Ford Transit Custom 280 L1 Diesel FWD 2.0 Ecoblue 110PS H1 Double CAB Van Leader

Ten Second Review

The Transit Custom evolves into second generation form with the aid of shared design with Volkswagen. As well as the familiar diesel range, there's an improved PHEV variant and, most notably, a full-electric E-Transit Custom model too. Britain's best selling van just got a lot more up-to-date.

Background

The Transit Custom isn't only Ford's best-selling van, out-selling its nearest rival three-to-one. It isn't only the nation's best-selling van of any kind. It's also the UK's best-selling vehicle full-stop, currently out-selling Britain's best-selling car, the Vauxhall Corsa, by about 25%. So this, our review on the all-new second generation Transit Custom, is a big deal because this LCV is hugely significant. What it now isn't in this second generation form is purely a Ford. The so-called 'Project Cyclone' agreement between Ford and Volkswagen provides for all future Volkswagen commercials to use Ford underpinnings (in return for Ford gaining access to Volkswagen's MEB platform for passenger EVs). Which is why most of what matters with this MK2 Transit Custom is shared with the new generation Volkswagen Transporter, which will be built alongside it at Ford's Otosan plant in Turkey. The headlines predictably lie with electrification - a bigger-capacity PHEV powertrain and an all-new EV model. But the previous diesel powerplant continues too. The Transit Custom model line dates back to 2012 - prior to which 'Custom' was merely a Transit trim level. An update in 2018 coincided with a huge surge in sales as home delivery took off, subsequently fuelled by the pandemic. That'll help this MK2 Transit Custom as well. But just how good is it?

Driving Experience

This MK2 Transit Custom model's calling card is its greater degree of powertrain electrification but we tried a diesel because that's what the majority of Transit Custom operators will want to do for the foreseeable future. It's the same 2.0-litre EcoBlue unit that featured in post-facelift versions of the previous generation model, but can now be paired with a new high-efficiency 8-speed automatic gearbox. There are four engine outputs - 110PS, 136PS, the 150PS model we tried and the top auto-only 170PS version. AWD is now an option with the 136PS variant. As for those electrified powertrain options we mentioned, well if you don't want to be constrained by range, it's worth taking a look at the 232PS PHEV variant, now based around a 2.5-litre petrol engine paired to an electric motor powered by a now larger 11.8kWh battery which, when fully charged, is expected supposed to be able to take this LCV up to 34 miles without troubling fossil fuel. The alternative is the E-Transit Custom full-EV, launched with a 64kWh battery paired to electric motor options developing either 136PS, 218PS or even 285PS. EV range is up to 209 miles and with DC fast charging up to 125kW, a 15-80 per cent recharge requires 41 minutes. Whatever your choice of Transit Custom powertrain, this Ford continues to easily set the standard in its class for ride and handling. Aided in this MK2 model by a freshly-developed semi-trailing arm independent rear suspension design that improves body roll, steering precision and traction. There's a wide range of drive modes too - 'Normal', 'Eco', 'Sport' and 'Slippery' - plus you can have a 'Tow/Haul' setting that facilitates a maximum towing weight of 2,800kg.

Design and Build

This second generation model's smarter front end look brings it into line with the latest versions of Ford's other LCVs. A prominent hexagonal front grille panel is flanked by angular, slim LED headlamps which are topped by wrap-around daytime running lights. Ford talks about the 'rebalanced proportions' and 'confident stance' of this MK2 design, which become more obvious as you walk around it. There's increased visual width both front and rear. As before, there's a lengthier long wheelbase body shape option too. And the E-Transit Custom gets its own unique front grille. Inside, the key change lies with the freshly installed 13-inch 'SYNC 4' centre touchscreen. It's angled towards the driver for ease of use and is powered by a 5G modem for superfast connectivity to the Ford Pro tech stack. The brand's designers went to such lengths when considering how owners would use this Transit Custom that even the grains on materials used in the cabin and load area are designed to use textures that avoid trapping dirt and water, giving the best balance between offering a firm footing for wet or muddy boots and enabling heavy items to be slid in and out easily.  As van drivers often occupy the cabin alone, the heating and ventilation system has a new 'Driver Focus Mode' option that uses sensors to direct airflow only to occupied seats. An intelligent windscreen monitors temperature and humidity, and automatically makes small heat and airflow changes to proactively keep the windscreen clear for improved efficiency and ease of use. 

