The Truth About Cars » E-Series http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sat, 13 Sep 2014 17:39:32 +0000 en-US hourly 1 http://wordpress.org/?v=3.9.2 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » E-Series http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Ford Medium-Duty Truck Production Moving To Ohio In 2015 http://www.thetruthaboutcars.com/2014/03/ford-medium-duty-truck-production-moving-to-ohio-in-2015/ http://www.thetruthaboutcars.com/2014/03/ford-medium-duty-truck-production-moving-to-ohio-in-2015/#comments Mon, 10 Mar 2014 14:30:23 +0000 http://www.thetruthaboutcars.com/?p=768738 With the Econoline passing the torch to the Transit Connect at the end of this year, Ford is in the process of moving production of the F-650 and F-750 from Mexico to Ohio in time for the medium-duty trucks’ redesign for 2015. Bloomberg reports the automaker is cutting ties with Navistar International in a joint […]

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2015 Ford F-650

With the Econoline passing the torch to the Transit Connect at the end of this year, Ford is in the process of moving production of the F-650 and F-750 from Mexico to Ohio in time for the medium-duty trucks’ redesign for 2015.

Bloomberg reports the automaker is cutting ties with Navistar International in a joint venture based in Escobedo, Mexico to take full control of the two medium-duty trucks in their transfer to Avon Lake, Ohio, bringing the entire F-Series line — and the profits made up and down the chain — in-house as Ford’s president of the Americas Joe Hinrichs explains:

We’re doing this to bring the 650-750 production in-house so that we have complete design, manufacturing and engineering control over our F-series lineup. It’s so critical to be able to offer our commercial customers everything from an F-150 all the way to an F-750 and to know it’s built by Ford.

The relocation will preserve 1,600 jobs while honoring an agreement made between Ford and the United Auto Workers in 2011, with no added jobs or change in labor costs resulting from the move.

Hinrichs expects it will take less than the 13 weeks needed to transition the two F-150 plants from steel to aluminium-body production, with tooling from the Mexico plant already being put into place:

A lot of equipment has been going in on the fly. It’s not what we would classify as a new body shop, but the investment that’s being made largely is for equipment in the body shop and for tooling associated with building the 650 and 750.

The transition will occur in time for the F-650′s and F-750′s 2015 redesign, though the medium-duty trucks will remain steel-bodied.

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Review: 2014 RAM ProMaster Cargo Van (With Video) http://www.thetruthaboutcars.com/2013/10/review-2014-ram-promaster-cargo-van-with-video/ http://www.thetruthaboutcars.com/2013/10/review-2014-ram-promaster-cargo-van-with-video/#comments Tue, 01 Oct 2013 16:00:44 +0000 http://www.thetruthaboutcars.com/?p=524961 I have driven more cars than I can count this year but strangely enough, none of them excited me as much as the Fiat Ducato we had in July. Why? Well, my snazzy new retaining wall that arrived pallet-by-pallet in the Ducato certainly helped, but the real reason is: the Ducato serves as the basis for […]

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2014 RAM ProMaster Exterior, Picture Courtesy of Alex L. Dykes

I have driven more cars than I can count this year but strangely enough, none of them excited me as much as the Fiat Ducato we had in July. Why? Well, my snazzy new retaining wall that arrived pallet-by-pallet in the Ducato certainly helped, but the real reason is: the Ducato serves as the basis for the 2014 RAM ProMaster. Yes, I know I have an odd place in my heart for commercial cargo haulers, but hear me out. The ProMaster quite simply the biggest thing to happen in the commercial world in my lifetime. The only thing that could have surpassed the intrigue of a front-wheel-drive cargo hauler would be a front-wheel-drive BMW M5. I know Europeans have had these things for a while, but let’s revel in the American novelty as we click past the jump.

Click here to view the embedded video.

