Ford Transit Custom vs Mercedes-Benz Sprinter

What's the difference?

To avoid scaring off previous customers, the Custom’s design is evolutionary, with improved aerodynamics (down by up to 13 per cent) to aid efficiency.

The front wheels have been pushed forward significantly to cut overhang and reduce cabin legroom obstacles, which in turn improves proportions and give this Transit series a stronger stance.

Also stretched is the wheelbase, but a sub-two metre roof height is retained to better clear car parks and garages.

The Custom SWB’s exterior dimensions are 5050mm (length), 2148mm (width with mirrors folded, 1999mm for body only), 1963mm (height) and 3100mm (wheelbase). Add 400mm to length/wheelbase and minus 2.0mm for height in the LWB version. Ground clearance is 160mm.

Side door aperture(s) are wider than before, while moving around to the rear, where we are met with some 1965 Transit-style tail-light motifs, the barn doors open to 180 degrees.

Plus, there is a lower floor, as well as an independent rear suspension system for the first time underneath – and these pay dividends dynamically.

As does a monocoque body/platform construction that is 30 per cent stiffer than before, along with a kerb weight drop of around 100kg. The Trend SWB comes in at 1956kg and the LWB at 2002kg.

Some key load dimension and capacity figures are: 1269kg/1223kg Trend SWB/LWB payload; 3050mm/3450mm SWB/LWB load length; 5.2/6.0 SWB/LWB cubic-metre cargo capacity; and three Euro pallet capacity. Thrice the number of mid-sized utes. Take that, Ranger!

Clearly, Ford has worked hard to make this a class-leading mid-sized van, so the Transit Custom can stay on top of its class.

Now, let’s check out the interior.

The 417 MWB Panel Van rides on a 3665mm wheelbase (the shortest of three Sprinter wheelbases) and is almost 6.0 metres long (5932mm), more than 2.0 metres wide (2020mm) and stands almost 2.4 metres tall (2378mm). Its 12.4 metres kerb-to-kerb turning circle is impressively tight for a vehicle of this length.

It rides on simple and rugged MacPherson strut front suspension, with a robust live axle/leaf-spring arrangement under the tail. Steering is via rack and pinion and it has disc brakes all around.

Look beyond the optional silver metallic paint on our example and there’s extensive use of unpainted dark grey plastic on all the external surfaces where hard-working vans are most prone to wear and tear, including the hubcaps, front/rear bumpers, grille, door-handles/mirror shells and along the sides.

Its work-focused exterior styling is nicely integrated, combined with an equally neat and functional interior design that offers a visually-pleasing combination of patterned fabric seat-facings and hard surfaces that blend different shades of grey with splashes of satin chrome and piano black.

We also like the feel and response of mechanical switches (rather than touchscreen prompts) for adjusting settings like cabin temperature, fan speed and media volume.

Seven decades of continuous van evolution and one of the company’s most extensive research programs mean for the new generation five version Ford reckons it designed and engineered the Transit Custom to be easier to spend long hours in.

The first thing mid-sized van novices notice is just how high-up they are. Much more so than most SUVs. So, among other things, grab handles help haul yourself up if necessary whilst new steps improve load compartment access.

Once inside, the driver's seat is sufficiently comfortable and supportive, offering a lofty seating position that conspires with the vast windscreen, thin pillars, low dash cowl, deep side windows and general airy ambience to impart a sense of commanding forward vision and control.

Yes, there’s a bulkhead behind you, but the crisp reverse camera and sensors do help cut the Custom’s perceived size around the driver when manoeuvring, especially in tight spaces.

The other basics are well-sorted, too, with a multi-adjustable driving position (though the twin bench that passengers sit on is flat and fixed), ample ventilation, sensible switchgear placement and even one cupholder per occupant. it all makes instant sense.

As mentioned earlier, the flat floor and less-protruding wheel arches increase room for movement, aided by a smaller, flat-bottomed steering wheel and now-column-shift stalk for the auto-only transmission choice in Australia. Sadly, the light and satisfying manual shifter available elsewhere is a no-go. Please feel free to direct indignant letters to Ford, please.

Anyway, the dashboard is simple in its electronic twin-screen modernity, with the 13-inch touchscreen angled slightly to towards the driver.

And while Ford has reduced the physical button count in the name of simplicity, the SYNC 4 system is one of the easiest and most intuitive in the business, with a logical layout and fast access. Note, too, that, as per Ranger, the programmable touchscreen has provisions for controls of accessories like extra lighting and towing paraphernalia.

