Ford di Transit Tranist has a rather sedate performance when
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fully laden, particularly when compared with the recently tested Talbot Express diesel with the more powerful 55kW (74hp) 2.5-litre indirect-injection CitrOen diesel.
Climbing the long M20 bank towards Swanley, the di Transit took over half a minute longer than the diesel Express, which was carrying an extra 310kg (6.1ewt) of payload.
The 2.5 di engine's lack of power when coupled with the 4.11 rear axle, also showed itself at the Motor Industry Research Association test track, where the 120 Transit would manage only a 1 in 5 restart.
Eighteen months ago Ford increased the gear ratio on the steering on all Transit vans. With its higher than average 6.5 turns lockto-lock, the 120 Transit's steering proved light and easy to use with good feedback. And its 10.40 (34ft lin) turning circle is one of the best in its class.
Fully laden, the 120 Transit sits well down at the rear. Its overall ride was surprisingly soft almost wallowing at times with body roll noticeable when cornering at speed. Unladen, its handling characteristics changed dramatically, with the all-round leaf springing giving the empty van a fairly harsh ride.
Summary Although its basic design is 20 years old, the Transit continues to dominate the UK medium van sector. Its familiar profile is due to be changed though, when Ford launches the all-new Transit van body early next year. The existing Transit driveline range, including the 2.5 di engine, however, will certainly be carried over to the new van.
The 2.5 di engine is already capable of excellent fuel economy, particularly when linked to the overdrive box, so it should offer even greater savings when used in the new Transit body shell which, according to Ford, will offer aerodynamic improvements of at least 10 per cent.