Ford Transit vs Iveco Daily

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.

This workhorse combines good cabin comfort and storage with an expansive tray (or other service body if you prefer) and GVM/GCM ratings large enough to cater for a multitude of heavy work requirements. It would be worthy of consideration if you have a car licence and need more than a one-tonne ute or full-size US pickup to get the job done.

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.

The latest Daily E6 range features a revised and more streamlined grille design with more prominent horizontal louvres.

It has also switched from hydraulic to electric power-steering, bringing numerous benefits including steering wheel height/reach adjustment and the new ‘City Mode'.

The latter allows the driver to reduce low-speed steering effort by up to 70 per cent when negotiating tight worksites or loading zones. A welcome feature that allows turning with one or two fingers.

Iveco claims catering for big Aussies was of primary importance when refining its driver seating comfort which includes a taller headrest, longer seatbelts and seat-rails for greater adjustability, plus what it claims to be the first use of memory foam in commercial vehicles.

The only thing missing for RHD markets like Australia is a driver's left footrest, even though LHD markets get them as evidenced by the one residing in the passenger footwell, which is of course the driver's footwell in LHD models.

Passenger seating is often overlooked in single-cab designs but our test vehicle is unusually comfortable, particularly in the central position where even tall people can sit with sufficient knee clearance from the dash and with ample room for large boots on a flat floor.

The steel ladder-frame chassis rides on torsion-bar independent front suspension and a live rear axle, located by substantial double-stacked leaf-spring packs.

Braking is by four-wheel discs and it has a compact 13.5-metre turning circle, which certainly takes the stress out of U-turns, particularly at busy intersections.

The front bumper and lower sections of the doors, where most bumps and scrapes occur, have a low maintenance dark grey finish.

The bumper is now made in three pieces to minimise repair costs, as each section can be replaced independently if damaged rather than having to replace the entire unit.

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.

With its 2135kg tare weight and 4495kg GVM, our test vehicle offers a substantial 2360kg payload rating, which is about double that of the sturdiest one-tonne cab-chassis models.

Even after you deduct the 304kg weight of its aftermarket aluminium tray from that figure, you're still left with 2056kg or more than two tonnes of payload capacity.

It's also rated to tow up to 3500kg of braked trailer and with its 7995kg GCM that means it can legally tow its maximum trailer weight while carrying its maximum GVM.

In other words, this jigger can legally haul just under 8.0 tonnes of combined payload and trailer, which opens the door to many working tasks requiring big load capacities.

The aluminium tray has a sturdy bulkhead with rear window protection and pivoting load retainers up top to ‘book-end' long lengths of pipe or timber.

It also has side-steps up front plus external rope-rails and internal load-anchorage points along each side.

There are two drop-sides along each flank separated by short and sturdy pillars to boost strength and rigidity.

According to our tape measure, this tray's internal work surface is 4070mm long and 2055mm wide with a drop-side depth of 330mm.

There are plenty of places to store things in the cabin starting with three tiers of storage in each door, with the largest equipped with small and large bottle-holders. There's also a full-width shelf at roof height.

The top of the dash has two large bins with clamshell lids, plus a central bin with two USB ports. There's also cup/small-bottle holders on each side of the dash and an open shelf and small glove box on the passenger side.

In the central dash there's a pop-out cupholder, shallow drawer for small items and a larger swing-open bin below them.

The centre seat's backrest folds forward and flat to provide a small work desk complete with a spring-loaded document clamp.

This desk can be raised to reveal a padded compartment below that's ideal for storing pens and slender electronic devices (phones, iPads etc).

Both base cushions in the passenger seat can also be tilted forward to access a large hidden area beneath, so there's good use of limited cabin space to maximise storage.

Our test vehicle is the 50C single cab-chassis equipped with the standard 3.0-litre four-cylinder turbo-diesel, optional eight-speed automatic transmission and 3750mm wheelbase (one of five wheelbases to choose from) for a list price of $70,639, plus on-road costs.

Our example is equipped with the 'Hi-Business Pack' (one of four optional upgrade packs) which consists of the 'Hi-Connect' multimedia system with GPS navigation, wireless and USB phone-charging, fog lights and full LED headlights. So, drive-away price (not including tray) is $73,364.

For that money you get a workhorse that's well equipped for hard yakka, starting with its six rugged steel wheels (duals at the rear) with 195/75 R16 truck tyres and a full-size spare.

