Ford Transit Custom vs Volkswagen Transporter

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 test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.

Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.

The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.

You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.

The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.

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 1865kg tare weight and 3000kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1135kg and up to150kg of that can be carried on the roof. It’s also rated to tow up to 2500kg of braked trailer but that would require a sizeable 583kg reduction in payload to avoid exceeding the 4917kg GCM or Gross Combination Mass, which is how much it can legally carry and tow at the same time. Or you could keep the full payload and reduce the towing limit instead, from 2500kg to 1917kg, which may be a more useful compromise depending on work requirements.

The cargo bay, which offers 5.0 cubic metres of load volume, is 2975mm long, 1700mm wide and 1410mm high with 1244mm between the rear wheel housings. That means it can carry two 1165mm-square standard Aussie pallets, or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points. However, the single-lift tailgate could make rear forklift access tricky, depending on forklift design and reach. The sliding door has a generous 1017mm opening for kerbside loading.

Although the load floor is bare and there’s no standard cargo protection for driver and passenger (optional rubber load floor mats and cargo barriers are available), the cargo bay walls and doors are lined to mid-height and the roof is also lined, with two roof lights providing ample illumination.

Cabin storage includes a large-bottle holder and huge storage bin in each front door, with a narrower second-tier storage shelf above which is ideal for holding smaller items like wallets, keys etc.

The dash provides another small-items cubby to the right of the steering wheel and the top dash-pad has small-bottle/cup holders at each end plus a steeply-angled open tray on the driver’s side which is ideal for storing clipboards, paperwork etc.

There’s no overhead sun-glasses holder but the passenger side of the dash offers two tiers of open storage and a large glovebox, plus another small-bottle/cup holder to the left of the gearshift console. An overhead storage shelf would be handy, given that there’s no centre console.

Our test vehicle is the long wheelbase variant with standard roof height, TDI340 turbo-diesel engine and seven-speed dual-clutch automatic transmission for RRP $47,990. This compares to higher-selling mid-sized turbo-diesel rivals like the Ford Transit Custom LWB 340L with six-speed auto ($47,590), Hyundai iLoad with six-speed auto ($42,710) and segment-leading Toyota HiAce LWB with six-speed auto ($45,240).

It's basic and work-focused as you’d expect, from its 16-inch steel wheels and 205/65R 16C tyres with full-size spare to its cloth seats and tough rubber floor covering in the cabin. However, that doesn’t mean you miss out on some useful and welcome creature comforts, like a leather-covered steering wheel with height/reach adjustment and infotainment controls, driver’s seat adjustable lumbar support, halogen daytime running lights (DRL), rain-sensing wipers, heated tailgate window with washer/wiper, multi-function driver’s display, four-speaker infotainment system with 6.5-inch touchscreen and multiple connectivity including Apple CarPlay/Android Auto plus lots of standard safety tech.

There’s also heaps of factory options available to help tailor a Transporter to suit an owner’s specific requirements including different cargo bay door and window configurations (including twin rear barn-doors), front passenger bench seat with under-seat storage, higher-spec infotainment systems 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.

This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.

The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.

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!

We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.

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.

Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.

With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.

The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.

We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.

The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.

There's no ANCAP rating but the Transporter 6.1 adds to an already extensive list of active and passive safety with the following features now standard: front assist with city emergency braking (aka low-speed AEB), crosswind assist, side-assist including blind-spot monitoring/rear cross-traffic alert and multi-collision brake. There’s also driver and passenger front and side curtain airbags plus lots more.

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.

Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.