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But then the aircon will have kicked in.

Which is Bull Shit as no one is going to drive without heat and it wasn't even cold in their test and this has to work 100% of the time. Which means 85 miles is still too high in reality. This is useless

My company uses these and we get on avg 88 miles on a single 100% charge. In the winter maybe 60-70miles with a 100% charge but the charging time also increases drastically to the point they are basically out of service for an entire shift.

@@w8stral LOL tradesman have gotten soft. I worked my Dad's construction company form 80s to 90s as young man and our 60s van didn't have working heater or AC. Hot? open a window and floor vents. Cold? put on 2nd layer of wool socks, beanie and some work gloves.

Yea, lets go backwards buying vehicles which have a TINY range and zero comforts... yea, that will sell well. Oh right, its about religion, not progress. @@dailyrider2975

Congratulations! Have you used it for running power tools yet?

@@sandyfordd1843 Didn't take that option. It's only 2.3kW and as an electrician, all my tools are cordless, even my large SDS's. It takes up some space where I now have racking and also it weighs quite a bit, I'm already at the limit of the max weight here in europe. (3500kg max). It's 2600kg instead of 2300kg empty for a regular transit. So that's the only disadvantage for my usage tbh.

The reason for the better highway range was you spend a lot more energy getting up to speed than you can possibly recover from regen braking. Hence you spend a lot less energy if you have to get up to speed once. If you tested while it was empty you would get the results you expected.

@@MrJturner74 that range is terrible and over 1 hour 20m charging time is a real wage waste. Overall a commercial waste of time.

@@gregmatthies8128 10-80% charging speed is all that matters, no one goes past that regularly since the last 20% is a lot slower

@@kimekholm7178 then the range is even less with less battery charge. How can this be a good thing. Are you delusional!

The range on the 2nd charge is less, yes, but miles of range/charging time is better. Remember, these vehicles are designed for routes where they don't need to charge during the day, 2hich for many (not all) vans is all they do, especially last-mile delivery or local city work vans.

They saw sense in the end.

@@davelowe1977 in the end they will be ev, once the infrastructure is there. Just a matter of time. We have a depot in Deeside Wales, I see a mixture of ev and fuel presently

@@fydstar tell me what effect you think a refrigerated van will have on range? Simply turning the air con on is barely practicable.

@@alanbell2156 it won’t be overnight but eventually. A Ford F-150 lightning can power a house in the USA for 10 days, so in the UK that’s would be weeks. So a refrigerated van should be no problem given the right battery capacity. Once the battery power to weight to cost ratio comes down, it’s inevitable I think?

@@fydstar I was waiting for you to come away with that rubbish. Just surprised it took you so long. You guys are completely deluded. Or maybe just being sponsored by Ford? Your credibility is now zero.

Is there a petrol option for transit size vans? With the current cost difference between petrol and diesel fuel, a petrol engined van begins to look attractive, modern petrol turbo DI engines can be tuned to have low end torque, and the mileage difference would be easily offset by the 30p+ per litre fuel price difference and not needing adblue... As you say, EV vans aren't there yet, seems to me that petrol would make sense until they are, especially as a hybrid.

The Mercedes eSprinter would be the only option coming in at 295 miles. It's a lot bigger of an initial sticker price though. I’d hope to see something close to 400-500 miles to convert to a campervan.

@@longrange1977 here in North America the sprinter transit and promaster (fiat) are all available in gasoline powered versions and are more common than diesel. The promaster is not available as a diesel here I don't think. At my work they have an f550 tow truck with a gas v10. It's absolutely horrible on fuel but it continues to work every day unlike the diesels which have too many emmisions problems. A Hino 358 I used to drive used to cost them around $30,000 a year in emmisions repairs. It had 500,000km on it when they got rid of it. It left me stranded multiple times. Now I am driving an international with an L9 Cummins and it has 54,000k on it and it has already had problems. It gets better mileage at 15 tonnes than the gas ford does weighing maybe 4 tonnes however

That's the exact reasoning why the Tesla Semi has two motors usually shut off but used for acceleration or big loads.

I was going to say similar, high speed driving is more about tire and wind drag, stop start around town driving is more about weight (force = mass * acceleration etc.)

Bingo! I'm retired from a pipe trade and city driving kills milage with stop and go when hauling any weight above 2k pounds. My bet is, the regeneration system can't match the energy required to move an additional 3k of weight from a dead stop. If it could, Ford would face multiple lawsuits for whiplash and rear end accidents...

