 | 1150 | 70 | 27 | Low | Low |
Data sources:
Van dimension comparisons
Length
The Sprinter and Crafter are the longest here in L3 form (~6.8–7.0m long), providing the most interior length, whereas the Transit and Boxer/Ducato are around 6.0m long (still plenty for a comfortable camper, just less garage space). The Iveco Daily LWB splits the difference with ~7.23m length (and it even comes in a longer version around 7.6m if you truly need a giant van).
Height
In terms of interior standing height, Ducato/Relay/Boxer and Crafter/MAN offer the tallest roofs (~2.17–2.19m inside) – great for taller folks or adding a chunky floor insulation and still standing up. Sprinter and Master high roofs are around 2.1–2.14m inside, while the Transit’s H3 is about 2.125m (if FWD; ~2.025m if RWD due to the higher floor).
Width
The Sevel trio (Boxer/Relay/Ducato) are widest by far at ~1.87m internal width – one of their biggest selling points, allowing a 6’ bed sideways with careful insulation. This is the main reason why I have personally bought a new Citroen Relay for my newest conversion.
The Sprinter, Transit, and Crafter are all around 1.78–1.83m wide inside, meaning many people over ~5’11” (180cm) can’t sleep straight across without modifications (flares or side pods). The Master is slightly narrower (~1.76m), and the Daily about 1.80m.
Payload
When it comes to payload at 3.5 tonnes GVW (important if you plan to keep your camper under the UK license limit of 3.5t), most of these vans can carry roughly 1.1 to 1.4 tonnes of conversion and gear. The front-wheel-drive vans (Transit FWD, Boxer/Ducato, Master) tend to have a bit more payload capacity because they’re lighter to begin with – e.g. a Peugeot Boxer L3H3 can take around 1,427 kg payload. The Sprinter 3.5t in L3H3 can carry about 1,085 kg max , and a RWD Transit is usually in the 1.2–1.3 tonne range. The Iveco Daily is heavy-duty and often has the lowest payload at 3.5t (around 1.0–1.2 tonne in practice) because the van itself is heavier built. If you need more payload, many of these models offer 4.0–5.0t versions (with corresponding requirement for a C1 license).
Turning circle
Finally, the turning circle: a Transit L3 has a remarkably tight turning radius (~13.3 m kerb-to-kerb) – surprisingly nimble for its size. Having personally owned a Ford Transit L3H3, and driven in some very tight places, I can personally confirm this turning radius. I've found it very easy to drive in tight places. The Boxer/Ducato is also good (~14.5 m), thanks to FWD and a shorter wheelbase. The big RWD vans like the Sprinter and Crafter need around 16 m wall-to-wall to U-turn, and the Master and Daily fall somewhere in between (around 14–15 m). In other words, a long Sprinter/Crafter will feel a bit less maneuverable in tight UK streets compared to a Transit or Boxer. If you’re frequently driving in cities or narrow lanes, that’s worth considering.
🏆 Van Awards: What Do the Experts Say?
Every year, a handful of respected industry awards name the top-performing vans based on reliability, innovation, and practicality.
The International Van of the Year (IVOTY) is the big one across Europe, judged by journalists from 25+ countries. Over the past decade, the Sprinter, Transit Custom, and Renault Master have all taken top honours.
Closer to home, Fleet News (FN50) surveys the UK’s biggest leasing companies to find the most reliable vans on the road. No surprise here: the Mercedes Sprinter dominated from 2016 to 2023, with the VW Transporter finally breaking its streak in 2024.
UK consumer brands like What Car? and Parkers also run detailed annual van awards.
These awards aren’t everything—but they give a good indication of which vans hold up under pressure and deliver value, whether you're managing a fleet or building a rolling home.
You'll note in the awards table below that the Renault Master has really stood out in recent years.
Year | International Van of the Year (IVOTY) | What Car? Van of the Year | Fleet News FN50 Most Reliable Van | Parkers Van of the Year |
2025 | Renault Master | Renault Master | Mercedes-Benz Sprinter | Renault Master |
2024 | Ford Transit Custom | Renault Master | Mercedes-Benz Sprinter | Ford Transit Custom |
2023 | Volkswagen ID. Buzz Cargo | Mercedes-Benz Sprinter | Ford E-Transit | |
2022 | Renault Kangoo & Mercedes-Benz Citan | Mercedes-Benz Sprinter | ||
2021 | Stellantis Electric Vans | Mercedes-Benz Sprinter | ||
2020 | Ford Transit Custom | Mercedes-Benz Sprinter | ||
2019 | Groupe PSA Vans | Mercedes-Benz Sprinter | ||
2018 | Iveco Daily Blue Power | Mercedes-Benz Sprinter | ||
2017 | Volkswagen Crafter | Mercedes-Benz Sprinter | ||
2016 | Volkswagen Transporter T6 | Mercedes-Benz Sprinter |
Data sources:
International Van of the Year (IVOTY): van-of-the-year.com/winnersvan-of-the-year.com
What Car? Van Awards: whatcar.com/awards/van-awards
Fleet News FN50 Most Reliable Vans: fleetnews.co.uk/fn50
Parkers Van and Pickup Awards: parkers.co.uk/vans-pickups/news/awards
In our own Roaming Home 2023 study we found the Ford Transit to be the most popular van by a long shot. Interestingly, the smaller VW Transporter took the third spot.
Next, we’ll dive into each van model, discussing what makes it stand out for camper conversions – from ease of conversion (interior shape, rust-proofing, etc.) to driving experience and reliability. We’ve also included real quotes and feedback from UK owners and vanlife communities for each van, to give a candid perspective beyond the spec sheet.
Mercedes-Benz Sprinter (VS30, 2018–2025)
Mercedes Sprinter has been an icon of vanlife, especially in premium builds. It’s often considered the benchmark for build quality and tech in large vans. The latest Sprinters (2018-on, third generation) are available in FWD, RWD or 4x4, but the long high-roof models (L3H3) are usually RWD or 4x4.
Specification | Mercedes Sprinter L3H3 |
Base Price (ex-VAT £) | 43000 |
Overall Length (mm) | 6967 |
Cargo Length (mm) | 4410 |
Interior Height (mm) | 2243 |
Interior Width (mm) | 1787 |
Between Wheel Arches (mm) | 1350 |
Internal Load Volume (m³) | 15.5 |
Drivetrain | RWD / AWD available |
Engine (Diesel) | 2.0L 114–190 PS (OM654) |
Gearbox Options | 6-speed manual / 9G-Tronic auto |
AdBlue / DPF | Yes |
Turning Circle Wall-to-Wall (m) | 16.2 |
Max Payload (kg) | 1085 |
Fuel Tank (L) | 71 |
MPG (approx) | 30 |
Used Availability | Medium |
Conversion Ecosystem | High |
If you want to read the full spec sheet for every size of Mercedes Sprinter, here is the link to the brochure.
