Ford’s optional 6.8L V10 brings a newer 5-speed auto, but it is still a cog behind GM. 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. 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 problem is not the 255HP, the Ford’s ancient 4-speed automatic which is the only transmission available with either V8. Even empty acceleration was sluggish and when loaded with 5 passengers and a weekend’s camping gear it was best described as “glacial”. 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. 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 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). Ford offers a limited engine selection compared to GM – two V8s and a V10.
If the phrase “all-new drivetrains” sets your loins on fire, skip this section. 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 those items were already on your menu, then SYNC (with Bluetooth) itself becomes a $475 bump.
#FORD PASSENGER VAN 2012 UPGRADE#
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. 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. 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. This wasn’t some primped press car folks. 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. Should your fleet need some big brother love, the CrewChief GPS tracking and monitoring system is available on most models. 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. Like GM, Ford offers your choice of a sliding or 60/40 split side door.
#FORD PASSENGER VAN 2012 FULL#
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. I’d stick with the base model if you’re not driving your own van. For $235 Ford will sell you their middle-of-the-road package which retains the black bumper cover but upgrades the lamps and grille. 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. 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.
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.
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