First things first. The ProMaster isn’t a Ducato with a RAM stuck on the front. Instead, Fiat and Chrysler decided to do their most interesting joint venture project thus far: refresh/re-design the Ducato with the North American market in mind. Why bother? Because major changes needed to be made to meet US legislation so the team took the opportunity to tweak just about everything. If you’re a Ducato fan, keep reading because I suspect that many of the American market changes will trickle back to the EU over time.

Exterior

With cargo haulers, it’s important that form follow function. The “box-on-wheels” is eminently practical. Because of this not much has changed externally from the Euro version and shoppers still have three body choices: a cargo van with or without windows, a chassis cab or a cutaway. Up front we still have the utilitarian dark grey bumper covers in a three-piece arrangement. The logic is that if you’re in a minor scuff-up, you can replace just the portion of the bumper you need to instead of the whole thing. Since they are all the same color regardless of the color of the van, parts costs are kept low and you can afford to have one or two in inventory.

Breaking from American tradition, the rear bumper is thin and shallow. While this makes me wonder what kind of body damage happens when the van gets hit in the rear, it makes forklift loading easier and keeps the van’s dimensions down. When it comes to dimensions, the ProMaster breaks from the mold. Rather than having an identical bodies in 1500, 2500 and 3500 versions, RAM’s “levels” dictate  which of the four bodies, three wheelbases and two roof heights you get. The 1500 is the only version available with a low roof in two different lengths. The 2500 and 3500 are high roof only and all that really changes is the wheelbase and body length. The shortest ProMaster is 29 inches shorter (body length) than a GM standard van while the longest is 26 inches longer than GM’s largest van. Regardless of body, you get 16-inch wheels wrapped in 225/75R16 rubber. The small tires and wheels are a result of the Euro roots and the contrast between the small wheels and enormous body make the ProMaster look a little like a pregnant roller skate.

2014 RAM ProMaster Exterior, Picture Courtesy of Alex L. Dykes

Cargo Hauling

The slab sides mean we get a large square rear opening almost as large as the van’s cross-section. This is significant change from GM and Ford’s existing vans where the rear portal is notably smaller than the cargo area. At 62 inches wide and 60 inches tall, the rear opening in the low-roof ProMaster is 5-inches wider and 13-inches taller than a GM/Ford van. Similar to Mercedes’ Sprinter, the ProMaster’s side doors swing 260 degrees and latch nearly parallel to the side of the van. The ProMaster’s sliding door rolls on an external stainless track for easy maintenance and thanks to the 49-inch wide, 60-inch tall (low roof) opening it reveals, you can insert one pallet in the side and one in the rear, something you can’t do in an E-Series or Savana. You can add a driver’s side sliding door for a reasonable $575 or $650 with glass, but if you prefer the side “barn doors” in your cargo hauler, look elsewhere. The RAM is sliding only.

Once you get beyond the unorthodox looks, you begin to realize how enormous the ProMaster is. At 283 cubic feet, smallest ProMaster (1500 short wheelbase) swallows one cubic foot less than GM’s biggest factory van. Need more? RAM’s positively ginormous ProMaster 3500 will haul 530 cubes, nearly twice the capacity of GM and Ford’s largest factory option. In fact when you look at the numbers, the ProMaster 3500 extended body extended wheelbase will schlep more than the average 12-foot box truck and nearly as much as the elusive 14-foot box truck.

A unique offering (so far) in the ProMaster is the factory installation of a steel bulkhead between the cargo and passenger compartment. GM and Ford offer a few dealer installed options but the total cost is higher than the ProMaster’s reasonable $495 for the partition with a window (about a hundred bucks less if you don’t want to look behind you.) Adding the partition not only improves safety but because of the factory fit and seal, it reduces cabin noise and improves air-conditioning performance. (An important consideration when you operate a black fleet in Phoenix.) 2014 Ram ProMaster 3.6 liter chassis with Pentastar V-6

Construction & Payload

Cargo volume without payload capacity is useless, and this is where the ProMaster’s Euro roots become obvious. The RAM doesn’t follow the American convention when it comes to payload scales. Not only can the 1500 haul as many widgets as an extended Ford or GM van, the payload capacity is just 111 lower than GM’s sturdiest cargo hauler and a full ton more than a Ford or GM 1500 series van. Scaling up to the 3500, payload increases to 5,290lbs. That is nearly 900lbs more than the highest payload Ford or GM. As a result it is more realistic to compare the base ProMaster to the GM 2500 series extended vans in terms of capability. Logically the ProMaster is also priced in this fashion starting about the same as that 2500 extended van.

