Ford Transit Engine Code? 287 Most Correct Answers

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Ford Transit Custom Specifications

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When you’re on the hunt for a Ford Transit Custom, you’ll want to know everything about every aspect of the car – and Parkers has all the specs you need to know how it fits into your life. Find out all the details on these pages and compare them with competing models.

How to check engine light codes without a scanner + 3 FAQs

Using an OBD1 or OBD2 scanner is something every car owner should be familiar with.

But even if you can operate a scanner or code reader, it may not be accessible at all times. That’s why it’s important to know how to check engine codes even without a scanner.

Luckily, there are several ways to do this using just your odometer or ignition key, which we’ll cover in this article.

We will show you step by step how to check engine light codes without a scanner and answer some related questions you may have on the subject.

This article contains:

Let’s start.

How to Check Engine Light Codes Without a Scanner (Step by Step)

There are several ways to access a Check Engine Light code or codes without a scanner or code reader. However, the approach you take will depend on whether your vehicle generates OBDI or OBDII codes.

Let’s take a look at some methods to get your vehicle codes:

A. Using the ignition key

The ignition key method is the easiest to get OBDI and OBDII codes.

Here is a simple step-by-step guide:

Step 1: Turn the ignition key

Turn the ignition key ON and OFF without running the engine. Do this several times (usually 3-5 times), making sure you stop turning the key in the ON position.

How often you have to turn your ignition key depends on your vehicle model.

However, there is a simple trick.

Watch the dash behind your steering wheel and when all the lights come on there, you can stop turning the key in the ignition.

Note: Don’t worry if you accidentally crank the engine. Just start over and your car will search for stored check engine light codes.

Step 2: Check your dashboard

Immediately after the dashboards light up, they go out, except for one – usually the service engine light.

Watch it closely now.

When you see the odometer showing the engine light codes, make a note of each trouble code (DTC). This method usually works on newer vehicles or vehicles with the OBDII system.

However, if instead of the odometer reading, your check engine or service engine light starts pulsing or flashing, then your vehicle is OBD1. And the flash produced by the engine light is your error code.

How to read the code?

Reading a code from an indicator light flash can be difficult.

Each engine light pulse represents a digit and the pause between pulses indicates the separation between the digits. A zero is represented by the engine light flashing rapidly.

For example, vehicle error code 32 looks like this:

Pulse, Pulse, Pulse, PAUSE, Pulse, Pulse (3 and 2 = 32).

Step 3: Write down and interpret the check engine codes

Note the check engine light codes as they flash. Then check your repair manual for code descriptions and understand the exact problem.

For example:

If you own a Honda, check if engine code 0 indicates a problem with the electronic control unit (ECU) and code 16 indicates problems with the fuel injectors.

If you own a Nissan, trouble code 22 indicates a problem with the fuel pump and code 31 ECU.

Let’s look at the other method that does not involve an engine code reader or DTC scanner.

B. Using the odometer

The odometer method allows you to read a check engine light code without a scanner or code reader.

Here are the simple steps you need to follow:

Step 1: Reset the odometer

Press the odometer trip and reset buttons while turning the ignition key to ON. After turning on the ignition key, release the odometer reset and trip buttons to check if the diagnostic trouble code or DTC appears on the odometer display.

If the trouble code comes up, you have succeeded in generating a diagnostic trouble code without a code scanner. Make a note of each trouble code and check your manual for the DTC definitions.

Step 2 (optional): Reset the odometer and turn the ignition key several times

If the reset method doesn’t work, try again.

This time, press the trip meter trip and reset button and turn the ignition key ON, OFF, then ON again.

It is important to end the action in the ON position.

Then release the trip and reset buttons on the odometer.

Check the digital odometer screen; The error code should appear.

What if the error codes still don’t appear?

This probably means your car does not support OBDII codes.

In this case, try step 3.

Step 3 (alternative): Use a paper clip or jumper wire

If your car supports OBD1 and doesn’t respond to the above method, there is another way to get your engine code – using a paper clip or jumper wire.

First, make sure your car is turned off. Then locate the OBD connector (diagnostic connector) under the steering wheel. Check your owner’s manual for the exact location.