Relocating the front passenger airbag up above the ceiling is how there are now two glove boxes, while placing a small shelf next to the USB C/A outlets for phone placement is genius as it helps eliminate wayward cords. Behind the 12-inch instrument cluster is more storage, too.

Downsides? The folding centre armrest is a bit of a wasted opportunity for even deeper storage, with the elasticised holder seeming flimsy.

As do the passenger-seat cushions that are at least light and easy to lift and drop with a single hand. Don’t expect soft-touch materials in this premium Euro workhorse, though the hardy plastics, overall quality and fit/finish seemed first class in the vehicles tested. And owing to that bulkhead right behind, a camera mirror should be standard at this price point.

Nonetheless, the interior’s thoughtful packaging and driver-orientated comfort and refinement are ahead of the other mid-sized vans, justifying that aforementioned 10 per cent premium in our opinion.

Anyway, let’s check out what’s underneath the bonnet...

With its 2215kg kerb weight and 4100kg GVM, our test vehicle has a sizeable 1885kg payload rating.

It’s also rated to tow up to 2000kg of braked trailer and with its 6100kg GCM (or how it can legally carry and tow at the same time), that means it can tow its maximum trailer weight while hauling its maximum payload to ensure optimum versatility.

The cargo bay, which offers a cave-like 9.0 cubic metres of load volume and internal lighting front and rear, has internal dimensions of 3316mm length (with bulkhead), 1732mm width and 1719mm height.

So, with 1350mm between the rear wheel-housings, it can comfortably fit two standard 1165mm-square Aussie pallets or up to four 1200 x 800mm Euro pallets, held in place by a choice of 10 floor-mounted load-anchorage points.

The cargo bay is accessed through a single kerbside sliding door with a wide 1260mm opening, or symmetrical rear barn-doors with large handles on each pillar to assist operator access.

The barn-doors also have internal storage bins and open to a full 180-degrees to assist forklift and loading dock access. Thoughtfully, their hinge design also holds the doors firmly open at 180 degrees, to minimise the chance of wind gusts slamming them shut with potential injury to the operator.

There’s also plenty of cabin storage starting with two tiers of bins in each door, with the highest being spacious enough to hold large bottles.

There's also a deep shelf on the passenger side lower dash, a large lidded compartment in the central dash-pad and overhead shelves with lockable storage on the passenger side. Plus, the dash offers a total of eight cup/small-bottle holders.

The base cushion of the two-passenger bench seat is also hinged at the front, which allows it to tilt forward and provide access to a large hidden storage area beneath.

A crew of three can travel in relative comfort (for a commercial van that is) thanks to a central seating position that provides a sturdy hoop-handle for support, sufficient knee clearance from the dash even for tall people, and a reasonably flat and spacious floor area.

The cabin also features the latest next-gen 'MBUX' multimedia system with 10.25-inch touchscreen, which for the first time offers wireless connectivity for Apple CarPlay and Android Auto.

There’s also digital radio and enhanced functionality including an optional navigation upgrade with seven years of map updates.

Our test vehicle is the 417CDI MWB (Medium Wheelbase) Panel Van with standard roof height, which comes equipped with a 2.0-litre, four-cylinder, turbo-diesel engine and nine-speed automatic transmission for a list price of $86,018.

Our example is fitted with a couple of factory options, including the 'Cargo Pack' ($2265) which comprises a two-passenger bench seat, solid cabin bulkhead with fixed window and side-entrance assist handle, wooden cargo bay load floor and floor-to-roof wall-trim using 5.0mm-thick wood panelling.

It also has optional 'High-Tech Silver' metallic paint ($2534) which combined with the Cargo Pack raises the total price to $90,817.

In addition to the latest model’s upgraded safety (see Safety) and comfort/convenience (see Design) features, our test vehicle comes standard with 16-inch steel wheels and 235/65 R16C tyres plus a full-size spare, keyless start, steering wheel paddles for manual shifting, multi-function leather steering wheel, three USB-C ports and two 12-volt sockets, side marker lights and heated exterior mirrors.

There’s also daytime running lights, a parking package with reversing camera and front/rear parking sensors, traffic sign assist, tyre pressure monitoring and lots more.

Like the nearly-identical Tourneo Custom people mover that's debuting in Australia at the end of 2024, the Transit Custom comes with a 2.0-litre, four-cylinder turbo-diesel known as 'EcoBlue'.

