Dan Gilkes's
LONG TERM TEST Ford Transit Custom double-cab Sport
Practically speaking
O
ver the last couple of months we have reported, perhaps unsurprisingly, how well the Custom Sport copes as both a driver’s vehicle and as a weekend carry-all for leisure and family users. But, alloy wheels and go-faster stripes aside, the mid-weight Transit remains a working vehicle first, one that has to carry a decent load in the rear to earn its keep. There is nothing new about the double-cab-in-van layout, adding a second row of seats increases the versatility of a van of this size no end, offering the opportunity to carry workers as well as tools and goods. The layout also offers the best compromise for an owner driver or SME that needs to use the van as a working vehicle in the week and family transport at the weekend. The way in which manufacturers go about the conversion does vary however. Some offer a bulkhead as an option, allowing the folding or complete removal of the second row of seats, to increase load carrying capacity almost to original panel van proportions. There are ingenious sliding bulkheads on offer, that move forward with the back of the second row of seating, to provide protection and load volume. With the Transit Custom, a fullheight, full-width fixed bulkhead with
window is standard, completely separating the load area from the cab. In this short wheelbase L1 model, that results in a rear compartment load volume of 3.5m3 or space for just the one Europallet behind the seating area. Opt for the longer L2 model and the volume rises to 4.3m3, enough for two pallets, but still some way off the 6.8m3 of the standard L2 panel van. This of course is offset by the ability to carry another three people as well.
Payload However, potential buyers also need to consider the payload on offer, for a number of reasons. The double-cab layout is available in the Custom 280, 300 and 320 models, offering gross weight of 2.8, 3.0 and 3.2-tonnes. In the case of the 280 model and all of the 300 vans, the payload for the double-cab is less than a tonne. That means that, with a second row of seats and windows behind the driver, buyers might struggle to reclaim the VAT on the van, an im-
portant consideration for any business. For buyers of the Sport double-cab models, this is less of a problem, as the trim level is only offered on the 320 L1H1 layout, providing a 1,102kg payload with a manual gearbox, or 1,054kg with our van’s automatic transmission. That means that the Sport remains VAT-reclaimable.
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With a second row of seats and windows behind the driver, buyers might struggle to reclaim the VAT
One other decision that buyers will have to make concerns the rear doors, or rear door in the case of our test van, which has a giant lift-up tailgate. This makes for a decent rain shelter when loading the rear compartment, but it would prevent that loading being carried out by a fork-lift. You also need to allow a fair distance behind the van to be able to fully open the tailgate. You pays your money and takes your choice as they say, though the tailgate is a no-cost option. Talking of cost, this Sport double-cab is not a cheap commercial, as mentioned before, it starts at £36,430 before the VAT and the almost £3,000 of options that Ford had thrown as this test van. As a vehicle that meets the widest possible range of requirements though, it remains a hard one to beat.