How can a front wheel drive unibody cargo van haul that much stuff? Easy. It’s not really a unibody. Unibody haters can put down their pitchforks, the ProMaster is a hybrid, which explains how they can slice those enormous doors into the side of the van without it collapsing like a house of cards. Essentially bonded to the vehicle’s floor, is a heavy-duty rail system that stretches from bumper to bumper. For the US market this frame has been beefed up for higher payloads and rougher roads. You can see the FWD benefit in the picture above: by using a FWD drivetrain, the load floor doesn’t have to sit on-top of the transmission, driveshaft or differential allowing it to hug the ground. At 21 inches the ProMaster’s load floor is 7-inches lower than the closest competitor and even the forthcoming Ford T-Series won’t improve on this much because of the RWD layout.

2014 RAM ProMaster Interior, Picture Courtesy of Alex L. Dykes

Interior

American cargo vans have never been known for modernity, creature comforts or leg room. The ProMaster, like the Nissan NV breaks the mold but the two vans do it in different ways. The Nissan puts the engine under a long hood while the ProMaster’s mill is transverse mounted freeing up leg room. The difference is night and day and my right leg remained un-cooked even after a 2 hour drive.  The first thing you’ll notice about the interior is how utilitarian it is. Easy to clean plastics span the interior (read: hard plastic), there’s a clip board integrated into the dash and instead of carpet you get a hard plastic floor with some textured grips. The second thing you’ll notice is how high off the ground you are. The passenger floor is 6-7 inches higher than the cargo load floor because everything that the ProMaster needs to move is located in front of or beneath the passenger compartment. This has two benefits, it allows the load floor to be lower to the ground and it also makes chassis cab and cut-away up-fitting easier. There are two access panels in the floor, one allows access to the battery (it’s the large one you can see in the picture above) and the other allows access to the fuel sending unit. Anyone who has a fleet of GM vans will tell you that replacing a fuel pump is a royal pain because you have to drain and drop the tank to get to it. In the ProMaster you just pop the cover off and have at it.

Chrysler decided to upgrade the headrests to a car-like fabric design instead of the rubbery Euro versions but the rest of the seat design is the same. This means we have a spring-loaded driver’s seat that adjusts for height, tilt, recline and fore/aft. Sadly the steering wheel is not as adjustable as it telescopes but does not tilt. In an interesting twist, the three-across seating option has made it across the pond for a very reasonable $225. This isn’t a bench seat, it’s a two-person seat that replaces the single passenger seat so the driver retains the more comfortable throne. While I think the Nissan NV’s thickly padded seats are the most comfortable commercial seats ever designed, the ProMaster takes an easy second place. If you want a splash of luxury, you can heat the seats for $170 a pop, adjustable lumbar support for $50, and a leather wrapped tiller for $145. If you hate your employees, vinyl seats can be had for $100.

 

2014 RAM ProMaster Interior, uConnect 5, Picture Courtesy of Alex L. Dykes

Infotainment

In Europe the Ducato doesn’t get much techno-love, but we Americans are a different lot so we get Chrysler’s 5-inch uConnect system as an option. While not radical by itself, the fact that there is the option of a well-integrated touchscreen navigation and entertainment system available in a commercial cargo van is practically earth shattering. The closest this segment comes is the Nissan NV which can be had with the Nissan Versa’s “Low Cost Navigation System” for $795, but only on certain models. The ProMaster on the other hand is very “ala carte” allowing you to add just the $395 touchscreen system with a CD player, XM radio, iPod/USB integration and voice commands, or option all the way up to the navigation software for an additional $395.

