{"id":187339,"date":"2023-02-07T14:44:37","date_gmt":"2023-02-07T13:44:37","guid":{"rendered":"https:\/\/www.electrive.com\/?p=187339"},"modified":"2024-01-15T09:42:26","modified_gmt":"2024-01-15T08:42:26","slug":"revision-del-vado-e-transit-abriendo-nuevos-caminos","status":"publish","type":"post","link":"https:\/\/www.electrive.com\/es\/2023\/02\/07\/ford-e-transit-review-opening-up-new-ways\/","title":{"rendered":"Revisi\u00f3n del Ford E-Transit: Abriendo nuevas rutas"},"content":{"rendered":"

Las furgonetas el\u00e9ctricas s\u00f3lo son adecuadas para las entregas en el centro de las ciudades. Muy poca autonom\u00eda, muy poca carga \u00fatil, al menos, \u00e9se es el credo general. Nuestro an\u00e1lisis de conducci\u00f3n mostrar\u00e1 si la Ford E-Transit puede disipar este prejuicio y representar una nueva generaci\u00f3n de furgonetas de emisiones cero. <\/p>\n

Despu\u00e9s de las furgonetas de panel peque\u00f1o y las rancheras de techo alto, la electrificaci\u00f3n tambi\u00e9n se est\u00e1 produciendo cada vez m\u00e1s en las furgonetas del segmento de los transportistas, simbolizadas por la Mercedes eSprinter. Las furgonetas el\u00e9ctricas disponibles en la actualidad sirven m\u00e1s que adecuadamente a las aplicaciones de reparto en el centro de las ciudades, como el sector de la mensajer\u00eda, el correo urgente y la paqueter\u00eda (CEP). Al mismo tiempo, el transportista el\u00e9ctrico debe disponer de una bater\u00eda suficientemente grande y de m\u00e1s carga \u00fatil si quiere ir m\u00e1s all\u00e1 de las zonas urbanas para cubrir a\u00fan m\u00e1s rutas y llegar a m\u00e1s clientes.<\/p>\n

Mientras que los competidores ya ofrecen versiones de emisiones cero en su clase, la Ford E-Transit apareci\u00f3 relativamente tarde y ha superado a la clase por detr\u00e1s. Ahora que las furgonetas Ford E-Transit llevan en el mercado en los EE.UU.<\/a>, Europa<\/a>y el Reino Unido<\/a> desde hace un a\u00f1o, un vistazo a la competencia y a sus especificaciones revela que el fabricante estadounidense ha establecido un nuevo punto de referencia. Ford ha estado prestando atenci\u00f3n a los otros chicos de la clase.<\/p>\n

Ford tambi\u00e9n cuenta con una ventaja en este sector, porque la furgoneta tradicional ICE de Ford lleva d\u00e9cadas siendo uno de los modelos de furgoneta m\u00e1s importantes del mercado, y la Transit es un modelo familiar. Por ejemplo, poco despu\u00e9s de que Ford anunciara la furgoneta el\u00e9ctrica, la empresa recibi\u00f3 m\u00e1s de 5.000 pedidos a ciegas.<\/p>\n