You will notice two clamps on the diagnostic connector. Connect them with a paper clip or jumper wire. This creates a closed cycle.

Then turn on the ignition without starting your vehicle and the engine light will flash showing your trouble code.

The flash appears in the same way as mentioned in the ignition key method – pulses and pauses.

Now that you know how to check engine light codes for OBDI and OBDII codes without a scanner, let’s answer some related questions.

3 FAQs for checking car codes without a code scanner

Here are some answers to common questions about reading engine or car trouble codes without a scanner or code reader.

1. How to reset or clear codes without scan tool?

If you own an OBD1 car, follow these steps to reset the check engine light codes without using a scanner:

Step 1: Park your car on level ground and then engage the parking brake. When your car is in a safe place, open the hood.

Step 2: Disconnect the battery. To do this, locate the negative cable on the battery, and then use a wrench to loosen the clamps on the battery posts. This allows you to remove the negative cable.

Now remove the positive cable from the battery. Be careful and make sure the positive and negative cables do not touch each other when removing.

Step 3: After removing the battery cables, you should turn the ignition switch on and off 3-5 times.

Step 4: Press and hold the steering wheel horn for at least 30 seconds to discharge the stored energy in the ECU capacitor.

Step 5: Now it’s time to reconnect the battery cables. It is best to wait 10-15 minutes before reconnecting.

First connect the red cable to the positive pole and then the black cable to the negative pole of the battery. Tighten the clamps to secure.

Step 6: Turn on the ignition and check the warning lights on the dashboard. Then start the engine to warm up. This should clear codes and the check engine light should go off.

Note: This method works for OBDI vehicles and not OBDII. To clear OBD2 codes you need to connect an OBD2 scanner to your 16 pin diagnostic connector. An OBD2 scanner is easily available in the market.

Regardless of the approach, however, the check engine light will come back on if you do not fix the trouble code that is causing the problem.

2. What should I know about checking vehicle codes without a scanner?

Here are some things you should know about checking your car’s trouble codes:

The OBD1 or OBD2 code will be cleared automatically after your mechanic fixes the problems or replaces faulty auto parts.

Reading blink codes from the check engine light takes a few tries to get it right, especially when there are multiple codes present.

If you are unable to generate or read the code using the odometer or ignition key method, you can always contact a mechanic.

3. What is an odometer reset button?

An odometer is an instrument used to measure the distance traveled by your car. And the button to reset to 0 miles is called the odometer reset button.

The location of the button depends on your vehicle model.

For example, if you own a Nissan or Honda, you will most likely find the reset button on the left steering wheel stalk. Other vehicle models may have it on the dashboard near the odometer.

Final Thoughts

Checking multiple codes without a scanner is possible, and these tips may help you in an emergency.

However, verification without a scanner is not ideal.

Remember that checking engine light codes is not easy without a handy scan tool, especially if your car is OBDII as there are millions of trouble codes.

That’s why it’s best to enlist the expertise of a professional mechanic like RepairSmith.

They are a mobile car repair and maintenance solution to help you fix all your OBD code problems and even read the trouble codes when you can’t take care of them.

RepairSmith is available 7 days a week and online booking makes it easy to avail services.

So get in touch with them right away and their ASE certified technicians will clear codes and turn off your glowing check engine light!

You can easily find out what engine is in your car by checking the VIN number, which can be seen in the owner’s manual or under the hood. The VIN is also found on the front of the driver’s side dashboard in most cases. Of the 17 digits of a VIN, the eighth character contains information about your car’s engine. Decode it to find out what kind of engine your car has. If you know the specific model, year and trim level of your car, you can use this information to search the internet to see what type of engine your model has.

Ford Motor Company uses the following VIN formats and codes.

American Ford [ edit | edit source ]

American VIN format [edit| edit source ]

Ford does not directly encode the platform name in the VIN, although there is a lot of other information there. Instead, the company uses a serial number to identify a vehicle type. Ford VIN format is as follows:

American restraint types [ edit | edit source ]

The restraint type is indicated as digit four of the American Ford VIN for passenger cars.