Market and Model

Pricing from launch started from around £34,000 excluding VAT, with most models in the £37,000-£40,000 bracket excluding VAT. Panel van customers will primarily be choosing between three trim levels - 'Leader', 'Trend' and 'Limited', but (aimed at owner drivers) Ford are also offering lifestyle-orientated 'Trail', 'Sport' and 'MS-RT' variants. The vehicle is being sold by 'Ford Pro', the Blue Oval brand's commercial vehicle division and there's a choice of short or long wheelbase body shapes. You'll need to budget for a premium with the diesel models if you want the optional 8-speed automatic gearbox: 1-speed auto transmission is included with the PHEV drivetrain and of course with the EV. Even entry-level 'Leader' versions are pretty well equipped, with automatic headlamps, tinted glass and a 13-inch 'SYNC 4' centre touchscreen with a 5G embedded modem. Mid-level 'Trend' models add air conditioning, body-coloured bumpers and wheel covers. And plush 'Limited' variants get 16-inch alloy wheels, keyless entry, a 'Sensico' leather-covered steering wheel, a load-through bulkhead hatch and an alarm. Choose an electric or a PHEV version and your Transit Custom can also feature vehicle-to-load power sockets up-front, allowing you to tap into the vehicle's battery in order to power devices up to 2.3kW, like lap tops or kettles.

Practicalities and Costs

Let's get down to the practicalities. What you get in the back of this van will of course depend on roof height (H1 or H2); and wheelbase length, L1 or L2. The available cargo volume depends of course on body shape. The figures start at 5.8m3 with the smallest L1 H1 version. With the L2 H1 model, there's 6.8m3 - and you could increase that to 7.7m3 with an L1 H2; or as much as 9.0m3 with the biggest L2 H2 body shape. With the longer wheelbase you get with the L2 variant, cargo area length increases usefully from 2,602mm to 3,002mm. Or, if you make full use of the available load-through flap and push longer items through into the cab, from 3,050mm in the L1 to 3,450mm. On all models, the cargo area width is 1,777mm, narrowing to 1,392mm between the wheel arches. The rear door aperture height is 1,314mm on H1 versions and 1,814mm on H2 variants. The rear door aperture width is 1,400mm. Across the Transit Custom range, there are three Gross Vehicle Weights - 280, 300 and 320. And depending on your selection between these, your engine choice and your body shape, maximum gross payload on a diesel model can be anything between just 891kg to 1,327kg. Payloads for the two plug-in models are a bit less than that of course; for mainstream versions, it's between 1,136kg and 1,191kg for the PHEV. And between 1,016kg and 1,042kg for the 65kWh E-Transit Custom. Towing weights are very class-competitive; you can tow between 2,000kg and 2,800kgs with a diesel-powered Transit Custom; it's 2,300kg for the PHEV or the E-Transit Custom. what about running costs? Well obviously, the cleanest and most efficient version of this model is the E-Transit Custom, which as we told you in our 'Driving' section has a 64kWh. There's a driving range of up to 209 miles. Charging takes just under 8 hours from an 11kW source, while DC public charging can take the battery from 15 to 80% capacity in 41 minutes. Ford has designed the charge profile to 'frontload' the energy, which allows a 125kW fast charge to add 23 miles of range in just 5 minutes for quick top-ups. Better still, the 'one pedal' brake regen driving system can keep the battery topped up as you journey on. In our 'Driving' section, we also told you about the PHEV petrol/electric version which has an 11.8kWh battery offering up to 34 miles of EV range. Even the EcoBlue diesel variants have some degree of electrification, Ford's mild hybrid system, which uses a belt-driven integrated starter/generator (BISG) to replaces the usual alternator, enabling recovery and storage of energy during vehicle decelerations, and charging a 48-volt lithium-ion air-cooled battery pack. The BISG also acts as a motor, using the stored energy to provide torque assistance to the engine under normal driving and acceleration, as well as running the vehicle's electrical ancillaries. The EcoBlue diesel's Auto Start-Stop technology operates in many situations, including when the vehicle is stationary in gear, and when the vehicle is coasting to a stop. The driver can adjust the coasting speed at which Auto Start-Stop operates, between 7mph and 12mph. The EcoBlue 150PS model we tried manages up too 38.7mpg on the combined cycle, with 190g/km of CO2.

Summary

Sales success for this second generation Transit Custom is hardly in doubt. After all, the previous model was still selling as fast as Ford's Turkish factory could make it after more than a decade on sale. And the current consumer appetite for home delivery, with the resultant demand for vans of this size, seems insatiable. It'll be interesting though, to see whether being able to buy essentially the same vehicle with a Volkswagen badge will have much effect on this Transit Custom's market share. Probably not. Ford, better than any other brand, has an effective handle on what business customers need in this segment. And what they're going to need going forward is more sophisticated electrification, which this second generation model provides very effectively. We can't help thinking that in the here and now, with the current state of public charging, the PHEV version might be a more sensible choice than the EV though. For the time being, most folk will probably avoid that decision altogether and stay with a conventional diesel variant - which they'll find will meet their needs better than ever before, though at a noticeably increased price. But you might expect to have to pay that for a class benchmark. Currently, that's what this van is.