Pros
The Sprinter offers excellent driving refinement and comfort. Many owners praise how “very comfortable and easy to drive” the Sprinter is, even on long hauls (Mercedes Sprinter van review (2024)). Mercedes packed it with advanced features – it was among the first with a smart infotainment (MBUX) and driver aids like adaptive cruise, lane keep, etc., making it feel high-tech for a van.
Safety is top-notch, and you get options like Crosswind Assist and emergency braking standard. The Sprinter also has strong resale value thanks to the brand and a reputation for running to high mileages. In fact, it “does have an unmatched reputation for reliability” (Mercedes Sprinter van review (2024) - Parkers) – many camper upfitters trust the Sprinter to go 300k+ miles if maintained. Another perk is the availability of 4x4/AWD models (and now a beefy AWD system in 2023-on models), which appeals to those building off-road or all-season campers – something competitors (except the Transit AWD) don’t really offer in the UK market.
The interior space is pretty good: the high roof (H3) gives ~2.24m standing height and the L3 length is very generous (4.4m cargo length) – great for roomy layouts or garage space. The walls are fairly straight up to the shoulder line, though less boxy than a Boxer/Ducato. One UK van builder who switched from a Boxer to a Sprinter noted the Sprinter is “a curvier design and slightly narrower”, meaning a sideways bed is tighter (Rear bed dimensions - sprinter 170 - and interesting designs | Expedition Portal) (often requiring side window flares for anyone over ~5’10”).
Cons
The main downsides of Sprinters are cost and complexity. They are typically the most expensive van in upfront price – both new and used – and Mercedes servicing or parts can be pricier.
Older Sprinters had notorious rust issues, though post-2018 models are much improved. Still, some commenters note “the Sprinter…is notorious for corrosion issues” (Sprinter or Transit : r/VanLife - Reddit), whereas the Ford Transit’s body “holds up better against rust” (Sprinter or Transit : r/VanLife - Reddit). In relation to this Sprinter-Transit rust comparison, I can say from personal experience that the Ford Transit MK7 (pre-2014) was terrible for rust also! If you’re buying used, inspect for rust and be prepared to underseal if needed (though new ones from 2016 onward have factory rust protection much improved over 2000s Sprinters).
Another con is that at 3.5t GVW, the Sprinter’s sturdy build eats into payload – around 1,085 kg in the L3H3. It’s usually fine for a camper, but heavy interior builds or lots of kit (solar batteries, etc.) need weight management. The Sprinter’s electronics and emissions systems are also complex – meaning more that could go wrong. Some DIYers prefer simpler vans to maintain themselves. And while Mercedes dealers are widespread, not all are as cheap or easygoing as Ford or Fiat when it comes to servicing older camper conversions.
Owner feedback
Owner Feedback: Despite the above, many vanlifers love Sprinters. Common praise includes its highway manners, steering and “solid” feel. As one UK reviewer put it, “The Sprinter remains one of the most technically advanced, versatile and best large vans on sale” (Mercedes Sprinter van review (2024)). It’s often chosen for high-end conversions – if you want a fully kitted, shower-and-toilet, off-grid expedition van, the Sprinter (or Crafter) chassis is a popular foundation. On the other hand, a thread on r/Vandwellers bluntly titled “Sprinters kinda suck” had users complaining about high maintenance costs and overkill electronics for simple vanlife needs (Sprinters kinda suck : r/vandwellers - Reddit). It really depends on your priorities: refinement and tech vs. simplicity and cost.
In summary, the Sprinter is best for those who want a premium van experience, are okay paying more upfront, and perhaps need the option of AWD or other Mercedes-only features. The community generally agrees it’s a fantastic van – if you can afford to buy and maintain it. For budget-conscious builds, other vans might offer better value.
Ford Transit (Mk8, 2014–2025)
The Ford Transit is Britain’s workhorse – and an increasingly popular camper base, especially as used Transits are more affordable than Sprinters. The current generation (2014-on, with a 2019 facelift) made big leaps in refinement and offers multiple lengths, two roof heights (H2, H3), and FWD, RWD, or AWD drivetrains.
I have personally owned an L3H3 Ford Transit MK7, and apart from the (severe) rust problems, have adored the van. It just goes and goes and goes.
Specification | Ford Transit L3H3 |
Base Price (ex-VAT £) | 37000 |
Overall Length (mm) | 5981 |
Cargo Length (mm) | 3494 |
Interior Height (mm) | 2125 |
Interior Width (mm) | 1784 |
Between Wheel Arches (mm) | 1392 |
Internal Load Volume (m³) | 13.0 |
Drivetrain | FWD / RWD / AWD |
Engine (Diesel) | 2.0L 105–170 PS |
Gearbox Options | 6-speed manual / 10-speed auto |
AdBlue / DPF | Yes |
Turning Circle Wall-to-Wall (m) | 14.0 |
Max Payload (kg) | 1300 |
Fuel Tank (L) | 70 |
MPG (approx) | 32 |
Used Availability | High |
Conversion Ecosystem | High |
For the full specs and dimensions of all Ford Transit vans, here is the link to the brochure.
Pros
Value and availability are major Transit strong points. You’ll generally pay less for a given age/mileage Transit than a Sprinter of the same year. Parts and service are cheaper too – and you’ll never struggle to find a Ford service centre or mechanic familiar with Transits in the UK. Owners often mention the Transit as a reliable, no-nonsense van: “The Ford Transit has long been a favorite… known for its reliability and flexibility” (Best Large Panel Vans 2024 : Expert Picks & Analysis | Van Guide). The availability of repair parts was a big reason why I bought my Transit.
Rust protection got better in this gen (no more 2005-era rust buckets), and overall longevity is solid. One vanlife forum comment noted “the Ford Transit generally holds up better against rust than the Sprinter” (Sprinter or Transit : r/VanLife - Reddit) – a reputation Ford seems to have earned in recent years as Mercedes battled corrosion on older models.
Transits are great to drive, with a slightly more “car-like” feel in steering and clutch compared to vans like the Ducato. The cab has plenty of storage and big mirrors for visibility. The turning circle is excellent – as noted, the L3 can turn in ~13.3 m kerb-to-kerb, which is class-leading for a van this size (a Mk8 Transit feels remarkably maneuverable in tight spots, a big plus for UK driving). The 2.0L EcoBlue engines (105–170 PS tunes in recent models) have a good mix of power and fuel economy, and maintenance intervals are long. You also have the option of Intelligent AWD on the Transit if you need light off-roading or extra traction, without the expense of a Sprinter 4x4.
For campers, the FWD Transit H3 is particularly attractive: FWD models have a lower floor, giving 2.125 m interior height in H3 (versus ~2.02 m if you go RWD) and a slightly wider rear wheel span (no drive axle) meaning ~1.392 m between wheel arches. The lower floor also means easier step-in and a tad more headroom to play with. Payload on a Transit 350 L3 is competitive (often around 1.2–1.3 t) – one owner of an L3H2 noted “~1200kg payload capacity – perfect for heavy-duty tasks” (2024 Ford Transit 350 L3 Diesel Awd Leader 2 0l - YouTube).