VIN. G Description P Passive belts (manual) B Active belts C Driver airbag and active belts L Driver and front passenger airbags (first generation) and active belts F Driver and front passenger airbags (second generation) and active belts K H Driver and front passenger front and side airbags and active seat belts D Front and side airbags and active seat belts for driver and front passenger All positions

American GVWR Codes [ edit | edit source ]

Value mass in pound a to 3,000 b 3,000 C 4.001 – 5,000 D 5.001 – 6,000 E 6.001 – 7,000 F 7.001 – 8,000 g 8,001 – 8,501 – 9,000 K 10,000 k 10.001 – 14,000 m 16,000 m 16.001 – 19.500 N 8,501 – 9,000 P 7,001 – 8,000 R 6,001 – 7,000 S 9,001 – 10,000 T up to 3,000 U 3,001 – 4,000 V 8,001 – 8,500 W 10,001 – 14,000 Y 4,001 – 5.00 Z

American Models [ edit | edit source ]

The model type is specified in positions five to seven of the American Ford VIN. The first digit indicates the series or brand, the next the series, the last the vehicle type. Type often indicates engine size, driven wheels, body style, and similar factors.

American engine codes [ edit | edit source ]

Ford encodes the engine type in digit 8 of the VIN. The following table shows the different engines coded there:

Engine codes for passenger cars [ edit | edit source ]

Light truck engine codes [ edit | edit source ]

Engine codes for commercial vehicles [ edit | edit source ]

American Ford Factories [ edit | edit source ]

See list of Ford factories

European Ford [ edit | edit source ]

European VIN format [edit| edit source ]

European body types [ edit | edit source ]

Body type ID (position 4) Description 3 Van High Roof 5 Estate High Roof A 3-door B 5-door C 2-door coupe and 3-door hatchback (Ford Fiesta ST Mk. 7+?) D 5-door hatchback ( Focus RS Mk 3+?) E 3-door hatchback F 4-door sedan G 5-door MPV J 5-door SAV (Sports Activity Vehicle) K 5-door LMV (Luxury MPV) L 2-door convertible N 5-door station wagon /Wagon/Clipper P 5-door Hatchback S 5-door Estate T 2-door Sedan U 5-door Van V 2-door Van W 3-door Van

European model series [ edit | edit source ]

Line ID (position 7) Description B Ford Britain C Ford Britain branch

Ford Lusitana S.A.R.L. Azambuja, Portugal E Subsidiary of Ford Germany G Ford Germany L Ford Brazil P Portugal S Japan W Ford Spain Z USA

European factories [ edit | edit source ]

See list of Ford factories

European models [ edit | edit source ]

Ford Australia [ edit | edit source ]

Australian VIN format [ edit | edit source ]

Ford Australia has used the same basic VIN system for Australian assembled vehicles since the early 1960s. When Australia moved to mandatory 17-digit VINs in 1989, Ford VINs became 17-digit VINs by adding 6FPAAA before the original numbering system. With the exception of some L-Series (Louisville) trucks equipped with other brand engines, the engine numbers match the VIN with the 6FPAAA omitted.

Item Example Description 1 6 World Manufacturer ID 2 F 3 P 4 A Fixed Padding (always AAA) 5 A 6 A 7 J Platform Origin 8 G Manufacturing Location 9 W Model Code 10 A 11 1 Year 12 G Month 13 8 Consecutive Number 14 0 15 7 16 0 17 1

Origin of the Australian platform [ edit | edit source ]

The platform code indicates the origin of the underlying platform on which the vehicle is built, even if the body was designed locally.

