Ford Transit Custom VS Volkswagen Transporter
Ford Transit Custom
Likes
- Practical user-friendly design
- Real-world fuel economy
- GVM/GCM/tow ratings
Dislikes
- No ANCAP rating yet
- Purchase price
- Loose barn-door trim
Volkswagen Transporter
Likes
- Superb drivetrain
- Ride quality laden/unladen
- Fuel economy
Dislikes
- No ANCAP rating
- Small kerbside mirror
- Noise levels at highway speeds
Summary
Ford Transit Custom
Those looking to buy a mid-sized (2.5 to 3.5-tonne GVM) commercial van are spoilt for choice, as there are currently 11 models from nine manufacturers competing for your business.
Latest VFACTS industry figures show that Toyota’s HiAce continues to dominate this segment with a staggering 46 per cent share of sales, well ahead of Hyundai’s Staria Load, LDV’s G10 and Ford’s Transit Custom in a close three-way fight for second place.
Chasing a larger slice of this pie chart, Ford has launched its all-new Transit Custom range which in Australia is the first new generation of Transit Custom in a decade.
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Ford claims it’s globally popular one-tonner has been redesigned from the ground up, so we recently spent a week aboard to see from a tradie's perspective if it has what it takes to put a larger dent in HiAce sales.
| Safety rating | — |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 7.6L/100km |
| Seating | 3 seats |
Volkswagen Transporter
The VW Transporter has been in production for more than 70 years, as its bloodline can be traced back to the original rear-engine split-window ‘Kombi’ launched in 1950. So, during those seven decades, the German manufacturer has no doubt learned a thing or ten about building light commercial vans.
The current T-series of Transporters was launched in 1990, which was the first of six generations culminating in the current T6 range, that comprises not only work-focused vans but also people-mover, campervan and cab-chassis variants.
VW recently released a 6.1 version of vans and people-movers. That decimal point brings significant upgrades of standard safety equipment, headlined by City Emergency Brake (CEB), plus new variants. We recently put a Transporter 6.1 to work for a week and discovered a very capable mid-sized (2.5 to 3.5-tonne GVM) van with few flaws.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 7.5L/100km |
| Seating | 3 seats |
Verdict
Ford Transit Custom8.1/10
Although yet to be ANCAP-rated, the latest Transit Custom LWB offers numerous design features unmatched by the dominant HiAce LWB, along with higher load volume/payload/tow ratings and less frequent servicing. However, those attributes come at a much higher price than its Toyota rival, so only a potential buyer can decide if they’re worth the extra spend.
Volkswagen Transporter8/10
The Transporter boasts a level of mechanical refinement, engine performance, ride quality, heavy load-carrying ability and general driver comfort that sets a high benchmark in this category. If not for its lack of an ANCAP rating and unacceptably high internal noise levels at highway speeds, it would be hard to fault.
Design
Ford Transit Custom
Our Trend LWB test vehicle has a 3500mm wheelbase and 5450mm overall length, with both dimensions being 400mm longer than its SWB sibling. Its 1980mm height ensures access to height-restricted areas like multi-storey carparks and underground loading bays.
The new front-wheel-drive chassis platform retains simple and rugged MacPherson struts up front, but there’s a new coil-spring independent rear suspension (IRS) replacing the previous leaf-spring/beam axle for improved ride comfort and handling. Steering is rack and pinion and there’s a quartet of disc brakes.
Its new cargo bay design has a lower floor and new access step for improved ease of loading and unloading. The front wheels and strut towers have also been moved further forward, resulting in a shorter front body overhang to assist when parking and manoeuvring in confined spaces.
This front suspension relocation has also improved cabin floor space and foot rests for occupants, in a user-friendly cabin that allows a driver to easily enter and exit the vehicle from both sides. This ‘walk-through’ function is enabled by a flat floor combined with a flush-fitting electronic parking brake button and column-mounted gearshift stalk to ensure the dash is largely free from protrusions.
