Ford E-Transit
The biggest van in the Ford range has been electrified as the company looks to embrace the world of battery-powered LCVs. By John Kendall
Ford E-Transit
The biggest van in the Ford range has been electrified as the company looks to embrace the world of battery-powered LCVs. By John Kendall
Large vans up to 3,500kg gross vehicle weight rachet up more registrations each year than any other light commercial vehicle sector. That is largely thanks to their size, which provides a great deal of versatility in how they can be used. So, it makes sense that Ford’s first foray into the world of electric vans should be with the E-Transit, its largest LCV product. It’s fair to say that Ford did not exactly rush into the world of electric LCVs, but given its market leading status in the UK, when Ford does something, others sit up and take notice. It may not be the first, but has it set a new benchmark? Unveiled last year, the E-Transit has been available in the UK for some months now. The later arrival of Ford’s electric models gave the company some time to design or re-design its electric models from the ground up. Later this year, the new E-Transit Custom will arrive in the UK and Ford took the opportunity to launch the new Ford Courier at the recent CV Show. While the conventionally-powered Courier models will arrive this autumn, customers will have to wait until autumn 2024 for the electric variant. Back with E-Transit, Ford’s thorough re-engineering of the large Transit platform for electric power took something off the options list that had been available for the Transit since 2000. The E-Transit is only available with rear-wheel-drive. A massive alloy sub-frame carries the Transit’s e-axle unit combining the drive motor and transmission, all mounted under the floor. E-Transit is also the first Transit to be equipped with all-independent suspension, using coil springs at the rear in place of the traditional leaf springs. This same drive arrangement will be used in the E-Transit Custom which will also only be available with rear-wheel drive.
Our L3H2 test van also came with several options. These included the grey paint (£900.00), twin 80Ah heavy duty batteries (£100.00), a digital rear-view mirror (£685.00) and Pro Power Onboard (£900.00). Pro Power Onboard is Ford’s neat solution for running power tools, or re-charging them, using the E-Transit’s 68kWh battery pack. Pro Power Onboard effectively partitions the battery, isolating 2.3kW of power which is available from the 13-amp sockets fitted at the rear of the load space. There’s also a single 13-amp socket in the cab. It could be money well spent for service fleets. We like the digital rear-view mirror too, although its £685 price tag might not be attractive to many. Its safety benefit was unquestionable, providing the rear-view mirror view that drivers will be familiar with. It works in conjunction with a small camera mounted in one of the rear doors, roughly at the level a rear-view mirror would be mounted. This also ensures that it’s placed high enough to avoid spray and mud. Although we had wet weather during our test, the camera stayed clean throughout. It also gives a different view from the camera mounted above the rear doors for reversing, a valuable piece of kit to avoid vulnerable road users behind the vehicle when reversing, as well as potential damage to the vehicle.
E-Transit is equipped with a rotary drive selector, similar to a conventional automatic transmission selector. As is usual for EVs, it can be started in Park, with foot on the brake, while pressing the start button. Then just select R for reverse, or D for Drive and you’re off. The driver can also choose between Normal, Eco and Slippy modes. The default setting is Normal, while Eco is designed to optimise range by reducing acceleration, lowering top speed and reducing the power drain from the climate control system. Slippery is designed to improve traction on slippery surfaces. Like many other functions, the mode settings are adjusted via the 12-inch touchscreen in the centre of the dashboard. Like most rivals, E-Transit is equipped with regenerative braking, but unlike most rivals, the driver can choose how this operates. In normal driving, regenerative braking is off. It can be activated in two ways; either by pressing the L button in the middle of the rotary drive selector or by tapping the brake pedal. Using the L button engages regenerative braking permanently. An LED beneath the L button lights up when it’s on. This might be useful for stop/start town traffic but possibly less so when driving in hilly country where you might want to take advantage of downhill runs to conserve battery power. Tapping the brake pedal to bring in regenerative braking does not engage it permanently. As soon you touch the accelerator again, the system will automatically switch off. The level of regen braking can be adjusted too by tapping the brake pedal again to increase it.