Another plus: Ford now offers the factory E-Transit electric (more on that later), which is leading the large van segment in EV sales – good news if you want to eventually go green or need ULEZ compliance.
Cons
One of the few knocks on the Transit is that it’s slightly smaller inside than some rivals. The max internal width is 1,784mm – about on par with Sprinter, but a good 8–9 cm narrower than a Ducato. This usually means a sideways bed is a squeeze in a Transit unless you’re under ~5’10” or use flared panels.
The high roof (H3) interior height of ~2125mm is great, but note if you choose a RWD Transit H3, you lose 100mm of interior height (down to ~2025mm) because the floor is higher. So camper converters usually prefer the FWD version for the extra headroom and volume (FWD H3 has about 13.0 m³ vs 12.4 m³ in RWD H3) (Ford Transit van dimensions, capacity, payload, volume, towing).
Another consideration: noise and ride – the Transit drives well, but it isn’t as whisper-quiet or plush as a Sprinter. It’s a bit more utilitarian (it was designed as a work van first), and at motorway speeds you might get more road noise (many converters add sound-deadening mats to the cab).
In terms of reliability, while the Transit is generally robust, it has more electronic systems than the old ones – some owners have reported AdBlue system niggles or sensor glitches (nothing too out of the ordinary for modern vans). The EcoBlue engine, if maintained, is durable, but if neglected can suffer intake carbon build-up. Also, Ford’s standard warranty is shorter than Mercedes’, and some have experienced longer wait times for certain parts (though this is improving). On the whole, issues are moderate – “the Transit remains good value…and there are drivetrain options to suit all uses” (Ford Transit van dimensions, capacity, payload, volume, towing).
Conversion notes
The Transit’s interior is fairly straight-walled but slightly more curved up top than a Boxer. The roof has structural ribs that you’ll likely cover or work around when insulating. Unlike the Ducato (which has a nearly square rear cross-section), the Transit tapers a bit at the top. Not a big deal for most builds, but high-level cabinetry might need angled backs. The Transit’s roof is one of the tallest in H3, so you can even build a “double floor” storage or install thick insulation and still have ~2m headroom. Many DIYers love the Transit for its combination of driveability, availability, and decent space.
In sum, the Ford Transit is an excellent all-rounder for a camper. It may not have the prestige of a Sprinter, but it’s friendlier on the wallet and very common in the UK (for insurance or repairs, that’s a plus). As one vanlife forum post concluded when debating Sprinter vs Transit: go with the Transit if you want to “avoid the Mercedes tax” yet still get a modern, reliable base.
Peugeot Boxer / Citroën Relay / Fiat Ducato (Sevel X290, 2006–2023)
The Peugeot Boxer, along with its badge-engineered twins the Citroën Relay and Fiat Ducato (and Ram Promaster in the USA), deserves a special nod. These Sevel-built vans (a joint venture in Italy) have become the most popular base for motorhome manufacturers across Europe – for good reason. For DIY camper converters, they offer unbeatable interior space for the money.
Alongside the Ford Transit, I also personally own a Citroen Relay. I bought one due to it's square shape and increased width (for sleeping sideways). The price was also a big consideration; I could buy a brand new Citroen relay for the same price as a Mercedes Sprinter with 70,000km on the dash. An easy decision as far as I'm concerned.
Specification | Citroën Relay L3H3 |
Base Price (ex-VAT £) | 31000 |
Overall Length (mm) | 5998 |
Cargo Length (mm) | 3705 |
Interior Height (mm) | 2172 |
Interior Width (mm) | 1870 |
Between Wheel Arches (mm) | 1422 |
Internal Load Volume (m³) | 15.0 |
Drivetrain | FWD |
Engine (Diesel) | 2.2L 120–165 PS |
Gearbox Options | 6-speed manual |
AdBlue / DPF | Yes |
Turning Circle Wall-to-Wall (m) | 14.5 |
Max Payload (kg) | 1427 |
Fuel Tank (L) | 90 |
MPG (approx) | 34 |
Used Availability | High |
Conversion Ecosystem | Very High |
Pros
The number one advantage is the interior dimensions – especially the width. As noted earlier, the Boxer/Ducato family has an interior width of 1870mm , the widest of any large van. This extra width (about 3–4 inches more on each side than a Sprinter/Transit) is a game-changer for camper layouts: many builds can comfortably fit a fixed bed sideways. In fact, lots of professional motorhomes on Ducato chassis use transverse beds to save space. That means even a tall person can sleep sideways with minimal modifications – freeing up length for other amenities.
The Boxer/Ducato is also very “square” and conversion-friendly. The walls are nearly vertical and the roof is relatively flat across – making it easier to fit insulation, wall panels, and cabinetry without awkward gaps. It truly feels like a box on wheels (which is good for us camper builders!).
The FWD layout means a low floor (around 550mm cargo floor height) and no driveshaft tunnel, so the rear floor is completely flat between the wheel arches at 1422mm width. That’s enough to load wide items or install floor cabinets without impeding walkway space.
Another huge pro is cost: used Ducatos/Relays/Boxers are widely available in the UK, often coming off trades or fleet leases at good prices. They tend to be significantly cheaper than Sprinters of the same age. Parts are inexpensive as well – the 2.2L and 2.3L diesel engines in these (depending on year and badge) are common rail units shared with millions of vehicles (the newer 2.2 BlueHDi in the Peugeot/Citroen, or the 2.3 MultiJet in the Fiat). These vans are simpler in many ways: manual handbrake, less complex electronics than Mercedes, etc. Many DIYers appreciate that simplicity – less to go wrong out in the wilderness.
In terms of road performance, the Boxer/Ducato is peppy and handles decently, with light steering. It’s not as refined or quiet as a Sprinter/Crafter, but it’s perfectly adequate for long trips. The newest engines (Euro 6d) have 140 or 160 HP options which are quite zippy.
Fuel economy is often cited as a plus – the Ducato can achieve ~30+ MPG on motorways due to its lighter FWD drivetrain and efficient engines (7 of Best Large Vans – A Comprehensive Comparison for Your ...). And like the Transit, the Ducato’s turning circle is tight: about 14.4 m wall-to-wall for L3 (they quote 14.46 m), better than the Sprinter’s. Maintenance is straightforward and any garage can work on them.
Cons
The trade-off for the Boxer/Relay’s simplicity can be less comfort and tech. The design is older (the basic body dates to 2006; it had facelifts and engine updates, but not a ground-up redesign like Sprinter/Transit got). So you won’t find fancy driver aids or high-tech infotainment here (unless you buy the very latest 2023 Ducato Series 8, which added a digital dash and adaptive cruise in top trims).
The cab is a bit noisier and more plasticky – it feels “van-like” and utilitarian. Some drivers report that the steering wheel is oddly angled (bus-like) and the driving position not as ergonomic for tall drivers (the seat doesn’t slide as far back as a Sprinter’s, for example). These are minor gripes for most, but noticeable differences if you’ve driven a Mercedes.
