When you drive along the Frankfurter Ring in Munich, you often overlook the many two-row purpose-built structures in which the future of tomorrow is taking shape. The still-not-drivable prototype of the new Flynt van. Nevertheless, we could already take a seat and were repeatedly surprised: because you sit surprisingly low and comfortable! Nevertheless, the Flynt in serial production should get even better seats with lumbar support, and the part that currently restricts the driver's footwell on the left in the pre-series model should be made more airy in the series.
Camper conversions were considered from the outset
Kurz noch einmal zu den Hintergründen und Daten: Hinter Flynt steht die Technologie- und Produktionskompetenz der chinesischen GAC Group und Miraco Motor, sodass man in der Entwicklung nicht komplett bei Null beginnen musste. Darauf setzen die Mitgründer um Daniel Kirchert und sein Team europäische Marktkenntnis. Eine Innenbreite von echten 1,9 Metern, um bei Campern Betten quer einbauen zu können, ist gesetzt und erste Camper reagierten bereits positiv auf den Flynt. Einziger Wermutstropfen: Auch die „flache“ Basis kommt nicht unter zwei Meter Gesamthöhe.
To keep the cost structure lean, Flynt relies on partnerships, digital services and a 360° mobility concept. In fact, the program runs at “China speed”: We only held initial talks on the initial version in 2024 at the IAA in Hanover; back then the project existed only virtually. The prototype was unveiled in early 2025, pilot programs start in the summer, and market entry in Europe is planned from the end of 2026, with Kirchert here aiming to start in fleet trials in very modest numbers – to be able to push
again by the time of the big serial launch in 2027.
With a range of up to 500 kilometers WLTP thanks to a 100 kWh NCM battery, an energy consumption of only 20 kWh per 100 kilometers (WLTP, 3.5 t) and ultra-fast charging from 30 to 80 percent in only 20 minutes at 220 kW DC fast charging, Flynt’s first fully electric light commercial vehicle (eLCV) is well positioned.
In addition to an AC charging power of 22 kW (the charging inlet is planned for the left-hand drive directly in front of the driver's door), the vehicle has Vehicle-to-Grid and Vehicle-to-Load functionality. And there is a lot of interior volume: 8.7 to 16.5 cubic meters of cargo space and a payload of up to 1,630 kilograms are strong figures for an electric van. And: the modular electric platform offers front-, rear- and all-wheel-drive variants. The latter, according to Kirchert, are particularly in demand in Scandinavia.
Important: AC charging up to 22 kW
But back to the interior, which already comes across well in the prototype, but has rather few storage spaces. Does Kirchert know why they want to refine the details here? Additionally, they revisited the phone charging cradle, other storage, and the area above the windshield. It is likely to remain with the two displays: the 12.8-inch main display and the 8.8-inch instrument cluster, complemented by wireless Apple CarPlay and Android Auto.
These changes Flynt plans in detail
In addition, in series there should be even more clever storage solutions and ergonomic access: The door handles, according to Kirchert, will be raised even higher in the series, and they are
still tinkering with details on how to make the sliding door operate more smoothly: According to Kirchert, almost all manufacturers receive criticism: Either you pinch your fingers on the handle, have to yank it too hard, have to slam it too hard, or something else… In the prototype this is, in our view, okay but not yet perfect: The side portal certainly needs a bit more “punch” when closing.
Also important: a “mobile office functionality” with digital access to the network and a laptop tray as well as DIN-A4 documents for paperwork.
High level of safety
In terms of safety, the van is set to score with a standard ADAS system at Level 2, an L4-ready system architecture, an 800-volt on-board network, and comprehensive cybersecurity protection. And Kirchert continues to promise: thanks to high efficiency, low maintenance costs (these will become extremely important), minimized downtime and intelligent energy management features, the total cost of ownership should be significantly below those of comparable diesel vehicles.
We step from the comfortable driver's seat to the rear: the real vehicle, according to Kirchert, will be about five centimeters taller, while the floor will still be very low. And yes, the side sliding door will become even higher for L3 and L4: currently it follows the window line of the driver's door. It looks visually good, but it is too low. And since the bare shell on the passenger side is already being optimized anyway, they are already considering a sliding door and a passage to the cargo area for courier, express and parcel (KEP) services.
Important: Connected to upfit and conversion manufacturers
In the
prototype, they have already included a Bott installation, and according to Kirchert, they are in talks with several large upfit and conversion manufacturers. Where does he see the big advantage over the competition: because those who communicate with all the regional professionals for conversions and fittings have a strong trump card to wave. Moreover, many companies would be ready on standby, as Kirchert explains: In fact, you could commission a vehicle with any body, and it would be integrated for almost all of them “immediately.”
And the spare parts logistics? There are two options as well, according to Kirchert: Either you use the central warehouse that GAC builds in the Netherlands, or you go through a not-quite-cheap but extremely reliable service provider. Kirchert knows that all software bugs must be fixed immediately and that body components must be available immediately, because vans are often driven hard. Therefore the long rear side panel will also be produced in two sheets in series, and they are pursuing multi-part bumpers.
What does that mean?
The first seating test in Flynt was very surprising: you sit surprisingly low and comfortably, and both the packaging and the overall concept appear well thought out. If Flynt manages the low consumption figures, a secure service and spare-parts supply as well as a broad up- and Ausbauangebot, Flynt could be a success – unlike Flint in the USA, once a Buick site and today a city that was counted among the “worst cities in the USA” from 2010 to 2012. By the way, the USA: Flynt is also extending its feelers there. We are, in any case, very excited!
