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POWER AT A PRICE
Page 58
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Colin Sowman takes the 4.6-tonne Transit 200PS for a spin through the Bavarian Hills to find out how the extra power from Ford's new 3.2-litre lump handles all that weight
Having re-engineered its Having re-engineered its engine range to meet forthcoming emission legislation,Ford wasn't ping to start afresh when it wanted a more powerful unit for the Transit. So it took the existing 2.4litre block and grafted on an additional cylinder. The result is a 3.2-litre unit with output figures of 197hp and 470Nm— that's 40% more power and 25% more torque, although the larger lump is 75kg heavier and I 00mm longer.
More range To drive home the new engine's advantage,Ford has mated it to a six-speed transmission,allowing it to provide a lower first gear and make top longer-legged. In turn this has enabled Ford to push its heavyweightTransit from 4.25 tonnes up to 4.6 tonnes, although the 2.4-litre/138kW engine is an option in the new top-weight van. While right-hand-drive models are not expected until next year, we had the opportunity to drive a left-hooker in Germany and the Bavarian roads showed how the higher-power driveline has made driving the heavyweight Transit far more relaxing and civilised. With maximum torque available from 1,700rpm to 2,000rpm, the engine is very tractable and you have to try hard to catch it flat-footed.With only 1,500kg of test weights aboard, the van was sprightly and not even the Bavarian hills provided much of a challenge. Normal conversation was easily possible until we pulled hard with the revs above about 2,50Orpm, at which point the noise became intrusive and conversation was curtailed.
The shift quality of the six-speed transmission is excellent and the gate, while narrow, is well defined—users should have little difficulty finding the correct ratio.However.those more familiar with the five-speed box will find it takes some getting used to.The gear lever is sprung towards the third/fourth gate and for those used to the five-speed box it has become natural to push the lever to the right to engage top. But unless a conscious effort is made to hold the lever to the right when seeking the new transmission's top gear, the springing guides the lever back to engage fourth.
Load advantages Shift loads are very acceptable and the dualmass clutch should not cause an aching leg, even in a traffic jam. Steering on the uprated 1,850kg front axle is easily up to Ford's usual standard, when partly loaded at least, and the new 3,300kg rear axle comes with larger rear brake callipers, stronger springs and a heavy-duty handbrake. These axles (and driveline) are also available on Heavy Duty (HD) versions of the 3.5-tonner and allow considerably enhanced load latitude.
Ride quality on our partly laden van was good,vvith none of the spine-jarring jolts sometimes in evidence with the bigger vans. However, despite the low centre of gravity of our load, body roll was evident even when negotiating roundabouts at normal speeds.That said, new diesel-powered Transits (except 4x4) come with ESP to assist the driver when negotiating corners that turn out to be sharper than expected.
Ford claims the 3.2-litre unit has the same on-road fuel economy as the 2.4-litre engine and shares its 30,000-mile/two-year service intervals All operators have to consider is whether the additional payload, better load latitude and potentially shorter journey times are worth the high-power 4.6-tonner's f1,250 premium. •