* * *<\/p>\n

Ford marca un nuevo hito en su gama<\/h3>\n

No cabe duda de que muchas furgonetas el\u00e9ctricas cumplen actualmente los requisitos de autonom\u00eda para la log\u00edstica urbana. Desde que StreetScooter fue pionera en el uso de furgonetas el\u00e9ctricas para las entregas en el centro de las ciudades la d\u00e9cada pasada, los veh\u00edculos el\u00e9ctricos han demostrado que son adecuados para los entornos urbanos. Las especificaciones de StreetScooter se adaptan con precisi\u00f3n al sector CEP o, en este caso, a Deutsche Post DHL. Con su autonom\u00eda de hasta 158 kil\u00f3metros seg\u00fan WLTP (combinada), el eSprinter tambi\u00e9n cubre algunas zonas de reparto m\u00e1s all\u00e1 del centro de la ciudad. En el sector log\u00edstico, entre 50 y 70 kil\u00f3metros por turno est\u00e1n a la orden del d\u00eda en Alemania. M\u00e1s all\u00e1 del centro de la ciudad, la eSprinter alcanza sus l\u00edmites con temperaturas entre fr\u00edas e invernales (tenga en cuenta, no obstante, que Mercedes planea presentar<\/a> la pr\u00f3xima generaci\u00f3n de eSprinter este mes). El Renault Master E-Tech ofrece una autonom\u00eda ligeramente superior, de 200 kil\u00f3metros (WLTP). Un Opel Movano-e a\u00fan consigue hasta 248 kil\u00f3metros.<\/p>\n

\u00bfY la Ford E-Transit? Con la autonom\u00eda m\u00e1xima de 317 kil\u00f3metros de la E-Transit, la \u00fanica furgoneta actualmente en el mercado que ofrece m\u00e1s autonom\u00eda es la Maxus eDeliver 9, que se supone que llega hasta los 353 kil\u00f3metros con la bater\u00eda m\u00e1s grande. Para nuestra prueba real en Alemania, condujimos la versi\u00f3n Transit 350 L3H2, que tiene una autonom\u00eda WLTP de hasta 255 kil\u00f3metros. Ya sean 317 o s\u00f3lo 255 kil\u00f3metros, seg\u00fan el WLTP, los comerciantes con trayectos m\u00e1s largos seguir\u00e1n (teniendo) que optar por el di\u00e9sel.<\/p>\n

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Comprobamos que el E-Transit consum\u00eda entre 24 y 26 kWh\/100 km durante la conducci\u00f3n en un entorno urbano, hasta 30 o 32 kWh\/100 km en autopista, seg\u00fan los datos del ordenador de a bordo y el SoC. Esto da como resultado unas autonom\u00edas pr\u00e1cticas de hasta 280 kil\u00f3metros en conducci\u00f3n urbana y de unos 200 en conducci\u00f3n predominantemente por autopista. Si s\u00f3lo circula por autopista a velocidades muy superiores a 100 km\/h, deber\u00eda esperar una autonom\u00eda de unos 150 kil\u00f3metros.<\/p>\n

Esta autonom\u00eda es posible gracias a una bater\u00eda de 68 kWh (netos). En comparaci\u00f3n con otros fabricantes, Ford s\u00f3lo ofrece un tama\u00f1o de bater\u00eda. Si la bater\u00eda est\u00e1 vac\u00eda, puede recargarse en poco m\u00e1s de ocho horas en una estaci\u00f3n de carga de corriente alterna. Ford afirma que una potencia de carga m\u00e1xima de 11 kW (trif\u00e1sica) es suficiente. La soluci\u00f3n de recarga m\u00e1s r\u00e1pida es, por supuesto, la recarga en corriente continua (CC), la mayor\u00eda de las veces proporcionada por estaciones de recarga r\u00e1pida de acceso p\u00fablico. Aqu\u00ed, con una potencia de carga m\u00e1xima de 115 kW, la bater\u00eda puede cargarse del 15 al 80% en 35 minutos. Este proceso de carga funciona bien incluso a bajas temperaturas: nuestra experiencia nos ha demostrado que incluso un breve trayecto por autopista es suficiente para que la bater\u00eda alcance la temperatura adecuada. Para una prueba de carga, condujimos unos 20 kil\u00f3metros por la autopista a 7 grados y con la bater\u00eda fr\u00eda para llegar al cargador r\u00e1pido con un Estado de Carga (SoC) del 15 por ciento. Tras poco m\u00e1s de un minuto en el cargador de alta potencia, la estaci\u00f3n de carga s\u00f3lo mostraba una potencia de carga de 105 kW. Aun as\u00ed, la pantalla del veh\u00edculo promet\u00eda un nivel de carga del 80% al cabo de unos 40 minutos, y cumpli\u00f3 lo prometido.<\/p>\n

