With its E-Transit, a 100% electric version of its Transit 2T, Ford is targeting companies that need to operate in urban centers for last-mile deliveries. This version is distinguished from the competition by high powers. Unsurprisingly, autonomy is short.
Large utility from the range of the manufacturer to the oval, the Ford Transit 2T was until now only available with turbo diesel engines (with or without micro-hybridization). Enough to carry out most of the missions that the many versions of this van allow. Faced with the future traffic constraints that weigh on thermal vehicles in city centers, all manufacturers have worked on electric versions of their large models. Ford was lagging behind its main competitors (Renault, Stellantis, Mercedes, Volkswagen), which were all releasing 100% electric versions. But the answer is finally here with the new E-Transit, available from spring 2022.
Externally, no big changes for the electric model compared to the diesel version. We will simply note the appearance of bluish rods on the grille and a lower ground clearance due to the batteries which, fixed on a subframe under the body, protrude a little below. Of course, the absence of an exhaust pipe, the specific logos and the presence of a hatch for the charging socket in the grille also make it possible to distinguish this “zero emission” version from the other Transit 2Ts.
Like its diesel cousins, the E-Transit is declined in many ways. But it will not be possible to have, for example, all-wheel drive or the double cabin version of the chassis. In all, there is 25 combinations of Electric Transit, between vans in three lengths (L2/L3/L4) and two heights (H2 and H3), deep cab vans (only one length L3, but two heights H2 and H3) and a single chassis-cab in two lengths ( L3 and L4).
Three GVW are also on the program: 3.5, 3.9 and 4.25 t. Thanks to the specific derogation system for alternative energy vehicles, it is authorized to drive the last two with a simple B licence, but the vehicles are then restricted to 90 km/h and a tachograph is compulsory. This solution can nevertheless prove to be relevant for purely urban use and makes it possible to benefit from a maximum payload.
Price, range and charging Ford E-Transit
Our test E-Transit in L3H2 van version, with its useful volume of 11 m3 and its beautiful interior height, should represent a large share of the model’s sales. Its payload varies from 935 to 1,685 kg depending on the GVW selected. Two finishes are available: Ambiente and Trend Business. Unlike some of its competitors, such as the Fiat E-Ducato that we tested or the Mercedes eSprinter, the electric Transit does not offer a “discounted” version on the equipment side, and the standard equipment is complete from the first level (see details on next page).
The E-Transit is marketed with two high-power engines, located at the rear axle: 135 and 198 kW, or 184 and 269 hp. Our L3H2 van, equipped with the most efficient mechanics and top-of-the-range Trend Business finish, is displayed at €63,220 excluding tax. The same model but with the entry-level livery and the “small” engine is offered at €58,755 excluding tax, the range of vans starting at €57,655 excluding tax (L2H2 Ambiente 135 kW).
The E-Transit contains a battery with a capacity of 75 kWh, one of the largest available on the market. This allows a maximum range of 256 km on the L2H2 version and 225 km on the L3H2 variant according to the WLTP standard. The van is fitted as standard with an on-board 11.3 kW three-phase alternating current charger, which can fill up with energy in 8.2 hours. But it also benefits from a 115 kW DC charger, which theoretically would increase the battery level by 15 to 80% in 34 minutes. As standard, the E-Transit has an 8 m Mode 3 (32A) cable, but it is possible to choose other optional ones: a longer one (12.5 m), a Mode 2 for plug domestic… You can also not take any at all!
At the wheel of the electric Transit
No surprise on board the E-Transit, the driving position is good. And the fact of having an automatic gearbox control allows, finally, to have enough room to put the left foot on the ground in the absence of a clutch pedal. The E-Transit erases one of the biggest driving annoyances of the Transit. Outward vision is satisfactory despite the large size of the windscreen pillars. Once selected mode D, the Ford sets off in a silence hardly disturbed by typical electrical noises. It is possible to choose between three driving modes: Normal (maximum power), Eco (limited power to ensure maximum range) and Slipery (very slippery road/snow).
From the first acceleration, in Normal mode, the E-Transit surprises with its liveliness thanks to its 269 hp and 430 Nm of torque. The Ford really gives pleasure to its driving, far from what its main competitors offer. The engine, located at the rear at axle level, responds instantly to the demands. Our test model carried a load of 750 kg. We had to check it as this mass was “transparent”. The maximum speed of 130 km/h is very easily reached and maintained. At high speed, you should pay attention to the battery charge, which then logically tends to drop quickly.
Another point where the E-Transit differs from the diesel versions: comfort. If the front axle is identical, the rear axle has new suspensions with independent rear wheels and progressive coil springs (the van is not available other than single wheels for this reason). These suspensions, which perfectly absorb road irregularities and other speed bumps, allow the Ford van to position itself as the most comfortable large utility on the market. And this, despite the weight of the batteries which is not felt when driving.
On board
Competition
The supply of “large” electric utility vehicles is now very large. However, some models are currently only offered in vans, such as the Mercedes eSprinter, Volkswagen eCrafter and MAN eTGE. Other models offer van and chassis-cab versions such as the Renault Master ZE (and soon its new E-Tech version), the Fiat E-Ducato, as well as the ë-Jumper, e-Movano and e-Boxer. However, their power levels are significantly lower than those of the E-Transit, as is their driving pleasure, while the selling prices are slightly higher.
Find the results of the test, the technical sheet, prices, equipment and options on the following page.
