Battery-driven Transit confirmed for NZ residency

The electric Transit is confirmed for local sale. But what versions we will see and for how much is as yet unknown.

AVAILABILITY is confirmed, arrival date is two years away and, until price is narrowed down, fleet managers will be left pondering the total cost-effectiveness.

That in a snap is the situation in respect to the E-Transit, the wholly electric edition of Ford’s workhorse van, which the national distributor has confirmed for sale here, though not until some time in 2022.

Ford New Zealand’s confirmation of the model, on the same day of its global unveiling, reflects the distributor’s strong conviction that electric is the way forward for this class of vehicle, particularly when used for urban work.

The range? That’s interesting. American models are rated by the EPA for 202km of travel per charge (in low bodystyle variants), while European models are good for 350km of travel per charge according to the WLTP.

E-Transit’s drive modes are also tailored to its electric powertrain. A special Eco Mode aims to provide up to an 8-10 pe cent improvement in energy usage if it’s driven unladen with spirited acceleration or at highway speeds, according to Ford data. Eco Mode limits top speed, regulates acceleration and optimises climate control to help maximise the available driving range.

All models irrespective of market are powered by a 67kWh battery feeding a punchy 198kW/430Nm electric motor that drives the rear wheels.  

The big question mark is price. Ford NZ says that – along with the market’s specification – won’t be sorted for quite a while yet.  

Even so, the pricing structure already established for the Transit in its orthodox diesel format and plug-in hybrid format – plus market recognition that full-out electrics, due to their technology, unavoidably carry a premium - surely has to give an early warning about the lines’ probable placement.

As things stand, the wholly fossil fuel-reliant models span from $63,000 to almost $75k. The PHEV cargo van that is establishing now is a $89,990 ask. Conceivably, then, the cheapest fully electric model might be up around $100,000, so line-ball with the  Tourneo Titanium people mover that carries a $99,990 premium.

The PHEV and EV models will make for interesting comparison, on performance and per kilometre costing.

Ford is urging potential customers to consider that the E-Transit boasts maintenance costs that are 40 percent lower than its internal combustion cousins over an eight-year or 161,000km period. Which camp does the PHEV sit closer to? That’s not yet clear.

The plug-in uses a 92.9kW electric motor to power the front wheels, drawing on energy stored in its 13.6kWh lithium-ion battery pack.

This gives it around 50km of EV range before a 1.0-litre three-cylinder turbopetrol fires up as a generator to charge the battery pack, but when that happens the model has a range similar to that of the diesel, with around 500km overall. An average optimal fuel burn of 2.4L/100km on the combined cycle is claimed in the United Kingdom. 

The battery pack can be charged via the mains in 4.3 hours or by a Type-2 AC charger in 2.7 hours. The pack comes with an eight year/160,000km warranty.

The full electric’s range varies depending on version. The low-roofed editions have the best range, of 200km. It’s 189km for the medium-height roof version and 174km for the high-roof versions. That compare well with the E-Transit’s rivals including the Peugeot Partner Electric (170km), LDV EV80 (190km) and the Mercedes-Benz eVito (150km).

The E-Transit features AC and DC fast-charging. A full charge on DC using a 115kW fast charger will top the battery up from 15 percent to 80 percent in 34 minutes. The more common 50kW chargers will to that in 65 minutes. Stick it into a home power socket and it’s a 12-hour replenishment. 

In both the full EV and the PHEV, the battery is positioned under the floor. In the plug-in this reduces load capacity a little compared with the standard Transit, however. Suggestion from Ford is that this isn’t the case with the full electric.

The situation for the the maximum payload is not yet clear. The PHEV in its short roof, low wheelbase version has a 1723kg payload compared with the diesel version’s 1339kg.

Another appeal with the full electric is that it features Ford’s SYNC 4 that can connect to the internet to unlock software subscriptions that help fleets manage charging transactions, telematics services and more.

So who’s buying? It’s clearly less likely to be used on long haul than the traditional models, but that’s not the idea anyway. Ford says E-Transit ideal for urban environments, fixed drive routes and deliveries within geofenced zero-emission driving zones, without requiring fleet owners to pay for excess battery capacity they don’t need.

E-Transit is part of Ford’s more than $11.5 billion global investment in electrification through 2022. The all-new, all-electric Mustang Mach-E and the fully electric F‑150, which starts hitting North American dealers in mid-2022, are also part of this push.

High confidence with Expert

Another European van is about to arrive. Or, more accurately, return.

 

DETERMINATION to deliver a driving feel and cabin ambience that would be familiar and comfortable for its car customers while also tailoring to meet best expectations of the commercial sector has been prioritised with the new version of a French van making a second go of the local market.

