Ford E-Transit Review & Prices

The regular Ford Transit is one of the best large vans you can buy, so it’s no surprise that the fully-electric Ford E-Transit is an excellent choice if you need a large electric van.

It’s a bit like one of the modern Proms concerts that plays electronic music - a beloved institution, updated for the 2020s. With thousands of businesses wondering how they’re going to electrify their fleets of vans before government regulations make it unavoidable, the E-Transit answers a big question.

If you’re considering buying one for your business, you’ll probably be comparing it with the Fiat E-Ducato, Mercedes e-Sprinter, the Maxus eDeliver 9 and the Iveco E-Daily.

Yet all of these - the E-Transit included - come with some big compromises that mean they’re not suitable for every buyer just yet, such as a limited range and less payload than the diesel model. However, if you can make it work, there’s the potential for some big cost-savings - along with some fringe benefits, such as a better experience for the drivers and a useful boost to the eco-credentials of your business.

Ford E-Transit: electric range, battery and charging data

Range: 196 miles
Efficiency: 2.9 mi/kWh
Battery size: 68kWh
Max charge speed: 115kW
Charge time AC: 11hrs 30mins 0-100%
Charge time DC: 34 minutes 10-80%
Charge port location: Front
Power outputs: 184hp/269hp

The E-Transit comes with Ford’s latest cab, which is high-tech and well-built, especially for a van. Compared to the Ducato it’s night and day - many of the Transit’s switches come from Ford’s passenger cars, which gives it a very automotive rather than commercial feel.

The dash is dominated by a huge 12.0-inch infotainment display that controls most of its functions, including the air-conditioning. It runs Ford’s latest operating system which is clear and easy to use, though it does look rather at odds with the old-fashioned analogue dials.

Further back, the E-Transit’s load area is exactly the same as you’ll get on a regular Transit. There’s a choice of floor covering and lining, load restraining points and bulkheads, so it’s flexible for all kinds of needs. You can also option the Pro Power Onboard function - which gives you a pair of three-pin sockets by the rear doors, allowing you to use the main drive battery to power whatever you like - tools, a kettle, a jacuzzi. It turns the E-Transit into a portable generator, though heavy use of this will reduce your driving range even further.

Speaking of driving, the E-Transit has a choice of electric motor - but even the lower-powered 184hp model feels punchy, especially off the line. The 269hp model is quick enough to embarrass even a hot hatchback off the lights, though the power does tail off - it certainly feels ample for pulling around even a fully-laden van.

The regular diesel Transit is the best large van to drive, and the same is true of the E-Transit - it’s a little bouncy when unladen, but the steering is accurate and it feels much more satisfying on a twisty B-road than it really ought to.

The sticking point will always be range - though the best E-Transit can go up to 196 miles between charges (officially) that figure varies wildly depending on whether you’re driving mostly in town or on faster roads, and how heavily the van is laden.

It may be that’s more than enough for you - and for many businesses, that’ll be the case. No wonder you see so many E-Transits doing short-drop parcel delivery. However, whether it’s the distance involved or the lack of available charging, many people will still be served best by the regular diesel Transit.

You can find great deals on Fords through Carwow, and browse for used Ford models here. You can even use Carwow to help you sell your old van through our network of trusted dealers.

The E-Transit, like all large electric vans, is quite pricey to buy outright. It starts at just over £51,000 ex. VAT. That’s cheaper than a Fiat E-Ducato and Iveco E-Daily, but it is undercut by the new Renault Master E-Tech.

There’s no denying that this is a hefty price premium over the regular diesel Transit, however high-mileage users could make that back over the vehicle’s lifetime in reduced fuel costs.

Two trim levels are available - Leader and Trend - and both are more generously equipped than the equivalent diesel. All models come with semi-automatic climate control, powered door mirrors, a heated windscreen, keyless start and that massive 12.0-inch touchscreen infotainment system. Trend models add sat-nav, all-round parking sensors, cruise control and automatic wipers, plus some extra safety aids.

