Ford’s cute new truck adds more utility features
Every now and again, a vehicle comes along that completely changes the landscape. In 2010, that was the Ford Transit Connect compact work van.
The Mercedes-Benz Sprinter, sold as a Dodge when it first came out, had already made its mark on the full-size van segment with its car-like handling and a high roof so workers could stand up inside.
But if you didn’t need something that big, there weren’t many choices. Those available were compromises, like the Ram Cargo Vanmade out of a Grand Caravan minivan, and the Chevrolet HHR with panel sides and no rear seats. The Transit Connect eclipsed all with its work-focused interior that was easy to fit with shelves and racks.
This all-new “TC” continues that work-focused configuration but tackles the outgoing model’s shortcomings, including its bug-eyed homeliness. The new model’s contemporary styling looks more like a scaled-down version of the full-size Transit the company recently introduced to replace its E-Series van.
The old Transit Connect’s 2.0-L four-cylinder engine made 136 horsepower, and could be lethargic when loaded. The new version’s base engine is a 2.5-L four-cylinder unit with169 horsepower and 171ft.-lbs. of torque, starting at $28,699. This engine can also be ordered with propane or natural gas operation.
My test vehicle carried the optional 1.6-L four-cylinder EcoBoost, which adds $800 to the price. The name refers to the turbocharger, which helps the engine churn out 178 horses and 184 ft.-lbs. of torque.
The idea is that the turbo provides V6-style power when needed, but under light load you get four-cylinder-style fuel savings. Despite the turbo, it takes regular-grade gasoline.
The outgoing van used a four-speed automatic, but both of the new engines have a smoother-shifting sixspeed.
I tested the cargo van, but the Transit Connect also comes as a sevenpassenger wagon, which Ford is touting as an alternative to a minivan. It’s priced at $30,499 to $35,699.
My van had two sliding doors and twin rear doors, which can be opened to 180 degrees for easier loading. I like that when you close them from this widest position, you simply tug on them, without having to mess with reinserting the hinges as you must on some full-size vans. You can also order the cargo van with just one sliding door, or with a liftgate at the rear.
I like the way this little trucklet drives. It feels more like a minivan than a work truck, and despite its height, it doesn’t feel tippy around corners. The steering is well-weighted and it responds quickly and accurately to input, while it’s also firmly planted on the highway. The tight turning radius is a bonus, too.
It will tow up to 907 kg (2,000 lbs.) and payload capacity is 775 kg (1,720 lbs.), while maximum cargo space is 3,698 litres (130.6 cubic feet). There are numerous available options including a taxi package and speed limiter for fleets. The work van comes in XL or XLT trim, while the passenger wagon further adds a top-line Titanium trim. My XLT test vehicle included an optional MyFord Touch infotainment system with naviga- tion, parking sensors and a quickdefrost windshield. That last one’s great when you need that tall windshield cleared in a hurry, but it works using tiny vertical wires in the glass. Once you notice them, they’re all you can see, and I found it tiring to keep looking past them. The cockpit is nicely finished and looks more like an SUV than a work truck. The door pockets are large and there’s a storage shelf above the windshield, but there could still be a lot more small-item storage. I’ve never known anyone who works out of a vehicle who can’t use extra cubbies to stash stuff.
While it kick-started the segment, the Transit Connect faces competition. First out of the gate was the Nissan NV200.
It also drives well and it costs less, but it’s less powerful and can’t carry as much. Nissan also sells it exclusively through a commercial dealer network that has far fewer outlets than Ford. Later this year, the Transit Connect will also face off against two new competitors. Chevrolet will have the City Express, a re-badged version of the NV200 built in conjunction with Nissan, while Ram offers the ProMaster City, a model sold overseas as the Fiat Doblo.
How they’ll do depends on several factors, but at least for the moment, I think the handsome and hard-working Transit Connect is at the top of the heap. The vehicle tested by freelance writer Jil McIntosh was provided by the manufacturer. For more Toronto Star automotive coverage, go to thestar.com/autos. To reach Wheels editor Norris McDonald: nmcdonald@thestar.ca