Ford Transit Custom vs Peugeot Expert

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.

Our 'Long' example rides on a 3275mm wheelbase with 5309mm overall length, 1920mm width and 1948mm height, so compared to the HiAce it's slightly longer in wheelbase and overall length but narrower and not as tall. It’s also significantly lighter with a kerb weight that’s almost 500kg (or half a tonne) less than the Toyota; a big factor in its spirited performance and superior payload rating.

The Peugeot’s front-wheel drive underpinnings include MacPherson strut front suspension, coil spring semi-trailing arm rear suspension, rack and pinion steering and four-wheel disc brakes. Its 12.4-metre turning circle is also more than a metre larger than the HiAce.

The Pro’s work focus can be seen in its black plastic front and rear bumpers and side mouldings where most scrapes and dents occur in hard-working vans. There’s matching black on other high-wear surfaces like the door mirrors, door handles, hubcaps, rear wipers and rego plate shroud.

The cabin has seating for three with a driver’s bucket seat and separate two-passenger bench seat. Although all occupants have ample headroom, the dashboard’s protruding centre console leaves little legroom. In fact, the centre passenger must travel with both knees skewed to the left of this extension, which then encroaches on the outer passenger’s legroom. So, for a crew of three we’d recommend short trips. Our only other criticism was the lower dash panel on the passenger’s side, which kept popping loose despite repeated attempts to click it back into place.

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...

Its relatively light 1743kg kerb weight combined with a 3100kg GVM allows for a sizeable 1357kg payload that’s almost 300kg more than the HiAce. It’s rated to tow up to 1800kg of braked trailer, which is also 300kg more than the Toyota. And with its 4900kg GCM, the Expert can legally tow its maximum trailer weight while carrying its maximum payload. These are excellent numbers for a multitude of working roles.

The cargo bay and cabin are separated by a stout steel bulkhead, which insulates the cabin from tyre noise emanating from the rear wheel housings and doubles as a cargo barrier. Its central window provides vision for the rear-view mirror and the ability to check on loads.

Lined to mid-height, the Expert’s cargo bay is accessed through large sliding doors on each side with handy 935mm-wide openings, while rear access is through glazed barn-doors which open to 180-degrees to aid forklift access. Each is equipped with its own windscreen wiper and demister.

The load floor is 2780mm long and 1628mm wide with 1258mm between the wheel housings, so it can carry up to three 1200 x 800mm Euro pallets or two 1165mm-square Aussie pallets, held in place by a total of eight floor-mounted load anchorage points. The 6.1 cubic metres of load volume splits hairs with the HiAce’s 6.2 cubic metres.

Cabin storage starts with a cavernous bin in the base of each front door that can easily hold a big 1.5-litre bottle and lots more. Each door also has two other compartments for smaller items. The dash-pad has a cup holder at each end and there’s a shrouded storage compartment in the centre. There are also two small storage nooks near the gearshift dial, plus on the passenger side is a glovebox and additional storage compartment (with 12V accessory plug inside).

The bench seat’s hinged base cushion also tilts forward to reveal two large storage bins below, with one thoughtfully lined with polystyrene foam to keep items either hot or cold.

Our test vehicle is the Pro Long Auto variant. ‘Pro’ means it’s the lower-priced and more work-focused of two Expert model grades. ‘Long’ means it has the longer of two wheelbases and ‘Auto’ denotes auto transmission as opposed to the manual alternative.

Powered by the same 2.0-litre four-cylinder turbo-diesel shared by all Experts, it has a list price of $50,075 plus ORCs which is significantly more than its LWB HiAce auto equivalent at $46,760. And our example is finished in Artense Grey metallic, which is one of several premium colours available at extra cost.

The Pro Long Auto is built for work with 16-inch steel wheels and 215/65 R16C Michelin tyres plus a full-size spare. Useful workhorse features include rear parking sensors, 12-volt accessory socket, automatic headlights and wipers, front fog lights, cruise control and a multimedia system with 7.0-inch colour touchscreen and multiple connectivity including Apple CarPlay/Android Auto.

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 Expert’s punchy 2.0-litre four-cylinder diesel is one of its strengths. Turbocharged and intercooled, it has Euro 5 emissions compliance and produces 110kW at 4000rpm and 370Nm at 2000rpm. The eight-speed torque converter automatic has near-seamless shifting and offers the choice of sequential manual-shifting using steering wheel paddle-shifters.

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!

Peugeot claims a combined average consumption of 6.3L/100km and the dash display was close to that at 7.6L after 386km of testing, which included about one third of that distance carrying a full payload. Our own figure calculated from fuel bowser and tripmeter readings came in higher again at 8.3L/100km, which is still outstanding economy for a vehicle of this size. So, based on our numbers, you could expect an extensive driving range from its 70-litre tank of around 840km.

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.

It has a comfortable driving position as the steering wheel is adjustable for height and reach, the bucket seat has a fold-down inboard armrest and there’s a prominent left footrest. Although the driver’s seat base has no rake adjustment, it’s long enough to provide good under-thigh support with enough rake to avoid sliding towards the front of it like some rivals.

The steering is responsive and nicely weighted, which combined with competent handling and braking makes the Expert feel sure-footed. The supple four-coil suspension provides a smooth unladen ride quality.

The energetic drivetrain with its 370Nm of torque has spirited acceleration and good agility in traffic. Although peak torque is at 2000rpm, the 2.0-litre turbo-diesel pulls cleanly from 1500rpm which showcases its flexibility.

The eight-speed automatic gets good results from this engine, but sequential manual-shifting using the paddle-shifters is handy when more driver input is required. The cabin is acceptably quiet at highway speeds, thanks to the cabin bulkhead and low tyre, engine and wind noise.

Our only major criticism is the absence of blind-spot monitoring and rear cross-traffic alert. In our opinion every van, particularly with solid side-walls and doors like this one, should at least have these active safety features as standard (like the HiAce which also has standard front parking sensors).

The Expert’s relatively small mirror on the passenger door is not sufficient in eliminating the large and potentially hazardous blind-spot over the driver’s left shoulder, particularly in heavy traffic and when reversing from driveways into busy streets.

No ANCAP rating and although it’s equipped with AEB, emergency brake assist and forward collision warning there are only front airbags for driver and passenger, which looks threadbare compared to the HiAce’s seven airbags. It also misses out on important active safety features previously mentioned.

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.

The Expert is covered by a five years/200,000km warranty. Scheduled servicing every 12 months/20,000km whichever occurs first. Five years of capped-price servicing totals $3049 or an average of $609.80 per year.