7 February 2011
40 years young and still going strong. Ford's Transit has recently been upgraded, and while taking on a contemporary new look up front it retains the same practicality that has kept it the tradesperson's white van of choice for the last two decades: selling more than five million globally since 1965.
So practical was the workspace of the previous transit in fact that any change at all from the 'B' pillar back is almost non-existent. The boxy, spacious rear end is what sells the Transit, and Ford took a 'if it's not broken, don't fix it' approach here.
Shelving etc from the previous Transit can be swapped into the new version cheaply and with little downtime.
The Cabin is roomier now thanks to the gear lever being repositioned up the dashboard, so drivers can now scoot across the floor to exit on the left (curb) side of the vehicle. Advantages here for couriers and the like are obvious. The seating position is less upright and more comfortable than previous Transits also.
Often doubling as an office for many users, the spacious cabin also benefits from intelligent interior packaging and generous cubbies. One storage slot, large enough to accommodate A4 paperwork etc cleverly flips out of the dash to create a handy tray table, suitable for serving lunch or writing on. Also a handy touch is the runners moulded into the glovebox lid that will accept hanging A4 stationary dividers for a mobile filing cabinet.
A Central Area Networking (CAN) data transfer system allows for improved electronic options, and included standard are new instrumentation, drivers airbag (passenger airbag is a cost option), state of the art Common rail diesel powerplants and a nifty waterproof remote key fob. The keyless entry remote key contains capacitors that store an electric charge, it's recharged via the key shaft when it's in the ignition, no more replacing batteries on the remote. Because the key unit can be sealed, it is dust and water tight, an important durability feature that will appeal to workers on building sites etc.
Noise vibration and harshness levels have been reduced by 20% with revisions to the suspension components while body rigidity has increased; the result is a drive more fitting of passenger car than a commercial work hack. The long-wheelbase medium roof we drove at the vehicle's launch suppressed any noise from the 103kW, 2.4 litre PSA Peugeot Citroen sourced diesel engine, it also demonstrated good isolation from road noise.
Sprightly performance from the long-wheelbase's engine, the more powerful of two power unit options, is accompanied by a smooth short-throw gear change from a six-speed manual transmission. In short-wheelbase guise the engine is electronically detuned to produce a humbler 74kW and is mated to a five-speed manual, but all engine configurations meet strict Euro 4 emission regulations, and fuel economy figures as low as 8.1 L/100km are claimed.
Currently no automatic transmission is optioned however, which will come as a disappointment to some coach/mini bus companies.
Braking benefits from ABS and Electronic Brake Distribution (EBD) across the range and four-wheel disc brakes for the first time.
"With 12 and 14-seater bus, short-wheel, long-wheel and jumbo length vans with a variety of roof heights and door combinations, Ford New Zealand's transit range will offer a product for every van operator." Said Richard Matheson, Managing Director of Ford New Zealand...but you'd expect him to say that.
Nevertheless, the outgoing Transit did win International Van of The Year, and with modernistic new looks and commendable road manners, we feel the changes will come as pleasing upgrades to what was already a popular and acclaimed vehicle.
Pricing starts at $42,790 for the 74kW short-wheelbase low roof version, and stretches to $62,890 for the 14-seater bus, par for the course with Transit is the plethora of body configurations that sit in between the two, all of which are available at Ford now.