VM Test Drive Report Ford E-Transit Custom: BEV Drives Better

What a contrast: Anyone who presses the start button, somewhat unusually placed on the infotainment system, will experience discreet silence in the electric vehicle – and robust rumbling in the diesel vehicle. The E-Transit Custom is clearly the better Custom, now coming to market with the plug-in hybrid: In the summer of 2024, it will be available, with the diesel having already launched in the fall of 2023. The electric vehicle also served as the starting point for development, because housing the "right-sized" 64 kWh lithium-ion battery in the underbody and the rear-wheel drive concept presented the highest complexity.

This required engineers to switch from the harsh and stiff rear axle of the predecessor to independent suspension, between whose arms now resides the in-house electric synchronous machine. It delivers 100 or 160 kW and generates ample torque from a standstill. By the way, anyone expecting a frunk (front trunk) under the hood due to the absence of the diesel engine will be disappointed. Various ancillary units fill up the available space a bit.

Towing capacity like the diesel

The reason for sticking with rear-wheel drive in this class becomes clear when looking at the towing capacities: It is almost on par with the diesel at 2.3 tons (versus 2.5 tons) and the overall weight of the 3.2-ton vehicle is considerable. This means that even in the BEV (battery electric vehicle), a good ton of payload should remain, even though the batteries, despite their moderate size, impart a disadvantage compared to the particularly payload-strong diesel (with a curb weight from 1,780 kg and payloads up to 1,350 kg), which cannot be ignored. However, the entire construction did shed 100 kilos compared to the predecessor. In the cargo area, the diesel and electric versions are virtually identical: Two lengths offer volumes from 5.8 to 8.9 cubic meters, the cargo bay is lower, just like the entire vehicle, and the bodywork appears significantly better crafted than the somewhat haphazardly assembled predecessor.

Despite extra weight, easier handling

The fact that the BEV feels more nimble despite the extra weight compared to the diesel is due to the low center of gravity, even though the 250 to 300 kilos of the combustion engine unit at the front are gone. The electric version sits solidly on the road, enthusiastically carving curves on Ford's test track in Lommel, and feels like it is made from one piece – perhaps not quite as dynamic and bouncy as the VW ID.Buzz, but close. Even the 100 kW machine pushes agilely from behind and is hard to provoke even at full power output in sport mode, with the wheels usually maintaining good grip, even in an unloaded vehicle and in "Sport" mode, which sharpens the entire powertrain response but is irrelevant for everyday delivery use.
 

High Body Rigidity

The increased rigidity of the body fits well into the picture; the BEV Custom does not twist, does not rattle, and appears firmly and stiffly assembled. The electric motor in the rear is completely unobtrusive and does not even produce the typical whirring sound upfront; the power unfolds like in the bigger brother E-Transit out of nowhere. No comparison to the – with all due respect – the noise of the combustion engine, especially when its power has to be portioned with a manual transmission and a clutch.

Such troubles are unknown to the electric vehicle; it does not need a hefty gear knob anymore, so the legroom in the flat cabin is good for the potential middle occupant and the passage through the cabin can be accomplished without issues. Gear selection is done via the right-hand steering column lever. However, if you want more recuperation than the “mild” setting in normal mode, you have to tap through the menu of the standard Sync4 system to find the “One-Pedal Drive.” It lives up to its promise, and you drive the E-Custom really like a tram: The deceleration is strong, right up to a standstill. The brake pedal often becomes obsolete.

The Right Measure: Medium-Sized Battery, High Efficiency

It’s not really possible to say anything definitive about consumption based on the quite mature pre-production vehicles. But extrapolated to the 64 kWh net and the specified 337 kilometers of range, that would be just under 19 kWh/100 km, which also matches the values in the onboard computer. In city traffic, it could easily be 400 kilometers. Enough for most routes; 80 percent of customers never drive more than 200 kilometers according to manufacturer statistics.

And if it does, then a standard 125 kW DC charger will help the E-Custom, which, together with the 11 kW AC charger, forms a plausible charging unit. This should provide 82 kilometers of range in 10 minutes, and charging from 15 to 80 percent takes half an hour. The placement of the charging port in the front bumper is still somewhat acceptable, especially for heavy DC cables. However, there are concerns about the sensitive and expensive charging technology in case of potential park bumps.

Innovative Heat Pump in Series

Speaking of expensive technology: Ford's commitment to electric vehicles is evident by the fact that they have installed a steam-injecting heat pump as standard, intended to maintain high efficiency especially in winter. Otherwise, the electric vehicle receives the same contemporary and complete driver assistance package that also characterizes the combustion engine model. Making its premiere is the "Exit Warning," which uses LEDs in the mirrors to alert to approaching cyclists or cars, and the emergency brake naturally detects cyclists or pedestrians. The Custom is intended to be "city-friendly." Current standard and production features also include the fairly sensitively regulating active lane assistant, the intelligent cruise control with traffic sign recognition, and the rear parking aid.