In The News

First Drive: Ford Transit

KANSAS CITY, Mo. — Looking at Ford Motor Co.’s new full-size Transit van is like meeting a member of your overseas family tree for the first time: You can see the genetic similarities with the Americanized Econoline/E-Series vans, but there are obvious cultural differences, too.

The Transit has that protruding hood and steeply sloped windshield profile now common with other vans designed by European manufacturers. The U.S. Transit is essentially the same as the model Ford has been selling in 118 countries for decades, said Kumar Galhotra, vice president of engineering. The differences in the models are in the details, which are customized for each market. Galhotra spoke at a press event here June 5, where writers had the opportunity to drive several models on Missouri roads and on a closed course.

Bringing the Transit to the United States is part of One Ford, the company’s program to streamline and simplify its global lineup by having only nine platforms for all vehicles.

One mark of the outgoing but venerable Econoline/E-Series vans was its heritage of simplicity. It was an uncomplicated, functional box on wheels with limited options. In contrast, the standard and optional choice combinations with the Transit provide nearly 2,000 variations. The van and wagon are available in three roof heights (83.6, 100.8 and 110.1 inches), three body lengths (regular, long, extended) and two wheelbases (130 and 184 inches). Cutaway and chassis cab versions have three WB options (138, 156 and 178 inches). Up to 6,000 parts are involved with all the combinations, and only the hood and left- and right-hand fenders are common to all variants.

Inside, the cab conforms to Ford’s current styling with recognizable steering wheel and dashboard layouts and feel. The interiors are available in two trim levels (XL, XLT). Fleet versions likely will be simpler than the upscale trim versions made available to the media, some of which included leather seats and available electronic packages to illustrate the van’s capabilities. The layout — and complexity — of the dashboard and electronic controls, especially multiple control tabs arrayed on both sides of the tilting/telescoping steering wheel, depending on the options, will be familiar to buyers of more recent models.

Electronic options include a lane-warning alert for the driver (required with Ford’s Sync package), rearview camera and the Crew Chief telematics package from Telogis. Crew Chief provides data on idling, fuel use, vehicle condition and other operational information. It costs about $800, including installation, and includes a one-year service package.

The 15-passenger wagon adds an aisle between seats, making ingress and egress much improved over the awkward, torso-twisting moves needed with the old E-Series wagon. Further, the new Transit does away with bench seats and replaces them with individual formed seating.

The Transit will offer up to 4,650 pounds of maximum payload capacity — at least 600 pounds more than comparable E-Series vans — and can tow a maximum of 7,500 pounds. The high roof also gives the Transit significantly more room than the E-Series. Maximum cargo capacity with a gas engine is 487.3 cubic feet, 75% more than the largest E-Series. The extended-length 15-passenger wagon has 100.5 c.f. of capacity behind the last row of seats.

Pricing for the base Transit starts in the high 20s. The manufacturer’s suggested retail price for a 250 van with a medium roof and 148-inch wheelbase was $29,565. Options including the EcoBoost engine, pewter leather power driver seat, trailer tow package, rearview camera, reverse park aid and 12 other choices brought that to $37,690, plus $995 for destination charges.

Ford spent about $1.1 billion to refurbish half of the Kansas City assembly plant, the company’s largest, to produce the Transit. Production began April 30. The plant also produces the F-150 pickup.

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