While I was grumbling about the dearth of green automobiles and related green happenings at last week’s Chicago Auto Show, Ford—who stole the show with the most exciting green car announcements including a natural gas Transit Connect Taxi and a 30 MPG Ford Edge—provided me with an opportunity to be one of the first of the media to drive the upcoming Transit Connect Electric.
It was only a short 5 minute lap around the convention center on salted, icy downtown Chicago streets, but it felt like a very solid truck. In fact, aside from the lack of engine noise, it was an abjectly normal experience. But this is exactly what Ford is going for—making the experience of driving an electric vehicle as similar to that of a conventional vehicle as possible. Given that the Transit Connect Electric is squarely aimed at commercial fleets and businesses, that only makes sense.
And based on what I could tell from 5 minutes, if you or your drivers travel less than 80 miles per day on predetermined routes or in and around the city, the Transit Connect Electric could be exactly what the doctor ordered to either show off your business’ commitment to going green and/or saving oodles of money at the pump and maintenance department. It could truly fit into your business without anyone so much as batting an eye.
Regenerative Braking
At this point I’ve driven lots of upcoming electric cars on short test drives and one of the things I like to pay attention to is the amount of regenerative braking the engineers chose to include in the vehicle. It can range from overly harsh (the Mini E) to barely noticeable (the Nissan LEAF test mule) to user-selectable (the Mitsubishi i-MiEV). Of all of those options I prefer the user-selectable one; it affords the driver the ability to determine what style of EV driving they prefer. If you want to go whole hog and recapture as much of the “lost” braking energy as possible, you can crank it up high and never even have to use the brake pedal, but, if that feeling gives you a queasy, unsafe, out-of-control vibe, you can turn it down and it will feel almost exactly like a conventional car.
The Ford Transit Connect Electric has chosen to go with the barely noticeable regen braking scheme, but as I always do on these test drives, I point out the option of the user-selectable regen to whatever chief engineer inevitably accompanies me. On this particular trip I was accompanied by Scott Staley, one of Ford’s Chief Engineers in their research and advanced engineering department. Scott thought the user-selectable option was a great idea, and seeing that it’s essentially a minor software change, he seemed to think it might even make it in the final vehicle. So, if you see that option in there, maybe you can partially thank me.
Sale and Profit Arrangement with Azure Dynamics
After the test drive I had the opportunity to talk with Jay Sandler, Vice President of sales for Azure Dynamics. The partnership between Azure and Ford is, as far as I can tell, unique in the industry and is blazing a whole new trail. The Transit Connect body will be assembled in Turkey—as I believe all of them are. But after that, all the Transit Connect bodies that are destined to become Electrics will be shipped as an empty shell to Azure Dynamics’ as-yet-to-be-chosen “near Detroit” assembly facility where Azure will install all of the pieces that make it function.
All of the Transit Connect Electrics assembled in Michigan by Azure will be sold through Ford Dealerships, but Azure will be the seller. The vehicles will be serviced by trained EV techs at the Ford facilities, but Azure will be the warrantier–although this will likely not be a problem as EVs should have very little service required. According to Scott Staley and Jay Sandler, even though Ford’s badge is on the Transit Connect Electric, Ford will not be making money off the sale of the finished product. Azure will be buying the empty shells from Ford and making all the profit off the final product sales.
It seems like a complicated arrangement, but in order to bring the vehicle to market quickly, both Ford and Azure seemed to think that this was the best option. If they’re successful, Azure reaps the profit while Ford assumes virtually no risk yet gets the spotlight. As Ford ramps up its own vehicle electrification program over the next few years, we’ll see if Azure continues to be part of that picture.
I wonder if Ford is using the Transit Connect Electric as a test bed to see if Azure is a company worth buying. Why not? Technology companies do it all the time to speed up their research or get a lock on technology they feel is the next big thing.
PDF 
Nick, I like the idea of selectable regeneration on the braking system. If they take this one step farther and make it variably selective, it would make a great downhill speed control. It could also be coded directly into the speed control.
Good point Chuck. Variable, dynamic and real-time regenerative braking levels would make great sense. As far as I know there is no EV company that is seeking to implement this right now. In the Transit EV, Ford/Azure has opted to go with the standard shifter lever. Because of this, there will be two open slots that are normally reserved for low gears (1 and 2). In addition to “D” with normal amounts of regen, based on what Scott Staley said to me, those empty slots can be easily remapped as different drive modes (i.e. “econ” hard regen). So perhaps there is room there for a three variable settings?
