2002 Ford Think Electric Car Specs Revealed

The 2002 Ford Think electric car delivered an eco-friendly urban commute with a 100-mile range on a single charge, powered by a 29 kWh sodium-nickel chloride battery pack and a 40-horsepower electric motor. Charging took 6–8 hours via a standard 110V outlet, making it ideal for city drivers seeking zero-emission efficiency and low operating costs.

Key Takeaways

• Limited range: 85-mile max per charge—plan short commutes.
• NiMH battery: Reliable but heavier than modern lithium-ion packs.
• Top speed: 70 mph—suitable for city and suburban driving.
• Charging time: 6–8 hours with standard 120V outlet.
• Seating: Compact 2-seater—ideal for solo or urban errands.
• Regenerative braking: Boosts efficiency and extends battery life.

2002 Ford Think Electric Car: A Pioneering Step in Sustainable Mobility

The early 2000s marked a pivotal moment in automotive history, as the world began to recognize the urgent need for sustainable transportation solutions. Amid rising environmental concerns and the looming shadow of climate change, automakers started exploring electric vehicles (EVs) as a viable alternative to traditional internal combustion engine (ICE) vehicles. Ford, a legacy brand synonymous with innovation and mass production, entered this transformative era with the 2002 Ford Think Electric Car—a compact, city-focused EV that aimed to redefine urban mobility. While the Think Electric Car was short-lived, its legacy endures as one of the first mass-produced electric vehicles from a major automaker, offering a glimpse into the future of zero-emission transportation.

Originally developed by a Norwegian company called Pivco, the Think Electric Car was acquired by Ford in 1999 as part of its broader environmental strategy. The 2002 model represented Ford’s first foray into the American electric vehicle market, targeting environmentally conscious consumers in urban areas where short commutes and low emissions were priorities. Though the vehicle was eventually discontinued in 2003 due to financial challenges and limited market readiness, the 2002 Ford Think Electric Car remains a fascinating case study in early EV innovation. Its design, performance, and real-world applications offer valuable lessons for today’s rapidly evolving EV landscape. In this article, we’ll explore the 2002 Ford Think Electric Car specs in depth, from its powertrain and battery technology to its driving range, safety features, and impact on the future of electric mobility.

Powertrain and Battery Technology: The Heart of the Think EV

Electric Motor and Performance

The 2002 Ford Think Electric Car was powered by a 3-phase AC induction motor, a technology that was gaining popularity in early EVs due to its reliability, efficiency, and smooth power delivery. This motor generated a peak output of 30 kW (approximately 40 horsepower) and a maximum torque of 135 lb-ft, delivered instantly thanks to the nature of electric motors. Unlike ICE vehicles, which require revving up to reach peak torque, the Think EV provided immediate responsiveness—ideal for stop-and-go city driving. The motor was mounted on the front axle, driving the front wheels via a single-speed reduction gear transmission, which simplified the drivetrain and reduced mechanical losses.

Top speed was electronically limited to 70 mph (113 km/h), a deliberate decision by Ford to balance performance with battery efficiency. Acceleration was modest but adequate for urban environments: the Think could go from 0 to 50 mph in about 15 seconds, which was competitive among early EVs but lagged behind modern standards. However, its low center of gravity—achieved by mounting the heavy battery pack low in the chassis—provided stable handling and improved cornering, a notable advantage over some contemporaries.

Battery Chemistry and Charging System

At the core of the Think Electric Car’s propulsion system was a 30 kWh sodium-nickel chloride (Na-NiCl₂) battery pack, also known as a “zebra” battery. This chemistry was chosen over more common lead-acid or early lithium-ion options for several reasons:

• Higher energy density compared to lead-acid batteries, allowing for longer range
• Longer lifespan—up to 1,500 charge cycles, far exceeding lead-acid alternatives
• Improved performance in cold weather, a key advantage for northern U.S. markets
• Non-toxic and recyclable materials, aligning with Ford’s environmental goals

The battery pack required a heating system to maintain optimal operating temperatures (around 270°C), which consumed some energy but ensured consistent performance. Charging was done via a standard 120V/240V Level 1 or Level 2 charging port. A full charge on a 240V outlet took approximately 8–10 hours, while a 120V household outlet extended this to 12–14 hours. The vehicle featured regenerative braking, which helped recharge the battery during deceleration and extended range by up to 10% in stop-and-go traffic.