VIN Code Origin A North America C Europe or UK J Australia U Japan (Mazda)

Australian manufacturing site [ edit | edit source ]

See also list of Ford factories

VIN Code Location G Broadmeadows (main line) H Brisbane K Sydney L Broadmeadows (branch line)

Ford WMIs [ edit | edit source ]

WMI Country Description Vehicle Types AFA South Africa MPB Thailand MNBLS4D107W200832 Thailand AutoAlliance Thailand NM0 Turkey PE1 Philippines Ford Motor Company Philippines SFA United Kingdom Ford Motor Company Ltd TW2 Portugal Ford Lutisania sarl UNI Ireland Henry Ford and Son Ltd VS6 Spain Ford Espana sa WF0 Germany Ford Werke A.G. WF1 XLC Netherlands Ford Nederland nv Y4F Belarus Ford Union 1F1 USA Ford Motor Company Ford MPV – Sedan 1F6 Detroit Chassis LLC Ford Basic (stripped) Chassis 1F7 MSX International Detroit, MI Ford Passenger Car 1FA Ford Motor Company Ford Passenger Car 1FB Ford Bus 1FC Ford Basic Chassis (Lined) 1FD Ford Incomplete Vehicle 1FM Ford MPV 1FT Ford Truck (Complete Vehicle) 1L1 Lincoln Passenger Car – Sedan 1LJ Lincoln Incomplete Vehicle 1LN Lincoln Passenger Car 1ME Mercury Passenger Car 1MH Mercury Incomplete Vehicle 1YV AutoAlliance International Mazda 6 1ZV Ford Mustang 2005-2014 2FA Canada Ford Motor Company of Canada, Ltd r 2FD Ford incomplete vehicle 2FM Ford MPV 2FT Ford truck (complete vehicle) 2ME Mercury car 2MH Mercury incomplete vehicle 2MR Mercury MPV 3FA Mexico Ford Motor Company (Mexico) Ford car 3FD Ford incomplete vehicle 3FT Ford truck ( Complete Vehicle) 3MA Mercury Passenger Car 3FN Blue Diamond Trucks S. De R. L. De C. V. Ford Truck (Completed Vehicle eug) 3FR Ford incomplete vehicle 4F2 USA Ford Motor Company Mazda MPV 4F4 Mazda truck (complete vehicle) 4M2 Mercury MPV 5L1 Lincoln MPV – sedan 5LM Lincoln MPV 5LT Lincoln truck (complete vehicle) 6FP Australia Ford Australia 8AF Argentina Ford Argentina 9BF Brazil Ford Brazil 8XD Venezuela Ford Motor Venezuela

Ford month codes [edit | edit source ]

month 1968

1972

1976

1980

1984

1988

1992

1996

2000

2004

2008

2012

2016

2020

2024

2028

1969

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2017

2021

2025

2029

1970

1974

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2014

2018

2022

2026

2030

1971

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2007

2011

2015

2019

2023

2027

2031

January B J L C February R U Y K March A M S D April G P T E May C B J L June K R U Y July D A M S August E G P T September L C B J October Y K R U November S D A M December T E G P

↑ http://www.cortina-mk1.com/identify.php Australian assembled MK1 Cortina VIN decoding ↑ http://members.pcug.org.au/~jcarroll/capri/vincode.htm Australian assembled VIN decoding capri

As the Ford Transit tends to be the second best selling van in the UK – behind its smaller sibling the Ford Transit Custom – it shouldn’t be difficult to track down one that suits your needs, whether you’re buying new or used:

>> New Ford Transit vans for sale

>> Used Ford Transit vans for sale

You probably already know whether you need an additional row of seats for the crew – this makes the decision between the normal panel van and the Double-Cab-in-Van (DCiV) easy. Chassis cab models are also available.

Which Ford Transit carries the most?

The size of transit you need will likely depend on what you are carrying; For full load capacity information, visit our dedicated Ford Transit dimensions page.

However, if payload is key, be aware that the larger the van itself, the less mass it can legally carry at a given gross vehicle weight (GVW) – so don’t automatically opt for an extra-large version if you loaded are likely to be very heavy.

However, in late 2020 Ford added a new 5.0-tonne variant to the Transit range. This has enormous payload capacity but requires the driver to hold a driver’s license for vehicles over 3.5 tonnes GVW. For full details, see our Ford Transit 5.0 tonne news story.

Which Ford Transit engine is the best?

Both the original 2.2-litre and later 2.0-litre engines offer a good driving experience – but while the 2.0-litre engines had some issues (see Reliability section), they’re also more refined and have more torque in the lower speed range. This makes them more comfortable to drive.

