Ford Transit Custom Review

The previous Ford Transit Custom established an enviable reputation as one of the best vans in Britain, topping the sales charts for years because it balanced commercial practicality with the comfort and usability required by drivers spending an entire working day behind the wheel.

Replacing it was a substantial challenge, so Ford redesigned the Transit Custom from the ground up rather than simply refining the old model. The current generation arrived in 2023 with a stiffer structure, independent rear suspension, a lower load floor and a more sophisticated cab, improving its driving experience, practicality and everyday usability.

It now drives with a level of composure few medium vans can match, while the cabin makes intelligent use of the available space and every version comes with a generous package of technology.

The range is extensive. Panel Vans are offered in L1 and L2 lengths, while Double Cab-in-Van, MultiCab and Kombi derivatives provide additional seating. Ford also supplies versions designed for camper conversions, together with the Tourneo Custom passenger carrier.

This review concentrates on the diesel and plug-in hybrid models. The fully electric E-Transit Custom has sufficiently different range, charging and operating requirements to warrant separate coverage.

The diesel line-up is based around Ford’s familiar 2.0-litre EcoBlue engine, with outputs ranging from 110PS to 170PS. Manual and automatic transmissions are available, while selected automatic models can also be ordered with all-wheel drive. Certain manual versions offer a mechanical limited-slip differential.

The plug-in hybrid uses a 2.5-litre petrol engine, an electric motor and an 11.8kWh battery. Its combined output is 232PS, making it the most powerful combustion-engined Transit Custom, while its official electric range extends to around 33 miles depending on body style and specification.

Importantly, choosing the PHEV does not remove the Transit Custom’s core commercial ability. A long-wheelbase Panel Van still offers up to 6.8m³ of load volume, while the hybrid can tow as much as 2,300kg.

Ford’s optional Pro Power Onboard system also allows tools and electrical equipment to draw power from the van, potentially removing the need to carry a separate generator.

Diesel remains the straightforward answer for high-mileage work, regular towing and routes where charging is impractical. The PHEV is more convincing for operators returning to a home or depot charger each night and completing much of their mileage locally.

That breadth of choice, combined with its strong driving experience and carefully designed cab, makes the Transit Custom exceptionally difficult to overlook.

The 150PS diesel with the six-speed manual gearbox is the best all-round powertrain. It provides enough low-speed pulling power for a loaded van, responds cleanly when joining faster roads and retains competitive fuel economy without the expense of the most powerful engine.

The 170PS automatic is better suited to regular towing, heavier work or drivers spending long hours in traffic, with its smooth eight-speed gearbox removing much of the effort from urban driving.

Trend is the strongest-value trim because it adds automatic air conditioning, front parking sensors and a reversing camera to an already generous equipment list.

Limited is worth considering where heated seats, additional comfort equipment and twin sliding side doors will be useful. The PHEV is best reserved for predictable local routes where its battery can be charged daily.

The current Panel Van range starts at £35,150 excluding VAT and on-road costs for the short-wheelbase Trend 280 with the 110PS diesel and six-speed manual gearbox.

A 136PS manual Trend starts at £36,190, while the equivalent automatic costs £38,190. The 150PS Limited manual is priced from £39,100, and a 170PS Limited automatic starts at £41,900.

The PHEV begins at £40,350 in short-wheelbase Trend specification. Limited costs from £41,900, while Sport starts at £43,800.

At the top of the combustion-engined range, the 170PS diesel MS-RT with all-wheel drive costs £57,050 excluding VAT before on-road charges. The PHEV MS-RT is £54,550.

These are manufacturer list prices, so delivery, registration, first-year tax and number plates increase the on-the-road total. Options, conversions and load-area accessories can add considerably more.

The latest Volkswagen Transporter is the closest alternative because it shares much of its structure and technology with the Ford. It has its own styling and dealer network, but the two vans are fundamentally closely related.

The Peugeot Expert, Citroen Dispatch, Vauxhall Vivaro, Fiat Scudo and Toyota Proace form another family of closely related medium vans. They are compact and can carry impressive payloads, although their maximum load volumes are lower than the Ford’s.

The Renault Trafic and Nissan Primastar are ageing but practical choices with large cargo areas and proven diesel engines.

The Mercedes-Benz Vito has a high-quality cab and strong long-distance refinement, although equivalent versions can be expensive.