It was at max payload so it’s not as quick as it’d be, on average, since the van well seldom be at max payload doing deliveries. But your point is well taken.

Yo mama

Surprisingly well. I joked with Craig that maybe Ford didn’t actually put that much weight in it when it didn’t squat much. The reality? The van could probably handle a bunch more weight. - Chad

Also you’re very kind. Thank you for watching!

What Chad said... THANK YOU SO MUCH FOR WATCHING AND COMMENTING! You are too kind. - Craig

Thanks for watching

They should offer it with the ER Lightning pack, AWD, and the power plugs from the lightning. That would make it awesome for that, cause you could travel much easier, and would have a lot more battery to power stuff with. Oh, and a solar roof option.

For the whole planet, albeit the backward USA.

@@fjalics ... while a solar option is a nice idea for off-grid camping, the gain of maybe 1-2 KW of charging would be painfully slow for any other reason.

@@rupe53 I agree, unless it's an Aptera(which isn't in production yet) and you park in the sun, in a sunny place. Most people are better off putting solar on their roof.

Great point! We'll be sure to take that into consideration for future videos.

Fuck metric

I think you’re on to something with the working harder at slower speeds because of payload. I think though mostly it’s the heater trying to keep me warm. - Chad

That 13 second zero to 60 suggests a very different gearing from a typical passenger EV. The lost efficiency in town could be partly related to bringing the load up to speed, but resistive heating is likely a big factor. Can't wait for the next generation eSprinter and Ford. They'll have much better range, probably faster charging and hopefully a heat pump option. The new 2nd gen eSprinter is being made in South Carolina and should be on sale I think this year.

At 10:30 it is clearly stated by the creators and by Ford that this van is not for everyone.

The range is a joke. That will have to be addressed before it can be used for travel use. Maybe a hybrid would be a better idea for vans.

@@glennr9913 It is designed for the urban environment, either delivery or building contractor work. Deliveries will not be fully loaded all the time so will probably get 100 miles between charges - that is more than 1/2 a day of driving so they just charge at lunch time (or swap to a second van). Contractors will be fine with it as long as there is a charging point(s) at the construction site.

@@justinstephenson9360 In a year or so they'll have better ranges. I'll wait until it suites my needs.

@@glennr9913 You'll be waiting a looooong time.

No one drives 24 hours a day do they. So unless you are doing cross country this won't be so much of a problem.

@@jonwelch564 just think that one out, van driver working 40 hours a week. How many deliveries can he do in a real van, vers how many can he do in a E van.

@@jonwelch564 What about companies that use the same truck for different users. If you had 20 drivers,10 driving days and 10 driving nights. In an EV motor that is buying 20 vehicles because of recharge times of 8-10 hrs. Buying diesel van you only need 10 vans for 20 drivers. Also no mention of battery degradation with new batteries every 5-10 years. Diesel engines last a lot longer.

@@paulcowan3222 no company runs it's van 24/7 and vans need to be loaded, so there time for you. And regarding battery degradation, Tesla's data shows after 250,000km on average they lose 9%. I don't know how many companies will buy a new van and run it all the way up to 250k I doubt many. A friend has 40+ vans and he sells them probably around the 100,000km mark because they are just too unreliable. You know, way too many moving parts wearing each other out. Electric vans have hardly any moving part, and due to regenerative brakes, even the brakes will wear less. The more you look the more of a win they will become. It's still early days and it will get a lot better. There are a lot of very clever people working on this.

@@stephensmith7919 I have no idea I don't know how far a delivery van drives. But for myself I don't drive more than about 60 miles in a day. My current diesel van will be good for many years yet. So I won't be changing any time soon.

We talked directly with a Ford engineer and he said that there’d be no additional benefit in plugging into a charger that delivers more than the 115 kW. We would’ve used the 150 but we had a challenging charging day in regards to EA reliability.

@@EVPulse gotcha thanks, i guess i was just wondering if the advertised max rate is always achievable if the unit is operating.

@@EVPulse how much did that full charge cost?

@@yiamas07 at the U.S. average rate of 16.3 cents per kWh, it'd cost $11.08 to fill it. Which is where over 90% of the charging will occur. If you have to DCFC, which you'd never go from empty to full doing, you'd spend around $25.