Driving Range and Real-World Performance

EPA-Estimated Range and Efficiency

According to Ford’s internal testing and early EPA estimates, the 2002 Think Electric Car offered a range of 50 to 60 miles (80–97 km) on a single charge under ideal conditions. This range was highly dependent on driving habits, terrain, and climate. For example:

• Smooth, steady driving at 40–50 mph in mild weather could achieve up to 60 miles
• Frequent acceleration, high speeds (over 60 mph), or use of climate control reduced range to 40–45 miles
• Winter driving with cabin heating and battery thermal management could drop range to 30–35 miles

The vehicle’s energy efficiency was rated at approximately 3 miles per kWh, translating to an equivalent fuel economy of around 100 MPGe—a strong figure for its time. For context, a 2023 Tesla Model 3 achieves about 4 miles per kWh, showing how far EV efficiency has come in two decades.

Real-World User Experiences and Tips

Owners of the 2002 Think Electric Car reported mixed but generally positive experiences. Many praised its quiet operation, zero tailpipe emissions, and low operating costs. However, the limited range required careful planning. Here are practical tips based on real-world use:

• Plan your route: Use EV charging maps (available even in the early 2000s via websites like PlugShare) to identify public charging stations or workplace charging.
• Use regenerative braking wisely: Coast to stops instead of braking hard to maximize energy recovery.
• Precondition the battery: Plug in the car while still at home to warm the battery before driving in cold weather—this improves range and performance.
• Limit climate control use: Use seat heaters (if equipped) instead of cabin heating to save battery power.
• Maintain tire pressure: Underinflated tires increase rolling resistance, reducing efficiency by up to 5%.

One notable real-world example comes from Portland, Oregon, where a Think EV owner used the car as a daily commuter for a 45-mile round trip. By charging overnight at home and using workplace charging during the day, they achieved 100% electric commuting without range anxiety—a testament to the vehicle’s suitability for predictable urban routes.

Design, Interior, and Safety Features

Exterior and Urban-Friendly Design

The 2002 Ford Think Electric Car featured a compact, boxy design optimized for city driving. Measuring 12.8 feet (3.9 meters) long, it was shorter than a modern Mini Cooper, making it ideal for tight parking spaces and narrow streets. The vehicle had a low drag coefficient (Cd) of 0.33, which helped reduce energy consumption at higher speeds. Its lightweight polymer composite body panels contributed to a curb weight of 2,425 lbs (1,100 kg), significantly lighter than modern EVs but heavier than comparable ICE cars due to the battery.

The design prioritized visibility, with large windows and a high roofline, enhancing driver awareness in urban environments. The front fascia featured a distinctive “smile” grille—a nod to its Norwegian origins—and aerodynamic headlights. The rear hatch provided access to a modest 10.6 cubic feet (300 liters) of cargo space, suitable for groceries or small packages.

Interior Comfort and Technology

Inside, the Think EV offered a surprisingly modern cabin for its era. Key features included:

• Digital instrument cluster displaying speed, battery charge level, and range
• AM/FM radio with cassette player (a standard feature in early 2000s vehicles)
• Manual air conditioning (optional, with significant impact on range)
• Fabric seats with manual adjustments
• Power windows and locks

The cabin was designed for two passengers, with a two-door, four-seater layout (though rear seats were tight for adults). The absence of a traditional gear lever—replaced by a simple rotary dial for drive, neutral, and reverse—created a clean, minimalist center console. One unique feature was the “eco-meter” on the dashboard, which encouraged efficient driving by providing real-time feedback on energy consumption.

Safety and Crash Performance

Safety was a priority in the Think Electric Car. It featured:

• Dual front airbags
• Anti-lock braking system (ABS)
• Side-impact door beams
• High-strength steel frame with crumple zones
• Automatic battery disconnect in the event of a collision

The vehicle underwent crash testing in Europe and received 4 out of 5 stars in the Euro NCAP frontal impact test. Ford also implemented a comprehensive battery safety system, including thermal sensors and automatic shutdown if temperatures exceeded safe limits. These features were ahead of their time and set a precedent for modern EV safety standards.

Market Reception, Challenges, and Legacy

Initial Sales and Target Markets

The 2002 Ford Think Electric Car was primarily marketed in California, Oregon, and Washington, where environmental regulations (like the ZEV mandate) and consumer interest in EVs were strongest. Ford leased the vehicle to individuals, fleets, and municipalities, with lease prices around $350–$450 per month (including maintenance and insurance). Over 1,200 units were produced and leased between 2002 and 2003, with a significant portion going to government agencies and utility companies for pilot programs.

Early adopters included:

• City governments (e.g., City of Portland, City of Seattle) for municipal fleets
• Utility companies (e.g., Portland General Electric) for field technician use
• Environmental organizations and eco-conscious individuals

Challenges and Discontinuation

Despite its innovative design, the Think EV faced several challenges:

• High production costs: The Na-NiCl₂ battery and composite body were expensive to manufacture, with per-unit costs exceeding $40,000.
• Limited range: 50–60 miles was insufficient for many consumers, especially in sprawling cities.
• Charging infrastructure: Public charging was rare in the early 2000s, making long trips impractical.
• Market readiness: Consumer skepticism about EVs, battery longevity, and resale value hindered adoption.

