'he Ford Transit 90 :ustom van
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m Hoare res by Harry Roberts
• WE first tested an example he range of Fold Transits in ber 1965, one month after its ction, we summarized our findsaying that the vehicle "justified certain terms most of the claims or it by its makers". Now, 10 Ind more than 317,000 UKxl units later demand still ; strong and judging by the • of requests for copies of CM. sts We receive, particularly for ngined versions, this situation kely to continue.
t from the introduction of Ford's ork 2.4-litre diesel engine to the Perkins unit used previously, have been relatively minor. In rear springs were revised with mtion of improving handling the same time reducing loading In addition cab interior layout adified and various exterior changes made.
eaquaint ourselves with the we have been trying the Custom kg payload approximately) in 1 2.69m (106 in) wheelbase it fitted with the optional 2-litre ol engine developing 55.6kW 3) net at 4500rpm. Standard nt is the similar but smaller 1.7tit which develops 46.9kW at the same speed.
tells us that the 90 with the engine is the most popular van range but, paradoxically, the !ngined version is becoming igly more popular. Fuel consumption is little different, says Ford, under most conditions, and the 2litre unit should last longer.
On the road performance proved to be satisfactory with plenty of power on tap when needed. With 74 bhp, acceleration was brisk in spite of some oddly chosen gear ratios. First gear, for example, allowed a top speed in that gear of 54.5 k m h (34 mp h) but prevented the van from restarting on even a I in 5 gradient. The vehicle just managed to restart on this gradient in the slightly lower reverse gear.
On the motorway the most comfortable cruising speed was about 96 km/ h (60 mph) any more and things really started to hum. The test vehicle suffered from a very noisy back axle making conversation at motorway speeds virtually impossible.
Fuel consumption was pretty constant and on the high side, under the varying conditions that we tried the Transit. The route we used was the same as for our light van comparisons. It includes heavy traffic conditions, as well as rural and dual-carriageway sections. Under fully laden conditions fuel consumption worked out at 7.06kp /1 (19.95mpg) and only half laden over the same route 7.53 kp / 1 (21.26mpg). Motorway cruising, fully laden, made hardly any difference at all giving a figure of 6.79kpll (19.2mpg).
Discs brakes are fitted to t when the 2-litre engine is spec these provided good stopping all times. When we tried ti vehicle on an earlier occasion t grab and complete lack of criticized, but these proble obviously been sorted out by th had the vehicle for the full road brake booster fitted provic gressive assistance during all tions.
Weather conditions preven sistant braking figures from 4 be obtained at MIRA and th that we obtained from 30 anc although satisfactory, should considered with these cond mind. In any event the vehic. pulled up in a straight line. T brake held the vehicle, fully lad both directions, on a I in 4 grad handbrake lever, incidentally conveniently placed on the left of the driver's seat.
General handling vane between the haft and fully lad tions. There was always z amount of pitch and even ur conditions body roll was quit able. The vehicle was operati almost ideal conditions with centre of gravity about as low possible to get, so that um adverse conditions roll c expected to be greater still.
The degree of loading also effect on the steering which tiringly heavy during mar situations.
'ustom Pack with which our (and a high proportion of those was equipped provides car -ds of comfort in many respects 'till trimming and plenty of g. The driver's seat is fully adjust.d should suit most people.
instruments are simplicity itself a very clear speedometer irating fuel and temperature "Idiot" lights give warning for -essure, alternator, direction prs and main beam. In addition two-speed wiper switch there is isual Ford foot-operated ripe facility.
ing and ventilation is up to the d that one expects from Ford, eball sockets and plenty of heatpacity to warm the interior . The heater controls are sensibly ated when the side lights are on. )nly serious complaint as far as )ut is concerned is the location of • lever. This is really too far from er, making any change involving ite a stretch.
Fransit range is, of course, very ,e and so far as the standard ans are concerned there are no n 18 different door combinahe test vehicle was supplied with iide hinged-loading-door and a instead of the more mall double hinged doors.
: cannot be many situations tide loading door cannot be used .ntage and on the Transit the erture — 90cm (35.5 in) wide — even more useful. For one thing less need for careful scheduled for programmed deliveries and ther the actual physical act of and unloading becomes much is securely clipped to the front wing. I can see little advantage in having the tailgate option in place of the double doors, particularly if the vehicle is being used for shop deliveries, where, in order to get the tailgate open, slightly more parking space is required.
In any case, whichever type of door is fitted the rear aperture extends fully to the sides of the van so that single-items which are nearly the full width of the vehicle can be loaded. The actual sides' of the body are relatively flat and 'vertical so that the 5.3cu m (189 cu ft) volume quoted is a usable dimension. An interior light is fitted inside the load area at the rear offside, in addition to the similar unit in the cab.
The engine compartment is pretty cramped and is dominated by the aircleaner. However, once this is removed engine components needing attention during routine servicing become accessible.
Summary In summing up the Transit it is difficult to forget that the range has been a best seller for so long. After 10 years, however, it is unfortunate that the vehicle still has unsuitable gear ratios and that the general quality of the handling still leaves a lot to be desired. As a box on wheels it performs its task well and its shape alone allows the optimum use to be made of the available load area, and the driver should have no complaints with the fittings and trim supplied with the Custom cab.
The Custom Transit 90 costs £1,489. The test vehicle was also equipped with the two-litre engine (£94.60), . sideloading door (£34.05), tailgate (£18.10) and duel passenger seat (£13.35). Fabric trim, laminated windscreen, radio and paint bring the total to £1,776.95, excluding VAT.