Good point Chuck. Variable, dynamic and real-time regenerative braking levels would make great sense. As far as I know there is no EV company that is seeking to implement this right now. In the Transit EV, Ford/Azure has opted to go with the standard shifter lever. Because of this, there will be two open slots that are normally reserved for low gears (1 and 2). In addition to “D” with normal amounts of regen, based on what Scott Staley said to me, those empty slots can be easily remapped as different drive modes (i.e. “econ” hard regen). So perhaps there is room there for a three variable settings?
Nick, I like the idea of selectable regeneration on the braking system. If they take this one step farther and make it variably selective, it would make a great downhill speed control. It could also be coded directly into the speed control.
Nick, I like the idea of selectable regeneration on the braking system. If they take this one step farther and make it variably selective, it would make a great downhill speed control. It could also be coded directly into the speed control.
Good point Chuck. Variable, dynamic and real-time regenerative braking levels would make great sense. As far as I know there is no EV company that is seeking to implement this right now. In the Transit EV, Ford/Azure has opted to go with the standard shifter lever. Because of this, there will be two open slots that are normally reserved for low gears (1 and 2). In addition to “D” with normal amounts of regen, based on what Scott Staley said to me, those empty slots can be easily remapped as different drive modes (i.e. “econ” hard regen). So perhaps there is room there for a three variable settings?
Nick – Did you find out why Ford dumped Smith Electric for Azure when they started bringing the Transit to US shores? Smith had been the primary company behind the Transit in England for years and when Ford dropped them, I could never find any explanation for it.
Nick – Did you find out why Ford dumped Smith Electric for Azure when they started bringing the Transit to US shores? Smith had been the primary company behind the Transit in England for years and when Ford dropped them, I could never find any explanation for it.
Nick – Did you find out why Ford dumped Smith Electric for Azure when they started bringing the Transit to US shores? Smith had been the primary company behind the Transit in England for years and when Ford dropped them, I could never find any explanation for it.
Also, did anyone at Ford offer a suggested MSRP for this thing?
Douglas,
So, I asked both of those questions. No pricing has yet been set, in my mind that will be key to the calculation for any business on if the Transit EV makes financial sense. For many companies, there is value in the branding associated with driving an EV, so that will have to be factored in as well… at least for the early adopters before the cost comes down. In terms of why Ford went with Azure over Smith, everyone at Ford is pretty much mum. The only thing they’ll say is that it was an amicable split and that the two companies had “different strategies” for what they wanted out of an electric commercial van. If you ask me, I think it has to do with the fact that Azure is an American company based in Detroit more than anything. That will score Ford some points with the American public and with the politicians. But then again, that may not be it at all.
Douglas,
So, I asked both of those questions. No pricing has yet been set, in my mind that will be key to the calculation for any business on if the Transit EV makes financial sense. For many companies, there is value in the branding associated with driving an EV, so that will have to be factored in as well… at least for the early adopters before the cost comes down. In terms of why Ford went with Azure over Smith, everyone at Ford is pretty much mum. The only thing they’ll say is that it was an amicable split and that the two companies had “different strategies” for what they wanted out of an electric commercial van. If you ask me, I think it has to do with the fact that Azure is an American company based in Detroit more than anything. That will score Ford some points with the American public and with the politicians. But then again, that may not be it at all.
Also, did anyone at Ford offer a suggested MSRP for this thing?
Also, did anyone at Ford offer a suggested MSRP for this thing?
Douglas,
So, I asked both of those questions. No pricing has yet been set, in my mind that will be key to the calculation for any business on if the Transit EV makes financial sense. For many companies, there is value in the branding associated with driving an EV, so that will have to be factored in as well… at least for the early adopters before the cost comes down. In terms of why Ford went with Azure over Smith, everyone at Ford is pretty much mum. The only thing they’ll say is that it was an amicable split and that the two companies had “different strategies” for what they wanted out of an electric commercial van. If you ask me, I think it has to do with the fact that Azure is an American company based in Detroit more than anything. That will score Ford some points with the American public and with the politicians. But then again, that may not be it at all.
BRAVO FORD ! ELECTRIC RULES !
BRAVO FORD ! ELECTRIC RULES !
BRAVO FORD ! ELECTRIC RULES !
