Road Tests: Ford Transit 350 LWB

This may well be the most significant 3.5-tonne van roadtest that CM has carried out for a good few years. While we’ve had a number of drives of Ford’s crucial new Transit at various sites around the globe, this is the first opportunity to put it under the microscope in UK conditions. The word “crucial” is not used lightly. The latest Transit enters a totally different world from its most ancient ancestor, which appeared in 1965. One factor is the increasing perception that Ford is no longer a “British” manufacturer, fuelled by recent coverage of the impending end of vehicle production in Dagenham. In fact by the Autumn, when production begins at the Southampton plant, it will be responsible for a significant percentage of European Transit output. But far more important is the opposition. In 1965 the Transit was up against the likes of the Bedford CA and the BMC J4. Apart from a relatively ineffective challenge from General Motors’ Bedford CF, Ford had the market for up-to-date vans to itself for years, during which the word Transit became virtually synonymous with van. Today’s van market is an altogether more sophisticated place, with genuinely good products available from the leading European manufacturers. The new Transit will increasingly have to find buyers on its merits – a blue oval on the bonnet is longer enough on its own.

Ford is at pains to point out that there is, and will be, only one new Transit. There will be low ones and tall ones, short ones and long ones, but there won’t be a Transit front-wheel-drive model or a Transit rear-drive-model. You will choose the size and payload you need from your Transit, and Ford will provide it with the appropriate driveline. That said, only versions with rear-wheel drive will be available until the range expands later in the year. At about the same time, the Transit will become a true-Brit product when the Southampton workers return from their annual shutdown. But for now, the range consists of vans with medium or long wheelbases and medium or high roofs, each available with a 3.3 or 3.5-tonne GVW. Add in the choice of three ratings for the 2.4-litre direct-injection turbo-diesel – 74, 89 or 118hp – and you’ve already reached two dozen variations. But there’s more: a range of chassis-cabs, with single or double-cans and single or double rear wheels, adds another 16 versions. Then there’s the “One-Stop” range of off-the-shelf dropper, tipper, curtainsider and box van models…that’s another 22! And let’s not forget the seriously long options list. By the time short-wheelbase and 2.0-litre transverse turbo-diesel, front-wheel-drive versions are added, the Transit range is set to be fairly comprehensive. For now, though, let’s concentrate on one. Our test van is from the upper end of the range, with a long wheelbase, a medium high roof and the highest rated “120PS” 118hp engine. The only bizarre point of an otherwise well-specced van was the fitting of the optional 5.13:1 “towing” final drive ratio, but more of that later.

This first Transit of the new generation come to us with less than 3,000 miles on the clock. This may well have been a factor in the laden fuel consumption of 26.7mpg which, although acceptable, is eclipsed by much of the competition. Ford could well cite the short diff ratio as a factor, but we will have to wait for a future test to establish if this is indeed the case, or whether the increased effort to get the higher geared version off the line will have a negative effect. Our first attempt 3,500kg GVW saw us having to move the load rearwards to eliminate a front-axle overload, but we got there in the end. Transit’s net payload of 1,552kg is at the top of the class for a van with this wheelbase. However, Ford’s 3.75m long wheelbase is shorter than some other makers’ long wheelbases, so if it’s outright volume you need you’ll have to look elsewhere – at least until a promised Jumbo version appears. The rear doors, which already had a tendency to rattle over poor surface, initially open to 90o with easy-to-operate push-buttons releasing them for the next 90o; 270o doors are available as an option. The rear bumper incorporates a convenient step giving easy rear access, while the side loading door is a generous 1,275mm wide – more than enough for a pallet. A wide selection of bulkhead types is available. Ours came with the “L-shaped” layout, comprising a “half-height” bulkhead (which actually comes up to around seat-cushion level) and a half-width mesh screen behind the driver. With the high-back seats, nothing larger than the smallest of parcels could get through. The van comes with a reasonably sized over-cab storage space, but there’s no lining on its floor so that contents are liable to rattle or slide. The main load floor was covered with the optional fully fitted rubber mat. Neat recessed lashing points are fitted to the door, and there are also some lateral tie-downs on the bulkhead. When the time comes for the next round of industry awards for van security, Ford’s top brass had better get their black ties ready. An impressive list of features is headed by new fully integrated locks with no rods or cables to be manipulated. Unglazed rear doors are standard, although our example came with the no-cost option of bonded-in glass. Remote keyless entry is standard; it features separate unlocking buttons for cargo and cabin access but a single button locks everything. The package is only let down by the fact that while only the driver’s door can be unlocked with the key, the remaining key holes are blanked off rather than not being there in the first place. The ignition key is also needed to open the bonnet.