Ford moved the front wheels forward when developing the current Transit Custom, creating more legroom and allowing the dashboard to sit further towards the windscreen.

Automatic models use a compact selector on the steering column, while the manual gearlever is integrated into the dashboard. Together with the electronic parking brake, this creates a flatter floor and makes it easier to move across the cab and exit through the passenger door.

The driving position is comfortable and offers plenty of adjustment, while visibility is good thanks to the broad windscreen and split door mirrors. Most versions also have a reversing camera, and higher trims can be specified with a 360-degree system.

Headroom is the main compromise. Ford reduced the Transit Custom’s overall roof height to improve access to car parks and other restricted areas, so taller passengers may sit closer to the ceiling than expected. The height-adjustable driver’s seat makes this less of a concern behind the wheel.

Storage is excellent, with cupholders at both ends of the dashboard, another folding holder in the centre and large bottle compartments in the doors.

Moving the passenger airbag into the roof has created an open dashboard shelf above the conventional glovebox, while the centre passenger seatback folds to form a flat writing surface with a strap to hold paperwork or a tablet in place.

Ford’s optional Mobile Office Pack goes further by allowing the steering wheel to tilt forward while the van is stationary. A removable tray then turns it into a table for a laptop, paperwork or lunch.

The short-wheelbase L1 Panel Van provides 5.8m³ of load volume, while the longer L2 increases this to 6.8m³.

Conventional load length is 2,602mm in the L1 and 3,002mm in the L2. Using the under-seat load-through facility extends those figures to 3,050mm and 3,450mm respectively, allowing narrow items such as timber or pipes to pass beneath the passenger seat.

The cargo area is 1,777mm wide at its broadest point, with 1,392mm between the wheelarches. The sliding side-door opening measures 1,030mm, while the rear aperture is 1,400mm wide.

A lower load floor improves access compared with the previous Transit Custom, helped by a built-in step at the side door. The rear doors no longer use intrusive retaining arms, which makes loading from behind easier.

Limited and higher trims have sliding doors on both sides as standard. This is useful for multi-drop work, although businesses installing racking may prefer the uninterrupted internal wall available with a single side door.

Payload varies considerably according to body length, engine, transmission, drive system and trim. The lightest work-focused models can carry approximately 1.3 tonnes or more, while heavier automatic, PHEV and passenger-carrying versions have lower limits.

The plated figure for the individual van should always be checked because the driver, passengers, fuel, optional equipment, racking and aftermarket conversions all reduce the weight available for cargo.

Selected diesel Panel Vans can tow up to 2,800kg, while the PHEV is rated for up to 2,300kg.

The L1 Transit Custom is 5,050mm long, while the L2 measures 5,450mm.

Both are 2,148mm wide with their mirrors folded and 2,275mm wide with them extended. Height varies according to body, suspension, wheels and load, ranging from approximately 1,959mm to 2,040mm.

Most low-roof versions therefore sit close to the two-metre threshold used by many car-park barriers, so drivers should check the exact height of their van rather than assuming every Transit Custom will fit.

The L1 has a kerb-to-kerb turning circle of approximately 10.9 metres, while the L2 requires around 12.1 metres.

Light, accurate steering and good visibility make the Transit Custom easy to position around town. A reversing camera is especially valuable on the longer model, while front sensors and the optional surround-view system reduce the risk of low-speed damage.

Every Transit Custom has a 13-inch central touchscreen running Ford’s SYNC 4 software, together with wireless Apple CarPlay and Android Auto, a digital instrument display and a built-in 5G modem.

The screen looks modern, responds quickly and uses clear menus, while its generous size makes maps and camera views easy to read.

Its principal weakness is the absence of separate physical climate controls. Adjusting the temperature or fan speed requires interaction with the screen and is less intuitive than turning a conventional dial.

FordPass Pro allows smaller businesses to monitor up to five vehicles, while Ford Pro Telematics provides larger fleets with location, maintenance and usage data.

The Upfit Integration System allows external equipment such as beacons, work lights and refrigeration systems to be controlled through the touchscreen rather than requiring extra switches drilled into the dashboard.

The cab uses plenty of hard plastic, but that is appropriate for a working vehicle.

