Ford Transit Connect: Caddy twin aims to score against Courier with premium features
Better competition from within the company than from the market - that is the motto of the Ford Pro managers at the first presentation of the VW Caddy counterpart for commercial use, which still goes by the cumbersome code "Transit Connect". The new Courier has grown considerably, measuring 4.33 meters in length, 1.80 meters in width, and 1.82 meters in height. Moreover, the cargo area is so well utilized thanks to slim wheel arches that two pallets can fit on a 1.80-meter loading length. There's even a "pass-through" that allows for transporting long goods up to 2.67 meters. The Connect can't do that; it only allows the passenger seat to be folded into a table.
Even the cool Courier can swallow two pallets
And otherwise, it can hardly do more: It requires a straight 4.50 meters in length and 1.85 meters in width, with a height of 1.83 meters, for slightly more load volume of 3.1 instead of 2.9 m³. Advantage Connect: There is a long version (with a wider sliding door!), which then also requires a transporter-like 4.85 meters in length to achieve 3.7 m³ of volume. After all: The Flexi-partition with a bench seat, realized with the Dutch specialist Snoeks, is original. It can be easily folded up and down and turns the van into a box van with one or, in the L2 version, two pallet spaces in no time. Formally, that amounts to 2.5 or 3.1 cubic meters.
Connect vs. Courier: Payload at similar level
The payload should also be on a similar level, although the Ford specifications here are still quite inconsistent: Between 540 to 845 kilograms for the version with increased payload are listed for the Courier; it is always supposed to be 770 (PHEV) to 820 kilograms (Diesel) for the Connect. The most compelling argument is certainly the higher towing capacity, where instead of 1,000 and 1,100 kilos for the Courier (petrol/diesel), 1,400 and 1,500 kilos (petrol/diesel) are allowed to be towed. Additionally, the "smallest" Transit has better maneuverability, with a turning radius of 10.7 meters compared to 11.4 meters.
The PHEV arrives quite late
In terms of drivetrain, the small one has an edge over the big one, even though the latter is rolling out as a plug-in hybrid for the first time: This version had long been announced in the Caddy portfolio and is finally coming to market now. In the meantime, it features a somewhat up-to-date hybrid powertrain, consisting of a 1.5-liter TSI gasoline engine and an electric motor, coupled with a comfortable 6-speed dual-clutch transmission, collectively good for 150 PS or 350 Nm.
In electric mode alone, it can now cover up to 110 kilometers, and optionally offers a mix mode or an "EV-Later" mode if you want to conserve electric energy. The PHEV can charge with 11 kW AC normal charging as well as 50 kW DC fast charging, thanks to the CCS connector. In addition, two diesel engines from VW's TDI series with 102 and 122 PS are available, which are expected to be as economical as ever at 4.8 l/100 km, with the 122 PS model paired with a 7-speed DSG automatic, and the base diesel with a 6-speed manual transmission.
No gasoline engine at all
A pure gasoline engine is omitted altogether, which naturally drives up the price further when you see that infrequent drivers can get a cheaper yet reasonably powerful and adequately economical option with the 1.0-liter Ecoboost in the Courier, optionally even a 125 PS version with an optional, very comfortable 7-speed dual-clutch transmission. And in the not too distant future, they will have the option for a purely electric variant.
The L2 version is the biggest plus
Which brings us to the greatest advantage of the little one: It will be launched in parallel with its platform sibling, the Ford Puma, in autumn 2024 and almost simultaneously with the PHEV-Connect as a fully electric variant, which should offer over 350 kilometers of range. It also boasts identical cargo properties with slightly lower payload and towing capacities (700 kg/750 kg), presenting a fully day-to-day viable and future-proof solution in times of rapidly rising CO2 prices. This benefit outweighs the fact that the Connect is also available in an exotic all-wheel-drive variant with a 6-speed manual transmission, which the decision-makers highlight as an additional advantage over the Courier.
Premium claim for the Connect
And additionally, more “soft skills,” with a certain “premium design” claim, as emphasized by Frank Butt, Connect Chief Programme Engineer Ford Europe, and his team. The Courier is intended to be the "cheeky and fresh little one" with the cool SUV look, while the Connect is the "serious big brother" with the calm design. At first glance, the materials do indeed feel a bit higher quality, as one would expect from the new Caddy. But in the class of commercially used vans, this is certainly less of an argument, especially since the Courier is quite attractively designed and, above all, hardly less practical in nature.
Equipped from the two corporate modular systems
Regarding connectivity, safety, and driver assistance, there is a virtual tie: The Courier comes with the complete Level-2 equipment that Ford passenger cars also feature, while the Connect adopts the Travel-Pilot range from the VW modular system, meaning distance and lane keeping assist, emergency braking, traffic sign recognition, intelligent cruise control, traffic jam assist, maneuvering and parking assist or trailer assist, blind spot warning, etc. The infotainment systems from VW in the Ford Connect might be somewhat higher quality than Ford's Sync4 systems in the Courier, but that is probably not a decisive factor. Whether it's the excellent VW AGR seats, the LED lights, or the electric parking brake, that also remains to be seen.
Question of price: The Courier in its standard version is unbeatable
The price, however, is worth considering: Even if Ford marketing people continue to struggle, one should expect a considerable price difference compared to the extremely "competitively" priced Courier, manufactured in Craiova, Romania, which starts at 18,550 Euros net. The VW Caddy Cargo, which like the future Connect will be built at the Poznan plant in Poland, starts at 23,340 Euros, 5,000 Euros higher. This might make business owners ponder whether they need "premium design" or if a cooler "SUV look" will suffice. In the end, Frank Butt concludes: The main thing is that you drive a Ford...Translated automatically from German.
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