Another con historically: gearboxes and clutch on the Ducato family. The 6-speed manual is fine, but if abused (as many delivery vans are) the clutch can wear. There was also an automated manual gearbox (“Comfort-Matic”) in some Fiats which is not great for driveability. Most UK vans are manual, though.
Also, while the body is galvanised, they can still rust on edges – older examples (pre-2012) sometimes show corrosion around roof seams or the rear door sills. It’s not as notorious as rust on ’00s Sprinters or Transits, but keep an eye out and treat any spots early.
Reliability of the engines is generally good (many camper owners boast of 200k+ miles on a Ducato). The 2.2/2.3 diesels are timing-chain engines in the latest models, and known to hit high mileages if serviced.
Some common issues reported: EGR valve faults, and on the 2.2 BlueHDi (Peugeot) there have been a few cases of cam-belt issues at high miles – but nothing systemic.
Overall, a well-kept Boxer is a workhorse. As one Redditor in r/peugeot said: “They were built to last, but expect suspension wear, and watch out for rust or abuse” (How long dose Peugot boxer last : r/peugeot - Reddit). Another thread asking “any reason not to buy a Boxer?” had few horror stories; most owners were quite happy (Van experts- Any reason not to buy a Peugeot Boxer? – Chat Forum).
One more con: these vans lack an OEM AWD/4x4 option (except some rare Ducato 4x4 conversions by Dangel). If you need all-terrain capability, you’d have to consider aftermarket 4x4 conversions (expensive) or stick to RWD/AWD vans like Sprinter or Transit.
Owner feedback
Among UK van converters, the Boxer/Relay/Ducato is often recommended as the “budget champ” for campers. People love the space. A user on a van forum pointed out that with a Ducato, “you have enough room for a 2m bed [widthwise]. The Crafter and Sprinter don’t have that space” (Triathlon Van - Slowtwitch Forum).
Many self-builders also cite the availability of parts – you can get replacement door mechanisms, etc., cheaply from breakers or motor factors. On the flip side, those who prioritize a modern cabin or badge appeal might shy away. There’s a bit of a joke in the vanlife world that the Ducato is the “white goods appliance” of vans – not exciting, but extremely practical and gets the job done.
To sum up, the Peugeot Boxer / Citroën Relay / Fiat Ducato (they’re essentially the same van with minor trim and engine mapping differences) is arguably the best van for a camper conversion if your priority is interior space and value. It’s no coincidence that most factory motorhomes (e.g. Autotrail, Elddis, etc.) are built on this platform. For DIYers, you get a big, square canvas to work with at a reasonable cost. The lack of fancy features might even be a benefit – less complexity as you turn it into your tiny home on wheels. As I said, I personally have bought this van recently, after doing a lot of research into which van to purchase for my next conversion.
Volkswagen Crafter / MAN TGE (SY1, 2017–2025)
The Volkswagen Crafter (current generation introduced 2017) and its twin the MAN TGE bring some German competition to the Sprinter. The first-gen Crafter (2006–2016) was basically a rebadged Sprinter. But the second-gen Crafter is VW’s own design, and it has quickly gained popularity in the camper conversion scene. It’s often seen as a Sprinter alternative – offering similar high-end features and size, sometimes at a slightly lower price point.
Personally, I've really noticed how many of these have jumped on the scene in recent years for conversions in the UK. They are now incredibly popular vans for conversion these days, far more than they were than 5+ years.
Specification | VW Crafter L3H3 |
Base Price (ex-VAT £) | 38500 |
Overall Length (mm) | 6836 |
Cargo Length (mm) | 4300 |
Interior Height (mm) | 2189 |
Interior Width (mm) | 1832 |
Between Wheel Arches (mm) | 1380 |
Internal Load Volume (m³) | 14.0 |
Drivetrain | FWD / AWD |
Engine (Diesel) | 2.0L 102–177 PS |
Gearbox Options | 6-speed manual / 8-speed auto |
AdBlue / DPF | Yes |
Turning Circle Wall-to-Wall (m) | 16.2 |
Max Payload (kg) | 1360 |
Fuel Tank (L) | 75 |
MPG (approx) | 30 |
Used Availability | Medium |
Conversion Ecosystem | Medium |
Pros
The Crafter has many of the same pros as the Sprinter: a modern, refined driving experience, advanced safety tech, and strong build quality. Being a newer design than the current Sprinter (which actually launched in 2018, a year after Crafter), it incorporated a lot of feedback from van users. For example, the Crafter has excellent storage in the cab and a comfortable driving position. It shares engines with the VW Transporter and Amarok (2.0L TDI in various outputs, and now a 2.0 BiTDI up to 177 PS). These engines are generally reliable and relatively fuel-efficient. Maintenance costs can be lower than Mercedes – one benefit of VW using more ubiquitous parts.
For campers, interior space is a big plus. The Crafter’s dimensions are very close to the Sprinter’s, but it actually has a bit more interior width (~1.83m) than a Sprinter (~1.78m). That extra 50mm might let you sleep sideways with a bit less squeeze (some folks up to ~6’0” can just manage sideways in a Crafter without flares, especially if you recess the bed into the panel cavities).
The roof heights on the Crafter are generous: the High Roof gives ~1.96m internal, and the Super High Roof ~2.19m – nearly as tall as the Ducato’s. The LWB Super High (often called L3H3 in Crafter terms) yields about 16.1 m³ of volume, which is huge. The cargo floor is flat (also FWD like the Ducato for models up to 3.5t; VW offers RWD only on heavier Crafters). Many vanlifers appreciate that the Crafter comes in FWD (for maximum interior space and lower floor) with optional 4Motion AWD if needed – a unique combo.
Essentially, a Crafter gives you a lot of the Sprinter’s appeal, but you can find more of them with front-wheel-drive which increases cargo volume and height.
Reliability for the Crafter has been quite good in its short time on the market. The 2.0 TDI engines are simpler than Merc’s 4-cyl diesels (no complex two-stage turbo in most versions, except the BiTurbo which is still fairly proven). Service intervals are long, and MAN TGE versions even come with excellent fleet aftercare (MAN truck workshops often cater to TGEs).
A big plus is that the Crafter has lots of innovative touches aimed at converters – for instance, optional factory-fit camper windows, universal brackets in the cargo area to easily mount furniture, and upfitter auxiliary electrics built-in. VW clearly had the camper conversion market in mind.
Volswagen recently invested €800 million in a dedicated Crafter factory in Poland (which runs entirely on solar!), making it one of the last major investments in diesel van manufacturing. This suggests:
The VW Crafter is one of the safest long-term diesel choices, with strong engineering and continued production support.
Other diesel models (Sprinter, Transit) may see reduced investment as manufacturers focus on electric alternatives.
For those looking to buy a new diesel van that will remain viable for years to come, the Crafter stands out.
Cons
The Crafter (and MAN TGE) still isn’t as "everywhere" as the Sprinter or Transit, so depending on your area, finding service might be slightly less convenient (VW Commercial dealers handle Crafters; MAN truck centers handle TGEs). Some parts could take longer if not in stock, though being VW, most mechanical bits are widely available.
