Even as companies see the electric shift of their van fleets as a positive, they face a difficult coexistence: getting the most out of them alongside gas-powered trucks and diesel.
That’s one of the challenges Ford wants to address for small business owners and fleet managers, with building Ford Pro offerings alongside new electric trucks like these and the F-150. Lightning. Fleets of 50 vehicles or less account for half of the commercial market. It’s Ford’s big business, and it’s about so much more last mile delivery team for Amazon or FedEx.
It would be a lot easier if everything spoke the same language. Physically, that’s why Ford is installing the same modem, communication hardware and sensors, and network-upgradable software into all of its trucks. It’s also why the E-Transit is designed with assembly points familiar to any company that equips the Transit — think anything from a plumber’s truck to moving furniture. measure. The storage room is also at the same starting point as the internal combustion Transit models.
2022 Ford E-Transit
The Ford E-Transit electric van I drove last week helped reinforce that impression — and pretty quickly, emphasizes the strengths of going electric. It was like a drum on wheels pulling out of a bumpy driveway, like any empty cargo van. But ride quality on the pavement isn’t flat, the rear is better than I’d expect (or recall) from an E-Transit, and the once-in-a-lifetime, fun-filled feeling underlines how much of an impression. The image of big trucks comes from engines prone to vibration and the shaking of shifting gears.
Mach-E Battery — Plug and Charge and all
Pleasant ride can be a happy result of battery pack layout. E-Transit’s 68 kwh liquid-cooled battery pack is very closely related internally to the smaller battery pack used in Ford Mustang Mach-E—With cells sourced from an LG facility in Poland — but with a different external carrying case. The battery pack is essentially bolted under the frame but isolated from it, with impact protection added to the edges. Overall, Ford says that the package is attached to its mount with “a unique system of vibration isolation.”
Its built-in charger allows 10.5 kW, for a full charge in about eight hours (at 48A) and it can reach up to 115 kW in CCS format DC fast charge, allowing 15% to 80% in 34 minutes. The charging port is right at the front of the car and it’s Plug and Charge compatible, meaning the driver won’t have to carry around a corporate card to charge.
There are some obvious strengths in the layout, compared to the package-to-structure approach. Here, for example, Ford can easily replace a battery pack of a different size, and fleet operators can change their mind about battery packs if multiple sizes are available.
2022 Ford E-Transit
Ford E-Transit
Ford E-Transit
The battery pack is expected to deliver an EPA cycle range of about 126 miles, depending on use and equipment. Ford says from 30 million miles of commercial vehicle telematics data, the average daily mileage is about 74 miles. Providing the E-Transit with too many batteries adds weight and reduces the precious gross vehicle weight (GVWR).
F-150 Lightning . engine and layout
Engine is shared with F-150 Lightning picks up. Of all models to date, a 198-kw permanent-magnet unit, with an integrated inverter/controller, delivers 266 hp and 317 lb-ft of torque. That’s rear-mounted, delivering fun entertaining performance in an empty truck, and enough torque to feel as though it can keep up with a load of cargo. At the front, where the engine is, there’s a “Megabrace” that houses the air conditioning compressor, DC/DC converter, PTC heater, cooling pump, built-in charger, and Pro Power Onboard hardware.
The E-Transit has a different kind of regenerative braking interface – one that emulates Ford’s European hybrid models instead of other Ford electric models like the upcoming Mustang Mach-E and F-150 Lightning. At ‘D’, the E-Transit glides by default, but three presses of the brake gradually increase the regenerative braking behavior — allowing about 30%, 60%, and 100% of its top speed through presses corresponding. Or to skip directly to max regen, you can press the ‘L’ button in the center of the shift selector spinner. Even then, you won’t quite feel driving with one pedal or the instant resistance you get in some EVs when you release the accelerator; E-Transit’s accelerator gives you a brief pause on the lift before it accelerates again.
Ford E-Transit with tablet and fleet software Ford Pro
Ford envisions its software becoming a one-stop shop for fleet managers to convert to electric trucks while balancing petrol and diesel vehicles.
“Data Creator”
Ford Pro is integrating an intelligent management system into its trucks to turn them into “data generators,” as Ford CEO Jim Farley demonstrated in a presentation last week. Serious software promotion also includes acquire data-centric Electriphi Last year, solving the problem of charging optimization, this was a “pain point” for fleet managers by company. That incorporates local grid information to allow a fresh perspective on how and when to charge vehicles to reduce energy costs and meet renewable energy goals. And it even helps fleet managers scale up charging demand before delivering more electric vehicles.
Ford CEO Jim Farley
Fleet managers can look at the trucks and see which vehicles are charged, and telematics within the modified vehicle’s estimated range — what drivers and fleet managers can see — based on on payloads, weather, and more. In the car, Eco mode has a driver training feature that helps the driver not to over-accelerate on the road. And Ford Pro telematics is delivering vehicle tracking, collision detection, service needs, driver behavior insights, and in-vehicle training.
That trainer was turned on in my test truck, and the voice prompts got me plenty of review points when sprinting full-time to 65 mph. Reckless casual van drivers, watch out.
For those service needs, Ford is also giving owners the option of a system where dealers can predict when service visits are needed, scheduling fleet managers when they need to. involves the least downtime.
Complete the work
There’s a lot of potential to get work done in and around the truck. With Pro Power Onboard, E-Transit users have access to 2.4 kw through outlets that can power a variety of tools, field equipment or van accessories. A high-top version allows people up to 6 feet-9 to stand up in the truck.
2022 Ford E-Transit
Of course, what I drive is just a small sample from a vast lineup — and indeed, the basis for countless skins. The E-Transit comes in eight configurations, including a cargo valve, trim and chassis layout. Tonnage ranges from 3,350 to 3,800 lb for the full range of trucks, with high top, medium top and low roof versions.
E-Transit also includes a 4G LTE modem for up to 10 devices, over-the-air updates, and a full suite of electronic telecommunications tools including remote preconditioning. The PTC heater saves some energy compared to a standard resistance heater; There’s no heat pump right now, but Ford is looking into it.
The Sync 4 touchscreen offers a fair amount of interface transfer from Ford’s passenger vehicles, and it’s relatively straightforward. Between the challenges of odd loads, maneuverability and tight spaces, drivers have a lot to focus on. With about 20 minutes behind the wheel and another 20 minutes scrolling through the interface, I feel comfortable — though, knowing what I know about all the “eye in the sky” telematics features, I expected will return to the question of using his excess energy.
The E-Transit starts at $43,295 and will soon reach customers. Ford has no plans for a passenger-focused version, but it knows there will be passenger-friendly gadgets along the way.
All familiar, but different. Establishing all-electricity as a fitting new standard, rather than a strange new form, is the smart business Ford is believing in. Now is it an equipment to raise morale?
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Ford provided some transportation, accommodation, and meals — and Francis Ford Copolla — to facilitate this assessment.
