Ford Transit Review & Prices

‘Transit’ is the most legendary name in commercial vehicles, and since it was launched in the 1960s it’s been attached to one of the most popular and best-selling vans of all time. The Transit name on its own now sits exclusively on this large panel van model, with the smaller versions named Transit Custom, Transit Connect and Transit Courier.

This version of the Transit was first launched in 2014, but was heavily updated in 2019 and again in 2024 to keep it current. It’s still far from the oldest van still on sale, as the Fiat Ducato and its related siblings are based on a design first launched in 2006.

With its athletic looks and focus on being the best van to drive, the Transit is a bit like that guy at work who keeps getting promoted - not because he works hardest, but because he works smart, looks handsome and has endless charisma.

Other large panel vans you might consider in place of the Transit include the Volkswagen Crafter, Fiat Ducato, Toyota Proace Max, Mercedes Sprinter, and Carwow’s Van of the Year for 2026, the Renault Master.

The Transit’s cab underwent a serious transformation with the 2024 facelift, and it now looks more like a high-tech passenger car than it does a panel van. All versions get a 12.0-inch infotainment screen and an 8.0-inch digital instrument cluster, pulled straight from models like the Ford Focus - giving the Transit one of the most ‘automotive’ feeling cabs around.

It works reasonably well, though it’s a case of in with the touchscreen and out with the buttons - everything’s now controlled through the central display, which is a bit of a pain if you have dirty hands or are wearing gloves. And despite the modern sheen, the Transit’s cab is still quite old-fashioned in places - the flimsy storage compartments and huge hump in the middle of the floor marking it out as an older van compared to the Renault Master.

Behind the cab, there’s a versatile load area. The Transit is available in three body lengths, two roof heights and two wheelbase lengths, and in front-, rear- or all-wheel drive. You can also have a double-cab model with space for up to seven, or a full minibus. The Transit is also a popular vehicle for motorhome conversions. All standard models including the double-cab have a full bulkhead.

Payload and loading area size aren’t the Transit’s strongest points thanks to limited GVW (Gross Vehicle Weight) options. The best 3.5t van can carry 1,469kg, some way short of the 1,600kg a Renault Master can manage. It’s not problematically low for most, though.

And if you have to spend a lot of time driving between sites or offices, you might forgive all the Transit’s shortcomings for the way it drives. It’s not fun in the way the smaller Transits are, but it’s intuitive - the controls are all perfectly weighted and the driving position is great.

The suspension is also perfectly judged, dealing ably with lumps and bumps around town without feeling too soft and floaty on the motorway.

Verdict

The Ford Transit is one of the best large panel vans if driving dynamics matter to you - and they definitely might if you’re the sort of person who spends hours and hours behind the wheel. Payloads and load area isn’t quite class-leading, though, and the button-free cab won’t be to all tastes.

The Transit starts at just over £43,000 ex. VAT, putting it only just over the Renault Master but more expensive than older models such as the Fiat Ducato. The entry model does come with a distinctly old-school 105hp engine, though - it’ll cost you a couple of thousand pounds extra to step up to the much more flexible 130hp engine, which is well worth doing.

Base Leader spec does get the big touchscreen with wireless Apple CarPlay and Android Auto, which is nice, but the Trend is a sweet spot as it gets proper wheel covers, a heated windscreen (invaluable in winter), keyless start, climate control and a leather-wrapped steering wheel. It’s a shame no model gets LED headlights.

The Transit’s engine line-up is wide-ranging, but the basic 105hp diesel is quite underpowered

Transits of all sizes are great vans to drive and the biggest is no exception. The driving position is perfect, with a slightly smaller steering wheel than a lot of vans so you don’t feel quite so much like you’re piloting a coach.

All of the controls are perfectly judged and weighted - they’re substantial enough to be satisfying but not so heavy that they’ll tire you out on a long drive. The same is true of the suspension, which strikes the perfect balance between controlled and comfortable. Even without a load on board, the rear end doesn’t bounce around like it does in a Fiat Ducato.

The steering is also the ideal blend of lightweight and agile. The Transit is just intuitive to drive - it goes where you point it, and that means it’s easy to drive in tight town centres and feels stable on the motorway.

There are a glut of engine options, but all are 2.0-litre ‘EcoBlue’ diesels. The range goes from 105hp to 165hp, though it’s a shame there’s no top-end powerful model any more to go with the 190hp Mercedes Sprinter or 210hp Iveco Daily.

The basic 105hp diesel feels a bit mean, but the 130hp or 165hp versions are well up to pulling a fully-loaded Transit without running out of puff. You can choose between front-, rear- or all-wheel drive too, depending on which model you go for - and a range-topping ‘Trail’ even adds some off-road nous, though not in as extreme a fashion as the Mercedes Sprinter 4x4, it’s mostly cosmetic instead.

The engines aren’t as quiet as they are in a Sprinter but they’re better than the rattly ones in a Ducato. If you need an automatic gearbox, it’s well worth stretching to the 10-speed one in certain RWD models - it’s super-smooth and has so many ratios that there’s one for every occasion. The eight-speed in other models is okay, but nothing to write home about.