The steering wheel is noticeably square in shape, which offers two benefits. The squared-off bottom half optimises space for the driver’s torso, while the top half creates a ‘frame’ around the instrument panel to provide the driver with an unobstructed view.
Our only gripe was a loose plastic moulding that shrouds the wiper motor on the RHS rear barn-door. On numerous occasions, after clicking it back in place, it would become dislodged when closing the doors and tumble into the cargo bay. It could have been a manufacturing fault unique to our test vehicle, but not something we've previously experienced in Transit Customs.
Volkswagen Transporter
Our test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.
Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.
The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.
You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.
The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.
Practicality
Ford Transit Custom
With its 2016kg minimum kerb weight and 3225kg GVM, the Trend LWB offers a one-tonne-plus payload rating of 1209kg. It also has a big 2500kg braked tow rating and with its generous 5725kg GCM (or how much it can legally carry and tow at the same time) it impressively can tow its maximum trailer weight while hauling its maximum payload.
The cargo bay is accessed via a standard kerbside sliding-door with large 1030mm opening, plus rear barn-doors that open to 180 degrees. Note our test vehicle has the extra-cost option of sliding-doors on both sides (an optional single-lift tailgate is also available).
The LWB load floor is 3002mm long with 1392mm between the rear wheel-housings. So, it can comfortably carry up to two standard Aussie pallets or up to three Euro pallets, held in place by a choice of eight load-anchorage points.
By opening the hatch at the base of the cabin bulkhead, the floor length extends to 3450mm by utilising spare room under the passenger bench seat. This feature is handy for carrying long lengths of timber, electrical conduit, copper/PVC pipe, rolls of carpet etc.
Its 6.8 cubic metres of load volume is larger than the HiAce LWB’s 6.2 and the cargo bay comes standard with Ford’s ‘Load Area Protection Kit’ comprising a moulded floor-liner plus side and rear door protection. Three internal LED lights provide brilliant illumination in low-light conditions.
Although not fitted to our test vehicle, all MY24.5 models come equipped with Ford’s clever integrated roof-rack system, comprising a trio of hinged racks which lie flat when not in use but can be easily raised and locked into vertical positions. This sturdy design can carry up to 155kg when shared across the three racks.
There’s generous cabin storage too, with each front door offering three tiers of storage with the largest central tier comprising a large-bottle holder and bin.
There’s also small-bottle/cup-holders at each end of the dash and a fold-out small-bottle/cup-holder for the driver lower down, plus a glovebox and on top of the dash two cavernous compartments which negate the need for an overhead shelf.
The centre seat’s backrest folds flat to reveal a small work desk and the bench seat’s hinged base-cushions can tilt forward into a vertical position to access a large hidden storage area beneath. This vast space also serves as the cargo bay’s load-floor extension when carrying long items.
Volkswagen Transporter
With its 1865kg tare weight and 3000kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1135kg and up to150kg of that can be carried on the roof. It’s also rated to tow up to 2500kg of braked trailer but that would require a sizeable 583kg reduction in payload to avoid exceeding the 4917kg GCM or Gross Combination Mass, which is how much it can legally carry and tow at the same time. Or you could keep the full payload and reduce the towing limit instead, from 2500kg to 1917kg, which may be a more useful compromise depending on work requirements.
The cargo bay, which offers 5.0 cubic metres of load volume, is 2975mm long, 1700mm wide and 1410mm high with 1244mm between the rear wheel housings. That means it can carry two 1165mm-square standard Aussie pallets, or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points. However, the single-lift tailgate could make rear forklift access tricky, depending on forklift design and reach. The sliding door has a generous 1017mm opening for kerbside loading.
Although the load floor is bare and there’s no standard cargo protection for driver and passenger (optional rubber load floor mats and cargo barriers are available), the cargo bay walls and doors are lined to mid-height and the roof is also lined, with two roof lights providing ample illumination.