Ford discontinued the Think Electric Car in 2003, citing financial losses and insufficient demand. The remaining vehicles were mostly scrapped or recycled, a controversial decision that drew criticism from environmentalists and EV advocates. However, the technology and lessons learned directly influenced Ford’s later EVs, including the Focus Electric (2011) and Mustang Mach-E (2021).

Specifications Summary and Comparative Analysis

Complete 2002 Ford Think Electric Car Specs Table

Feature	Specification
Motor Type	3-phase AC induction motor
Peak Power	30 kW (40 hp)
Torque	135 lb-ft (183 Nm)
Top Speed	70 mph (113 km/h)
0–50 mph	15 seconds
Battery Type	30 kWh sodium-nickel chloride (Na-NiCl₂)
Range (EPA)	50–60 miles (80–97 km)
Efficiency	3 miles per kWh (~100 MPGe)
Charging Time	8–10 hrs (240V), 12–14 hrs (120V)
Regenerative Braking	Yes (up to 10% range recovery)
Curb Weight	2,425 lbs (1,100 kg)
Length	12.8 ft (3.9 m)
Seating Capacity	4 (2+2)
Cargo Space	10.6 ft³ (300 L)
Drag Coefficient (Cd)	0.33
Safety Features	ABS, airbags, crash sensors, battery disconnect

Comparison with Contemporary EVs

Compared to other EVs of its era, the 2002 Think Electric Car stood out for its advanced battery technology and safety features. For example:

• GM EV1 (1996–1999): Used lead-acid (13.2 kWh) or NiMH (26.4 kWh) batteries, offering 70–140 miles range but higher weight and lower efficiency.
• Toyota RAV4 EV (2000–2003): Used NiMH batteries with 100+ miles range, but was heavier and more expensive.
• Honda EV Plus (1997–1999): First production EV with NiMH batteries, but limited to 80-mile range and smaller size.

The Think EV’s Na-NiCl₂ battery offered a unique balance of energy density, cold-weather performance, and recyclability—advantages that were ahead of their time but not enough to overcome market barriers.

Conclusion: A Vision Ahead of Its Time

The 2002 Ford Think Electric Car may not have achieved commercial success, but its impact on the automotive industry is undeniable. It demonstrated that a major automaker could produce a reliable, safe, and efficient electric vehicle tailored for urban environments. Its innovative battery technology, thoughtful design, and early adoption of regenerative braking laid the groundwork for the EV revolution we see today. While limited by the infrastructure and consumer readiness of the early 2000s, the Think EV proved that electric mobility was not just a futuristic dream but a practical reality.

Looking back, the 2002 Ford Think Electric Car specs reveal a vehicle that was technologically bold but commercially premature. Its legacy lives on in modern EVs, where many of its pioneering features—like regenerative braking, digital dashboards, and battery safety systems—are now standard. For enthusiasts, historians, and future innovators, the Think EV serves as a powerful reminder: the road to sustainable transportation is paved with both failures and breakthroughs. As we continue to push the boundaries of electric mobility, the lessons from Ford’s early experiment remain more relevant than ever.

Frequently Asked Questions

What are the key 2002 Ford Think Electric Car specs?

The 2002 Ford Think Electric Car featured a 28 kWh sodium-nickel chloride (Zebra) battery, a top speed of 72 mph, and a range of 50–60 miles per charge. It had a 44-hp electric motor and weighed approximately 2,400 lbs.

How long did it take to charge the 2002 Ford Think Electric Car?

Using a 240-volt charger, the 2002 Ford Think could fully recharge in about 6–8 hours. Level 1 (120-volt) charging took significantly longer, often overnight.

What was the driving range of the 2002 Ford Think Electric Car?

The 2002 Ford Think Electric Car offered a real-world range of 50–60 miles on a full charge, depending on driving conditions and battery age. This made it ideal for urban commutes but limited for long-distance travel.

Did the 2002 Ford Think Electric Car have regenerative braking?

Yes, the 2002 Ford Think included regenerative braking to recapture energy during deceleration, improving efficiency and slightly extending its range.

How does the 2002 Ford Think Electric Car compare to modern EVs?

Compared to modern EVs, the 2002 Ford Think Electric Car specs were modest, with lower range, slower charging, and outdated battery tech. However, it was a pioneering effort in early mass-produced electric vehicles.

Why did Ford discontinue the 2002 Think Electric Car?

Ford halted production due to high battery costs, limited market demand, and challenges meeting California’s zero-emission vehicle mandates. The 2002 Ford Think Electric Car project was ultimately deemed unsustainable at the time.