Si se requiere una recarga p\u00fablica, el sistema de navegaci\u00f3n ayuda a encontrar una estaci\u00f3n de recarga. Cuando el coche sali\u00f3 al mercado por primera vez en la primavera de 2022, no hab\u00eda planificaci\u00f3n de rutas con paradas de carga autom\u00e1ticas, y desde entonces se ha integrado esta \u00fatil funci\u00f3n. Las comprobaciones aleatorias mostraron que las paradas de carga estaban bien planificadas. Por ejemplo, el sistema planific\u00f3 tres paradas de carga para una distancia de algo menos de 400 kil\u00f3metros (casi exclusivamente en autopista). La navegaci\u00f3n indica el SoC (estado de carga) al llegar al punto de carga y a partir del cual se puede continuar el viaje. En la ruta en cuesti\u00f3n, esto result\u00f3 en un tiempo de viaje de unas buenas 6,5 horas, incluyendo un tiempo de carga de 1:45 horas en total. Aunque la relevancia de una funci\u00f3n de este tipo es actualmente bastante limitada para las furgonetas, Ford se distingue aqu\u00ed de la competencia, ya que este tipo de planificaci\u00f3n no es est\u00e1ndar en otros modelos.<\/p>","protected":false},"excerpt":{"rendered":"

Las furgonetas el\u00e9ctricas s\u00f3lo son adecuadas para las entregas en el centro de las ciudades. Poca autonom\u00eda, poca carga \u00fatil, al menos, \u00e9se es el credo general. Nuestra revisi\u00f3n de la unidad mostrar\u00e1 si<\/p>","protected":false},"author":24,"featured_media":186554,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[13094],"tags":[3701,21835,16473,209,13724],"class_list":["post-187339","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-utility-vehicles","tag-bev","tag-e-transit","tag-electric-transporters","tag-ford","tag-review"],"acf":{"inhalt_teil2":"

In such a large van, the positioning of the charging port is even more important than in a passenger car. The E-Transit’s charging port is located at the front of the vehicle. During our test drive, we discovered a disadvantage which was not least due to the length of the van: At various hardware or DIY stores, the combination of charging point placement and parking space conditions meant that charging was either not possible at all or only with very large obstacles. In the test, for example, the car had to be parked so that it was only possible to exit via the passenger side. This is where it is crucial to plan to charge infrastructure not only for electric cars but also for electric vans for commercial vehicles for tradespeople.<\/p>\n

The E-Transit can also deliver electricity off-grid. For example, there are two household sockets near the tailgate, each of which can provide a maximum power of 2.3 kW. A novelty among electric transporters.<\/p>\n

Two motors \u00ad provide more power than diesel engines.<\/h3>\n

Ford offers two motor options for the E-Transit: customers can choose between a motor with an output of 135 kW \u2013 like the variant we tested \u2013 and one with 198 kW. But even the smallest electric motor offers more power than the largest diesel engine for the Transit. The Mercedes eSprinter only manages 85 kW, and the Stellantis models up to 90 kW. While up to 120 km\/h is possible with the eSprinter, at least as an option, the Stellantis vans can only manage a maximum of 100 km\/h. Ford’s models \u2013 albeit only the 3.5-tonne version \u2013 have a maximum speed of 130 km\/h. Due to its classification as an N2 commercial vehicle, the 4.25-tonne version is legally only allowed to drive at a maximum of 90 km\/h in Germany.<\/p>\n

While the competitors rely on front-wheel drive, Ford has opted for a rear-wheel drive with a specially adapted rear axle and independent suspension. Compared to the competition, this decision makes for a noticeably more comfortable driving experience, as we found out. For us, driving the E-Transit felt much more like driving a car with excellent handling. Even at top speed, the E-Transit cut a good figure. What should also not go unmentioned is that when the battery is low, like an SoC of about 16 per cent, the top speed is throttled back. The motor power decreases noticeably, and it is difficult to get still close to the 115 km\/h limit. On the motorway, this can be annoying. However, this plays a subordinate role in the city and country roads.<\/p>\n