In terms of price, new Crafters are expensive – often similar to Sprinter. As of 2024, a base Crafter starts around £38.5k+VAT list, and higher trims easily in the £40–50k range. Used ones hold value decently, though you might get a slight discount vs an equivalent Sprinter due to the "three-pointed star" effect.
Another con is payload: the Crafter’s empty weight is on par with Sprinter, so at 3.5t you’re looking at around 1.2–1.3t payload in many configs (e.g. ~1,336kg in a specific 102HP model. If you need more, you’d have to go up to a 4.0t version (which many camper van converters do opt for if they have a C1 license).
From a camper conversion standpoint, one minor nit is the rear wheel arch intrusion on FWD models – the Crafter has fairly large wheel arch boxes (1,380mm between them, similar to others). Also the walls, while straight, have more structural indents than a super plain van like a Relay. You might have to get creative trimming your insulation or furniture around those contours.
Owner Feedback
Many who drive Crafters comment that it “feels like driving a big Transporter” – i.e., it’s quite agile and the controls are light.
The manual gearbox is slick, and there’s also an 8-speed automatic option that’s praised for smoothness. One theme in forums is that the Crafter is a bit underappreciated in vanlife because people often default to Sprinter, but those who choose Crafter are very happy.
A user on a forum discussing best vans mentioned: “Behind the side door you have enough room for a 2m bed [in the Ducato]. The Crafter and Sprinter don’t have that, so you always see the bed when you open [the door]…” (Rear bed dimensions - sprinter 170 - and interesting designs). This highlights that while Crafter is wide, it’s still not as wide as the Ducato for hiding a sideways bed entirely out of view. But that’s a relatively small gripe.
One possible con heard from some UK converters: the MAN TGE (same van, different badge) can sometimes be had cheaper with fleet deals. But MAN service centers are fewer, and some have had to go to truck-oriented garages for service (which can be intimidating for a small van owner). The VW network, however, is good and expanding.
In summary, the VW Crafter is an excellent base for a high-spec camper, rivalling the Sprinter in many ways. It’s best for those who like Volkswagen’s approach – slightly simpler drivetrain, but still lots of tech and quality – or who want a FWD large van with the option of AWD (something unique to Crafter). It might not be as cheap as a Boxer or as omnipresent as a Transit, but it strikes a strong balance. If you’re eyeing a Sprinter, definitely also check out the Crafter/TGE; the “Sprinter vs Crafter for camper” debate often comes down to personal brand preference and deal availability, since capability-wise they’re neck and neck.
Renault Master (NM, 2010–2025)
The Renault Master (and previously essentially identical Vauxhall Movano and Nissan NV400, until those brands switched to rebadging Ducatos) has been a solid contender in the large van segment. A heavily facelifted “New Master” arrived in 2019 with some updates, and in 2024 Renault launched another refresh with new engines and an electric version. The Master hasn’t dominated camper conversions in the UK the way the Ducato or Sprinter have, but it has a loyal following as a value-friendly, robust van.
Specification | Renault Master L3H3 |
Base Price (ex-VAT £) | 33500 |
Overall Length (mm) | 6315 |
Cargo Length (mm) | 3816 |
Interior Height (mm) | 2138 |
Interior Width (mm) | 1765 |
Between Wheel Arches (mm) | 1370 |
Internal Load Volume (m³) | 13.4 |
Drivetrain | FWD / RWD |
Engine (Diesel) | 2.2L 130–150 PS |
Gearbox Options | 6-speed manual / 6-speed auto |
AdBlue / DPF | Yes |
Turning Circle Wall-to-Wall (m) | 15.0 |
Max Payload (kg) | 1230 |
Fuel Tank (L) | 80 |
MPG (approx) | 33 |
Used Availability | Medium |
Conversion Ecosystem | Medium |
Pros
The Master (especially the FWD version) shares some advantages with the Boxer/Ducato, because it’s also front-wheel drive with a low floor and good interior width (~1765mm). It’s not as wide as the Ducato, but wider than the Sprinter – enough that some people have fit a transverse bed. It comes in multiple lengths (L1–L4) and two roof heights (H2, H3). The L3H3 Master provides ~2.13m interior height and ~3.85m length in the cargo area, very comparable to a Ducato L3H3.
The boxy shape of the Master’s cargo bay is good – in the latest version Renault even “revised the bulkhead design… straighter, allowing a more consistent interior shape” (Renault Master van dimensions (2024-on), capacity, payload, volume, towing). That means fewer intrusions to work around when building your camper furniture.
In 2025, the Renault Master won both the International Van of the Year (IVOTY) award and the Parkers Van of the Year award.
Renault Masters are often found at lower prices on the used market. They’re a bit of an underdog, so you can sometimes get a newer Master for the price of an older Transit.
Parts are reasonably priced, and the 2.3L dCi diesel (now a 2.2L dCi) is generally reliable if serviced. These vans are known to be mechanically durable – many are used for heavy work (the RWD Master can go up to 4.5t GVW or even 7.5t in the Renault Trucks range). For a camper under 3.5t, a FWD Master can thus feel lightly stressed. Payload is excellent: even the long L3H3 can carry ~1.23 tons, and the shorter versions up to 1.3t+ (Renault Master van dimensions (2024-on), capacity, payload, volume, towing), all while you still have a full 3.5t van (Renault only sells the 3.5t variant for diesel in the UK for now.
Another pro is that the Master often comes with a ton of storage cubbies in the cab, including a roof shelf and under-seat storage. The driving position is quite upright (some like it, some don’t). The Master also has quick steering and a tight turning circle for FWD models – around 14.1 m wall-to-wall for L3 (it’s quoted as 14.46 m for L3, similar to Boxer). That’s very manageable on the road.
Cons
The Master’s design is getting old; even with facelifts, the fundamental cabin and driving dynamics hark back to 2010. So it lacks the refinement and tech of the newest vans. The dashboard is pretty basic (though the 2022+ “Nouveau Master” added a touchscreen option and slightly nicer materials). Road noise and engine noise are higher than in a Sprinter/Crafter.
Also, the Master’s interior width, while decent, is not class-leading – you likely cannot comfortably sleep a 6’+ person sideways without modifications, as you can in a Ducato. It’s about 1760mm wide inside at floor, narrowing a bit higher up. One builder noted that in their Master conversion, they had to use side window flares to get enough bed length for 6’2”.
Another con: historically, rust. Older Masters (pre-2015) do show rust, especially on door sills and around the windscreen. Newer ones are better, but it’s worth rust-proofing if you plan to keep it long-term or venture on salted winter roads.
Mechanically, the 2.3 dCi engine had a period where injector issues were somewhat common (sticking injectors). If buying used, check that the injectors have been maintained (copper seal changes) and that the van runs smooth. The clutch on FWD Masters can also wear relatively early if overloaded – not a big issue in a camper that’s under max payload, but something to note.
