Anybody driving an electric Ford E-Transit cargo van?

[EMWLou]

I have a 2023 ETransit (medium roof, 148") and could not be any happier with it. I believe the 2023 year was the last they came with a 68kwh battery. The 2024 was upgraded to around 89kwh. That upgrade comes at the expense of payload though. The extra batteries add weight and that is deducted from the GVWR. I personally prefer the 68kwh version because I regularly need that extra payload.

I owned a 2018 gas powered Transit 250 before buying the ETransit, so I am making an informed comparison between the two. IMO, the ETransit is simply much better in every way. If you're interested in one, you really need to be able to have a level 2 charger installed where you live. I have 3 EVs (Rivian R1S, ETransit, and a Mach E GT), so I've had my charger installed for years. With the ETransit, I average about 120 miles a charge. For me, that's perfect. In the 18 months, and 24,000 miles, that I've owned it, I've yet to charge away from home. I plug it in every night and its ready to go in the morning. The truck is really designed to be a delivery van and isn't intended to be driven long distances. If you need something with more than 120 miles in range, than I'd suggest you look elsewhere. I've saved thousands of dollars on gas and maintenance so far. I'd never go back to a gasoline powered vehicle...

You will notice less range in the winter, but it hasn't been an issue for me. I use the app every morning to turn on the climate control for 15 minutes while its still plugged in. The truck heats up very nicely and you don't lose any range when its plugged in. I'm right outside Philadelphia (home of the Super Bowl champions... had to get that in there) and we still get winter here, but its usually not that cold here. I heat it up for the morning commute and almost never turn the heat on for the drive home. If you have a heavy right foot, you might be disappointed to find out that the top speed of the ETransit is only 81 MPH. Regardless of driving conditions, it never struggles to reach that speed though. The only thing that I've noticed having a huge impact on range is the wind. The battery drains noticeably faster on very windy days.

 

[kurtww]

I also have a 2023 E-Transit medium roof. I bought it in May of last year for $31k as "new". I had to ship it from Utah to California, since the dealers here wanted $40k plus. The range of ~110 miles is fine with me, even for long supply runs around the bay area. I have also never charged it away from home. I absolutely love it. It's never been to the shop. I think my use case is probably ideal for it, between the distance I need, and the mild climate. I wouldn't trade it for a diesel. I came from a pickup truck (with the intent of towing a trailer, but I almost never actually did). Many of the contractors I've worked with who have a truck have asked me about switching to a van. I would never go back to a pickup.

 

[eric@genesisavsolutions]

Okay I haven't read all the posts here yet but as the owner of a 2023 Mid Roof Standard Length E-Transit I feel obligated to share my experience as a working tradesman in the mountains of northern Montana.
I can peek out my bedroom window and see into Glacier National Park. I've driven this van at -21º F (-29 C) in a blizzard up the side of a mountain to a ski resort. What I'm try to say is that I'm qualified to provide a valuable opinion.
At 100% SOC (State Of Charge) I get ~123 MPC (Miles Per Charge) which exceeds the EPA's stated 116 miles of range, and I like drive to with a lead foot. In the warmer months I average 108 MPC @ 85% SOC. Enough to drive to a festival and power an entire stage sound and light system in the mountains and get home... air conditioning ON. You wouldn't believe what a good (generator) that van is. We mounted a Starlink Mobile to the roof and can stream music and video in the most remote areas.
Winter is our busy time of year, we average 22º F (-6 C) in deep winter (Dec, Jan, Feb) and I regularly charge to 90% and get around ~92 MPC. When it gets really cold [Below 8 F (-13 C)] I charge to 100% and get around ~70 miles. But we installed a radiant electric heater and keep the entire van comfortable, not just the cab, that MUST affect range?¿?¿ Use caution when driving at 100% because you won't have any regen for the first few miles. Pre-conditioning the interior to a comfortable temperature while plugged in also preheats the battery giving you better performance. At least that's been my experience.
I installed a custom hitch and regularly tow 1200-1800 lbs renting construction equipment.
This is posted on the interior of our van: (Please Help me condense this so I can post it on the exterior:

"We don’t drive this all electric van to save the world. (although it helps). We do it because it’s better in every possible metric: 1-Ton Rating, Power, Versatility, Reliability, Comfort, Cost of ownership, Driving Experience, Charges in 20 minutes at Supercharger Stations. You can use the 70 KWh battery to run power tools all day long without the drone of a generator, and you can supply backup power to your home in an outage… for days.