Cabin storage includes a large-bottle holder and huge storage bin in each front door, with a narrower second-tier storage shelf above which is ideal for holding smaller items like wallets, keys etc.
The dash provides another small-items cubby to the right of the steering wheel and the top dash-pad has small-bottle/cup holders at each end plus a steeply-angled open tray on the driver’s side which is ideal for storing clipboards, paperwork etc.
There’s no overhead sun-glasses holder but the passenger side of the dash offers two tiers of open storage and a large glovebox, plus another small-bottle/cup holder to the left of the gearshift console. An overhead storage shelf would be handy, given that there’s no centre console.
Price and features
Ford Transit Custom
The new Transit Custom range consists of four models, comprising the work-focused Trend in a choice of short wheelbase (SWB) or long wheelbase (LWB) plus the more lifestyle-oriented Sport SWB and Sport Double-Cab LWB.
Our test vehicle is the Trend LWB, which like all variants is available only with Ford’s latest 2.0-litre TDCi EcoBlue four-cylinder turbo-diesel and eight-speed automatic for a list price of $57,590. That's considerably higher than rivals including the Toyota HiAce LWB Barn Door ($51,636), Hyundai Staria Load Barn Door ($46,740) and LDV G10+ Barn Door ($39,537).
It comes standard with Frozen White paint, 16-inch steel wheels with replaceable plastic covers and 215/65R16C tyres with a full-size steel spare.
There's fabric-trimmed seating for three comprising an eight-way manually adjustable driver’s seat, with lumbar support and fold-down inboard armrest, plus a two-passenger bench seat. The two outer seating positions are also heated.Â
The cabin is separated from the cargo bay by a metal bulkhead which doubles as a cargo barrier, equipped with a central window and load-through hatch (see Practicality). Plus there’s keyless start, USB-A/USB-C ports and a 12-volt socket, Sensico (synthetic leather) steering wheel with ample height/reach adjustment and more.
The dash offers a big 12-inch screen with 7.0-inch colour digital instrument cluster for the driver, plus a 13-inch multi-function colour touchscreen display which controls some vehicle settings and the four-speaker SYNC 4 multimedia system with digital radio, Bluetooth and wireless Apple CarPlay and Android Auto compatibility.
There’s also wireless phone charging, sat-nav and, for the first time in a Ford vehicle in Australia, an embedded 5G modem to optimise connectivity.
Volkswagen Transporter
Our test vehicle is the long wheelbase variant with standard roof height, TDI340 turbo-diesel engine and seven-speed dual-clutch automatic transmission for RRP $47,990. This compares to higher-selling mid-sized turbo-diesel rivals like the Ford Transit Custom LWB 340L with six-speed auto ($47,590), Hyundai iLoad with six-speed auto ($42,710) and segment-leading Toyota HiAce LWB with six-speed auto ($45,240).
It's basic and work-focused as you’d expect, from its 16-inch steel wheels and 205/65R 16C tyres with full-size spare to its cloth seats and tough rubber floor covering in the cabin. However, that doesn’t mean you miss out on some useful and welcome creature comforts, like a leather-covered steering wheel with height/reach adjustment and infotainment controls, driver’s seat adjustable lumbar support, halogen daytime running lights (DRL), rain-sensing wipers, heated tailgate window with washer/wiper, multi-function driver’s display, four-speaker infotainment system with 6.5-inch touchscreen and multiple connectivity including Apple CarPlay/Android Auto plus lots of standard safety tech.
There’s also heaps of factory options available to help tailor a Transporter to suit an owner’s specific requirements including different cargo bay door and window configurations (including twin rear barn-doors), front passenger bench seat with under-seat storage, higher-spec infotainment systems and lots more.
Under the bonnet
Ford Transit Custom
Ford’s latest TDCi EcoBlue 2.0-litre four-cylinder turbo-diesel with AdBlue produces the same 125kW at 3500rpm as its predecessor. It also matches the previous model’s 390Nm of torque, but it's served across a wider torque band between 1750-2500rpm which is also higher in the rpm range.
