Ford Transit vs GWM Cannon Alpha

What's the difference?

Ford has taken an unorthodox approach to entering the electric vehicle market in Australia, avoiding the hype around the Mustang Mach-E and F-150 Lightning and instead laying the foundations with the E-Transit.

But it’s a savvy move, giving the brand a chance to enter what should be a largely untapped market with a vehicle that should appeal to what buyers are looking for. With unchanged space compared to the diesel-powered Transit, the switch to a more powerful electric powertrain makes the E-Transit a win-win scenario for those with a suitable daily driving routine.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Cannon Alpha Ultra PHEV combines five-star safety, a confident warranty, lavish luxury and short-haul electric driving for a competitive price. However, from a pure workhorse perspective, its class-benchmark 3500kg tow rating is offset by a modest payload limit, plus an awkward spare tyre location which could be a deal-breaker for some tradies as it compromises working floor space and the securing of loads.

Perhaps the most interesting thing about the design is there’s nothing very different about the E-Transit compared to the regular Transit. Which is a good thing, because the Transit is already a popular delivery van so any change for the sake of difference may have messed with the winning formula.

In fact, the design element that is important is the way Ford has laid the battery packs flat inside the ladder-frame chassis which means none of the cargo space has been compromised. This means the E-Transit has the same load area as its internal combustion equivalent, which is key for any delivery van.

Our test vehicle shares the same body-on-frame chassis design, twin A-arm/coil-spring front suspension, four-wheel disc brakes and electric power-assisted steering as the model it replaces, but the previous leaf-spring live rear axle has been replaced by a multi-link coil-spring arrangement. External chrome has also been greatly reduced.

Its luxurious leather-accented interior has a spacious and classy feel with a panoramic sunroof and opulent mix of surface finishes, but some tradies might consider such indulgences too fancy for carting muddy-booted crews.

The PHEV’s larger rechargeable battery pack uses up all the underfloor space behind the rear axle usually occupied by a full-size spare tyre. As a result, the steel-rimmed spare has been moved to a conspicuous location in the load tub, which not only looks like an afterthought but is far from ideal for workhorse duties (see Practicality).

The cabin is very similar to what you’ll find in the Transit, so there will be familiarity for anyone making the switch from the diesel-powered version. The rotary shifter and 12.0-inch tablet-style multimedia screen make for a smart look but also means minimal space is wasted.

It’s a thoughtfully designed cabin, with plenty of usable storage spaces, including three cup-holders, a pair of bottle-holders and deep storage shelves on the top of the dashboard. The doors are particularly noteworthy, with multiple storage areas carved into the available space.

The seats are comfortable and, naturally with a high-roof van, there’s plenty of head room which creates a spacious feeling.

Behind the seats is the cargo area. In the US-specification E-Transit we drove there was a dividing wall between the cabin and the back of the van, with a small sliding door to access the cargo area, but it’s unlikely this will be offered in Australia. Instead, local models will likely have a hard divider between the cabin and back, with a small window for visibility.

As mentioned earlier, the floorspace in the E-Transit remains the same as the Transit thanks to the battery being laid underneath the floor, so there’s plenty of cargo volume that will please fleet buyers. 

In the US the E-Transit’s cargo area measures 11.3-cubic-metres with the medium-height roof and expands to 12.4cu/m with the high-roof body.

Ford says the “targeted payload” will be 1616kg.

Our test vehicle’s substantial 2810kg kerb weight is 235kg heavier than its hefty Alpha Hybrid predecessor, due largely to the bigger battery and electric motor. That makes it about half a tonne heavier than numerous conventional turbo-diesel 4x4 dual cab utes.

This substantial kerb weight contributes to a sizeable 3495kg GVM, yet results in a 685kg payload rating which is modest compared to some turbo-diesel rivals with genuine one-tonne capabilities.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6745kg GCM (or how much it can legally carry and tow at the same time) that would require a 250kg reduction in payload (from 685kg to 435kg) to avoid exceeding the GCM.

While it’s unlikely owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 435kg of payload could easily be used up by a crew of tradies before you could load any of their tools.

The vertical mounting of the spare wheel in the load tub not only reduces floor space and load volume but also restricts the securing of loads, given there’s no anchorage point accessible in the right rear corner of the tub.

So, all load straps extending rearwards must share the same left-side anchorage point, which is far from the ideal even spread provided by four-corner load restraint. This spare wheel location needs a rethink (perhaps a swing-away carrier favoured by 4x4 wagon owners would be better).

We also noted the big button on the two-way tailgate, which enables it to split into a pair of hinged doors, stopped working during our test. Fortunately, it could still open the tailgate as a conventional single unit.

There’s ample interior space, not only for front seat occupants but also those in the back. That includes tall people, given I’m 186cm and have at least 40mm of knee room when sitting behind the driver’s seat when set in my position.