The single-cab has a suspended, heated and fully adjustable driver's seat with fold-down inboard armrest plus a two-passenger bench seat, adaptive cruise control, heated and power-adjustable door mirrors with direction indicators, electronic parking brake, daytime running lights, 3.5-inch driver's info display and four-speaker multimedia with multiple connectivity including Apple and Android devices.

There's also plenty of cabin storage and connections are provided to facilitate the installation of service bodies.

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. 

Iveco's 180EVID F1C is a heavy-duty 3.0-litre, four-cylinder turbo-diesel with variable geometry turbine technology and tough Euro 6 emissions compliance using AdBlue.

It produces 132kW at 3500rpm and 430Nm of torque at 1500rpm.

The optional ZF eight-speed torque converter automatic sends drive to the rear wheels and offers a choice of 'Eco' (Economy) and 'Power' drive modes plus the option of sequential manual-shifting, all using the stumpy dash-mounted shifter.

It also has overdrive on its seventh and eight ratios to optimise fuel economy, particularly at highway speeds.

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.

When we stopped to refuel at the completion of our 303km test, the dash display was claiming average consumption of 11.3L/100km, of which about one third of that distance was hauling a heavy payload on a mix of city and suburban roads plus some highway travel.

Our own number, crunched from fuel bowser and trip meter readings, came in slightly lower at 10.9, which is excellent economy for a vehicle weighing more than 2.4 tonnes unladen and almost 4.0 tonnes for part of our test.

So, based on our figures, you could expect a realistic driving range of around 900km from its 100-litre tank.

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's easy to find a comfortable driving position given the memory foam bucket seat has adjustments for lumbar support, base-cushion rake and driver weight for its inbuilt suspension.

The fold-down inboard armrest, in partnership with the door's armrest, ensures balanced elbow support to reduce neck and shoulder strain.

There are good eyelines to the big door mirrors, with the bottom thirds of each offering wide-angle views. However, with the seat in its most rearward position, the slim column that separates the fixed and sliding glass in the driver's door slightly obscures the outside edge of the driver's door mirror, which suggests the single-cab has more rearward seat travel than the van version we've previously tested.

The electric power-steering is nicely weighted (particularly the new ‘city mode' in tight spots) and the four-wheel disc brakes have good stopping power.

It's a no-brainer the ride quality is harsh over bumps when unladen, given it's designed to cope with 8.0-tonne GCMs.

Fact is, in a working role, this vehicle would rarely if ever be driven without a substantial load to engage its big rear springs, which we did when forklifting 1.3 tonnes onto the tray. With driver this payload totalled 1.4 tonnes, which was still more than 600kg below its peak rating (with tray).

Even so, it was enough to make the ride much smoother, which is most relevant in this context. The 3.0-litre turbo-diesel maintained good performance hauling this load in city and suburban driving, displaying useful flexibility either side of its 1500rpm torque peak in Eco mode.

We did sample the Power mode, but found the engine was more than capable of handling this task in its economy setting, with the eight-speed auto doing its best work if left alone without the need to manual shift.

The engine only requires 2000rpm to maintain highway speeds, so engine (and tyre) noise is low at 110km/h. The most cabin noise comes from wind-buffeting around the mirrors, bulkhead frame and payload hanging in the breeze.

In Eco mode it performed well on our 13 per cent gradient, 2.0km-long set climb at 60km/h, comfortably hauling this load to the summit in third gear without the need to select Power mode.

Engine-braking on the way down, in a manually-selected second gear, pegged the road speed at 50km/h without the brakes needing to being applied for most of the descent, until it overrode our manual gear selection and shifted up to third when the engine was approaching its 4500rpm redline on overrun.

In our experience, these engine-protecting protocols are common in European commercial vehicles. However, it can spring a surprise if you're leaning on the engine to help restrain a big payload on a steep descent and it suddenly changes up a gear.

Even so, the engine-braking performance was good given its sizeable payload.

Heavy commercial vehicles are not eligible for ANCAP ratings but the 50C cab-chassis is equipped with numerous standard passive and active safety features including driver, passenger and curtain airbags, AEB, adaptive cruise control, a suite of nine electronic stability programs and more.

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.

Standard warranty is three years/200,000km (three years is short) but the option of up to five years/300,000km is available at extra cost.

Scheduled servicing is every 50,000km/12 months whichever occurs first.

Iveco offers a range of maintenance agreements to help owners manage maintenance costs.