The new eight-speed torque converter automatic (previously six-speed) is smooth and refined, offering the choice of sequential manual-shifting via a rotating knob on the column-mounted gearshift stalk. There are also four selectable drive modes comprising Normal, Eco, Slippery and Tow/Haul.
Volkswagen Transporter
This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.
The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.
Efficiency
Ford Transit Custom
Ford claims an official combined average of 8.0L/100km and the dash display was claiming a close 8.9 at the completion of our 273km test.
This was mostly unladen city and suburban driving, plus hauling a near-maximum payload on a mix of highways and backroads. The engine’s Auto Stop/Start feature remained on for the duration of our test.
Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 9.2 which is still excellent single-digit economy for a van weighing more than two tonnes in real-world use. Therefore, based on our figure, you could expect a realistic driving range of around 760km from its 70-litre tank.
Volkswagen Transporter
We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.
Driving
Ford Transit Custom
The large front doors open wide for easy access. Multiple seat adjustments combined with a fold-down inboard armrest, ample choice of steering wheel height/reach and a large left footrest ensure a comfortable driving position.
The thick-rimmed steering wheel has a quality feel and there’s clear eyelines to the big door mirrors, in which the lower third of each offers a wide-angle view. This is most appreciated on the LHS given the van’s solid walls and resulting huge blind-spot, with safety enhanced by blind-spot monitoring and cross-traffic alert.
It has brisk acceleration from standing starts, with the eight-speed automatic smoothly upshifting at 2500rpm in each gear to keep the engine operating in its peak torque zone. This ensures zippy performance in city and suburban driving, plus optimum efficiency at highway speeds.
Unladen ride quality and handling are enhanced by the new IRS, although the difference is not as noticeable as you might expect given how well Ford refined the previous leaf-spring/beam axle arrangement.
To test its payload rating we forklifted 975kg into the cargo bay, which combined with our crew of two equalled a total payload of 1155kg that was only 54kg less than its legal limit.
The coil-spring IRS compressed about 60mm under this load, which ensured long cone-shaped jounce rubbers attached to the underfloor engaged with the suspension arms to provided a second stage of load support. This also avoided any harsh bottoming-out over larger bumps on our test route.
Its competent drivetrain also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, with the eight-speed auto self-shifting down to fifth gear and maximum torque at 2500rpm to easily haul this load to the summit.
Engine braking on the way down was also commendable, given its modest 2.0-litre displacement and the big payload it was trying to restrain, with only one solid brake application required to avoid exceeding the speed limit or reaching its 5000rpm redline on overrun.
Volkswagen Transporter
Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.
With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.
The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.
We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.
The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.
Safety
Ford Transit Custom
No ANCAP rating as yet but it offers numerous firsts including a roof-mounted airbag for the passenger which enables the expansive top-of-dash storage. There’s also an exit warning system for the driver, which uses the vehicle’s rear sensors to play an audible alert when an object (such as a bicycle) is approaching while the door is being opened.
The safety menu also includes adaptive cruise control, pre-collision assist with auto emergency braking (AEB) and intersection assist, reverse brake assist, lane-keeping assist, speed sign recognition, parking sensors, tyre pressure monitoring, rear-view camera with 180-degree split-view and lots more.
Volkswagen Transporter
There's no ANCAP rating but the Transporter 6.1 adds to an already extensive list of active and passive safety with the following features now standard: front assist with city emergency braking (aka low-speed AEB), crosswind assist, side-assist including blind-spot monitoring/rear cross-traffic alert and multi-collision brake. There’s also driver and passenger front and side curtain airbags plus lots more.
Ownership
Ford Transit Custom
The Transit Custom is offered with a five-year/unlimited km warranty. Scheduled service intervals are 12 months/30,000km, whichever occurs first. Capped-price servicing of $499 applies to each of the first four scheduled services across four years/120,000km.
Volkswagen Transporter
Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.