Even better than the diesel Transit to drive - but you don’t really need to pay for the more powerful motor

The Ford E-Transit is available with a choice of two electric motors, offering 184hp and 269hp respectively. Both are rear-wheel drive, which means that the more powerful model especially can be surprisingly fun to drive on a twisting road - you get the sensation that you’re being pushed out of the corners, which is quite satisfying.

The more powerful motor is almost indecently quick for a vehicle of this size and shape - it’s good fun giving hot hatchbacks something to think about at the traffic lights, but we’re not sure it’s strictly necessary. The 184hp motor is more than enough, and even feels up to the task of dragging a fully-laden E-Transit about. It’s slightly more efficient, too, giving a better maximum range.

Both versions have steering that’s very nicely weighted, accurate and even gives you some feedback about what the front wheels are doing. Older Transits were even more satisfying in the bends, but this one holds its own.

It’s great to drive around town, too. There’s really excellent visibility - it’s even better if you option the LCD rear-view mirror, giving you a view from the rear that you don’t often get in vans. The side mirrors are large, too, with convex lower lenses giving you a wide-angle view.

The electric powertrain having no gears makes it even smoother than the automatic Transit, and so it’s effortless in stop-start traffic.

On the motorway, the electric motor can feel a little breathless at high speeds, but up to 60mph it’s more than punchy enough. You also suffer a little from crosswinds, but this is the same as in any high-sided vehicle and it’s not especially bad in the E-Transit.

Not much use for towing, but the E-Transit’s uncompromised load area and decent payload make it a good large electric van for transporting items

The E-Transit is available in loads of different variants. There are three body lengths, two body heights, three weights and two bodystyles - panel van or a double cab.

Combined with the two trim levels and two electric motor options, there are dozens of ways to configure your Ford E-Transit - but all feature the same size and shape of load area as the equivalent diesel model.

As all E-Transits are rear-wheel drive, they do have quite a high load floor, which can be annoying if you’re having to get in and out of the van multiple times a day. All models do have a composite floor but they can be fully boarded out in the rear if you need to, and you can choose regular lashing points or modular rails for load retention.

Ford E-Transit internal and external measurements

Exterior dimensions

Exterior length (L2/L3/L4): 5,531mm/5,981mm/6,704mm
Exterior width with mirrors: 2,474mm
Exterior height (H2/H3): 2,447mm/5,531mm

Interior load length
To bulkhead (L1/L2/L3): 3,083mm/3,533mm/4,256mm

Interior loading width
Max: 1,784mm
Between wheel arches: 1,392mm

Interior loading height
Max height (H2/H3): 1,786mm/2,025mm

Towing capacity

In some variants, the Ford E-Transit has a towing capacity of 750kg. Other variants are not rated to tow. That’s fairly standard with large electric vans, which are already flirting with their Gross Vehicle Weight (GVW) limits thanks to their big, heavy batteries.

Payload

There are three different GVW versions of the E-Transit - named 350, 390 and 425. Despite the largest of these weighing in at 4.25 tonnes, anyone with a regular category B licence can drive them thanks to a special exception made for electric vans. In the smallest L2/H2 body size, all models can carry over a ton, rising to a maximum of 1,758kg. The largest L4/H3 model can carry between 790-1,540kg.

Overall the E-Transit has among the highest payloads of any large electric van, making it highly useful if you need to carry a lot. Those who need to carry more weight should still look at the diesel model, though.

A high-tech cab with a huge touchscreen - easy to use, unless you’re wearing gloves

The Ford E-Transit’s cab is an interesting mix of hard-wearing commercial vehicle-style materials with technology and design that’s much more akin to one of Ford’s passenger cars. The standout feature is of course the massive touchscreen - at 12.0 inches, it’s the largest available in any van on sale (except for other Fords) and comparing it to the one in, say, a Mercedes Sprinter, is like comparing an iPhone screen to an IMAX screen.

It runs Ford’s Sync4 software, which is clear and easy to use for the most part, and wireless Apple CarPlay and Android Auto are both standard - though as there’s no wireless charging pad, you will still need to plug your phone in to keep it charged on a long trip.

