2014 Ford Transit Connect Cargo Van

2014 Ford Transit Connect Cargo Van 2014 Ford Transit Connect Cargo Van
First Drive Review

The Ford Transit Connect doesn’t really need to drive well—after all, most people who operate them are paid to do so. The diminutive Euro-packaged cargo van only needs to move forward, backward, and turn left and right to be considered competent for daily use. Steering feel and technology are less important than interior space and fuel economy. But the truth of the matter is that the new Transit Connect, particularly with the turbocharged 1.6-liter four-banger under the hood, does indeed drive well.

In concept, it’s a simple creature. Based on Ford’s global C platform that also underpins the Focus, Escape, and C-Max, among others, the Transit Connect is basically an empty box on wheels powered by an engine. It’s smallish on the outside, and has two seats, a radio, and a nicely lined cargo area, but not much else at the base level. It’s a formula that’s worked so well for Ford that Transit Connect sales have at least doubled each year since the first-gen model arrived stateside in 2009 as a 2010 model.

Under the Hood

Transit Connect sales have continued on that upward trajectory with the van’s redesign this year, which gave it slightly less-boxy styling, a new long-wheelbase model, and most important, two new engines powering the front wheels: a base 169-hp 2.5-liter four-cylinder and the 178-hp 1.6-liter EcoBoost four-cylinder turbo for an extra $795. Both engines come standard with a six-speed automatic with a sport shifting mode (!) and manual control via a rocker switch on the dash-mounted shift lever.

We recently sampled the Transit Connect cargo van in both short- and long-wheelbase forms and found that both of the new engines are far more responsive and quiet compared to the wimpy, 136-hp, 128-lb-ft, naturally aspirated 2.0-liter four-cylinder in the outgoing model. But the EcoBoost turbo is the one that brings the Transit Connect to life. Although some turbo lag is present, patience is rewarded with a satisfying rush of power once the engine’s spooling at full tilt. We should note that both vans we drove were empty; we surmise that, upfitted with equipment, loaded up with anything close to the 1600-pound maximum payload, or pulling the maximum 2000-pound trailer, some of that peppiness will be siphoned away and we might find ourselves manually working the gears. Watch for a full road test soon.

With most EcoBoost-powered Fords, the primary reason for purchase is improved fuel economy, so it should be noted that, according to EPA estimates, the optional 1.6-liter goes just one mile per gallon further on a gallon of regular unleaded than does the base 2.5: That means 25 mpg versus 24 mpg EPA combined city and highway driving. At that rate, it would take most customers several years to make up the $795 difference in cost.

Inside the Box

Regardless of powertrain, the Transit Connect drives quite well for a boxy van. The electric power steering is rather quick off-center, and offers a modicum of feel. Ride quality is darn near supple, and what squeaks and rattles we could hear seemed to come from the standard cargo-area lining—not the structure. Our brief test drive presented us few opportunities for spirited driving to gauge the van’s transitional behavior, but we did notice that body motions were well damped and the brakes offered linear response.

Where the Transit Connect really shines, of course, is in the cargo-hauling experience, where its easy ingress/egress through huge doors, a near-perfect driving position, surprisingly supportive vinyl or cloth seats, and spectacular forward vision (courtesy of the tall windshield, low cowl, and large side windows) are big pluses. The view out back varies from challenging to virtually blind, depending on how many windows—if any—are fitted behind the B-pillar, and whether or not the $575 rearview camera package was selected. As before, a convenient shelf running along the header above the windshield holds small items such as clipboards and sunglasses. The Transit Connect also offers a long list of factory options to suit a given business’s particular stuff-schlepping needs, including cruise control, Ford’s Crew Chief vehicle-tracking system and, for 2014, Sync infotainment with a 6.5-inch touch-screen and navigation.

While the Transit Connect has had the wee-hauler segment more or less to itself up to this point, it’s not alone anymore, as it will have to fend off new competition from the Nissan NV200, the upcoming 2015 Chevrolet City Express, and the just-revealed 2015 Ram Promaster City. Will the 2014 model’s newfound style, comfortable cabin, and powerful engines be enough to retain its dominance in the burgeoning mini-cargo-van market? Time will tell. What we can say is that the Transit Connect has set a very high bar for the others to meet.