2010 Ford Transit Connect

2010 Ford Transit Connect 2010 Ford Transit Connect
First Drive Review

In case you haven’t noticed, Americans are downsizing. Proof is everywhere. McDonalds has banished its supersize option. “McMansions” are out, “live/work” lofts are in. Hummers and Navigators are sitting like boat anchors on dealer lots while Minis and Smarts are moving like mad (well, moving, anyway). Whether or not we want to admit it, our buying habits are starting to reflect those of consumers in Europe and other regions of the globe where prudence is valued over pretense, as evidenced by small cars, sleek furniture, and simple foodstuffs.

Our social resemblance to Europe becomes even stronger now with the arrival of the little Ford Transit Connect, the Turkish-built mini-mover that first went on sale—or perhaps more fittingly, went into service—some seven years ago pretty much everywhere in the world but here. During that time, the thing has proven quite popular, with more than 600,000 units sold in no fewer than 58 countries.

A Focus Wagon, Only Taller

Ford brought the Transit Connect across the pond after “taking advantage” of the Transit Connect’s mid-cycle refresh, which allowed it to meet U.S. emissions and safety requirements. It is based on the
first-gen Ford Focus (yeah, the same one that underpins the current U.S. Focus) and is still powered by a wimpy little 2.0-liter four-banger. As such, the front-wheel-drive-only Transit Connect is quite unbeautiful and unfun to drive and therefore somewhat hard to get too excited about.

Unless, that is, you happen to own, run, or work for a business that delivers, plumbs, builds, services, repairs, designs, or landscapes things, which more than a few Americans do. For them, the Transit Connect may be the most beautiful thing next to a tax loophole. With 135 cubic feet of cargo space, it is nearly as capacious as the Chevrolet Suburban (and far more flexible) and more than twice as roomy in back as that other little panel vanlet, the Chevrolet HHR Panel.

Accessing the space in back couldn’t be easier, thanks to sliding side doors and double-jointed rear doors that swing out and around the side of the vehicle. Nice. There is even a handy shelf spanning the header area above the driver and front passenger, but we would dissuade the average plumber from storing loose wrenches and pliers up there, as a serious headache (or worse) is only a speed bump away.

Slow Connection

You’ll otherwise have a hard time dislodging anything without the help of a good bounce. The accelerative force of the Focus’s four-cylinder, which squeezes out 136 hp at 6300 rpm and 128 lb-ft of torque at 4750 rpm, would hardly be able to knock over a Jenga stack. The four-speed automatic is slow and lazy. The steering and the brakes are as rubbery as the 205/65R-15 tires themselves, which, by the way, would be quick to screech loudly in protest should the Transit Connect driver be late with the bridal bouquet. The ride, however, is rather calm in spite of its solid-axle, leaf-spring rear suspension, and overall, it feels like the tall Focus it is from behind the wheel, which is to say very carlike compared with its tippy, trucky full-size competition. ABS is standard, and stability control is available for $545.

So our admittedly low expectations were easily met, but it is worth noting that with virtually no power at one’s disposal, changing lanes in a windowless Transit Connect loaded by up to 1600 pounds of cargo is a faith-based proposition. Ditto backing out of a parking space (a reverse sensing system is offered on XLT models and is $280 well spent in our book). Forward momentum, however, is far less stressful—as long as you’re not in a hurry—with excellent front and side vision, thanks to the huge windows. At least fuel economy is strong at 22 mpg in the city and 25 mpg on the highway.

Clever Solutions

Then again, none of that really matters with the Transit Connect. What matters more is the way customers will use the space behind the passengers. Most, we figure, will go for a two-seat configuration (second-row seating is an option), and more than a few will opt for Ford’s $1395 in-dash computer system, which allows internet access to office computers, complemented by a navigation system and a full Bluetooth-enabled keyboard and printer. Still more will select from the Ford Work Solutions offerings that make available all sorts of accessories that go way beyond rubber floor mats: Shelving possibilities include sliding drawers, cages, and even a $1220 electronic tool-tracking system.

Significantly, the vehicle’s engineering age prevented Ford from incorporating certain features—such as power doors, a fold-flat passenger seat, or fold-into-the-floor rear seats—that have advanced the art of, say, the minivan by leaps and bounds in the past decade. Until a complete redo happens sometime in the future, the Transit Connect comes with seating for two, four, or five occupants and can be had with a choice of windowed or windowless side or rear doors or both, depending on your desired balance of advertising space and outward visibility. Given that it is bound to be a short-trip kind of vehicle, no one will likely care about the oceans of gray plastic or the old-school Focus steering wheel, although we wouldn’t want to be riding shotgun with Biff the welder when one of the chintzy turn signal stalks snaps off in his hand.

Could Be Better, but Still a Winner

So, however rudimentary the new Transit Connect looks and feels, we predict it will nonetheless be a sure-fire success. Its dimensions and 1600-pound payload are certain to find favor among small-job companies for which the HHR Panel is too small, and paneled mini- and full-size vans fall short on maneuverability, configurability, and fuel economy. Base prices for the Transit Connect start at $21,475 for the stripper model and rise to $22,535 for the XLT wagon.