FORD TRANSIT DROPSIDE
Page 42
Page 43
If you've noticed an error in this article please click here to report it so we can fix it.
Ford's Transit is now well into its fourth decade, but that doesn't mean that development has stopped. We take a look at some of the latest variations on the theme...
by Colin Barnett
Despite the size of the market for dropside-bodied Transits, Ford hasn't offered one since 1973. Since then it has been content to sell chassiscabs for specialist bodybuilders to equip. However, as a result of the reception given to the Transit Flareside, designed by Ingimex but sold as a Ford product, Ford has decided to add a dropside to its catalogue.
The new Dropside is again an Ingimex design, sharing many styling cues with the Flareside, but it's more of a working vehicle and less of a fashion statement.
Ill PRODUCTIVITY
The bodywork is well-matched to the needs of the Dropside's target audience. It features alloy sides and tailboard, with a welded steel ladder rack and a replaceable phenolic ply floor. The dropsides are released by flush-fitting latches and held at 90° by quickrelease cables. However, the dropsides provided the only significant problem on our vehicle, as one of the dropside hinge pins had a tendency to work itself out during travel.
The load bed is 2.82m long by l.98rn wide, with 395mm-high sides. Loading height when unladen is 958mm. With the sides up, access to the loadspace is provided by a "stirrup" step on each side; a drop-down step unfolds when the tailboard is dropped. Load restraint is handled by six flush-fitting lashing rings on the floor which are a bit fiddly to lift from above, but are worth the effort. There are also a number of lighter roping hooks on the headboard and raves.
Our example came with the optional continental-style tilt, complete with its robust alloy frame and wooden strengtheners at mid height. It weighs 48.6kg. The lower edge of the tilt is secured by a steel retaining cable with padlockable ends. Unfortunately these ends were bare steel and were already causing some localised paintwork damage—maybe Ford should consider plastic coating? The tilt should be regarded as semi-permanent, as removal of the frame looks a major job.
Access to the loadspace is a fiddly business and definitely not suited to multi-drop deliveries. On the other hand, it represents a versatile and reasonably secure alternative to a van.
Considering the way the engine had to work over our Kent test route, with its mix of motorways and A-roads, the laden fuel consumption of 27.0 mpg (10.451H/100km) came as a pleasant surprise.
The net payload of 1,345kg as tested (with that tilt in place) is also more than respectable for a 3.3-tonnen
• ON THE ROAD
The Transit Dropside is powered, if that's the right word, by the 75hp normally aspirated diesel. Even with the building-site ratios provided by Ford's shortest axle ratio, progress is never more than leisurely. No wonder the 69hp version has been effectively dropped (the 75hp is now a nocost option). Our M20 hill climb almost failed before it started because of the difficulty of reaching 70mph on the flat—the eventual time of 3min 36sec was nearly a minute longer than most modern vans can manage.
One aspect of the Ford's progress which is not really acceptable today was the puff of black smoke which accompanied almost every press of the throttle.
Performance aside, the Transit demonstrated its usual virtues of doing most things quite well and nothing really badly. Its nimble handling around town is helped by one of the best steering systems on any van. Brakes are good in a straight line, but the rear is a bit lively when unladen. The optional ABS, which now includes Electronic Brake Distribution (EBD), wasn't fitted, but would doubtless have helped the stability. With this level of power, Ford's Traction Assist really isn't needed.
The Dropside comes with a nofrills cab, apart from an excellent driver's seat featuring pneumatic lumbar adjustment and a pair of armrests.
Mirrors and windows are manually operated and a bottom-of-the-range radio cassette player provides the entertainment. It has to earn its keep, as cab noise level is still not on Transit's list of virtues. Rear visibility is, however: Ford's dual lens mirrors remain the standard for other manufacturers to reach.
• SUMMARY Although the Transit Dropside is no inter-city flyer, that's not exactly its raison d'etre. As a general-purpose workhorse, suitable for trundling off-site to pick up the latest purchase from Travis Perkins, its performance is adequate, and its all-round handiness is beyond question.
If Ford were to make a longwheelbase version, with the tilt and a turbo-diesel, it would make a versatile long-distance prospect.
Taking the Transit's acknowledged virtues as read, the real attraction comes at cheque signing time. The Dropside's basic list price of 113,795 is close to the asking price for a similar capacity chassis-cab from most other makers, which means that Ford is effectively including that handsomely crafted body free of charge.
The amount of attention and comment that the Dropside attracted during our test shows that much of the van buying public believe, rightly or wrongly, that the name Transit is still synonymous with light commercial, and vice versa. MODEL
Ford Transit Dropside.
ENGINE
Four-cylinder naturally aspirated DI diesel. Capacity: 2,496cc Maximum net power: 75hp (56kWI at 4,000rpm Maximum net torque: 168Nm (124Ibft) at 2,50Orpm.
TRANSMISSION
Five-speed all-synchromesh manual gearbox driving the rear wheels.
The Transit Autoclutch system (CM 23-29 April) is now available for £750 (exVAT).
LOAD AREA Front 1,600kg; Rear: 2,000kg GPN: 5,300kg.
Price as tested: £1 4,685 (ex-VAT). Includes £13,795 for the basic vehicle; 2890* for the tilt and frame. Engine: 2.5-litre, DI diesel, 75hp (56kW). GVW: 3,300kg. Payload: 1,345kg (with 75kg driver). Fuel consumption (laden): 27.0mpg (10.451it/1006).*Subject to confirmation