The Master also doesn’t have a factory AWD/4x4 option from Renault (though Renault Trucks has offered a 4x4 conversion in some markets). So, like the Ducato, you’re mostly looking at FWD or some RWD (the RWD Master exists in L3 and L4 lengths with twin rear wheels for heavy loads, but those have a higher floor and are rare as panel vans in 3.5t guise). The RWD models, if you do find one, have a huge rear overhang (Master RWD L4 has a big butt) and a poorer turning radius, so not ideal for a camper unless you need the towing capacity.
Owner Feedback
People who own Master campers often mention that it’s “not fancy, but does the job.” It’s viewed as reliable and good value. WhatVan? magazine noted the Master “looks good value for money, since at £36,840 ex VAT, [our test] model was by far the cheapest in its class” (Renault Master diesel review - What Van? - WhatVan). That sums it: you get a lot of van for the price. DIY converters say the Master’s structure is easy to work with – plenty of accessible points to bolt cabinetry, etc. One thing to keep in mind: since the platform has been around long, aftermarket accessories are abundant (windows, swivel seats, etc. specific to Master can be found readily).
However, the Master doesn’t spark the same excitement in vanlife circles as some others – it’s sometimes described as a bit “vanilla.” The driving experience is fine but not noteworthy. It’s more about practicality. Think of it as the sensible option: If you find a great deal on a used Master in good nick, there’s really no reason a Master can’t make an awesome camper van. The base vehicle won’t limit your creativity – it has the space and strength you need.
Iveco Daily (Gen. 4, 2014–2025)
Last but not least, the Iveco Daily. The Daily is somewhat unique in this lineup – it’s almost a light truck disguised as a van. It features a rugged ladder-frame chassis and rear-wheel drive (with single or twin rear wheels). Iveco markets it more to heavy-duty users (it goes up to 7.2 tonnes GVW!). For camper conversions, the Daily is less common, but there are some out there – especially for those wanting a really large motorhome or towing capability.
Iveco Daily L3H3 | |
Base Price (ex-VAT £) | £36,000 |
Overall Length (mm) | 7498 |
Cargo Length (mm) | 5125 |
Interior Height (mm) | 2100 |
Interior Width (mm) | 1800 |
Between Wheel Arches (mm) | 1317 |
Internal Load Volume (m³) | 19.6 |
Drivetrain | RWD |
Engine (Diesel) | 2.3L (130–150 PS) / 3.0L (170 PS) |
Gearbox Options | 6-speed manual / 8-speed Hi-Matic automatic |
AdBlue / DPF | Yes |
Turning Circle Wall-to-Wall (m) | 15.3 |
Max Payload (kg) | 1362 |
Fuel Tank (L) | 100 |
MPG (approx) | 28 |
Used Availability | Medium |
Conversion Ecosystem | Medium |
Pros
The Iveco Daily is extremely strong and durable. If you plan to build a camper that pushes the 3.5t limit or you want to up-plate to 4.0t or more, the Daily can handle it with ease. Its chassis is truck-like, meaning you could even frame-mount heavy components (water tanks, spare tires) with confidence.
The Daily is known for its powerful engines – 2.3L and 3.0L diesel options, with the 3.0L offering up to 210 HP and huge torque. This is great if you plan to tow a trailer or just want a camper that can climb mountain roads without breaking a sweat.
Owners often praise the Hi-Matic 8-speed automatic gearbox (which is actually an excellent ZF auto) – it makes driving the Daily very smooth and is one of the best autos in any van.
The Daily comes in a huge range of sizes, including some of the longest and tallest configurations on the market. The L3H3 Daily (4100 mm wheelbase, H3 roof) has ~2.10m interior height and about 4.68m cargo length, similar to a Sprinter L4. But if that’s not enough, Iveco offers even longer bodies (there’s a 5125mm interior length variant and H3 roof that’s essentially a massive 19.6 m³ box. For a truly spacious camper (think toy hauler or a family of four build with separate bedroom), the Daily can provide the canvas.
Despite its size, the Daily’s turning circle is surprisingly good. Iveco optimized the steering – the 4100WB version turns in about 14.8 m wall-to-wall, which is on par with many lighter vans of similar length. Some drivers are pleasantly surprised: one Carwow review noted “good visibility and a great turning circle…much more manoeuvrable in town than you’d think” (Iveco Daily Review 2025 | Performance & Pricing | Carwow).
Cons
The very things that make the Daily robust also make it less user-friendly for casual camper folk. It’s a heavier vehicle – at 3.5t you won’t get much payload because the van itself might weigh ~2.3–2.5t empty (especially the twin-wheel versions). In fact, one user mentioned “smaller 3.5t variants are limited on weight they can carry. Payloads are a good couple hundred kilos less than [a] Sprinter or Transit” (Iveco Daily Review 2025 | Performance & Pricing | Carwow).
We saw earlier that an L2H2 Daily can have around 1150 kg payload, which is fine, but a similarly sized Sprinter might have 1300 kg. If you up-rate the Daily to 4.5t or beyond, this issue goes away (and you can legally drive 4.25t on a B license if it’s electric – more on eDaily later). But at 3.5t, check the specific model’s payload.
Another con is drive comfort. The Daily’s ladder chassis and rear leaf springs mean it’s built for heavy loads, so unladen (as a camper, which may only use half its GVW) it can ride stiff. It “jostles more over bumps” compared to vans like the Transit (Iveco Daily Review 2025 | Performance & Pricing | Carwow). Also, while Iveco has improved the cab, it still feels closer to a truck experience – it’s not as nimble as car-like vans. Noise levels are higher (especially the 3.0L which is a bit throaty).
Size can be a con – the Daily is available in smaller wheelbases, but many Dailys are the huge ones. Squeezing a 7.5m long van down Cornish lanes can be hair-raising. If you don’t truly need the space, a smaller van might be more convenient.
Iveco’s service network in the UK is also smaller and more truck-focused. If you have a Daily, you might end up at an Iveco truck dealer for service. Some normal van garages don’t handle Dailys often. Parts can be a bit pricier or have longer lead times if not common. One Redditor asked about Daily experiences and got a reply: “Another friend with an Iveco motorhome said the glove box continually breaks and can never be fixed. Parts are expensive and hard to get.” (Any experience with Iveco daily? : r/vandwellers - Reddit). That might reflects a perception that Iveco parts aren’t as off-the-shelf as Ford or Peugeot.
Rust-wise, Dailys generally do alright (the chassis might surface-rust but body panels hold up decently if cared for). However, always inspect the underside if buying used – commercial Dailys might have had harder lives (e.g. lots of overloading or rough roads, given their capability).
Owner Feedback
Those who have Daily campers usually chose it for a specific reason (towing a race car, carrying a motorcycle in the back “garage”, or converting a former minibus). They love the power and robustness. Enthusiasts appreciate that the Daily is almost a truck – it even has a truck-like 3.5t towing capacity available, which is unique (you could tow a boat and still have a big camper). The Hi-Matic auto gets rave reviews – arguably better than any other van’s automatic gearbox.