There’s also about 80mm of rear headroom, despite the presence of a full-length sunroof which can often compromise this dimension. However, shoulder-room is tight for three adults, so two would be preferable for long trips.

Front-of-cabin storage includes a large-bottle holder and bin in each front door, plus a large glove box, overhead glasses holder and a pull-out compartment for the driver in the lower dash.

The centre console offers wireless phone-charging and a lidded box (with internal air-con flow available) and two small-bottle/cupholders. Another storage nook in the lower right-side of the console offers two USB ports, a 12-volt socket and enough space for a phone.

Rear passengers get a large-bottle holder and bin in each door, pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat. The rear of the centre console also offers adjustable air-vents, a pair of USB ports plus controls for seat heating/cooling and the sliding rear window.

The fold-down centre armrest offers another wireless phone-charging pad, pop-out twin cupholders and a hidden compartment for storage of phones or other slimline items.

Our Ultra test vehicle, which sits above the entry-level Lux as the premium PHEV model grade, comes in only one specification comprising a 4x4 hybrid drivetrain with four-cylinder turbo-petrol engine, electric motor and plug-in rechargeable battery for a list price of $64,990.

That pricing sits between its local PHEV ute rivals including the BYD Shark 6 ($57,900) and Ford's entry-level XLT Ranger PHEV ($71,990). Our example’s 'Crystal Black' premium paint is a $595 option.

Its generous standard equipment includes 18-inch alloys with 265/60R18 tyres and a full-size steel spare, LED headlights/DRLs/fog lights/tail-lights, two-way 60/40-split tailgate with electronic lock, roof rails, side-steps, rear privacy glass with electric-sliding rear window, a panoramic sunroof, front and rear diff locks, tyre pressure monitoring, front/rear parking sensors and lots more.

The luxurious interior offers sumptuous leather-accented seating, with the front buckets having multiple power adjustments, heating/cooling and a massage mode. The outer rear seats also have heating/cooling, plus powered backrest recline and a ‘welcome’ function for easier passenger access.

There’s also a synthetic leather-wrapped steering wheel with heating, multiple 'feel' modes and functions, plus an electronic parking brake, head-up display, dual-zone climate, 64-colour ambient interior lighting and wireless phone charging/USB ports front and rear.

Cabin tech includes a 12.3-inch driver’s digital instrument cluster and premium 10-speaker ‘Infinity’ sound system, controlled by a big 14.6-inch multimedia touchscreen with Apple/Android connectivity, voice commands and a vast choice of settings which allow a high degree of personalisation.

One element of the E-Transit we are clear on is what’s under the bonnet. The E-Transit is powered by an 198kW/430Nm electric motor that powers the rear wheels and draws energy from a 68kWh battery.

That means the E-Transit is the most powerful member of the Transit family, with the rest of the range powered by the 125kW/390Nm 2.0-litre four-cylinder turbo diesel engine.

Ford claims the E-Transit has a range of 317km (on the WLTP cycle), which may not sound like a lot for a commercial van but Ford claims in the US the daily average for such vehicles is only 120km.  

In order to save charge, the E-Transit is equipped with an Eco Mode which limits top speed, regulates acceleration and limits climate control settings. Ford claims this allows the driver to cut energy usage by between eight to 10 per cent when driven at highway speeds or when unladen. 

The Alpha PHEV drivetrain consists of a 2.0-litre, four-cylinder, turbo-petrol engine that produces 180kW of power and 380Nm of torque. This is paired with an electric motor that adds another 120kW/400Nm, so combined they officially produce 300kW and 750Nm.

The electric motor draws its energy from a 37.1kWh lithium-ion rechargeable battery. GWM claims it can be charged from 30 to 80 per cent in less than 30 minutes using 50kW DC charging, or around 6.5 hours using AC charging.

It also has up to 6.0kW of V2L (Vehicle to Load) functionality, using a dedicated adapter cable which plugs into the vehicle’s charging port and provides a standard three-pin AC outlet for numerous electric tools and appliances.

The nine-speed torque converter automatic, which offers sequential manual-shifting using steering wheel-mounted paddles, is paired with the familiar Borg Warner ‘Torque on Demand’ 4x4 system.

For road use, this has three selectable drive modes ('Standard'/'Sport'/'Eco') with the centre differential remaining unlocked to automatically adjust torque delivery between the front and rear wheels in response to any loss of traction.

For off-road use, selecting '4H' (4x4 High Range) or '4L' (4x4 Low Range) locks the centre differential to provide an even 50:50 torque split between the front and rear wheels. 4L traction can be optimised by engaging the front and rear diff-locks.