Arek Zywot, commercial manager for Auto Distributors, the national franchise holder for Peugeot, says the formats for the Expert van chosen for this market are reflective of extensive work by his office and the brand’s distributor in Australia, where identical models will be adopted. 

Thus, a wider choice of body styles, engines, drivetrains and trim and specification levels for a model that builds with a single roof height in all formats has been refined.

This market will to just two wheelbases – 4950mm for what’s being called the $54,990 ‘medium’ here (and is known as the ‘standard’ in Europe), and 5300mm for the $4000-dearer ‘long’ (these respectively provisioning 2510mm and 2860mm load lengths) – with a common 2.0-litre turbodiesel creating 110kW and 370Nm married to an eight-speed automatic transmission. 

These adopt a safety pack that encompasses all increasingly commonplace features and assists, but disregards some advanced aides that operators in Europe and the United Kingdom enjoy.

The NZ market trim takes smart headlamps, driver and passenger front side airbags, adaptive cruise control, blind spot monitoring, automated emergency braking and a distance alert system, but has a more simplified rear parking assist than can be provisioned in Europe and comes without the head-up display, lane departure warning, speed limit recognition and full driver monitoring meted in its home market. 

Nonetheless, Zywot is confident his brand has created a stronger foil for the new Renault Trafic, Ford Transit and others than the previous Expert, which was dropped three years ago having struggled to imprint in this challenging sector.

“We looked at all the options … we didn’t strike for an entry level price point or model. We just went for what we believe this market wants, so we delivered the van with those specifications.

“We wanted to focus on as passenger car-like equipment level; with a focus on safety and comfort. We’re bringing an upper-level feel to the van world.

“If you drove one of our passenger cars and jumped into our van, and got the same feeling of comfort and safety, then we have achieved what we are aiming for.” 

That’s why the 110kW engine was chosen over other like-capacity formats, one making 89kW and the other 129kW. Auto Distributors’ research had identified that the 110kW unit was within a space most enjoyed by the market.

“When you look at ours against the Trafic or the VW Transporter, we are in the ballpark with the same or more kiloWatts and it delivers us the right torque to give us a good payload.”

About that. A particular plus point that the distributor will enforce is that it’s 1300kg payload is a best-in-class while it’s also being one of two choices in the market that can tow more than two tonnes braked.

These feats might seem all the impressive given that the Expert is an interesting blend in respect to its engineering, this generation having become a merging of the previous model’s rear portion with a front based on the EMP2 platform that Peugeot and Citroën use for their cars.

The vans also seem set to match the fully passenger fare in fuel consumption, which is claimed to be 6.3 litres per 100km in optimal condition, with CO2 emissions of 165 grams per 100km.

The model’s re-entry being an Australasian effort made it easier for to go for a blended spec than simply adopt the models that go into the vehicle’s right-hand drive market, the United Kingdom, where there two standard trim levels, S and Professional, plus Grip and Asphalt versions that are a bit more specialised.

Also influential was recognition that the smallest variant, called the Compact overseas, was potentially too size-compromised for this market. 

Accordingly, that 4600mm long option has been ignored for the Medium and Large, whose load volumes are 5.8 and 6.6 cubic metres respectively in orthodox form, though an optional Moduwork’ package delivers ability to transport longer items such as lengths of wood via a through-loading hatch located under the passenger seat.  This increases maximum load length capability by 1162mm. Both models have with an overall height of 1940mm and a useable internal load height of 1397mm. 

Twin sliding doors are standard and it has dual barn-style rear doors, capable of opening to 180-degrees. In Europe there’s a hands-free entry feature that lets you wave your foot underneath the rear bumper to open the side door.

Expert might yet range into carrying passengers as well as packages. The minibus configuration with three rows of seats and space for nine passengers has not been discounted, though immediate introduction doesn’t make sense with the tourism market have been destroyed by Coivid-19, Zywot suggests.

As is, consideration for occupant comfort compelled delivering the vehicle with a bulkhead behind the seats, creating a completely sealed cabin environment, which enables a more car-like experience, Zywot says, and improves the effect of the heating, ventilation and air conditioning functions. He believes the audio coming with Apple CarPlay and Android Auto functionality will also be popular.

A diversity of accessories will avail.  Items include a wooden floor, wall panel and wheel arch box inserts, as well as a rubber mat for added grip and protection in the cargo area. Another option includes a fold-down writing table in the central seat-back, as well as a storage squab under the central passenger seat.

The styling can be given a bit of a fizz up with an optional ‘Look Pack,’ which delivers body colour front and rear bumpers, side rubbing strips and exterior door handles.  Larger 17-inch alloy wheels are also included, as are LED daytime running lights.