The increased torque is particularly useful as it means even the entry-level 2.0-litre 105PS engine has enough power – 360Nm – to get a laden Transit moving. The older 2.2L 100hp engine isn’t nearly as capable in these situations.

However, the more powerful engines (125hp and 155hp in the 2.2-litre Transit, 130hp, 170hp and now 185hp in the later 2.0-litre Transit) still represent useful upgrades, especially if you’re a regular are traveling at highway speed.

An automatic transmission is also worth considering if traffic is to be a constant companion on your daily journeys – it is not only more wear-resistant to drive, it should also prevent premature clutch and tire changes due to clumsy driving. Given the choice, we’d go for the 10-speed auto, although that’s only available in rear-wheel drive combo.

Which Ford Transit trim level is the best?

Most buyers will opt for the entry-level base trim level of the Transit, which comes fairly well-equipped as standard and is good value for money.

However, if you’re willing to spend more to get the higher-end Trend, you get a load of extra equipment – including front and rear parking sensors, heated windscreen, automatic lights and wipers, cruise control and a better infotainment system which are really useful in a large van . The loading area is also trimmed to half the height. Trend is also a strong value.

The fashion for better equipped vans has prompted Ford to add a higher-end Limited model from the 2019 facelift, and then the rugged Trail model in 2020. Both are equipped with air conditioning as standard.

Ford Transit individual model reviews

Looking for more details on a specific Ford Transit model? We have the following individual reviews (click on the name to jump directly to the review):

Ford Transit Trail all-wheel drive in the test

Tested October 2020 by CJ Hubbard

Trail trim and four-wheel drive make for a robust Transit

Looks good, handles the terrain admirably

Lots of standard kit, but not cheap with it

The Trail is Ford’s new badass trim level for hard-working drivers who particularly need the reassurance of extra traction – although anyone drawn to the visual power of this outstanding FORD grille will be delighted as well.

As such, front-wheel drive (FWD) models come standard with a high-grip mechanical limited-slip differential (mLSD), allowing them to claw up slippery slopes that could soil even a carefully driven standard van (the differential is great for aggressive standing starts in the wet, too). , but that’s probably not that important for a transit driver, is it?).

However, if you really need to take on tougher stuff, the Trail is also available with Ford’s Intelligent All-Wheel Drive (AWD) option. And that’s exactly what we tested here, at Millbrook Proving Ground in the UK, a site also used for off-road military training.

How does the Transit Trail’s 4WD work?

As with all AWD Transits, the Trail is based on a rear-wheel drive (RWD) model. If you leave it to your own devices, a ‘specially designed’ (thank goodness…) wet clutch controlled by a ‘heavy duty’ electric pump automatically distributes power front and rear to ensure drive is delivered to the wheels with the rider most grip goes . In conjunction with the electronic stability control, even across the axles if one wheel slips more than the others.

That sounds pretty ‘intelligent’, but it’s becoming a habit as the system continually monitors what the driver and vehicle are doing, taking into account engine speed, engine torque, accelerator pedal position, steering angle, braking and individual wheel speeds.

If you know the ground ahead is particularly treacherous, there’s an AWD lock setting that does

how did you test it

The Transit 4×4 has the same ground clearance as a regular RWD model, so it’s not a super extreme machine – you’ll have to look to the aftermarket or maybe a Mercedes-Benz Sprinter if ground clearance is an issue. But it easily handles a range of off-road challenges without breaking a sweat.

While we admittedly stuck with some of the milder sections of Millbrook’s off-road playground, it still meant cruising up (and down) steep loose surfaces and muddy slopes, and traversing sideways at angles in excess of 20 degrees – which weighed after a lot more feels You’re sitting high up in a tall vehicle like the Transit – covering a range of hilly terrain.

The Transit didn’t miss a beat. Without electronic descent assist, you’ll have to be gentle with the brakes on the descents, while climbing up often requires a lot of right foot and trust not to crash into something unseen at the top. But it’s clearly a well-sorted system that should handle the kind of moderate country bashing that requires a van like this.

What else do you get with the trail?

Aside from the grille, there’s also additional black exterior trim, black 16-inch alloy wheels, and Trail logos on the doors.