The 5-inch uConnect system is the result of the Fiat/Chrysler/Microsoft relationship and while the software looks like the larger uConnect 8.4 system, it’s entirely different under the hood. Sadly the system isn’t as responsive ad uConnect 6.5 or 8.4 but it gets the job done better than most systems. Voice commands are logical and the system had no troubles with my music library commands. Sound quality was nothing to write home about, it is a commercial vehicle after all, but it won’t bring you to tears either. In preparation for any impending legislation, the ProMaster can be equipped with a backup cam for $230 and parking sensors for $250.

 

 

 

2014 Ram ProMaster 3.6 liter Pentastar V-6

Drivetrain

The looks, front wheel drive layout and hybrid unibody aren’t the only things that set this van apart. The engines ans transmissions are unique to cargo vans as well. First off, there is no V8. Things start out with Chrysler’s 3.6L V6 engine in every body style. Yes, even that enormous 3500 with 5,291lb in the back and a 5,100lb trailer attached. Sending the 280 horsepower and 260 lb-ft of torque to the ground is a Chrysler 68TE six-speed automatic transaxle. This compact slushbox is the same transmission found in the Chrysler minivans except they swap in a much lower final gear ratio for ProMaster duty along with seriously upgraded cooling hardware.

For $4,000 you can toss in an Iveco/Fiat 3.0L four-cylinder turbo diesel. Before you laugh, this is the same engine found in certain medium duty Mitsubishi Fuso trucks, so it’s a solid heavy-duty contender. The oil burner cranks out 180 horsepower and 295 lb-ft of torque, about the same amount of torque you get from GM’s 4.8L V8. This engine is mated to Fiat’s M40 transmission which is a 6-speed robotized manual transmission. Chrysler tell us that they have heavily revised the shift logic and control systems for the American market and as a result this will be a late availability option hitting around January of 2014. If you recall my review of the Ducato, my biggest complaint about the diesel drivetrain was the time it took to complete a 1-2 shift. Chrysler promises this has been corrected and they have also altered the torque pattern for American tastes.

The diesel has a few advantages over the gasoline V6. Oil change intervals stretch out to 18,000 miles, low-end torque is improved, first gear is lower (19:1 including final drive) to help you get off the line with heavy loads and the fuel economy is excellent (based on our Ducato experiences). Oddly enough, that M40 transmission is also a selling point. Because it doesn’t have a torque converter the fluid change intervals are lengthy and the cooling demands are reduced. Fiat tells us the single plate clutch kit for the Ducato is about $150 in Europe and I expect the parts to be about the same price on our shores. How easy is it to replace? That’s the wild card as I haven’t seen a repair manual yet.

2014 RAM ProMaster Exterior, Picture Courtesy of Alex L. Dykes

Drive

Thanks to the new low final drive, the RAM is surprisingly quick off the line. The V6 model we tested scooted to 6o in 9.05 seconds, notably faster than the diesel Ducato we tested before. We didn’t get the opportunity to load the ProMaster as fully as the Ducato, but I expect the diesel to be the better hauler when full thanks to the better torque numbers.

Although not normally a consideration with a cargo van, the ProMaster delivers the most civilized ride in this segment. It’s also the easiest to parallel park thanks to an incredibly small 36.3-foot turning diameter in the short wheelbase model, smaller than many mid-size sedans. Even the long wheelbase, long body ProMaster 3500 impresses at 46.8. I know that sounds enormous, but in perspective, a long wheelbase Express needs a whopping 54.6 feet to do the same while carrying 50% less stuff. That’s the difference between accomplishing a U-turn or being the dude blocking all lanes of traffic while sea-sawing a multi-point turn.

Chrysler spent a decent amount of time lauding the Brembo front brakes which they claim gives the ProMaster the best fade resistance in the segment. Admittedly that’s a low bar to jump, but our informal tests around Malibu seemed to bear the claim out. One thing to note however is that with only 225 width rubber making contact with the ground, stopping times are no better than the competition.