There’s a wide array of options for the Ford Transit. You can have three body lengths, two roof heights, two wheelbases, a double-cab-in-van option with up to seven seats, and gross vehicle weights from 3,140kg right up to 5,000kg. The 3.5-ton models are the most important though, as anything larger than this requires a new category on your licence.

All models get a single side sliding door and 180-degree opening rear doors, with 270-degree rear doors and a second side sliding door available as options. There are also a variety of different options for boarding out the cargo area, either in ply or in hard-wearing composite. Plus, the Transit is so ubiquitous that you won’t have any problem at all finding racking or other storage solutions to fit after purchase.

Ford Transit internal and external measurements

Exterior dimensions

Exterior length (L2/L3/L4): 5,531mm/5,981mm/6,704mm
Exterior width with mirrors: 2,474mm
Exterior height (H2/H3): 2,447mm/5,531mm

Interior load length

To bulkhead (L1/L2/L3): 3,083mm/3,533mm/4,256mm

Interior loading width

Max: 1,784mm
Between wheel arches: 1,392mm

Interior loading height

Max height (H2/H3): 1,786mm/2,025mm

Side door aperture size

Height (FWD/RWD): 1,700m/1,600mm
Width: 1,300mm

Rear door aperture size

Height FWD (H2/H3): 1,748mm/1,987mm
Height RWD (H2/H3): 1,648mm/1,887mm
Width: 1,565mm

Towing capacity

Towing capacity for the Transit varies depending on your engine, body size and also the rear axle ratio. Most variants can tow around 2,500 - 2,800kg, with the best RWD models topping out at the maximum 3,500kg. That’s a good rating with most large panel vans capable of around 2,500kg, making the Transit a very good tow vehicle.

Payload

Transit payloads are a little below the best Renault Master or Fiat Ducato. The most 3.5t versions can carry around 1,300kg - 1,400kg, which is better than the likes of a Mercedes Sprinter. If your licence is suitable for it you can go for gross vehicle weights up to 5.0t, which unlocks a whole lot more payload, but most people won’t be able to do this.

Comfortable driving position but the button-free cab won’t suit everyone

If you’ve spent time in a recent Ford product such as a Kuga or a Focus then you’ll recognise the Transit’s cab. It was updated in 2024 to include a huge 12.0-inch touchscreen and 8.0-inch instrument cluster as standard, even on the Spartan ‘Leader’ models, making it one of the more high-tech offerings around. Even top-spec Renault Masters still have analogue dials.

The touchscreen works okay for most functions - it’s fantastic for smartphone mirroring or running sat-nav as you get a really clear view of not just your route, but many of the roads around it. It’s clear, bright and responsive, but it does have to control all of the functions - including the climate control.

That means if you get in from a cold site wearing gloves, or with your hands covered in rubbish, you’ll have to press the screen to get yourself warmed up. That’s a shame and not very user-friendly. If you're using Ford's own interface too, it's not the most intuitive.

Other aspects of the cab betray its aging roots, too. The lower part of the dash feels very cheap and flimsy, especially the storage compartment in the centre, and unlike Ford’s newer vehicles the floor isn’t even slightly flat, so middle-seat occupants will have their knees up round their ears.

Storage spaces are good, though. There are cupholders at either end of the dashboard, multi-level door bins and lots of open storage on the dashtop, plus an area under the double front passenger seat and lots of overhead bins.

Ford’s claimed fuel economy for the Transit runs from about 26mpg to 35mpg, depending on the engine and drivetrain you choose. The lowest figure is for the all-wheel drive model, while the 105hp, front-wheel drive version is the most efficient on paper.

In the real world, the 130hp or 165hp engines don’t need working quite so hard and therefore will provide slightly better real-world economy. Regardless, none of the engines are incredibly efficient, and we’ve seen an average of around 33mpg from the various 3.5t models we’ve sampled.

The automatic gearboxes are again thirstier, though the ten-speed in particular makes a great cruiser and with its super-high top gear is actually very efficient on the motorway.

A large, 24-litre Adblue tank should provide around 5,000 miles between fill-ups.

Euro NCAP doesn’t crash-test vans but in a 2023 assessment of the Transit’s driver assistance systems it was awarded a gold medal thanks to the level of safety kit available on mid-spec Trend models and upwards.

A Driver Assistance package is available (and standard on Limited) that adds adaptive cruise control, lane-keeping and lane-centring assistance, all-round parking sensors and a 360-degree camera plus front foglights. All models get the usual mandatory lane-keeping aids and speed limit recognition, while a digital rear-view mirror is available as an option. A Thatcham Category 1 alarm is standard on Trend models and above.

The Transit is usually mid-table for large van reliability, and though there are plenty of horror stories that’s mostly due to the sheer numbers it’s sold in.

There were a selection of issues with the latest Euro 6-compliant engines, particularly the ones introduced in 2019 which required a recall to replace faulty fuel injectors.

Ford’s pretty well-versed in keeping large fleets serviced and maintained, though, and the Ford Pro ecosystem is a great tool for fleet managers to help keep track of their vehicles’ maintenance needs all at once.