Fans of the Ford Transit won't be disappointed with the new improved version – and at least their passion will be a little more justified
Nothing in the press handout and but a line in the glossy brochure alludes to the gargantuan steps Ford's engineers have taken in deadening the noise in the all-new Transit, promoted as the backbone of the country.

In previous models, noise intrusion, whatever its origins, has largely been ignored. New Transit isn't the quietest commercial available, but at least in-cab conversation is now a possibility, the 'sounds' may be heard at low volume, and an empty load area won't have the occupants reaching for ear mufflers. What's more, this person-friendly improvement goes some way to compensate for a certain ugliness.

Ford fans take a hammering
Neither of these observations will trouble the Transit buyer. After all, this is a Ford and a Transit to boot – revered and trusted, thrashed and bashed. No matter that much of the competition have products that are Transit's equal or better (the M-B Sprinter and VW LT to name but two), Ford remains the consumers' number one choice. There were 50,000 units sold in 1999 for a market share of 34 per cent – for a van that hammered down the fast lane and hammered the hearing of all the poor blighters behind the wheel.

Innovation comes in an ability to position the power unit either longitudinally for rear-wheel drive or transversely for front-wheel drive – a first for Transit – on a common platform, enabling greater choice of model than ever before. Options extend to short, medium and long wheelbases with both medium and high roofs. For a week of persistent rain and widespread flooding, Security Installer took cover in a long-wheelbase, medium-roof, 2.4-litre, turbo-charged diesel version.

One of a new family of 16V DuraTorq units, this diesel is available in three power outputs of 75, 90 and 120PS (roughly equivalent to bhp). Also available are 2.0-litre, non-turbo-charged versions and a 2.3-litre petrol. Particularly new, and a claimed first in a medium commercial vehicle, is the aluminium alloy cylinder head with four valves per cylinder, designed to lower exhaust emissions and improve economy.

Of course, advertising doesn't lie but one wonders just how Ford manages 40mpg – in fifth gear at 30mph? Not for us. On more than two occasions we stalled when attempting to pull away in a gear too high. Having said that, Transit's enhanced five-speed manual transmission reduces shift travel to afford smoother, if ponderous, gear changing.

Wind it up and watch it go
Performance from the 90PS-driven version is perfectly adequate. It's no great shakes off the mark, but once wound up, so to speak, this new Transit is as capable as any previous model and is already to be seen hurtling down the fast lane of M-ways across the country. Non-turbo-charged models, however, must seem particularly lethargic.

New Transit is noticeably bigger than its predecessor; a trend that has affected light vans as much as it has passenger cars. Outward visibility is fine with the driver seated higher on an all-adjustable chair, which benefits from adequate rearward travel (on those models fitted with the vertical, half-width mesh bulkhead), behind a car-like inclined wheel endowed with well-weighted power steering. New front and improved rear suspension has elevated the ride to a higher plain, while braking is competent.

Functional it may be with its flat, rubberised flooring, but the cab is a mass of grey/black plastics and upholstery that looks dirty way before its time. The driver sits within comfortable reach of all the necessities, his feet/face cooled or toasted, while the excellent speakers satisfy the senses. On-dash, in-dash and door pocket storage is prolific. It's a cab like any other – adequate rather than inspiring, workmanlike rather than urbane.

Big step up
Back to the business end and Ford has reduced the 'tumblehome', the degree to which the interior panels at the top of the cargo area converge. This makes for a much squarer box.

More apparent than this is the load area's uncommonly high floor – loading heights ranging from 567 to 672mm for the rear-wheel-drive versions. That's a big step up and a potential back-breaker for those who refuse to bend their knees. Taller rear doors open to 90 and 180 degrees, while the nearside slider opens wider than previously. An offside sliding door is an option.

Ford claims the width between rear wheel arches is the best in class, for example the MWB Transit can accommodate four Europallets with two ahead of the wheel arches – that's one more than the previous model. As for the dimensions, payloads and volumes – well, there are just too many to list so get your own specification brochure. Suffice to say that the availability of four load lengths means lengths from 2.5 to over 4m can be accommodated, more than ample for most ladders and that doesn't take into account the roof.

Fuel economy improvements, together with fewer scheduled maintenance requirements, extended service intervals and low insurance ratings, make the cost of ownership a key strength.

As for security, there's less likelihood of loss now that new Transit is fitted with a lock-in-latch system. A thief would need to remove the entire lock and latch to gain access. In addition, the engine immobiliser only allows starting if the code in the ignition key matches the code in the control.

More than four million Ford Transits have been built since the model's launch in 1965, and in excess of 1.4 million sold in Britain. In the past, Transit buyers have been besotted (foolish and muddled), rather than dispassionate. New Transit may just make our love affair a little more convincing. Costs? Well, the model tested (LWB, medium roof, 2.4 Di TDI 90PS) retails for around the £18,500 mark and benefits from a three-year/100,000 mile warranty.

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