2014 RAM ProMaster Exterior-008

Will the ProMaster be a success? I think it’s too early to tell. Fleet buyers are notoriously loyal to specific models because they have so much invested in uniformity. This alone accounts for the Ford E-Series sales leadership, despite being the thirstiest, oldest, and least desirable cargo van going. The largest unknown in the mix is: how reliable will the ProMaster be? Durability and total cost of ownership are extremely important in this segment and that’s an open-ended question. How will the 62TE stand up to a GVWR of 10,000lbs? Will it be as good as GM’s new 6L80 transmission they are finally putting in their vans? Rebuilt units are comparable in pricing so it will all come down to longevity. Chrysler is putting their 5 year, 100,000 mile powertrain warranty on the ProMaster to help entice shoppers. The combination of that small diesel and a long powertrain warranty to calm customer nerves could make a difference. However, if you option the ProMaster up with the diesel and a few options and you’re in Mercedes Sprinter territory and that is a dangerous place to be with the new Sprinter’s 7-speed auto and smooth diesel engine. Chrysler fights back with lower cost of service and ownership claims and a longer warranty.

The ProMaster is a compelling alternative to the Ford and GM 3/4 ton and 1 ton vans. delivering higher payloads and greater cargo capacity with low load floors, a more maneuverable chassis, a small diesel and excellent fuel economy. However, GM’s aggressive pricing and insane fleet purchase rebate program mean the less capable Chevy Express 1500 will likely be $2,000 (or more) cheaper than the least expensive ProMaster. Will the ProMaster’s ergonomic selling points and Euro charm win over commercial America? Or will the forthcoming rear-wheel-drive Ford T-Series (American Transit) win America’s hearts with its 5-cylinder diesel and twin-turbo V6? Stay Tuned.

 

Chrysler provided the vehicle for our testing at a launch event in Southern California. The flight and meals were on Chrysler.

2014 RAM ProMaster Exterior 2014 RAM ProMaster Exterior, Picture Courtesy of Alex L. Dykes 2014 RAM ProMaster Exterior-002 2014 RAM ProMaster Exterior-003 2014 RAM ProMaster Exterior-004 2014 RAM ProMaster Exterior-005 2014 RAM ProMaster Exterior, Picture Courtesy of Alex L. Dykes 2014 RAM ProMaster Exterior, Picture Courtesy of Alex L. Dykes 2014 RAM ProMaster Exterior-008 2014 RAM ProMaster Exterior-009 2014 RAM ProMaster Exterior-012 2014 RAM ProMaster Exterior-013 2014 RAM ProMaster Exterior-014 2014 RAM ProMaster Exterior-015 2014 RAM ProMaster Exterior-016 2014 RAM ProMaster Exterior-017 2014 RAM ProMaster Exterior-018 2014 RAM ProMaster Exterior-020 2014 RAM ProMaster Exterior-021 2014 RAM ProMaster Exterior-032 2014 RAM ProMaster Exterior-033 2014 RAM ProMaster Exterior-041 2014 RAM ProMaster Gauges 2014 RAM ProMaster Interior 2014 RAM ProMaster Interior-001 2014 RAM ProMaster Interior-002 2014 RAM ProMaster Interior, Picture Courtesy of Alex L. Dykes 2014 RAM ProMaster Interior-004 2014 RAM ProMaster Interior, uConnect 5, Picture Courtesy of Alex L. Dykes 2014 RAM ProMaster Interior-006 2014 RAM ProMaster Interior-007 2014 RAM ProMaster Interior-008

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Commercial Week Day Three Review: 2012 Ford E-Series Cargo Van http://www.thetruthaboutcars.com/2012/04/commercial-week-day-three-review-2012-ford-e-series-cargo-van/ http://www.thetruthaboutcars.com/2012/04/commercial-week-day-three-review-2012-ford-e-series-cargo-van/#comments Wed, 18 Apr 2012 16:26:25 +0000 http://www.thetruthaboutcars.com/?p=432087 Our look at Nissan and GM’s van offerings would be out-of-place without including the Van “built Ford tough”. We know that the E-Series days are numbered – Ford recently announced the American Transit van T-Series will come with the holy grail of Ford powertrains, the 3.5L twin-turbo Ecoboost V6. Turbo love aside, is it wise […]