This is the first van we have driven that is equipped with an automatic speed limiter programmed with light CV speed limits. A speed limiter is very useful in electric vehicles to help maximise range and the E-Transit’s will set the limiter to 50mph on single carriageway roads and 60mph on dual carriageways – the legal speed limits for these vehicles, if the automatic speed limiter is engaged and there are no overriding speed limit signs. E-Transit handles as well as you would expect of a Transit and the high torque from rest gives it brisk performance. Ford is more modest about range than when E-Transit was first announced and gives a targeted overall range of 156 miles or 244 miles in city driving, still better than many competitors. E-Transit is available in all the body styles available with diesel models including chassis and double cab. Probably the biggest drawback for many will be the price, which like all competitors, reflects the cost of lithium-ion batteries. Our test vehicle starts at £53,790.83 (ex-VAT) and with the options fitted, this rose to £56,525.83 (ex-VAT). Ford Pro, the re-branded part of the company handling CV sales can provide a wide range of finance, connectivity and business services for fleets and smaller operators, but there is no escaping the high price of electric vehicles at a time when energy prices are still high.
ON CHARGE
The larger the van, the more of an issue the position of the charging point on the vehicle is likely to become. In the E-Transit’s case it’s on the front grille, which has blue horizontal bars to distinguish it from diesel powered models. That should make it straightforward for depot charging or charging from a public charge point, but may not always be convenient for home charging.
Like most EVs, the cabin can be pre-conditioned while the vehicle is on charge, which will help to maintain range in cooler or hot weather. Heated seats are standard equipment and are a good, energy-efficient way of keeping cabin occupants warm. We drove E-Transit both loaded and unladen and in line with our previous experience of electric vans, the load makes relatively little difference to performance because there is so much torque available from rest.
VERDICT
Back to my earlier question – has E-Transit set a new benchmark for large electric vans? In terms of models, range, driveability and the services that Ford Pro can offer, the answer is yes.
IN BRIEF
WHAT IS IT? Large van
HOW MUCH? From £53,790.83 (ex-VAT)
RANGE? 156 - 244 miles (Overall and city target)
LOAD VOLUME? 11m3
GROSS PAYLOAD? 964kg
DRIVE? 198kW (269hp)/430Nm rear mounted drive motor with under-floor 68kWh battery pack.
BATTERY/CHARGING? 11.3kW on-board charger can provide full charge in 8.2 hours. DC rapid charge capability up to 115kW. 15 – 80% charge in 34 minutes
Key fleet model Ford E-Transit Trend 350 L3H2
👍 Good driving range, performance, numerous spec options, choice of body styles.
👎 High price, position of charge point on front may not suit all users...
7-word summary Sets the standard for large electric vans
WATCH THIS SPACE...
Ford to Trial Hydrogen Fuel-Cell E-Transit
Ford has announced a three-year trial of hydrogen fuel cell conversions for the E-Transit, part funded by the Advanced Propulsion Centre. This follows on from a demonstration of the first-generation E-Transit fuel cell vehicle at the CENEX Low Carbon Vehicle Show in 2021. Eight fuel cell E-Transits will operate for six-month periods over the three-year project which will run until 2025. The prototype E-Transits will be equipped with a high-power fuel cell stack and what Ford describes as significant hydrogen storage capability. Recycling for end-of-life components will be an important element of the trial. The trial has attracted a total of £16.3 million, including £8 million of government funding. Conversion work will take place at Ford’s Dagenham site near London. Project partners include Ocado, BP, Cygnet Texkimp, Cambustion and Viritech. BP will research hydrogen usage and infrastructure requirements, Cambustion will test the fuel cell system, Viritech will design the hydrogen storage systems and Cygnet Texkimp will provide the pressure vessels’ carbon fibre tooling. Test fleet data will provide information on total cost of ownership of the vehicles with increased range and operating hours designed to match its diesel-powered equivalent without needing to charge.