On the inside there are leather upholstery – to be easier to care for as well as more luxurious and said to be more durable – plus air conditioning and a heated Quickclear windscreen as standard.

AWD models are available with 130hp or 170hp versions of the 2.0-litre EcoBlue engine, which has high torque at low revs, making it easier to maneuver at low speeds when grip is poor. conditions to move. The FWD version is also available in 185 hp and as a 130 hp mild hybrid (mHEV) with slightly better fuel economy.

There’s a wide range of body sizes to choose from, while the cargo area on the AWD models is the same as on Transits with RWD – the cargo floor is slightly further off the ground than on FWD models. This results in a lower overall loading height. See our Ford Transit dimensions page for full details.

So is it worth it?

AWD Transit Trails are around £4,000-6,000 more expensive than the FWD versions, and the Trail is already one of the most expensive Transit van variants on the price list. So you must be fairly convinced that you need it.

That means they’re capable and they’re good-looking. We would be very, very tempted. But if you don’t need full four-wheel drive, the mLSD fitted to the front-wheel drive models works very well.

Ford Transit L3 Luton 2.0 liter TDCI 130 FWD automatic rating

Tested May 2017 by CJ Hubbard

First front-wheel drive Luton based on the current Transit

FWD increases payload while reducing operating costs

Tested with 130 hp Euro 6 engine and automatic gearbox

Well, this Ford Transit Luton L3 meets many requirements.

For starters, it’s the first time Ford has offered this generation Transit with a Luton body along with front-wheel drive (FWD) through its bodybuilder service One Stop Shop (OSS). The one we’re driving is literally the first example in the country.

The resulting curb weight reduction compared to existing rear-wheel drive (RWD) Lutons offers up to 224 kg of additional payload as well as better fuel economy and lower CO2 emissions.

It’s also the first time we’ve driven Ford’s Euro 6 EcoBlue 2.0-litre diesel engine with less than the 170hp maximum. This Transit is powered by the mid-range 130hp version.

In addition, the engine is mated to Ford’s new SelectShift six-speed automatic transmission, only available on front-wheel drive Transits.

What is a Luton van?

A Luton van has a truck bed that extends across the cab and usually replaces the normal panel van body with a large, square box. Typically, Lutons are built on chassis or platform cabs that are already prepared to accommodate different rear structures.

The square sides and high roof make box Lutons particularly popular with movers as they have a more practical shape compared to the typically curved and inturned proportions of most box vans.

However, you lose any fuel savings gained from all the hours the manufacturer spent refining the base van’s exterior to improve aerodynamics.

But you’re buying one of these for cubic space, not absolute fuel efficiency.

How is this Ford Transit Luton?

It’s a very convincing all-rounder. There are larger Luton body options on the market, and those that offer a lower rear loading height – such as the Renault Master LoLoader – but few feel as solid and taut as this Transit.

We’re used to Luton bodies rattling like crazy, but we got none of that from this Ford.

This indicates that the conversion is particularly strong. As we have already pointed out, this FWD version increases the payload by up to 224 kg compared to the more conventional RWD Luton Transit that Ford already offers.

So while RWD models offer better traction (because the weight of the payload presses the driven wheels into the ground and improves tire grip), you have to really want that traction to not see the benefits of front-wheel drive.

Especially with the built-in automatic transmission that reduces clutch wear.

FWD Transit Luton dimensions and payload

We are testing the L3 model, which has the following critical dimensions:

Inner length of the loading box (without extension above the cab): 3,500 mm

3,500 mm Inner width of the loading box: 2,030 mm

2,030 mm Inner height of the loading box: 2,212 mm

2,212 mm loading volume: 17.2 cubic meters

17.2 cubic meters Maximum payload: 1,027 kg

Ford also sells a longer L4 Luton on the new front-wheel drive platform, which increases the length of the cargo box to 4,100 mm and the cargo volume to 19.7 cubic meters.

A non-Luton front-wheel drive panel van is also available in both lengths, reducing load volume to 15.7 and 18.3 cubic meters respectively.

Space inside is huge and square, with no intrusion from the wheel arches as the box body sits above them rather than between them. The cargo area is also completely separated from the cabin, which offers a potential plus in terms of safety.