@@EVPulse thanks 🙂 in the UK at the capped domestic rate of 34p per kwh, that's around £24 then...and a fair bit more if a public charger has to be used, 63p per kwh is £44. That's not very good for around a 100 mile range 😮

Infrastructure needs improved, for sure. Fleet buyers will likely install chargers at their hub in this case, though.

Like my ambulance with a break retarder

It should, as the electricity from the charging station also power the battery temperature control system and prime the battery at an optimal operating temperature.

Lights, wipers, radio are negligible compared to the energy needed for driving and heating. As an example, my Hyundai Ioniq Electric shows the consumption for the electric motor, the climate and all other electronics in the car. Typical values are 13 kW for the motor, 1 kW for AC in winter and 300 Watts for all the other electronics. For the transit I guess you can double the values. Other factors which reduce the range are higher air density in winter, headwinds and extreme wet or snowy roads.

Loaded. No heat pump.

We are, because even if we say what we think it's typically questioned with other theories. So why not just ask for the theories up front?

I'm not sure if i'm missing something but at 34p per kwh at 1.2 miles per kwh that van is costing 28p per mile. My sprinter is doing a mile on 27p of diesel.......

Amazon EDV have ranges of between 120 and 150 miles, not sure if that's fully loaded or not

@@justicar5 do they? I recently spoke to an Amazon driver and he told me that his van, I'm 99% sure it was a Mercedes, claims 90 miles on a full charge, however that's empty and in ideal conditions. When I was talking to him about a month about it was minus 2 and he reckoned that the previous day he ran out of charge at 30 miles and had to wait for another van (diesel) to come out to him and take all the parcels then wait with the van for breakdown while he continued his deliveries in a diesel sprinter. Apparently this is a daily occurrence.

Thank you for taking the time to watch!

It's worth giving your team employees a paid lunch break, end of. What kind of pyschotic working culture doesn't pay for a lunch break?!!

@@orionbetelgeuse1937 And it will take more kw to transport the over weight driver

The charging time is just *4 seconds* if you charge at destination, just the time to plug.

@@didierpuzenat7280 If range is not an issue then EVs are ok I guess, but I regularly do 140 + miles in a day for work, plus my van is my only vehicle so I like to know I can use it whenever needed.

Well said, I just don't understand why anybody would buy a EV.

Ok but what you gonna do when saudi arabia stops exporting oil to you just like russia did?

@@UnipornFrumm America has plenty of oil.

Ford will get new batteries end of this year.

At an average 12.5 cents per kWh it’d be $8.50. We don’t typically give total cost to charge because electricity rates vary wildly from region to region. DCFC rates are also higher.

Employees taking home the van is a concern, and Ford's fleet software accounts for that. The manager can generate a report at the end of the month and then reimburse the employee. Now if they don't have the ability to charge at home, that is a problem (for sure).

@@EVPulse .... yes, Amazon or the USPS would expect night charging at their shop, and so would small business where we're talking about the owner parking in his own driveway, but I doubt there's software developed to keep an eye on things like, "hey boss... I had to stop along the pike and charge for a half hour" which really means a paid coffee break.

@@rupe53 maybe, maybe not. the fleet management software that ford uses tracks location, time, charging costs, maintenance, and the ilk. it's pretty robust for keeping track of what people are doing and when they're doing it. not a solution for everyone, but we talked to some fleet operators who are legit excited to try it out.

As an example I use my Nissan Leaf for food delivery. I don't have a charger for my older apartment. So I have to charge it at community chargers. Most of the time that works surprisingly well. Occasionally there are problems getting a charger. They can be busy. I expect that a person who couldn't charge at home, would leave the vehicle at work to charge and take transit home.

@@jimthain8777 ... I hate to keep blowing holes in the system. but even though our area does have some public transit, the transit system is limited to the main drag in towns along the valley, which means (in theory) you could take a bus or train the next 20 miles and be closer to home. The shortcoming is this valley is 10 miles wide and public transit is limited hours.... and sometimes canceled in bad weather. This is just part of the reason people will continue to buy ICE vehicles instead of EVs.

"Turn around, don't drown." These things are as water resistant as a petrol-powered car, for what its worth.

@@EVPulse just have a look at that scary KZfaq in Saudi Arabia: kzfaq.info/get/bejne/ntBgY9mi1bSXgIk.html

Where I live they use small cars for delivery from store to workshops. I don't know what they do for Km/day. I will be watching to see if they get any EVs.

