VM road test Ford E-Transit: More than just a great electric van

No, this is not a driving report! Instead, it's a system report. Ford is launching the new E-Transit as part of a complete ecosystem offensive aptly named Ford Pro, for "professional." This conveys that it is not just about switching a propulsion concept from combustion to electric, but about a complete system change, including charging infrastructure, digital service, and telematics. Nevertheless, the vehicle is, of course, at the center: Because if it is worthless, the best ecosystem around it will not help either.

Here we can give the all-clear: The E-Transit is indeed the best Transit there has ever been. And after the first impressions, also by far the best electric van on the market. With the expansion of the strong and recently Euro6D exemplary clean diesel, the Transit gains in multiple ways. The, with all due respect, "rattle" under the hood, now almost entirely emptied save for a few ancillary components like the inverter, is over, and the jostling with gear shifts as well. Only Rudolf Diesel nostalgics will miss it. For the E-Transit makes it so comfortable for the driver from the start that one will get out much more relaxed or less stressed at the end of a long working day. You hear even less from the rear E-motor, a Ford adaptation of a U.S. supplier, than you do from competitors like the eSprinter, e-Crafter, or Master Z.E., in other words: Nothing at all.

A Smooth Drive

The power of the 135 or 198 kW motor, with almost no perceived difference, seems to come from a discrete "off," but it is simply plentiful. And it unfolds so smoothly, seamlessly, and jerk-free over the linearly defined, kickdown-free accelerator pedal that it is a joy. The drive is potent but not overly aggressive; rather, it moves forward as if pulled by a rubber band. The vehicle knows no traction problems, as the 68 kWh battery (77 kWh gross) under the vehicle floor provides enough "ballast," which can be further supplemented by just under a ton in the case of the 3.5-ton model driven empty and with 400 kilos loaded - an acceptable value. However, the towing capacity for the 3.5-ton model is limited to 750 kilos.

The Plug&Play Transporter

Regeneration is done simply with an "L" mode that can be activated via a rotary knob in the center console. By the way, we achieved the best consumption in the unloaded version in "Normal" mode, where we came in at 18 kWh/100 km over the mixed city-country round. In Eco mode, the power is somewhat more controlled; with the loaded 3.5-ton version, we achieved 22 kWh/100 km. This suggests what the E-Transit is capable of; apparently, the rear-wheel drive is also a good feed converter. And it could thereby significantly exceed the conservatively indicated range of 220 kilometers. The 317 kilometers according to the manufacturer should not be unrealistic. Especially since it can be quickly charged optionally: From 15 to 80 percent via CCS and 115 kW power within 35 minutes. Otherwise, with 11 kW in eight hours.

No One-Pedal Driving, but Efficient Strategy

The only drawback: The Transit regenerates decently and thus usually obviates the need for the service brake, but not to a standstill. So the driver has to be careful - and is alerted by a warning tone - to step on the brake on the "last mile" until stopping. The manufacturer emphasizes that this is a more efficient driving strategy than the possibly more convenient "pure" one-pedal driving with stricter regeneration for the customer, which, however, also "wastes" a lot of energy. We also missed a stop-and-go assistant; you have to "reset" the cruise control every time. The E-Transit then maintains the distance to the vehicle ahead and brakes well-dosed thanks to a bundle of standard-built sensors for driver assistance. The active lane assistant also works reliably and doesn't steer too sharply against, but if you provocatively take your hands off the steering wheel for too long, you will be decisively admonished.

Driver Assistance as Standard

In addition to the blind-spot and lane-change warning, there is a reliable rear camera that optionally provides a good 360-degree image on the Sync 4 infotainment screen. More or less knowledgeable drivers can also manage with the excellent rearview mirrors. The parking assistant is practical, warning when reversing and pulling the brake if necessary. Speaking of which: Electric parking brake or "keyless entry & start," as well as the brake assistant with pedestrian detection, front and rear parking sensors, automatic climate control, as well as front windshield and seat heating are simply standard. That's how it should be.

Highlight at the Rear: The Independent Suspension Does a Top Job

With the rear engine, a completely redesigned rear axle is also introduced, which relies on independent suspension and fits smoothly into the overall picture. Especially when empty, the ride comfort is top-notch, incomparable to the rather harsh suspension of the conventional version's mandatory combination of solid axle and leaf springs. The E-Transit chassis confidently absorbs manhole covers, numerous speed bumps, and potholes. Additionally, the vehicle feels significantly more stable on the road, drives very agilely if necessary, and can be maneuvered through city and countryside with a good mix of steering precision and ease. In the motor-quiet soundscape, it becomes apparent that the E-Transit is also a well-insulated vehicle, rolling gently and not prone to rattling, despite the 12.4-cubic-meter box behind the cabin. The only real criticism: Due to the battery and rear axle motor, the load floor of the E-Transit is at least as high as that of the rear-wheel-drive diesel. Without an intermediate step and handrails, this is hardly feasible, especially for delivery services with frequent access to the cargo area. Nevertheless, the key factor for a successful "E-Transit" ecosystem is already in place; the rest is its own story. The key factor for a successful "E-Transit" ecosystem is already in place; the rest is its own story.