It’s just a smart decision for some businesses."

 

[onocoffee]

Okay I haven't read all the posts here yet but as the owner of a 2023 Mid Roof Standard Length E-Transit I feel obligated to share my experience as a working tradesman in the mountains of northern Montana.
I can peek out my bedroom window and see into Glacier National Park. I've driven this van at -21º F (-29 C) in a blizzard up the side of a mountain to a ski resort. What I'm try to say is that I'm qualified to provide a valuable opinion.
At 100% SOC (State Of Charge) I get ~123 MPC (Miles Per Charge) which exceeds the EPA's stated 116 miles of range, and I like drive to with a lead foot. In the warmer months I average 108 MPC @ 85% SOC. Enough to drive to a festival and power an entire stage sound and light system in the mountains and get home... air conditioning ON. You wouldn't believe what a good (generator) that van is. We mounted a Starlink Mobile to the roof and can stream music and video in the most remote areas.
Winter is our busy time of year, we average 22º F (-6 C) in deep winter (Dec, Jan, Feb) and I regularly charge to 90% and get around ~92 MPC. When it gets really cold [Below 8 F (-13 C)] I charge to 100% and get around ~70 miles. But we installed a radiant electric heater and keep the entire van comfortable, not just the cab, that MUST affect range?¿?¿ Use caution when driving at 100% because you won't have any regen for the first few miles. Pre-conditioning the interior to a comfortable temperature while plugged in also preheats the battery giving you better performance. At least that's been my experience.
I installed a custom hitch and regularly tow 1200-1800 lbs renting construction equipment.
This is posted on the interior of our van: (Please Help me condense this so I can post it on the exterior:

"We don’t drive this all electric van to save the world. (although it helps). We do it because it’s better in every possible metric: 1-Ton Rating, Power, Versatility, Reliability, Comfort, Cost of ownership, Driving Experience, Charges in 20 minutes at Supercharger Stations. You can use the 70 KWh battery to run power tools all day long without the drone of a generator, and you can supply backup power to your home in an outage… for days.

It’s just a smart decision for some businesses."

Maybe this?

"We don't drive this to save the world, but it helps. We drive it because it's AWESOME!!!"

 

[Packard]

I never understood why the first electric vehicles were passenger cars. Way too many regulations and unpredictable daily mileage (and problems with the size and weight of the original batteries).

In my mind, local delivery vans made so much more sense (like UPS, FedEx, Postal Service vans, etc.). Almost no safety regulations compared to passenger cars. Highly predictable daily routes (and thus mileage), and a return each day to the original depot for re-charging. Also a huge flat floor to hide the batteries, and weight is less of a problem in a cargo van than in the passenger cars.

If I were going into that industry, I would do all my learning curve on cargo vans.

After the cargo van business, I would go after the work truck (vans), for many of the same reasons, though daily mileage would be less predictable—the average daily mileage probably would be over a smaller range than passenger cars.

In any case, I think delivery vans and work vans are inherently suited for electrification, and I predict; a higher percentage of drivers in the vans will find them satisfactory compared to the cars. (And unlike Tesla cars, no one is angry at the company owner so less likely to have your van defaced or sabotaged.)

 

[rmhinden]

In any case, I think delivery vans and work vans are inherently suited for electrification, and I predict; a higher percentage of drivers in the vans will find them satisfactory compared to the cars. (And unlike Tesla cars, no one is angry at the company owner so less likely to have your van defaced or sabotaged.)

