Introduction
Watch out Vauxhall, Citroën and the rest of the pack: the stakes have been raised in the competitive light commercial van sector, and Ford is making some big claims regarding its new baby. Recently crowned International Van of the Year for 2003, the Transit Connect was originally introduced last August.
Following in the steps of Citroën and its Berlingo and Renault with its Kangoo to name but a few, Ford has taken the decision to design the van away from scratch. The idea is to have a more focused vehicle, one that will not be compromised by starting life designed for another purpose.
Cynics might say it has taken the success of other manufacturers in this sector to prompt the company to make the move into the purpose-built category.
Perish the thought.
Product Profile
On paper, the Connect looks a strong contender. Ford claims that while the industry norm for durability is 100,000 miles, the Connect has been developed and engineered in real world testing to 150,000 miles; tough talk indeed.
To achieve this, Ford has built the Connect to the standards of its bigger brother, the Transit. This includes extensive use of high-strength steel panels, which Ford claims makes it the most durable in its class, with the double-skinned loadbox side panels aiding rigidity and protecting exterior bodywork from internal damage. Furthermore, the company claims that the suspension system has been designed with longevity in mind, with widespread use of heavy-duty components and larger front and rear disc brakes to reduce wear and tear.
Built in Turkey, like its rival the Fiat Doblò, the Connect is available in short wheelbase low-roof, as tested, and long wheelbase high-roof versions. It also claims the ‘best-in-class’ width between the wheel arches to increase its load capacity. This means the Connect can accommodate two euro pallets, quite a feat for such a small van. The body has been designed to reduce the ‘tumble-home’ degree of the side panels, giving it a cubic capacity of 2.8m3 or 3.4m4 with the optional removable bulkhead.
Under the bonnet, Ford has provided three engine options (two diesels and a petrol). Our test vehicle came with the 1.8-litre common rail diesel Duratorq TDCi, producing 88hp at 4,000rpm with 220Nm arriving at 1,750rpm. The Duratorq TDDi, also 1.8-litre, comes without common-rail technology but does sport direct injection and produces 74hp at 4,000rpm and 175Nm at 1,800rpm. The petrol option is the 1.8-litre Duratec, which generates 115hp at 5750rpm and 160Nm at 4,400 rpm. An LPG version is about to become available. Eligible for a 70% grant from Powershift, it comes at an extra £1,800 over the equivalent petrol models.
Like the Vauxhall Combo, the Connect comes in two payload capacities. The T200 has a gross payload of 625kg and the T220, our test vehicle, has the increased 825kg capacity.
Looking at the options list, there’s plenty to choose from and most is of practical use, but one of our major gripes with the vehicle is that you don’t get much on the standard spec.
Our test vehicle had the LX upgrade, identified by its three-piece bodyside mouldings, electric windows, map reading lights, driver’s armrest and lumbar support and front fog lights. Also included was a six-disc CD autochanger and an overhead parcel shelf.
All Connects come with a three year/100,000 mile warranty and 15,000 miles service intervals.
Productivity
We expect the Connect to be up there with the best of them, but if it is going to wear the crown, it needs to sip the juice sparingly. And with so much reinforcing on the body to give it extra strength the task is even more of a challenge.
A run around the Kent test route delivered a respectable 43.2mpg. Not the best for its class, (that award goes to the Volkswagen Caddy TDi, which returned 49.1mpg); in fact, it produced the lowest return in our comparison group.
But let’s keep things in perspective. The Connect is carrying a larger profit-earning payload than any of its rivals and, as previously noted, is a heavier van due to its increased strengthening. So all things considered, the Connect delivers a performance that, while not earth-shattering, is certainly respectable.
Loading the Connect requires minimum effort due to its low floor, and the near-flat sidewalls help to maximise space inside. There is also a ‘flexible load restraint system’, which is basically pre-threaded fixing points that allow racking and shelving to be installed without the need for drilling.
One option that may be worth considering is the folding bulkhead. This adds an extra two feet of length to play with – although of course it comes at an extra cost of £150.