A few practical things to consider before deciding to buy: Despite the introduction of front-wheel drive, the truck bed is still far off the ground as it sits over the wheels; and if you opt for the Luton – or the regular box – you also eliminate the convenience of side door access.

How is the 130hp Euro 6 Ford EcoBlue engine?

Impressive. Like its 170hp brother, the 130hp 2.0-litre EcoBlue engine is much smoother and quieter – and delivers its power far more eagerly – than the old 2.2-litre it replaces.

Maximum torque is a heady 385 Nm, which helps. You can already feel that the engine has a lot to offer as soon as you start it up – it starts much more lively than, for example, the new Volkswagen 2.0-liter engine with 140 hp in our long-running Crafter.

And although we could only drive the Luton unloaded, we certainly didn’t immediately wish for the extra power of the more powerful 170 hp / 405 Nm version; 130 hp bring the 2,473 kg curb weight of the large transporter well.

In fact, it adeptly demonstrates the inherent traction problems of the front-wheel drive layout, happily spinning the front wheels when you get past ambitious traffic lights.

And the rest of the driving experience?

Equally impressive. As usual, Ford has built a van with just as weighted steering, giving you a sense of confidence and control, and one that doesn’t lean too much around corners, nor tumble too much over bumps and potholes. The ride is comfortable but serene.

The six-speed automatic transmission also works well, shifting quickly and smoothly – in a way that certainly suits the engine.

Only occasionally, however, did we wish it would relax a little. Sometimes when you just want to lean on the engine’s torque for a little acceleration, the transmission will over-rev and instead slam on downshifts.

Ford Transit Luton Judgment

The Luton is a Ford One Stop Shop conversion which means it is covered by the standard 100,000 mile three year warranty. The conversion work will be carried out by VFS.

There’s a lot to like here. The 130hp engine feels up to the task, the automatic transmission adds to the ease of use and this is a refined van that offers a great driving experience.

As a Luton, it impresses with its rattle-free workmanship and large, practical loading volume. However, consider the payload capacity carefully as there are regular large panel vans that can legally carry over 50% more.

Ford Transit L3H2 2.2 liter TDCI 125 RWD Trend on test

Tested in June 2015 by Liam Campbell

Latest full-size rear-wheel drive Ford Transit on test

Sufficient performance and cavernous practicality of the L3H2 body

Costs £28,525 + VAT in the top-of-the-line Trend trim level

Ford Transit: a nameplate that over the past five decades has become synonymous with tradesmen, delivery drivers and all manner of mobile advertising by large corporations.

Once touted as the backbone of Britain, this new, larger Transit van is Ford’s attempt to assert its position as the maker of Britain’s favorite range of commercial vehicles.

We put the 2.2-litre, 125hp, rear-wheel-drive model with the L3H2 body under a fairly large microscope to see if it was up to the task.

Cavernous hold

L3H2? Such alphanumeric terminology is becoming commonplace in commercial vehicle circles, but in the case of the latest Transit range, it means it has the medium-length body and the lowest roofline available.

In layman’s terms it has a massive load compartment, measuring 3,350mm long so it can easily haul common pieces of lumber and pipe, and at 1,786mm most adults will be able to stand up inside without straining their necks. All in all, a very comfortable 11 cubic meter capacity or just under 1.4 tons of payload.

If space is your priority, stick with the front-wheel drive Transit. In an otherwise identical spec, not only is it slightly larger inside (six feet can stand straight in it, for example), it’s also £800+VAT cheaper than this model’s asking price of £28,525+VAT.

For those who routinely haul heavy loads, rear-wheel drive comes into its own as the extra weight over the rear axle helps improve traction.

Mechanically strong

Even in mid-length L3 form, the smooth, powerful 2.2-litre diesel engine feels up to the task of lugging the Transit and its goods around. The headline 125 hp is less important than the 350 Nm of torque tapped from a very low 1,450 rpm. Even with a strenuous payload, the Transit revs up quickly from a standing start in crowded urban environments and cruises quietly on freeways.