Curiously, Ford has stuck with old-fashioned analogue dials rather than fit the E-Transit with a fully digital dashboard display like you get on the smaller E-Transit Custom. This isn’t particularly useful, with the traditional needle gauge running the power/eco meter a rather poor substitute for a digital version. There’s even a fuel needle subbing in for a battery gauge - though you can see a more exact figure in the small screen between the dials, which is handy.

Otherwise the cab environment is very good. It’s hard-wearing rather than plush, but that’s exactly what you want in a hard working commercial vehicle. You do at least get a nice leather steering wheel, and the seats are comfortable. The driver’s bench also goes far enough back for a tall driver to get comfortable.

The middle passenger will have to contend with their right knee occupying the same space as the pod for the gear selector - it’s a shame Ford couldn’t have put this on the steering column like it does in the E-Transit Custom. However, the cab’s wide enough to squeeze three burly adults across its width.

Storage spaces are reasonable. There are cupholders at each end of the dash, multi-level door bins and lots of open storage on the dashtop - though it’s a shame this can’t be covered up, as light-coloured items tend to reflect. There’s also a slot in the centre suitable for slinging a smartphone in, and a large bottle holder on the passenger side. An area under the double passenger seat and lots of overhead storage complete the picture. Just be wary of the perfectly-sized smartphone slot visible when the door is open - don’t put anything in there if you don’t want it crushed when you shut the door.

The Ford E-Transit’s 68kWh battery gives it a maximum driving range of 196 miles, though this decreases as you add a bigger body, a higher trim level or more payload.

Regardless, this is still very impressive, beating out the Mercedes e-Sprinter - though the new Renault Master E-Tech promises over 200 miles on a charge. Ford claims a ‘dependable’ 100 miles per charge, which doesn’t sound very impressive but this is a figure calculated with a well-used battery, lots of load and in any weather.

If you have a regular single-phase electric supply, you can charge the E-Transit from 0-100% on a home wallbox in 11.5 hours. Use a faster three-phase supply, often available at commercial premises, and that drops to eight hours.

Fast-charging at up to 115kW is available, which results in a 10-80% charge in just 34 minutes.

Running costs are largely dependent on how you top up. Using pricey public charging, the E-Transit will probably be more expensive to run than a diesel van. However, using regular electricity - or even better, cheaper overnight rates where available - and it’ll be significantly cheaper than a diesel.

The E-Transit also comes with Ford’s useful Ford Pro system built in. This is an onboard telematics package which can be useful for a fleet of one or two vehicles up to huge fleets with hundreds of vehicles. It enables you, or your fleet manager, to track the van’s service requirements, state of charge and other factors remotely, reducing much of the guesswork involved in maintenance and allowing you to schedule things like charging and servicing to take place in the vehicle’s regular downtime, reducing costs further.

Standard safety equipment on the Leader model isn’t especially generous, though electronic stability control and cross-wind assist are both standard. Lane-keeping aids come on the Trend model, while the options list has plenty more including useful extras such as 360-degree cameras and the aforementioned digital rear-view mirror.

Euro NCAP hasn’t tested the performance of the full-sized Transit’s safety aids yet, but the smaller Transit Courier, Connect and Custom all had Platinum ratings - which bodes well.

Security for a Ford Transit is always difficult - they’re the most popular vans, so they’re the ones people focus on figuring out how to break into - but the options list has several options for additional locks, alarms and security devices.

The E-Transit is based on the otherwise very dependable Transit van - the only real problems that model has had are with its diesel engines, which obviously isn’t a problem in this all-electric model.

Adding to its reliability credentials is the fact that Ford builds the E-Transit in-house, while some large electric vans are third-party conversions. This means everything is designed to work together, and put through the same rigorous testing process. With the sheer number of Transits that are sold, some problems are inevitable, but so far there don’t seem to have been any persistent issues.

Service intervals are every year but not limited on mileage, so you can drive as far as you like as long as it visits a dealer every 12 months. That could be a boon for high-mileage drivers, who’ll find themselves visiting less - but many vans have 24-month service intervals that are halved by the E-Transit.

Warranty cover is limited to just three years and 100,000 miles, though the electric powertrain and battery gets a separate eight-year, 100,000 mile warranty.