Ford Transit Connect Panel Van (2014 - ) review

Since it was first introduced in 2013, the Ford Transit Connect is a relatively long-running small van, and it can’t quite measure up to newer rivals in terms of practicality. However, you do get the choice of two panel van lengths, and the Double Cab In-Van crew model is on offer in both lengths, too. The panel vans come with a steel bulkhead as standard, and there’s 2.9 and 3.6 cubic metres of space, respectively. Opt to remove the bulkhead, and this rises to 3.0 and 3.7 cubic metres, while putting the optional folding front seat down creates 3.7 or 4.4 cubic metres of space. Both panel vans come with symmetrical barn doors at the back and a kerbside sliding door, with the option to add a second sliding door on the opposite side. The Double Cab In-Van has twin sliding side doors, but windows are an option. Payload weights for the Transit Connect aren’t quite up to the class best. Where some rivals can now carry more than a tonne, the Ford has payload weights ranging from 679kg to 982kg.

The Ford Transit Connect is relatively low slung when compared with the other Transit models, which is a clear indicator of its car-derived underpinnings. The cabin itself is reasonable, with plenty of hard-wearing plastics, but not much in the way of style. The panel van is a two-seater as standard, or you can add a dual passenger seat and through-loading bulkhead as an option, although this set-up is quite tight if you try and travel three-up. If you need more space, then the Double Cab In-Van has a five-seat layout, but the back row is only really designed for short trips, since the seats are part of a folding bulkhead that can be moved to create a two-seat van when the back seats aren’t in use. Cabin storage is the same for all models, with that tall roof making space for overhead shelves, plus there’s a glovebox and a lidded storage compartment above the instruments ahead of the driver.

Buy a new Ford Transit Connect and it will be powered either by a 1.5 EcoBlue diesel or a 1.0-litre EcoBoost turbocharged petrol engine. Petrol power is something of a rarity in the small van class, but might be tempting to buyers who are put off by diesel, but need a longer range than an electric van can offer. The reality is that the petrol van will deliver poorer economy than a diesel, with an official figure of 40.4mpg, compared with 51.4mpg for the 1.5 EcoBlue with the same power output. Ford quotes the same economy figures for both the 75hp and 100hp diesels, while adding an automatic gearbox only sees a marginal drop in fuel economy. All Transit Connects come with fuel-saving stop-start, and a gear shift indicator is fitted to manual models. A 60-litre fuel tank is fitted, while diesel models have a 17-litre AdBlue tank that will need to be topped up when the van’s trip computer tells you to. Ford also offers speed limiters that can help reduce running costs.

Since the Transit Connect is based on Ford Focus Mk3 running gear, it should prove to be reliable, because that platform has been around for a while. Ford’s engineers have uprated the suspension to cope with the heavier loads that a van will carry, and exhaustive testing of all of the van’s major components should ensure everything runs smoothly. If it doesn’t, then Ford’s three-year/60,000-mile warranty applies to every new Transit Connect, and a warranty plan that can be extended and upgraded at extra cost is available via your local Transit Centre.

While a 120hp version of the EcoBlue diesel was offered for a while, the current Transit Connect range features 75hp and 100hp versions of the 1.5-litre unit. That means performance is modest, with a 0-62mph time of 13.4 seconds for the more powerful diesel, or an even more lethargic 15 seconds flat if you choose a model with the automatic gearbox – and those are figured for the van when it’s unladen. The EcoBoost petrol also has 100hp, although it needs to be revved to make progress, and even then, it’s still a slow performer. Still, a slick gearbox and responsive controls mean the Transit Connect is more car-like to drive than some rival vans.

Another highlight of the Transit Connect’s car-derived running gear is that it’s quite entertaining to drive when you haven’t got much cargo in the back. Direct steering and a low-slung driving position help to emphasise this character, while good grip – especially in models with wider tyres on alloy wheels – mean it’s a joy to drive this van when some rivals are simply designed to get from A to B. Firm suspension means there’s a bouncy ride when the Transit Connect is unladen, but this settles when there’s some payload on board.

Being a slightly older van means that the Transit Connect misses out on some of the latest safety equipment on offer and, while a driver’s airbag is standard, passenger and side airbags are optional. The electronic stability control does come with crosswind assist, though, which is a feature usually reserved for larger high-sided vans. You’ll have to raid the options list if you want more safety kit. Rear parking sensors and cruise control are only standard on Limited, Sport and Active models, while active park assist, lane keeping, blind spot detection and adaptive cruise with active braking and pedestrian and cyclist detection are all optional. At least these are available if you want them.

As with the larger Custom, the Transit Connect comes in a variety of trims that range from the basic to the almost car-like in terms of luxury. The line-up kicks off with Leader trim, which is the fleet-focused derivative and features steel wheels, central locking, a DAB radio with Bluetooth and USB connections, electric windows and overhead storage, but not a lot else. Trend models add plastic wheel covers, more body-coloured exterior trim and Ford’s excellent Quickclear windscreen, plus electric door mirrors, a 4.2-inch infotainment screen with voice control, a multifunction steering wheel and a height adjustable driver’s seat. The Limited model is positively plush, with alloy wheels, auto lights and wipers, rear parking sensors, air conditioning, cruise control, heated seats and extra silver trim inside. The Sport model has a racier look, thanks to 17-inch alloy wheels and twin bonnet stripes that also go across the back doors, while inside there’s part-leather seat trim with red stitching. Finally, the Transit Connect Active features styling that echoes that of the Fiesta and Focus Actives, with diamond-cut alloy wheels and SUV-style wheelarch cladding. It also gets a limited-slip differential that’s designed to help with driving in slippery conditions, while exclusive seat trim and Ford’s Sync3 touchscreen infotainment with Apple CarPlay and Android Auto is fitted as standard – this is available on other models, as part of an extensive range of options that allow you to spec a Transit Connect exactly as you want it.

The Ford Transit Connect is a dependable small van that, while it doesn’t offer the biggest payloads in the class, is still pretty respectable, and makes up for any shortcomings by offering a more car-like drive than most of its rivals. There’s quite a big difference in cargo volume between the largest Transit Connect and smallest Custom, so you might be in for a shock if you’re downsizing your work vehicle, but the smaller van offers the same wide variety of trims as its larger brother, even if the engine options aren’t quite as varied or as strong.