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Does the Transit Connect deliver, as Ford claims, the true purpose-built, truck-like attributes that British business people demand?

A deafened Richard Kruger has his doubts.

Launched during the latter half of 2002, Transit Connect has become an undoubted success. Well, it is a Ford, even if built in Turkey rather than Dagenham, Essex. I’m a fervent fan of the manufacturer’s (full size) Transit, so much so that in the past I have written: “The front wheel drive Ford Transit? It’s brill! Buy one now!” Alas, I cannot say the same of its ‘baby’ brother.

Looking at my notes I’ve scribbled damning adjectives such as ‘dull’, ‘drab’ and ‘unimaginative’. Crowning these is ‘incredulous’ to describe the tumultuous noise emanating from the empty load area. Frankly I am at a loss, in this the 21st century, to understand the penny-pinching absence of sound deadening materials. What use a CD player if you can’t hear the music. Admittedly I’m a tad Mutton Jeff but surely that would work in the Connect’s favour? Not a bit.

While, thankfully, the Ford’s diesel may purr with the best of them, the load space cacophony, the road roar, the bodywork creaks and rattles all raise such discord anyone would be glad of a little deafness. There are no mitigating excuses: it’s not my fault I didn’t have a six inch mattress to transport, while a bulkhead would surely render the fold flat passenger seat (extending the load length from 1·76 to 2·467 m) useless. Having said that, a full width, full height bulkhead is an option – but then you’ll have to load your ladders on the roof and we know what the HSE thinks about that.

Now allow me to consider ‘dull, drab and unimaginative’: three words with much the same meaning. To what do you think I refer? Not the engines, of which there is a choice of three, the first two actually built in Dagenham: the Duratorq 1·8 TDdi, Duratorq 1·8 TDCi (common rail) and DOHC 1·8 Duratec petrol. Nor the short or long wheelbase bodies, the latter offering a slightly taller roof as well. No, I refer to the ‘cab’, that all-important space where you’re likely to spend a good deal of your time given the increasing traffic.

Come on Ford, durability is all well and good but does it have to mean slabs of uninspiring plastics. With all that noise deafening the peace at least offer the eyes some excitement and the fingers something sensual to touch: how about something other than drab grey? Why, in such a modern design, cannot the floor be flat and the driver’s door pocket hold a litre water bottle? Why cannot the dash recess be a little deeper so papers won’t fly when cornering? Sure, there’s a commodious overhead shelf but it isn’t exactly accessible while driving.

Little things tend to make the difference. Believe me, in this day and age of commercial vehicles, driver comfort, contentment and safety is as important as load capacity. It is interesting to quote from Connect’s press release: “Ford aims to set new class standards in a number of key areas including: durability, loadbox functionality; security and safety; low cost of ownership; and driving quality.” Mmm, driving quality last then.

Looking beyond the noise and uninspiring cab, you may be surprised to read that I did find some features to please. For a start I liked the way I could simply open the door and step into the seat, so to speak. That is to say I didn’t have to climb up or drop down. And access to the load area is as good: two side, sliding doors reaching well up into the high roof, as well as the rears, helping no end. Another bonus is the Connect’s boxy shape, allowing loads to be placed close to the sides or best use made of racking should it be fitted. Wheel arch intrusion is minimal.

Compared to its predecessor, the Courier, Transit Connect has grown by some 178 mm in length and 127 mm in width yet the load volumes remain the same (unless the passenger front seat is folded forward in which case the Connect can claim an extra 0·6 m3). Payload, on the other hand, has increased quite dramatically, from Courier’s 611 kg maximum to Connect’s 900 kg.

Connect’s ride is no worse, no better, than others: its suspension layout can’t cope especially well with bad surfaces but given a smooth, level road everything is just dandy. As tested, the 1·8 TDCi with common-rail fuel injection driving the front wheels through a five-speed box provided more than adequate torque and performance. It’s got some grunt, as most Fords seem to possess, while its wider track greatly assists the damping round the bendy bits. The power assistance provides accurate, responsive and not overly light steering.

Ford claims that Transit Connect exceeds two minutes to break into the vehicle and five minutes to drive away. Security features comprise: lock-in-latch system; shielded wiring; key-operated bonnet lock; double-locking system; visible VIN deterrent; anti-theft system engine immobiliser; and remote locking as standard. Driver safety is afforded by a dual-stage airbag as standard and optional front passenger and side air bags. Anti- lock brakes and rear discs are options.

A three years/100 000 miles manufacturer warranty, ten years’ anti-perforation guarantee and three years’ breakdown cover is offered on all models. Service intervals on diesel engines are 15 000 miles and on the petrol engine 12 000 miles. Prices range from £9450 for the T200 SWB to £11 725 for the T230 LWB LX to which must be added just over £630 for on the road costs.

For more information circle the appropriate number on the Enquiry card or see www.emconline.co.uk/enquiries: Ford 161

Pocket Rocket

Much was expected of the Transit Connect but very little of Citroen’s C2. It came as some surprise, therefore, that the C2 almost overturned Richard Kruger’s low opinion of mini, car-derived vans.

There it stood: the C2 Enterprise. Quite a striking vehicle it must be said, but what exactly was its purpose; who would find use for such a minuscule load capability of 331 kg payload and 0·84 m3 volume?

In my hands it managed two golf bags and two trolleys, fitting snugly in the load space, with the possibility of a third but nowhere, of course, to sit that other player. And the rounded rear aperture, due in no small part to the intrusion of the massive rear lights, doesn’t help. This is a pity because C2’s two-piece rear door is a potential winner. C2’s top-hinged curved glass tailgate opens at the touch of a button. If larger items have to be handled, then the drop down tailgate, complete with storage compartment, forms a convenient load-bearing platform where items weighing up to 100 kg can be rested during loading. That said, the lift from ground level is about one metre.

On the plus side, the carpeted load floor is flat and level with the lowered tailgate. Separating the load area from the cabin is a full height bulkhead, comprising a solid steel lower and steel mesh upper, complete with lashing rail at mid height to complement the four load tie-down eyes.

By far C2’s greatest asset is its 1·4 HDi diesel – a healthy beating heart providing the rocket in the pocket. The 1398 cc engine delivers strong acceleration for the cut and thrust of urban traffic while long-legged gearing makes for relaxed and economical motorway performance. Round town the C2 can return over 50 mpg and 70 mpg on the open road – figures that make it the most economical diesel van in the UK.

C2’s cabin is accommodating with plenty of headroom for us 6ft 5in chaps and sufficient legroom not to induce cramp. Equipment levels are satisfying for a vehicle costing just £7495 plus vat and delivery. ABS brakes, driver and passenger airbags, power steering, steering wheel height and reach adjustment and stereo radio/CD player are all standard. The C2 also features remote control central locking and deadlocks (once on the move the doors automatically lock) as well as an immobiliser. Such attributes have resulted in an insurance grouping of just 1E.

Were you a service engineer, with little but a toolbox, the initial and ongoing costs would count very much in C2’s favour. And don’t forget the fun you’ll have nipping round town.

For more information circle the appropriate number on the Enquiry card or see www.emconline.co.uk/enquiries: Citroen 163