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Our look at Nissan and GM’s van offerings would be out-of-place without including the Van “built Ford tough”. We know that the E-Series days are numbered – Ford recently announced the American Transit van T-Series will come with the holy grail of Ford powertrains, the 3.5L twin-turbo Ecoboost V6. Turbo love aside, is it wise to stock up on old-school vans before the trendy new models come on the scene? If you’re worried about new model glitches and want a van that’s as old as time, with a bullet-proof Ford modular V8 and a transmission that’s a bit shy on gears, it might just be your choice. With the E-Series’ days numbered and the commercial vehicle segment being as exciting as Wonder Bread, the lack of press fleet vans was no surprise. What’s a rag like TTAC to do? Spend a week in a Hertz special.

Although we ended up with a passenger van, and not a commercial van, all E-series vans feature a large front grille and longer hood thanks to a refresh in 2008 to make them look more like the F-series. Wagon and recreation vans use aerodynamic headlamp modules and acres of chrome, while base commercial cargo haulers have a blacked out grille and sealed beam headlamps. The chrome bling and modern headlamps look decidedly more attractive, but on a practicality level there’s a problem: those  snazzy duds are more expensive to repair when John Doe (your least careful employee) rear-ends Ms Daisy on Main Street. For $235 Ford will sell you their middle-of-the-road package which retains the black bumper cover but upgrades the lamps and grille. I’d stick with the base model if you’re not driving your own van. Out back the E-series vans all feature swing-out doors that open to a full 178 degrees making them almost as useful as the doors in the Nissan NV (the NV’s essentially fold flat to the side of the van) and more convenient than the 165 degree doors on the GM competition. Like GM, Ford offers your choice of a sliding or 60/40 split side door.

Our E-350′s interior is circa 2009, when Ford raided the Super Duty parts bin which means Ford’s SYNC radio and navigation units are on the E-series menu, a notable upgrade from GM’s infotainment options. Should your fleet need some big brother love, the CrewChief GPS tracking and monitoring system is available on most models. Our van was a rental, which meant of course that it had been driven hard, put away wet and had a vague aroma of spoilt milk and dog urine. This wasn’t some primped press car folks. After a quick wipe-down to prepare it for the camera, it was obvious the hard plastics inside were built to last showing little wear, just like the GM and Nissan offerings. On the creature comfort side, A/C is standard and Ford makes a backup cam, backup sensors and the aforementioned navigation system with SYNC optional. Volume purchasers beware, adding SYNC will bump your MSRP up $1,010 as it requires you upgrade to the four-speaker package and inexplicably you must add cruise control to the party.  If those items were already on your menu, then SYNC (with Bluetooth) itself becomes a $475 bump. Ford also offers an integrated trailer brake controller for $230 and a set of in-dash auxiliary switches (the same as in the Super Duty trucks) for $85 making it easier to pimp your ride.

If the phrase “all-new drivetrains” sets your loins on fire, skip this section. Ford offers a limited engine selection compared to GM – two V8s and a V10. The observant will notice that a V6 or diesel V8 option are conspicuous by their absence (the V6 was dropped in 2008 and the diesel in 2009).  While Ford markets the E-150 as the only full-sized van with a standard V8, I’m not sure 225HP and 286lb-ft (13/17MPG) are anything to trumpet when Buick’s 2.0L turbo four cylinder beats both figures and delivers them across a broader range (durability concerns aside of course). The optional 5.4L V8 bumps the power figures to (a still less than competitive) 255HP and 350lb-ft (12/16MPG) and was the engine in our rental. Even empty acceleration was sluggish and when loaded with 5 passengers and a weekend’s camping gear it was best described as “glacial”. The problem is not the 255HP, the Ford’s ancient 4-speed automatic which is the only transmission available with either V8. GM’s base 4.8L V8 may deliver less torque at 295lb-ft, yet combined with the modern 6-speed transmission the GM van never feels out of breath even in mountainous terrain. The E-Series on the other-hand often seemed like it was hunting for a gear that didn’t exist, especially on mountain highways and in steep urban settings. Ford’s optional 6.8L V10 brings a newer 5-speed auto, but it is still a cog behind GM. Despite superficially healthy numbers for the Ford V8 (305HP/420lb-ft), GM counters with a 6.0L V8 at 324HP/373lb-ft and one extra gear making it yet again the performance and “driveability” winner. On the green-cred front, Ford’s  V8 engines can be ordered with liquid propane or compressed natural gas prep packages; all you do is have a conversion company add the gas cylinders. Beware though, that the CNG conversion costs $13,000. While your gaseous E-Series may deliver fewer MPGs on the road and the “savings” are dubious, California and a few select states will allow solo CNG drivers in the HOV lanes with permanent stickers if your conversion is done at the time of purchase.