The materials feel sturdy, are easy to clean and should withstand tools, muddy clothing and repeated commercial use. Patterned sections break up the larger surfaces and prevent the dashboard from appearing overly plain.

The steering wheel and main controls have a more car-like finish, while the switches feel reassuringly solid.

Limited, Sport and MS-RT versions add upgraded upholstery and cosmetic details, but even Trend feels well assembled.

Ford does not publish useful 0-62mph figures for the current Transit Custom, and loaded flexibility is a more meaningful measure of performance in a commercial vehicle.

The 110PS diesel is adequate for light work but can feel strained with a heavy load or at motorway speeds.

The 136PS engine provides a better balance for general fleet use and is available with manual or automatic transmission.

The 150PS manual has strong low-speed torque, responds cleanly when joining faster roads and retains competitive economy, making it the most rounded option.

The 170PS automatic feels effortless and refined, suiting high-mileage drivers, regular towing and heavier vans, although its additional performance will be unnecessary for many local operators.

All-wheel drive is available with selected 136PS and 170PS automatic models.

The PHEV produces 232PS and feels brisk when both power sources work together. Electric performance is smooth and sufficient for urban driving, while the petrol engine normally joins in without an obvious interruption.

Hard acceleration causes the continuously variable transmission to hold the engine at high revs, producing more noise than the diesel automatic. At normal speeds, however, the PHEV is quiet and easy to drive.

The Transit Custom’s independent rear suspension is one of its defining strengths.

With weight in the cargo area, it feels exceptionally settled, absorbing bumps cleanly and maintaining good control over undulating roads. An empty van is naturally firmer, but it avoids the persistent bouncing and rear-axle movement found in some rivals.

The steering is light enough for delivery work yet gains useful weight at higher speeds, while the tight turning circle makes the L1 especially easy to manoeuvre.

Body roll is well controlled and the Transit Custom remains stable during quick changes of direction. It does not feel exactly like a passenger car, but it comes closer than most medium vans.

The diesel engines are smooth and relatively quiet, while effective sound insulation keeps wind and road noise under control on the motorway.

The automatic gearbox changes ratios cleanly and contributes to the relaxed long-distance character.

The PHEV is almost silent when running electrically, although its petrol engine becomes more vocal when the driver asks for maximum performance.

Euro NCAP awarded the current Transit Custom five stars in its 2025 Commercial Van Safety assessment, praising the breadth and effectiveness of its crash-avoidance technology.

Standard systems include automatic emergency braking, lane-keeping assistance, traffic-sign recognition, intelligent speed assistance, driver monitoring, automatic high beams and rear parking sensors.

Additional equipment includes adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, reverse brake assist, an exit warning system and a 360-degree camera.

Ford’s Delivery Assist package can automate several routine actions when the driver leaves the van, including applying the parking brake, closing the windows, activating the hazard lights and locking the doors.

Diesel economy ranges from the mid-30s to around 40mpg, depending on engine, gearbox, body style and drive system.

The 110PS manual is nominally the most efficient, while automatic and all-wheel-drive versions use more fuel.

The 150PS manual should produce the strongest real-world balance because it has enough torque to move a loaded van without needing to be worked excessively hard.

The PHEV’s weighted official economy can exceed 170mpg, but this figure assumes regular charging and substantial use of its electric range.

Ford quotes up to around 33 miles of electric driving. A van covering short local journeys and charging every night may use very little petrol, while one completing repeated long-distance routes will fall far short of the official figure.

Once the useful battery charge has been depleted, the petrol engine is officially rated at around 39.8mpg under WLTP testing.

The 11.8kWh battery takes approximately four hours and 15 minutes to charge from a suitable 16-amp supply, or close to seven hours from a lower-powered connection. The PHEV does not support DC rapid charging.

The Transit Custom has a three-year or 100,000-mile warranty.

Diesel and PHEV servicing is scheduled every two years or 25,000 miles, although demanding commercial use may require additional maintenance.

The PHEV’s high-voltage battery and associated components are covered for eight years or 100,000 miles.

A Transit Custom registered as a Light Goods Vehicle and weighing no more than 3,500kg pays the flat commercial-vehicle rate.

The 2026/27 rate is £360 for 12 months.

Benefit-in-Kind treatment, VAT and capital allowances are separate from Vehicle Excise Duty and depend on the body style and how the vehicle is used.