Nick – I’m hoping Ford keeps the price comparatively low, as these EV’s are basically shells with batteries. Let’s hope they don’t load on frivolous non-sense like leather seats and air-cooled cup hangers or some such, just to jack up the price.
The switch to Azure worried me because this engine decreases the range to about 80 miles. The Smith engine gave a range of 100-125 miles with (assuming) the same NiMH battery pack.
I just get the feeling the American market is getting poo-pooed again.
Nick – I’m hoping Ford keeps the price comparatively low, as these EV’s are basically shells with batteries. Let’s hope they don’t load on frivolous non-sense like leather seats and air-cooled cup hangers or some such, just to jack up the price.
The switch to Azure worried me because this engine decreases the range to about 80 miles. The Smith engine gave a range of 100-125 miles with (assuming) the same NiMH battery pack.
I just get the feeling the American market is getting poo-pooed again.
Douglas,
Smith’s claim that the Transit EV could get a 100-125 mile range was always a bit suspect. It had a battery pack roughly half the capacity of the Tesla Roadster and a weight nearly twice as much. Azure is using a lithium-ion battery pack rated at 28 kWh. Because the Transit EV is a relative porker in the world of EVs (more than 3,000 lbs) with such a high profile disrupting the aerodynamics, you would never expect it to perform on par with the likes of the Tesla or the upcoming Nissan LEAF (The LEAF has a 24 kWh battery pack and states a range of 100 miles, the Roadster has a 52 kWh battery pack and has a range of around 200 miles). Even given that though, I think Ford and Azure are being very conservative with their range estimates… so that they don’t overpromise and underdeliver.
In regards to the battery type, NiMH doesn’t make sense for long-range EVs. It just doesn’t have the required energy density and it loses its charge too quickly when sitting in a garage or parked.
Honestly, I don’t think the American Market is getting snubbed again, but I think Smith may have been promising more than it could actually deliver.
Douglas,
Smith’s claim that the Transit EV could get a 100-125 mile range was always a bit suspect. It had a battery pack roughly half the capacity of the Tesla Roadster and a weight nearly twice as much. Azure is using a lithium-ion battery pack rated at 28 kWh. Because the Transit EV is a relative porker in the world of EVs (more than 3,000 lbs) with such a high profile disrupting the aerodynamics, you would never expect it to perform on par with the likes of the Tesla or the upcoming Nissan LEAF (The LEAF has a 24 kWh battery pack and states a range of 100 miles, the Roadster has a 52 kWh battery pack and has a range of around 200 miles). Even given that though, I think Ford and Azure are being very conservative with their range estimates… so that they don’t overpromise and underdeliver.
In regards to the battery type, NiMH doesn’t make sense for long-range EVs. It just doesn’t have the required energy density and it loses its charge too quickly when sitting in a garage or parked.
Honestly, I don’t think the American Market is getting snubbed again, but I think Smith may have been promising more than it could actually deliver.
Douglas,
Smith’s claim that the Transit EV could get a 100-125 mile range was always a bit suspect. It had a battery pack roughly half the capacity of the Tesla Roadster and a weight nearly twice as much. Azure is using a lithium-ion battery pack rated at 28 kWh. Because the Transit EV is a relative porker in the world of EVs (more than 3,000 lbs) with such a high profile disrupting the aerodynamics, you would never expect it to perform on par with the likes of the Tesla or the upcoming Nissan LEAF (The LEAF has a 24 kWh battery pack and states a range of 100 miles, the Roadster has a 52 kWh battery pack and has a range of around 200 miles). Even given that though, I think Ford and Azure are being very conservative with their range estimates… so that they don’t overpromise and underdeliver.
In regards to the battery type, NiMH doesn’t make sense for long-range EVs. It just doesn’t have the required energy density and it loses its charge too quickly when sitting in a garage or parked.
Honestly, I don’t think the American Market is getting snubbed again, but I think Smith may have been promising more than it could actually deliver.
Nick – Gotcha. I keep forgetting the aero, as I’m assuming city driving for the most part but like to keep the range estimates in mind. Let’s hope somebody soon makes a Tesla-like car but without all the Tesla-like fooforall.
Nick – Gotcha. I keep forgetting the aero, as I’m assuming city driving for the most part but like to keep the range estimates in mind. Let’s hope somebody soon makes a Tesla-like car but without all the Tesla-like fooforall.