@@jimthain8777 I looked a bit closer at those businesses. They do 2 or 3 rounds a day with a total of app 300miles max. They have breaks of 1 to 2 hours to sort the parts and organize the next tour. Enough time to recharge. If the companies install loading points. That would need some investment.

A gajillion.

Most fleets will charge with level 2 charging overnight, which costs a fraction of DC fast charging. Off-peak electricity rates are as low 5 cents per kwh in many places, which would make a full charge $3.50. If your electricity rates are on the high end at 20 cents per kwh, it would still be only $14. That translates to a cost per mile of between 3 cents and 15 cents per mile.

If these are used to deliver goods from distribution centres to customers, then they will get charged at the depot, or, in the case of supermarket home deliveries, at any of the company's shops with charging stations. If the depots and shops have huge solar PV arrays generating energy to sell back to the energy providers, then charging costs are likely to be very negligible.

Yes, your theory makes a lot of sense. The van probably doesn't regen nearly as much energy as it takes to get that load moving. Thanks for watching and commenting! - Craig

@@craigcole5497 coasting wins over Regen in the conservation of energy (momentum) efficiency race. Anticipation to minimizing braking needs will yield better city efficiency. Also, as was hypothesize, more time spent at low speed means more climate control use duration, relative to distance covered. What was the tyre pressure? Rolling resistance could be dub optimal.

That’s not exactly how an EV works. You will get more range in the city than Highway. Just reverse the numbers from an ice vehicle and you will be correct.

I live (and work) close to Vancouver BC. I deliver food in my Nissan Leaf. I'm pretty sure these vans would work well for companies like Amazon, UPS, etc.

Overall lifetime cost per km will still be more than a comparable diesel van, even if electricty was free.

@@nameberry220 - I just did some research to see just what the lifecycle costs of a diesel vs. battery-electric van might be. First off, the company still marketing a van of any kind with a diesel engine in the US is Mercedes Benz, so lets compare their diesel v. electric offering. 1. Since this is a comparison of commercial delivery vans. I priced out the largest and longest MB Sprinter commercial van: 170" wheelbase, high roof, 6,250 pound payload. This is what a large-scale delivery service would probably buy. It's also what an RV conversion would probably be based on. With the high-output (211 hp) diesel, it's $66,090. Fully loaded, it probably gets about 18 mpg, so for a 100,000 mile service life, at $5.00/gallon (current price of diesel in California), it will burn about 5,560 gallons of fuel, at a cost of $27,780. 20 oil changes at $100 each (diesels take 12 quarts of oil) = $2,000. Total cost not counting possible repairs and other maintenance besides routine oil changes: $95,870. Cost per mile for 100,000 mile estimated service life in commercial service = 95.87¢/mile. 2. Ford E-Transit Cargo Van. I priced a build for the longest wheelbase (140"), high roof, and highest payload (3,330 pounds). Purchase price for this vehicle - $60,865. Energy cost: The Transit has a 68kw-hr battery that delivers about 108 miles of range for the High Roof van. Charging between midnight and 06:00 costs 10¢/kw-hr. It costs about $7 to fully charge the battery, so that's 700¢/108 miles = 6.5¢/mile. There is no combustion engine, so no oil changes, except transmission oil (3 changes in 100,000 miles at a cost of about $70 each time for the oil). The purchase price of $60,865.00/ divided by 100,000 miles = 61¢/mile. Add the battery charging cost, and you get 67¢/mile. So, the Ford Transit E-Van has a lifecycle cost to the owner that is at least 30% LESS than for the Mercedes Sprinter, which is currently the only diesel van available in the US. And I didn't even count the $7,500 tax incentive for the Ford E-van. The issue of "what will it cost to replace the battery when it wears out?" is irrelevant to Commercial delivery service. By the time either van has racked up 100,000 miles, the original owners will be replacing them, so they don't have to worry about the battery replacement. Commercial owners only care about "what will this vehicle cost to operate, will it get the job done, will it be reliable, and will I be able to get it serviced?". As for reliability and service: Electric vehicles need 40% less maintenance than gas or diesel vehicles. There are probably 10 times more Ford dealerships in North America than there are Mercedes-Benz dealers. So which delivery van do you think a company like Fed Ex, DHL, or Amazon is going to pick?

Speed limit is 70. We went 70.