A packhorse among the E-transporters<\/h3>\n

Ford offers the E-Transit as a classic panel van with a double cab and also as a flatbed for various bodies. Customers can choose between lengths L2 to L4 and heights H2 to H3. Depending on the version, the load compartment volume can range from 7.2 to 15.1 cubic metres. In total, there are 25 variants to choose from.<\/p>\n

E-Transit stands out from the competition when it comes to the payload. Alongside the range, this is not an entirely unimportant criterion. The payload possibilities for the E-Transit are quite broad, ranging between 795 kg (L4H3) and a maximum of 1,685 kg (L3H2). The latter variant has a permissible gross weight of 4.25 tonnes and theoretically could no longer be driven with a Class B driving licence. In Germany, for example, commercial vehicles with an alternative drive in class N2 with a maximum permissible gross weight of up to 4.25 tonnes can be driven with a passenger car driving licence if one has had it for at least two years, and a general increase is planned.<\/p>\n

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How do the competitors fare? The eSprinter has a maximum load of 848 kg, the Renault Master E-Tech can carry up to 1,050 kg, the Stellantis models up to 1,110 kg, and the Maxus eDeliver 9 has a maximum load of 1,275 kg. Only the Fiat E-Ducato trumps the Ford E-Transit with a payload of 1,910 kg.<\/p>\n

In terms of towing capacity, in some variants, Ford’s E-Transit has a towing capacity of 750 kg, while other variants cannot tow a trailer.<\/p>\n

There is also variety in the range of assistance systems. Compared to their diesel counterparts, the individual equipment variants offer a higher level of standard equipment, even in the basic version. A nice detail was that the LED spotlight at the rear has enough radiant power to provide sufficient light on dark winter evenings.<\/p>\n

Ford E-Transit test conclusion<\/h3>\n

As good as all this may sound, at the end of the day, all this data and these features come at a price. In Germany, for example, although the price starts at 59,890 euros (net), our test variant was priced at 60,490 euros. A Movano-e starts at 59,990 euros, while an eSprinter starts at 62,001 euros. A Maxus eDeliver 9 with a comparable battery size starts at 64,490 euros. Only the Fiat E-Ducato is even more expensive, with a base price of 73,250 euros (DC charging another 2,500 euros more). The bare truth of the matter is that even though a comparable diesel Transit (in terms of engine power and payload) is almost 10,000 euros cheaper.<\/p>\n

After deducting the government subsidy in, for example, Germany (environmental bonus), the difference may be reduced \u2013 noting, of course, that a number of European countries have subsidies for electric vehicles, and some subsidise the difference to a conventional vehicle by 40 to 80 per cent. Also advantageous are low operating costs during the vehicle’s lifetime \u2013 electric vehicles generally have fewer moving parts and, accordingly, much lower maintenance requirements \u2013 and, therefore lower costs. Added to this is the better equipment, such as the E-Transit’s ability to function as an on-site power source.<\/p>\n

Fleet managers have to calculate precisely and consider the charging time in terms of possible time on the road. For shorter distances, there might be one great case for overnight charging and for longer distances, a worse case with a total of almost two hours of DC charging per 400 kilometres.<\/p>\n

Reporting by Daniel B\u00f6nnighausen, Germany.<\/em><\/p>\n"},"_links":{"self":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/187339","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/users\/24"}],"replies":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/comments?post=187339"}],"version-history":[{"count":1,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/187339\/revisions"}],"predecessor-version":[{"id":223461,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/187339\/revisions\/223461"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media\/186554"}],"wp:attachment":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media?parent=187339"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/categories?post=187339"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/tags?post=187339"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}