I agree. I think this is happening, it just doesn't get much press coverage. For example Rivian is making delivery vans for Amazon. I see a lot of them where I live.

Bob

 

[Packard]

I agree. I think this is happening, it just doesn't get much press coverage. For example Rivian is making delivery vans for Amazon. I see a lot of them where I live.

Bob

I see at least one of the Rivian/Amazon vans every day. They do look a bit like giant toy cars though. Paint them pink, and they’d be right at home on the movie set of “Barbie”.

 

[Mini Me]

I agree. I think this is happening, it just doesn't get much press coverage. For example Rivian is making delivery vans for Amazon. I see a lot of them where I live.

Bob

Going back many years one of the major personalities who left Tesla made the point in a YT video that the biggest impact on vehicle exhaust emission reduction that could be had was by electrifying the world's commercial truck fleet and he was right. His proposal was to use a small turbine to drive a generator but things have moved on from there and pure electric trucks are now being made and used. For anyone interested look up Electric Trucker on YT especially his latest videos on driiving semi trailers long distances in Europe.

https://www.youtube.com/results?search_query=electric+trucker

 

[leakyroof]

I don't know how well Sprinter EVs are doing in other parts of the world/markets, but around here, Buyers, Contractors, don't want them. The range is not really great at all, and that's with an empty Van. Added Cargo weight, HVAC loads if it's needed like dead of Summer or Winter, and your Range is far less. Even with all that underspace for a much larger battery size/capacity than a traditional Passenger Car, the Range factor is still shying away buyers from what I see and hear.

 

[Mini Me]

Australia Post have 36 of them on trial but I have no idea how that has worked out. I don't see much of an issue for a tradie working in a restricted area but like all changes some like the change, some find it doesn't suit them and others simply think it is the best thing that has happened to them. I was in heavy transport as a professional driver and the day they handed me to keys to my first automatic gearbox truck I was totally for the idea where others did not like it at all. Our family gets an Electric vehicle as part of an employment package so we have both and I don't understand the hate some people have for them, they do the job for us and if having a electric vehicle does not suit your circumstances don't change over.

 

[luvmytoolz]

@Mini Me I have no doubt regardless how good or bad they are, AP will have them cost at least double the norm for half the work.

With the ute being the largest selling car here, I actually wouldn't mind getting a hybrid ute down the track when the tech and costs start levelling out. It'd be the best of both worlds. I do like the hybrids the car dealer gives me whenever they service my ute.

 

[Mini Me]

@Mini Me I have no doubt regardless how good or bad they are, AP will have them cost at least double the norm for half the work.

I don't follow what you mean there. My last couple of years before retirement were spent managing part of the AP fleet at the place I was based and the Sprinters we were then using were absolutely bullet proof. Every driver drove them like they stole them and they simply kept going with very few issues. Up until we got the Sprinters AP had used Transits since they became available in Oz and every single one of them was a disaster on wheels.

 

[luvmytoolz]

I don't follow what you mean there. My last couple of years before retirement were spent managing part of the AP fleet at the place I was based and the Sprinters we were then using were absolutely bullet proof. Every driver drove them like they stole them and they simply kept going with very few issues. Up until we got the Sprinters AP had used Transits since they became available in Oz and every single one of them was a disaster on wheels.

The ones we seem to see all the time are contractors driving anything from sedans to vans, but the thing that never made sense to me is how parcels can go from suburb collection centre to airport, then to a d/centre in another suburb on the other side of the city, then back to airport, then to a main d/centre that's actually 10 mins from my house, and then back to at least another one or two distribution centres, sometimes stopping off at the airport again, before finally being delivered.

For parcels that had to be signed but no-one was home, they'd sometimes take it to a d/centre roughly 45 mins away, when we have 3 AP's offices within 3 mins of our house, before the following day or the day after, it would then be taken to one near us. There's been a few times they just left it at the remote d/centre which is most inconvenient trying to get there before they close during peak traffic.