Ford E-Transit: Rear-Wheel Drive and 350 Kilometers Range

Interesting Approach: Rear Engine and Rear-Wheel Drive

What's particularly interesting is that Ford is opting for a rear-wheel drive layout, which should ensure excellent traction even when fully loaded. However, the space under the now-empty hood is not used as additional storage but for auxiliary units for cooling and components. The vehicle is expected to drive up to 350 kilometers in the WLTP cycle with the large-capacity energy storage likely tailored for the US market. This corresponds to a consumption of 19 kWh/100 km, which would be an extremely favorable figure for this vehicle size and weight. A special Eco mode, which minimizes secondary consumers like air conditioning and heating, as well as limits speed and power, is expected to add eight to ten percent more range. The so-called preconditioning of the vehicle, warming up while connected to the power grid, should also bring more efficiency in operation. However, an energy-saving heat pump, like in many electric vehicles and also the Mustang Mach-e, is not initially planned for the E-Transit.

Quick to Full: Optionally with 115 kW DC Charger

Charging is done via a standard 11.3 kW AC onboard charger, with an optional DC charger that delivers up to 115 kW. With the former, the storage is refilled in eight hours, while the fast charger can get it from 15 to 80 percent of battery capacity in 34 minutes. An original feature is the option to use the E-Transit as a mobile power storage to connect devices and tools with up to 2.3 kW power.

In terms of connectivity, the Ford-Pass-Connect modem comes as standard, unlocking various electric-specific services under the Ford Telematics services. Additionally, through the Commercial Solutions division, real-time connectivity functions such as fleet-wide energy monitoring and management will be made possible. This includes the energy consumption of the vehicles, the charging speed, and the remaining range. Naturally, GPS location of the vehicles as well as a theft warning are also available for the E-Transit.

Enhanced Infotainment, Real-Time Driver Coaching

Naturally, the latest infotainment system named Sync 4 is also optionally available, combined with a 12” touchscreen and significantly improved voice recognition, cloud-supported navigation, and over-the-air update functionality. Through Sync 4, real-time coaching for the driver is to be introduced, providing audio alerts for harsh braking or acceleration maneuvers, speeding, or if the seatbelt is not fastened. Drivers also have access to an app that lets them digitize routines such as vehicle checks or any damages.

The fleet manager will get even more visibility with Driver-ID using an identification code in the vehicle, which allows specific driving data to be attributed to a particular driver, helping to identify potential savings. The vehicle data can also be used to optimize service times and make workshop visits more accurately plannable.

Familiar Driver Assistance - Many Variants Also Electrically

Regarding driver assistance, the manufacturer installs well-known systems from the model, such as intelligent and adaptive cruise control with traffic sign recognition, collision warning, blind spot warning, lane change assist, and a 360-degree camera with parking aid including emergency braking function. The E-Transporter based on the rear-wheel drive model has the same 15.1 cubic meters of cargo volume as the panel van, with a payload of 1,616 kilos for the panel van and up to 1,967 kilos for the chassis. Generally, customers in Europe will be offered a wide range of 25 models in the E-version, from chassis to double cab, various wheelbases, lengths, and roof heights, up to a heavy-duty variant with a gross weight of up to 4.25 tons. All-wheel drive is not provided in the electric concept.

As usual with electric drives, Ford also grants an eight-year and over 160,000-kilometer warranty on the battery and high-voltage components. Additionally, the manufacturer promises up to 40 percent reduced total operating costs for the electric variant compared to diesel, calculated over three years and 180,000 kilometers. This is primarily attributed to the lower service and maintenance costs. In initial pilot deployments starting in 2021, these values will also be tested in practice.

"Electrification opens up new ways for customers to make their fleets more efficient. The E-Transit is intended to help translate the potential of electrification into real business models with extensive experience, a dealer network, and an ecosystem of digital tools," Hans Schep, head of Ford commercial vehicles in Europe, promoted the new transporter.

What Does This Mean?

It's clear that Ford wants to stake a claim against competitors: Not only are VW/MAN with the e-Crafter, Renault with the Master Z.E., and most recently, Mercedes with the eSprinter already active in the 3.5-ton transporter class electrically. PSA has also announced E-versions of the Boxer/Jumper for 2021, and Fiat is pushing with the Ducato Electric. But announcing a model launch almost a year and a half before it comes to market is quite early. Clearly, Ford has to keep its customers on board. Nevertheless, the manufacturer is relatively late in terms of pure electrification. The plug-in hybrid concept with range extender in the compact van Custom didn't really convince us—the EV range is too small, the compromises too great, and the price too high. We can only hope that Ford puts together an "affordable" BEV package with the E-Transit.

The technical concept with rear-wheel drive is already noteworthy and indicates an electric axle drive. If the WLTP values are accurate, the consumption of 19.1 kWh/100 km would be sensational for this size, as would the range with a net 67 kWh battery, which grossly provides around 75 kWh. This standard size is likely motivated by the US market and the "supersize" mentality, but many local customers would probably be fine with half the capacity for their routine, but not too long delivery rounds. Whether the driver will be happy without an efficient heat exchanger and whether the 2.3 kW power outlet is more than just a range-depleting gimmick will have to be seen and strongly depends on the usage profile. We'll see if Ford tweaks the battery format again. There's still plenty of time before the actual market launch, preceded by the usual pilot deployments. Electrification is overdue. After all, Ford is doing something—even if late.