On the downside, the Daily is often described as “agricultural” in feel. “It’s noisier, jostles more over bumps and is less refined than the best large vans. Fuel economy tends to be higher too,” notes one review (Iveco Daily Review 2025 | Performance & Pricing | Carwow). Expect maybe mid-20s MPG from a Daily – power comes at a fuel cost.
To summarize, the Iveco Daily is best for those who truly need its strengths: exceptional payload/towing and possibly more space than standard vans. If you’re building a luxury overlander or a heavy expedition truck (some even do 4x4 Daily conversions for off-road RVs), the Daily could be ideal. But for the average campervan, a Daily can feel like overkill – you might be sacrificing ease of use for capability you won’t fully exploit. It’s the most “niche” choice among the vans here for vanlife, but under the right circumstances, it can’t be beat.
Electric Versions of These Vans in 2025
As of 2025, nearly all these models have electric variants available – a sign of the times as the UK moves toward low-emission zones and greener travel. If you’re considering an electric camper van, here’s a quick rundown:
Ford E-Transit
The E-Transit is a fully electric Transit with a ~68 kWh battery. It’s available in L2 and L3 (H2 roof). Range is officially up to ~196 miles (315 km) on a full charge, but real-world ~100–150 miles depending on load and conditions. It’s RWD and offers 135 kW or 198 kW power. Payload on the 3.5t E-Transit ranges from about 790 kg to 1,035 kg, a bit lower than diesel versions due to battery weight. Many see the E-Transit as a game-changer for local delivery – for campers, the range is somewhat limiting for long trips, but if your travel style includes shorter hops or lots of campground charging, it could work. It’s priced from around £45k (+VAT) after the plug-in grant.
Mercedes eSprinter
The new eSprinter (2024) has big battery options – up to 113 kWh, giving an impressive range of ~249 miles (EPA) or ~273 miles WLTP in the best case (Moving a life and a half in the 2024 Mercedes-Benz eSprinter) (2024 Mercedes-Benz eSprinter Electric Cargo Van Review - CarPro). This finally puts eSprinter range on par or better than E-Transit. It comes as L2H2 initially (in the UK) with RWD. Payload will be similar to a diesel Sprinter or slightly less – expect around 900–1,050 kg. It’s expensive (starting over £60k in Germany), but offers best-in-class range for an electric van. For a camper, ~200+ real miles means 3-4 hours of driving between charges, which many vanlifers might tolerate. Charging at 100 kW DC can recharge from 10% to 80% in about 40–50 minutes.
Peugeot e-Boxer / Citroën e-Relay / Fiat e-Ducato
These are all the same basic electric van co-developed with BEDEO. They come with either a 37 kWh or 75 kWh battery. Only the larger 75 kWh is really suitable for camper use, giving range up to ~154 miles WLTP (perhaps ~120 miles real-world). They’re available in L3H2 and L4H2 sizes (H3 not offered in electric due to weight). Payload on the 3.5t e-Ducato is around 730–1,105 kg depending on version (generally a bit under 1 ton) (New Peugeot Boxer Review 2025, Price & Specs - What Car?). The price premium is substantial – WhatCar? notes the e-Boxer has a “hefty £17,000 premium” over diesel (New Peugeot Boxer Review 2025, Price & Specs - What Car?). For example, a Peugeot e-Boxer starts around £57k vs £40k for the diesel equivalent. For a DIY camper, that’s a big cost hit. These vans also only do about 50 kW DC charging, so they’re slower to juice up. Unless you specifically need zero emissions for city regulations, the electric Boxer/Ducato might be a tough sell for now.
VW e-Crafter / MAN eTGE
VW briefly offered the e-Crafter (with a ~35.8 kWh battery, ~100-mile range) mainly for city fleets. That model is very limited in range (~58 miles real-world) and not really suitable for camper use. VW has since focused on the ID.Buzz and upcoming ID.Buzz XL for electric vans. However, expect a next-gen e-Crafter in a few years possibly co-developed with Ford’s platform. As of 2025, VW’s large electric offering is actually the new ID. Buzz Cargo XL (a different mid-size van), not comparable to a Crafter in size. So, there isn’t a good factory electric Crafter option for camper converters right now, aside from some used e-Crafters (which are only LWB H3 with 10.7 m³ volume and about 1,000kg payload, but 90-mile range at best). MAN offers the eTGE similarly. These were niche and probably not ideal for a camper.
Renault Master E-Tech
Renault launched the Master E-Tech (formerly Master ZE) with a big update in 2022. Now you can get it with an 87 kWh battery (usable) which gives up to 285 miles range (WLTP) (Renault Master Van – the perfect van for your business - Renault). That’s one of the highest among large vans (though likely ~200 miles in practice). There is also a smaller 52 kWh version (~150 mile WLTP). The Master E-Tech is available in L2H2 and L3H2 initially, with 4.25t GVW option, meaning you can carry more battery weight and still have ~1.5t payload (Renault Master Van – the perfect van for your business - Renault) (Renault Master van dimensions (2024-on), capacity, payload, volume, towing). Indeed, Renault quotes 1,547 kg payload for L3H2 3.5t electric (Renault Master Van – the perfect van for your business - Renault), which is quite decent, and notes a 4.0t version is coming (which likely would let you use the full volume and still have ~1.2t payload at 4.0t). The downside is cost – starting around £57k (+VAT) for the 52 kWh, and well over £70k for the 87 kWh. But as a camper base, an 87 kWh Master E-Tech could be promising if budget allows: ~200 mile range and a spacious van. Charging is ~80 kW DC max.
Iveco eDaily
Iveco introduced the eDaily in 2023. It’s unique in that it keeps the full capabilities of the Daily (including up to 7.2t GVW and 3.5t towing – yes, the eDaily can tow 3.5t, which no other EV van can do). The eDaily offers modular batteries: you can have 1, 2, or 3 battery packs (each ~37 kWh usable). With all 3, you get 111 kWh and about 186 miles of range (First Drive: Iveco eDaily Electric Van) (Iveco eDaily van review (2024) - Parkers). With one pack (~37 kWh), range is around 60 miles (mostly for urban use). So a camper builder would opt for 2 or 3 packs. The official max range is 186 miles (3 packs) (Iveco eDaily van review (2024) - Parkers). Payload is impacted: a 4.25t eDaily with 3 batteries has around 1.2t payload (First Drive: Iveco eDaily Electric Van). Price is quite high (think £80k+ for a 3-battery van). But the eDaily is compelling for special use-cases – e.g. if you need to tow an EV car behind your camper or you plan on a heavy overland EV.
In summary, electric camper vans are emerging but still require compromises. If your camper use is primarily short trips or you’re okay planning around charging, vans like the eSprinter or E-Transit (with ~120–200 mile ranges) could work and give you silent, zero-emission camping – imagine no engine noise at those scenic spots! But if you do cross-continent journeys, the infrastructure and range may be limiting for a few years yet.