Part of the Panther diesel engine family that dates back to 2016, it delivers 125kW of power at 3500rpm and 390Nm of torque between 1750rpm and 2500rpm to the front wheels, via an eight-speed automatic transmission.

That’s enough pull for a braked towing capacity of 2500kg and 750kg without.

To help keep things in check, there’s a leaf spring front end and semi-trailing arm independent rear suspension system out back.

Other markets receive the plug-in hybrid petrol-electric (PHEV) version from launch, but Australia has to wait until at least next year before it hits our shores. Capable of around 50km of pure-electric drive, it’s closely related to the unit as found in the short-lived Ford Escape PHEV.

The (OM654) 2.0-litre, four-cylinder, turbo-diesel, which meets Euro 6 emissions standards using AdBlue, produces 125kW of power at 3800rpm with peak torque of 400Nm served between 1700-2400rpm. The nine-speed torque converter automatic offers the choice of sequential manual-shifting using the steering wheel-mounted paddles.

Now, on paper, the 100kg weight loss, combined with improved aerodynamics, should result in better fuel economy than before.

Yet there seems to be a 10 per cent jump in consumption compared to the previous equivalent. What gives?

Ford says the Transit Custom Trend averages 8.0-litres per 100km (compared to 7.3L), for a carbon dioxide emissions rating of 209 grams per kilometre (up from 192g/km). With a 70L fuel tank, expect about 875km between refills diesel-bowser refills, by the way.

During our drive of a Limited LWB spec in Germany, its trip computer indicated that we averaged 11L/100km. That’s not bad given the extra ballast in the back, as well as the spirited manner in which was driven, including on 130km/h autobahns.

If, or when, the Transit Custom LWB PHEV arrives, it would provide a different efficiency proposition altogether, since it averages around 2.0L/100km using the WLTP methodology – or under 7.0L/100km in the real world. That’s quite the improvement.

Bring on that PHEV, Ford!

The dash display was claiming average combined consumption of 9.5L/100km when we stopped to refuel at the completion of our 281km test, of which about one third of that distance was hauling a heavy payload (see Driving).

Our own figure of 11.7 (based on actual fuel bowser and tripmeter figures) was higher but still reasonable economy for a vehicle in this GVM class in mostly urban use.

So, based on our own figures, you could expect a ‘real world’ driving range of around 800km from its 93-litre tank, which has been enlarged from 71 litres as part of the latest upgrades.

If there is one area where the Transit Custom has long excelled at, that’s driving pleasure. And not just for a van.

Even the ageing and not-so-frugal diesel engine, hands-down the least likeable aspect of the new Ford after also sampling the PHEV and e-Transit EV versions over the same period, puts in a strong-enough showing.

Floor the throttle and, after a moment’s hesitation as the single turbo spools up, there’s enough torque for speeds to start rising quickly.

And once on the move, there’s plenty in store for lively overtaking and relaxed highway cruising. Expect around 12.5 to 13 seconds for the 0-100km/h sprint time.

Helping things out is a smooth-shifting eight-speed auto, that would always seem to be in the right ratio, as well as a decent wad of sound-deadening, as the din from this particular diesel felt more muffled than the PHEV we had been driving moments earlier.

Where the Custom seems to have progressed over its already competent predecessor is in its involving dynamic capabilities – in the way it steers, corners and rides.

While the high driving position and squared-off proportions clearly denote this as a van, the newly-adopted independent rear suspension, combined with the more rigid platform and lighter overall weight transform the experience beyond this being simply a big box on wheels.

After a brief period of familiarity, and if you’re open and ready for it, this is where the Ford DNA magic happens, turning the Custom into the extension of whatever you want it to be.

If you’d rather pretend that this 2.0-tonne van is actually an overblown hot-hatch impersonator that can slice through a tight set of curves (or roundabouts, as is more likely) if you’re game enough, it will comply.

Likewise, if your fantasy is cruising some highway perched up high Winnebago-style, with just the big sky ahead instead of your next work appointment, the mid-sized Transit can help you pretend that, too.

That’s because there is the steering precision, handling composure, roadholding balance and suspension compliance for the keen driver to literally think outside their box.

The Custom is what every great van should be: the high-quality paint, brushes and canvas to inspire and have fun with, albeit within in a professional workplace environment.    

Of course, the Ford is far from perfect.

