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The Ford Transit has been a commercial vehicle mainstay in Australia since 1966. Originally built in Homebush, NSW since the late ‘60s, the van has spanned some four generations and has significantly grown in size to allow for the smaller Transit Custom to enter the market in a segment below. The first electric model, the E-Transit arrived in 2020, using the same motor as the Mustang Mach-E.
The line-up currently starts at $59,990 for the Transit 350L LWB (FWD) SRW and ranges through to $69,990 for the range-topping Transit 410L (RWD) SRW.
In 1997, the Ford Transit was offered with a pair of diesel engines and a petrol engine. But the most powerful of them (the petrol) could muster up just 83kW, which, combined with the weight of the vehicle (around 1600kg) plus the weight of the camper conversion (maybe another tonne with full water tanks etc), equals paltry performance and acceleration.
The simplest thing to do is make sure the engine is tuned to its absolute best. But even then, you’re fighting an uphill (literally) battle thanks to all that mass, not to mention the appalling aerodynamics of a campervan. If you don’t mind spending a lot more money, you could upgrade the engine and transmission to a more modern one but, at that point, you’re probably better off buying a newer van altogether.
Maybe in 1997 life was quite a bit slower and your vehicle wasn’t such a mobile roadblock. That said, plenty of modern day caravaners are happy to sit at 80 or 90km/h, so maybe you just need to find the right mindset and become a bit more Zen with your camper. Of course, even if you do manage that, some driving tasks such as overtaking and merging into traffic will require plenty of forward planning and understanding from other motorists.
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The crucial number here is the towing capacity of the Transit. This model ranged form 2000kg to 2750kg (depending on body and wheelbase) so a Daihatsu car shouldn't take you anywhere near that limit. That, of course, is if you flat-tow the Daihatsu behind the motor-home. If, however, you tow the car on a trailer, then you might (depending on the trailer's size and construction) find you're getting close to that limit in some circumstances.
The other problems will be the same ones faced by anybody who tows a decent sized load; wear and tear on the mechanical components and the sheer cost of fuel, particularly diesel.
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The model you've nominated has a timing chain, which, in theory, should be good for the life of the engine. However, that's not always the case, and some specialists recommend changing the timing chain at intervals of 200,000km. That is still a pretty decent innings for a hard-working vehicle like a Transit and is longer than the change interval for most engines with toothed rubber timing belts.
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Ford hasn't gone crazy with the options book here. Instead, there are two optional paint schemes (one SVO-themed) and a two-seater layout option. The options of most interest are a second sliding door (on the driver's side) and a higher roof alternative for taller loads.
The single electric motor in the E-Transit makes 198kW of power and 430Nm of torque, making it easily the quickest member of the Transit family.
The standard seating layout of the Transit is a bucket seat for the driver with a two-seat bench for the apprentice and the dog. Strangely, you can option a two-seat layout that costs extra and seems like a backward step to us.
Recent Transit models have all featured a clever approach to interior layout, confirming the suspicion that somebody who uses vans helped in the design. There are loads of cubby spaces, charging points and bottle holders, and enough shelf-like storage overhead to keep any driver happy.
Cargo space is key here, and somehow, Ford has managed to keep the E-Transit's cargo capacity exactly the same as a diesel Transit's. Payloads have been maintained, too, with both mid and high-roof models capable of more than 1500kg. But towing? Not on the E-Transit's agenda.
The instant torque of the electric motor in the Transit gives it a pretty good step-off from the lights. No, that's not the point of the vehicle, but it'll help when it's fully loaded. Top speed is limited to 130km/h.
A 68kWh battery endows the E-Transit with up to 307km of range based on the WLTP test procedure. Expect something like 20kW per 100km in the real world. But like any EV, the van will shine in stop-start traffic conditions.