When Ford announced the E-Transit, people expressed concerns about the real-world range and performance of the electric van, particularly when loaded. Common comments included inquiries about real-world range tests, concerns about the impact of full loading on mileage, and criticism regarding the practicality of the vehicle’s range.
Ford’s official range testing is conducted with the van at half-payload, simulating typical usage where a delivery van starts fully loaded and ends the day with an empty cargo area. However, this testing method does not fully address how the van performs when completely loaded.
To address this gap, we conducted our own range test with the E-Transit fully loaded to its maximum Gross Vehicle Weight Rating (GVWR) of 9,500 pounds. Ford provided a medium roof, medium wheelbase model, loaded with nearly 4,000 pounds of rubber mats. This setup brought the total weight of the vehicle, including passengers and equipment, to approximately the maximum GVWR.
The loaded E-Transit weighed 6,152 pounds empty, with a payload of 2,962 pounds. Despite being advised against testing with animals, we noted that the payload could theoretically accommodate about 102 cases of water or 42 Labrador Retrievers.
For our range test, we selected a flat, highway route with minimal traffic and set the cruise control to 70 mph. The interior temperature was set to 70 degrees Fahrenheit, and the bulkhead door was closed. The ambient temperature during the test was around 40 degrees Fahrenheit.
Under these conditions, the E-Transit achieved a real-world range of 95.2 miles, with an efficiency of 1.4 miles per kWh. This result reflects a reduction of about 18% from the vehicle’s stated range of 116 miles, primarily due to higher speeds and cold weather.
We also conducted a range test simulating a delivery route with frequent stops and slower speeds. In these conditions, the E-Transit’s efficiency dropped to 1.2 miles per kWh, resulting in a range of 81.6 miles. The lower efficiency in this scenario is attributed to the additional energy required to operate the heater, as the E-Transit lacks a heat pump.
Regarding charging, we performed a test starting with a 2% state of charge, plugging into a 350 kW Electrify America station. The E-Transit took 89 minutes to charge from 2% to 100%, and 43 minutes to reach 80% from a 10% charge. The vehicle briefly reached a peak charge rate of 113 kW, slightly below the claimed 115 kW.
In conclusion, the Ford E-Transit performs well under maximum payload conditions, though its range is impacted by cold weather and high speeds. For businesses evaluating this vehicle, it is crucial to consider operating costs and specific needs. The E-Transit offers a viable option for fleet operators requiring an electric van, but those needing extended range may find other models more suitable.