Buying diesel is increasingly on the nose for many consumers, so electrification powertrain options should already be offered to Australians. The ride quality, while impressive for a van in its ability to absorb, isolate and settle over bumps, is not quite car-like in suppleness because this workhorse must move objects like heavy furniture or tow hefty trailers for a living; and there are cheaper alternatives.

But the Transit Custom is likely the best van there is for what it’s been designed and imagined to do.

And that has always been the point of this Ford. Over its 59-year history, it has led the pack by being comfortable, refined, safe, sophisticated and fun, while still being able to get the job done. A character in its own right.

The Custom is a workhorse first but does so much more. Well worth the premium.

Large handles on the doors and overhead shelves assist climbing aboard and there’s enough adjustment in the well-bolstered seat and leather-rimmed steering wheel to find a comfortable position.

Driver views from all angles are excellent thanks to well-designed mirrors along with cameras supported by active aids like blind-spot monitoring etc.

The cabin, with its high roof relative to seat height, has a spacious and airy feel and all controls are reasonably intuitive and easy to reach.

Unladen ride quality is surprisingly supple for a vehicle with a 6.0-tonne-plus GCM rating, combined with excellent steering feel that strikes a fine balance between minimal turning effort at low speeds (for loading etc) and firm handling response at higher speeds.

The drivetrain is also energetic, pulling strongly and cleanly from 1000rpm even though its maximum torque is tapped higher in the 1700-2400rpm zone. The automatic transmission has admirable refinement, with near-seamless shifting between its nine ratios.

The Sprinter is also impressively quiet at speeds up to 80km/h. Tyre and wind noise (the latter mainly around the large door mirrors) naturally increase at highway speeds, but remain far from intrusive. And with the engine requiring less than 2000rpm to maintain 110km/h, it’s well-suited to highway work.

To test its load-carrying ability, we forklifted 1.3 tonnes into the cargo bay which with driver equalled a payload of 1.4 tonnes. That's still almost half a tonne less than its limit.

Not surprisingly, it handled this load with ease, as handling and braking were largely unaffected and the ride quality became smoother thanks to such a big increase in sprung weight. Even so, the rear springs only compressed about 30mm.

It easily conquered our 13 per cent gradient, 2.0km-long set climb at 60km/h with this load onboard, as the auto downshifted to fourth gear to tap maximum torque when hauling this load to the summit.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust but not unexpected given a 2.0-litre engine trying to restrain 1.4 tonnes of payload on a steep descent. Even so, the quartet of disc brakes efficiently kept speeds in check.

Overall, it was an impressive performance. However, we did note that the speed sign recognition function was not working for the duration of our test. And some welcome enhancements would be a driver’s left footrest and a fold-down inboard armrest for the driver’s seat, as fitted to its smaller Vito sibling.

ANCAP ratings do not apply to Heavy Commercial vehicles. Even so, in addition to the Sprinter’s existing long menu of passive and active safety features, the latest range adds significant enhancements as standard equipment including thorax-protecting airbags for driver and passenger, lane-keeping assist, traffic sign assist, rain-sensing wipers, tyre pressure monitoring and a parking package with reversing camera and front/rear sensors.

Also new is ‘Moving Off Information Assist’ which utilises a camera mounted in the grille plus six ultrasonic sensors to monitor an area 3.7 metres in front of the steered direction of the vehicle and 0.5 metres to the side.

This automatically activates at start-up and remains active up to 10km/h. So, if a road user is detected in the monitored area, the driver is alerted by audible and visual signals.

The latest range also introduces ‘Sideguard Assist’ which provides extended detection in the blind-spot on the passenger side. It activates when the vehicle is stationary and at low speeds, providing an extra set of eyes during parking, low-speed manoeuvring and traffic congestion.

Ford reckons it's also keen to keep your comparatively expensive van investment secure in terms of service and warranty.

The Transit Custom comes with a five-year/unlimited kilometre warranty, as well as seven years of conditional roadside assistance. Service intervals are every 12 months or 30,000km, whichever comes first.

Finally, there’s also fixed-price servicing outlined on the company’s website. The first five years start from $499, $499, $499, $499 and $575, respectively, for retail and small-business buyers. All other customers are charged $575, $915, $715, $915 and $575, respectively.

Helpfully, Ford also lists pricing right up to 12 years/360,000km.

Warranty is five years/250,000km whichever occurs first and includes a roadside assist support package.

Scheduled servicing is every 12 months/40,000km. Pay-as-you-go capped-pricing for the first five scheduled services totals $5905, or a pricey average of $1181 per year. Service plans are also available.