Van Base Price (UK, 2025)
As of 2025, here are rough starting prices (new, base model, ex-VAT) for these vans in the UK:
Mercedes Sprinter: starts around £43k ex-VAT for a base Sprinter panel van (MWB standard roof) – high-roof long ones and 4x4s can easily reach £50–£60k+. (The Sprinter is typically the priciest of the lot).
Ford Transit: starts around £36k–£38k ex-VAT for a base 350 L3H2. The Transit is generally a few thousand cheaper than Sprinter. A high-roof L3 might be ~£39k list. Good deals can often be found since Ford runs promos.
Peugeot Boxer / Citroën Relay / Fiat Ducato: start around £30k–£32k ex-VAT for an L3H2 in basic trim. These are usually the cheapest. (E.g. a Relay 35 L3H2 “Enterprise” might be ~£31k new after dealer discounts). The same van as a Fiat may price slightly higher or lower depending on offers. In any case, expect to save upwards of £5k vs Ford or VW for similar size.
VW Crafter / MAN TGE: start around £38k ex-VAT (the Crafter Commerce trim, MWB) (VW Crafter Panel Van For Sale | Configure | Volkswagen UK). The long high-roof versions in mid trim (Commerce Plus) were recently around £45k ex-VAT (The 2024 facelifted Volkswagen Crafter - pricing, spec and on-sale ...). MAN TGEs are often slightly cheaper (and can sometimes be had via MAN dealers at ~£2k less than an equivalent Crafter). These are close to Sprinter in pricing, sometimes a tad less.
Renault Master: starts around £33.5k ex-VAT for a new FWD Master LM35 (L3H2) in a basic trim (New Renault Master goes on sale in the UK in diesel and electric ...). Renault advertised launch pricing for the new Master from £33,500 (New Renault Master goes on sale in the UK in diesel and electric ...), making it one of the cheaper 3.5t vans. The range-topping trims or longer versions might be in the high £30ks.
Iveco Daily: starts around £42k ex-VAT for a base 35S van. Yes, the Daily is pricey – more in line with Sprinter. Most Dailys sold are higher spec heavy models, which can be £50k+. Iveco pitches it as premium heavy duty, so you don’t really buy a Daily to save money initially (though some argue TCO can be good if you avoid repairs due to its strength).
Keep in mind used prices vary widely, but generally a 3-year-old van goes for roughly 50–60% of new price (condition depending). Boxers and Masters depreciate faster (making them great used buys for campers), while Sprinters and Crafters hold value longer (you pay more up front, but they sell higher later).
How Much Should You Budget for a Campervan Base Vehicle?
Our 2023 Roaming Home Study offered valuable insights into what people are typically spending on vans for conversions. Bare in mind that only 6% of van converters buy new vans - most are purchasing used. As expected, there's a strong link between a van’s age and its price. On average, a used work van drops about €2,000 in value per year. That said, prices for vans under two years old are noticeably higher, so the best bang for your buck tends to be around the three-year mark.
We also found a clear relationship between a van’s mileage and its purchase price. The sweet spot appears to be around 30,000 km, where prices drop significantly and value increases.
Lastly, we examined how mileage tracks with age. While the data is more scattered, it’s still one of the most insightful takeaways from the study. The average work van covers 13,940 km per year. So if you’re shopping around, look for vans that fall below this benchmark — it’s a good indicator the vehicle hasn’t been overworked.
Insurance
Insuring a self-built camper in the UK usually means either insuring as a panel van (until conversion is done) or getting a specialist campervan policy after reclassification with the DVLA. Some insurance considerations for these models:
Common models (Transit, Ducato, Sprinter) tend to have more insurers willing to cover them as campers, simply because they’re common bases. You can find camper insurance that covers the conversion contents, etc. A more obscure model like an Iveco Daily might require a specialist broker – not all mainstream insurers have it on their camper van list, but plenty will insure it as a private HGV or similar.
Theft risk: Sprinters (and to a lesser extent Transits) historically had higher theft rates (they’re desirable and often filled with expensive tools/equipment). As a camper, you might not face the same risk, but it can affect premiums. Consider extra security – alarms, trackers, steering locks – especially for Sprinter/Crafter, which are sometimes targeted. Boxer/Relays are a bit less on thieves’ radar comparatively.
Repair costs: Insurers know that a Mercedes or Iveco part can cost more than a Ford or Peugeot part. This can reflect slightly in premiums. One camper insurance provider might rate a Sprinter conversion a group or two higher than a similar Relay conversion, for instance.
Weight and classification: If you uprate to >3.5t, insurance moves into goods vehicle or motorhome category (and you need a C1 license). But if you stay 3.5t, you can insure as a normal campervan. Some people have noted that insuring a van before it’s officially a camper (V5C as “van with windows” or still a panel van) can be tricky – specialist insurers like Adrian Flux, A-Plan, etc., will cover self-build campers during conversion.
Claim considerations: If you’ve heavily modified the van, ensure your insurer knows the value of the conversion. For example, if you put £15k of materials into a Ducato, you want the policy to cover that, not just the base van value. Many camper policies allow you to declare a custom value.
Overall, insurance for a DIY camper is usually reasonable – often cheaper than insuring the same van for business use. A lot of vanlifers report premiums in the few hundred pounds range annually, once the vehicle is a motorhome. The differences in premium between van models are usually minor compared to factors like your age, location, and van value.
Conclusion
Choosing the best van for a camper conversion in the UK comes down to your priorities:
If you want maximum living space for the money – the Peugeot Boxer/Citroën Relay/Fiat Ducato is hard to beat. It’s wide, boxy, and affordable, making it a top choice for many first-time self-builders.
If you value driving comfort, technology, or 4x4 capability – the Mercedes Sprinter or VW Crafter are top-tier (with the Transit not far behind, offering a nice middle ground of comfort and cost). Sprinter brings the badge and reliability rep, Crafter brings VW’s approach and a touch more interior width.
If you’re on a tight budget but need a reliable platform, the Renault Master can be a dark horse – not as flashy, but a solid van that can often be found cheaper second-hand than others, while still offering plenty of room for a great camper.
If you require heavy-duty capability or plan a very large build, the Iveco Daily might be worth the trade-offs, giving you a sturdy base to create a camper that’s part van, part truck (perhaps ideal for significant overlanding, toy hauler conversions, or future electric conversions with lots of batteries).
Each of these vans has successfully been turned into fantastic campervans by UK vanlifers. There is no one-size-fits-all “best” van – but by understanding the strengths and weaknesses of each, you can pick the one that best aligns with your needs and conversion skills.
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If you're looking for some guidance with your van conversion, you might be interested in our book Roaming Home, or in our online course The Van Conversion Mastery Course. You'll learn directly from our founder Shane how to convert a van into your dream home - no prior experience needed. Shane also offers one-to-one consultations, where he'll help you with any aspect of your build in a face-to-face video call. All consultations come with a free copy of Roaming Home and our Diagram Pack.
Finally, our Van Conversion Ultimate Guide lays out the whole van conversion process in easy-to-follow sections with tools, materials, and step-by-step instructions. It's the perfect companion for your van build.