A van’s mission is to shift the most stuff. Both Ford and GM offer extended vans to swallow more, but how they extend differs. Ford offers an extended body while GM extends both the wheelbase and the body. Neither option is an outright winner so which option is better? That depends on what you’re hauling and where. GM’s regular wheelbase of 135 inches is shorter than the E-series’s 138 inch model and this helps GM’s V6 van be the most nimble with a 43-foot turning circle vs the E-Series standard 48-foot. Adding the V8 to GM’s van bumps the circle to 49-feet. The E-Series’ standard 216-inch length (vs the 224-inch long Express) is responsible for its slightly smaller cargo capacity able to swallow 12.5-foot long items vs GM’s standard 13-foot sword swallowing ability. Extending the rear of the E-Series takes cubic cargo capacity from 237 cubic feet to 278 cubic feet and allowed 14.6-foot items to be carried from the dash to the rear doors, while that sounds good, GM’s extended wheelbase vans measure in at a whopping 20-feet-5-inches holding 313 cubic feet of cargo and swallowing items that are 16-feet long (if placed carefully inside). The downside to GM’s wheelbase stretch is the enormous 54-foot turning circle making U-turns difficult even on the widest of expressways. The upside of the extension is superior handling when the cargo area is full by spreading the weight more evenly between the front and rear axles.

As my week with the E-Series van came to a close I had more questions than answers. Why would anyone that owned and operated their own van buy the Ford van over the Nissan NV which offers more creature comforts, more power and better fuel economy? Similarly, who would a large commercial customer buy the E-Series van over GM’s Express/Savana van with a wider selection of options, heavy-duty six-speed transmissions, greater hauling capacity and better fuel economy? At the end of the day the E-Series is a tired workhorse that knows it’s being sent to pasture, yet sales remain high for one reason; companies like a homogeneous fleet. Fleet buyers like being able to buy the same van they brought 10 years ago, knowing the same custom widgets will bolt right on. Perhaps that’s why Ford has pledged that the E-Series will soldier on even after the introduction of the Transit T-Series in America. With an advertised 25% better fuel economy on tap, let’s hope Ford can convince the commercial buyer lemmings to switch to a better product rather than defect to the competition.

 

This is part three of a five-part series on commercial vehicles. Click the links below for the others in this series

2012 Nissan NV

2012 Chevrolet Express / GMC Savana

2012 Ford Transit Connect:

 

 

 TTAC searched high and low, found the best web coupons and rented an E-350 van for a week for this review. Gas was expensive and not included.

Specifications as tested

0-60: 10.1 Seconds

Average fuel economy: 10.4MPG over 896 miles

 

IMG_4337 IMG_4338 IMG_4339 2012 Ford E-350 Van, Exterior, grille, Picture Courtesy of Alex L Dykes IMG_4341 IMG_4342 IMG_4343 IMG_4344 IMG_4345 IMG_4346 IMG_4347 IMG_4352 IMG_4357 IMG_4358 IMG_4359 IMG_4361 IMG_4362 IMG_4363 IMG_4364 Zemanta Related Posts Thumbnail


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