On board the Ford E-Transit

and the different front grille with blue horizontal stripes differentiate it from diesel models, with the CCS charging point neatly concealed in that front grille below the Blue Oval logo. Inside, the stand-out feature is the 12-inch infotainment screen running the latest SYNC 4 media system. Otherwise, slightly different dials apart, it’s pretty much standard Transit fare as regards layout and appearance.

Underneath the surface though, there’s a whole lot of different going on. Ford hasn’t simply plonked an electric motor and batteries in place of a diesel engine, instead it has thoroughly re-engineered the Transit. So, for instance, instead of putting the electric motor in the front where the diesel unit used to go, it resides under the rear axle driving the rear wheels. This has meant a redesign of the rear suspension so instead of the normal leaf springs and live axle, the E-Transit comes with coil springs and independent suspension. A dedicated high strength floor mounted cradle supports the batteries between the axles, helping to lower the centre of gravity. It means the load area floor is a little higher than on Fwd diesel Transits, but is the same height as that found on R wd versions.

Another feature that demonstrates Ford has really thought through the possibilities offered by the new powertrain is one that will appeal to many operators needing to use electrical equipmentthe ability to provide 2.3kw of onboard power, complete with sockets in the front and rear, via the van’s battery pack.

E NGINE, ra NGE a ND paYloa DS ask about, price apart. Ford quotes a wLTP figure of 255km for this version (with up to 317km possible depending on model), which is significantly more than anything offered by rival brands to date. Test driving it for a week, I averaged about 200km from a full charge, returning a 32kwh/100km consumption figure (a figure which gives a theoretical 212km range). That was in a van that was unladen, though in fairness the driving was mostly over longer cross-country journeys on cold and windy days, so it’s likely that better figures could be achieved in more favourable driving conditions. Even at that, a 200km driving range will more than adequately cover the daily driving needs of many operators, making the E-Transit a far more usable option than any of its rivals to date.

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The familiar looks are deliberateFord wants to make the switch to electric motoring as seamless as possible for van drivers, hence both inside and out, those acquainted with diesel models will feel at home. On the outside only the discreet E-Transit badging at the rear

As regards ‘engine’ options, there’s a choice of two electric motors driving the rear wheels, giving power outputs of 184PS and a rather whopping 269PS. Both versions come with a healthy torque figure of 430Nm. A 68kw battery pack stores the power. Rapid dC charging at speeds of up to 115kw is possible, or alternatively an onboard charger can take AC power at up to 11.3kw

The range is probably the first question most potential customers will

There are few compromises on the payload front either, with the E-Transit able to carry up to 1,758kg on the heavier models. Our test drive L3H2 350 with the less powerful electric motor offers a payload figure of 960kg and a load volume of 11 cubic metres. Comparing directly with an L3H2 diesel model (in Fwd) that model has a payload of 1,319kg and the load volume is slightly larger at 11.5 cubic metres thanks to the slightly lower floor. So the EV model is slightly compromised, but for many operators, an EV capable of carrying nearly a tonne is going to be a very usable tool.

Another area where it becomes apparent that Ford has gone the extra yard is that it has recognised the many uses that vans are put to - including that many are fitted aftermarket with racking systems, plumbing and electrical fitments, and other modifications that require drilling into the van. Something fraught with danger with battery packs in the structure, but unlike other brands who do not permit any such modifica- tions to their EVs, Ford has put together a working manual for aftermarket converters that outlines where and where not modifications can be made.

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The reality at present is that electric vehicles are expensive, and that applies even more to commercial vehicles than passenger cars that can avail of significant grants. Obviously compared to a diesel model, the E-Transit comes at a significant premium - speccing the nearest equivalent 130PS diesel L3H2 version in Trend spec on Ford’s website brings up a figure of €48,778 compared to the €72,468 of the E-Transit. But the Ford compares favourably price wise compared to rival electric vans, and of course operating and running costs can be expected to be significantly less than diesel vans.

The test van was fitted with the only Option Pack offered on the E-Transit. The Ultimate Pack 2 is priced at €2,287.80, but for that you get a very extensive and worthwhile range of items - see Spec Check below. t h E Dr IVING Exp E r IEN c E

Sitting in the cab of the E-Transit, one’s attention is grabbed by the centre mounted touchscreen. The SYNC 4 information system controls the usual multimedia functions, but other features unique to the E-Transit include Charge Scheduling which allows you to set times for the vehicle to change when plugged in, and Vehicle Pre-conditioning which preheats the cabin before departure. Also available is Pro Power OnBoard functionality allowing the vehicle to be used as a 2.3kw, 230V generator. Many of these functions call also be controlled via Ford’s smartphone FordPass app. Compared to earlier iterations, SYNC 4 is easy to use and is one of the better touchscreen systems presently available on cars or vans.

A multi-adjustable steering and comfortable and supportive seats ensure an ideal driving position. Engaging drive involves twisting the knob where the manual gearbox would otherwise reside. As well as drive mode, increased regeneration is available by pressing the L button in the centre of the knob. It provides an increased level of deceleration when you lift off, albeit unlike some EVs that can be driven pretty much without recourse to the brake pedal, the E-Transit won’t come to a complete stop in L mode.

As for the actual driving experience, well it’s fair to say that it’s better than that on many upmarket cars.

A combination of no engine noise, seamless acceleration and the revised suspension removing much of the harsh ride one often associates with vans bring hitherto unknown levels of refinement to the segment. The steering is as responsive as we’ve come to expect from Ford products, while the 184PS electric motor will be powerful enough for most applications.

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The E-Transit won’t instantly replace every diesel Transit currently on our roads, and its cost will be prohibitive for some. But it comes closer to being a like-for-like replacement for large diesel vans than any electric offering we have seen to date. Certainly, anyone who drives one will not want to go back to diesel thereafter. All in all it represents a significant development in the move to electric van motoring.

Text and Photos Cathal doyle - cathal@fleet.ie

The Peugeot e-Partner, together with its largely identical siblings, the Citroën e-Berlingo, Opel Combo-e and Toyota Proace City Electric (and soon to be joined by the Fiat E-Doblò), has narrowed the gap between diesel and electric light commercial vehicles. Is it worthy of serious consideration?

The e-Partner has been designed to be as close as possible to the diesel versions of the same product. Subtle external badging and and slightly different dials on the dash are about the extent of the visual differentiation.

It bears comparison with diesel models in other aspects as well, notably having the same load capacity volumes (4.4 cubic meters for the L2 version tested here). In this longer version the e-Partner has a payload capacity of 751kg. That compares quite well with the 974kg offered by the equivalent L2 100bhp 1.5 BlueHdi model - which is among the best in class for the small van category. The electric van suffers a bit more when comparing trailer towing capabilities, maxing out at 750kg compared to the 1200kg for the equivalent diesel.

A 50kwh Lithium-Ion battery is paired to a 136bhp electric motor. Acceleration of 0-100km/h in 11.2 seconds is faster than the 100bhp diesel’s 13.2 seconds, but slower than the 10.6 seconds possible for the 130bhp diesel version (all figures for L2 variants). Suffice to say that it is plenty fast enough.

Peugeot says that up to 275km is possible on a single charge, though driving it for a week I found 248km was the best I could achieve. Unless regularly undertaking long distance runs, that should meet the daily running needs of most operators. we did note though that range dropped away quite drastically on longer main road runs, even when going no faster than 90-100km/h. It performs better around town and a long term energy consumption figure of