Charging will be a key element of the E-Transit’s appeal (or not) to buyers, with fleets needing to maximise the van’s time on the road. Ford claims that with a 115kW DC fast-charger the E-Transit battery can go from 15 per cent charge to 80 per cent in just 34 minutes.

With the onboard 11.3kW charger it takes 8.2 hours to get the battery back to 100 per cent capacity.

The E-Transit supports bi-directional use of the battery too. In the US the E-Transit is available with its Pro Power Onboard technology as an option. This allows for the driver to draw up to 2.4kW of power from the vehicle’s battery to power tools and other equipment as necessary. 

One feature that is confirmed for the Australian-bound E-Transit is what Ford calls, Scheduled Pre-Conditioning. This is a system that allows the operator to pre-set the climate control for the cabin while the van is still on charge so that you can still have maximum charge available when you start driving.

GWM claims official combined average consumption of only 1.7L/100km when the highly-charged battery allows most driving to be done in pure electric mode. GWM also claims an official ‘low charge’ figure of 7.9L/100km, when the battery is depleted and the petrol engine is doing most of the work.

It has an NEDC electric-only driving range of up to 115km and a ‘hybrid’ driving range (petrol engine and electric motor combined) of up to 1060km. The petrol engine drinks standard 91 RON unleaded.

The dash display was showing average petrol consumption of 6.4L/100km at the completion of our 324km test, which comprised a mix of suburban, city and highway driving of which about one third was hauling a heavy payload. This was lineball with our own figure of 6.2 based on fuel bowser and tripmeter readings.

Starting with 90 per cent battery charge, we completed 72km of electric-only driving before it automatically switched to hybrid mode when the charge reached 14 per cent. The system would not allow charge to drop lower than that for the remainder of our test, which was conducted in hybrid mode.

So, based on our own test figures, GWM’s claim of more than 1000km of hybrid driving range is credible from its combined 37.1kWh battery and 75-litre fuel tank capacities.

Electric vehicles have earned a reputation for rapid, exciting acceleration… but that’s not the case with the E-Transit. Performance could best be described as modest, with adequate but unspectacular acceleration.

Which is fine, because the E-Transit is not meant to be a ‘ludicrously’ quick van, instead it’s meant to haul a load as efficiently as possible. On that front it does a good job, with smooth (albeit gentle) acceleration and steady pulling power.

It’s important to note, though, that our test car was unladen - with only some shelving installed in the back. So we’ll have to reserve judgement on how the E-Transit performs with a full load on-board, on Australian roads.

The rest of the driving experience is as you’ll find with the Transit. The steering is nicely weighted and direct, which makes manoeuvring such a huge vehicle straightforward. 

The ride is on the firm side, which isn’t unusual for either a van or an electric vehicle as it needs to control so much weight, but it isn’t uncomfortable and offers good control.

It has good steering feel with sophisticated ride quality, the latter thanks to four-coil suspension and substantial sprung weight which helps iron out the bumps and deliver a ride that’s more SUV than ute.

Flatten the accelerator from a standing start and up to 750Nm of torque responds with impressive force, even though you can feel that every one of those Newton metres is required to overcome more than 2.8 tonnes of inertia to get this jigger moving swiftly.

Although the option of sequential manual-shifting is available using the steering wheel paddles, we spent most of the test in auto mode as it felt like it was getting the best out of this complex drivetrain.

It’s a competent highway cruiser, too, with the petrol engine requiring 2200rpm to maintain 110km/h with low noise levels.

To test its GVM rating we forklifted just over half a tonne (505kg) into the load tub, which with driver equalled a 600kg payload that was less than 90kg under its limit. The rear coil springs compressed about 50mm, but there was no evidence of bottoming-out on our test route.

Ride, handling and braking were largely unaffected, along with the drivetrain which made light work of our 13 per cent gradient, 2.0km set climb at 60km/h.

Engine-braking on the way down, in a manually-selected second gear, was equally impressive. It never exceeded the 60km/h speed limit, even though its total vehicle weight of around 3.5 tonnes was being restrained by only a 2.0-litre four and regenerative braking.

The Cannon Alpha has a maximum five-star ANCAP rating (tested 2024) that includes seven airbags, 360-degree camera with multiple views and the active features you’d expect including AEB, front/rear parking sensors, front/rear cross-traffic alert with autonomous braking, speed sign recognition and more. The rear seat has three top-tethers plus ISOFIX child-seat anchorages for the outer seating positions.

Ford Australia has already confirmed that the E-Transit will be covered by Ford’s now-standard five-year, unlimited kilometre warranty, plus an extended eight-year/160,000km warranty specifically for the battery and high-voltage electric components.

Warranty cover is seven years/unlimited km with an eight years/unlimited km traction battery warranty and seven years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. GWM offers seven years of capped-price servicing totalling $4615, or an average of $659 per service.