Choose the rear-wheel drive model and Ford suggests your Transit returns 33.6mpg. Again, driving to the front wheels could be financially beneficial: official claims of 37.7mpg mean visits to the diesel pumps will be less frequent.

count kit

Reasonably, the Transit’s wide cabin feels more comfortable than luxurious.

The standard kit includes cruise control, Ford’s Sync entertainment system with Bluetooth and MP3 connectivity, leather steering wheel and gear knob, electrically heated windscreen, automatic lights and wipers, and metallic paint.

Should You Buy One?

Cheaper to buy and cheaper to operate and maintain, Ford claims to have narrowed the residual value gap compared to the German brands.

This 2.2 liter 125hp TDCi Trend in rear wheel drive, 350 L3H2 form combines comfort, space and portability. It’s a great choice if you need the added benefit of rear-wheel drive traction for heavy cargo, but not quite the best – the higher-roof H3 is more expensive, but for the greater flexibility it’s a worthwhile investment.

Ford Transit all-wheel drive in the test

Tested by Liam Campbell in March 2015

Comes with AWD lock

Integrated with traction control system

Prices start at £30,245 plus VAT

For those who need more than a pickup truck’s cargo space and need all four wheels to work at once, the number of products on the market is pretty small. After the Mercedes-Benz Sprinter and Iveco Daily, the Ford Transit is now also available with all-wheel drive (AWD).

The 4WD van market has always been a niche sector but vital for specialty trades such as landscape parks, extreme landscaping and utility services operating in remote areas. For them, vans like the Ford Transit AWD have both the ability to function in difficult terrain and to carry all the necessary tools.

On this Ford, a heavy-duty electric pump and AWD clutch were paired to distribute available engine torque to all four wheels. Unlike competing systems, this setup is able to focus 100% of the torque split to the front or rear wheels, depending on conditions. Also, for the first time, the AWD system was integrated with the Transporter’s regular traction control system.

Under normal conditions, power and torque are sent to the rear wheels, but the automatic AWD system directs more torque to the front wheels when needed. Under extreme conditions, the switchable AWD lock continuously transmits increased torque to the wheel with the most grip.

Ford Transit AWD truck bed

The loading characteristics of the 4WD Transit are similar to the standard Transit, except that the loading height at ground level is slightly higher (26mm) than front-wheel drive models to accommodate the rear-wheel drive systems. This also limits the maximum height of items you can backload by the same amount; See our full Ford Transit dimensions section for more details.

Ford Transit AWD: driving on the road

On the road, the all-wheel drive Transit behaves like any other variant. The steering is very precise and car-like, with little body roll and plenty of feedback. Although the engineers did a good job of dampening road noise, the roar of the engine and driveshaft is uncomfortably loud under acceleration and at high speeds (especially on the Autobahn).

Ford Transit AWD: driving off-road

Stepping off the beaten track, we hit an icy rocky track and the Transit, which only ran in rear-wheel drive mode, began to struggle. The four-wheel lock is located to the right of the steering wheel and takes just a few seconds to engage once pressed. The system recognizes remarkably quickly which of the wheels has the most traction.

The AWD transfer case and front axle are fully integrated into the transmission assembly, so ground clearance is not reduced.

Ford Transit AWD: Verdict

Although we won’t be seeing the Ford Transit AWD scale Mount Everest anytime soon, we were very impressed with the off-road capabilities of this AWD machine.

The Transit Connect gets mixed performance reviews. Reviewers appreciate its relatively good handling around town, but bemoan its underperformance. Still, most agree that the Transit Connect is easy to use for urban transport. Its fuel consumption compared to that of a large van is another plus point.

“The Transit Connect’s small size also makes it easier to maneuver through narrow city streets and narrow alleys, a plus for parcel and delivery services.” – Kelley Blue Book

“But agility is good, it’s not fast. The 2.0-liter four-cylinder engine that took the motivational challenge on the old 2,642-pound Ford Focus is completely gambled away in the 3,470-pound Transit Connect. And “Imagine how slowly it would be loaded with its maximum payload of 1,600 pounds.” – Edmunds

“Passengers will feel most of the bumps, but the ride is far from harsh.” – Consumer Guide

acceleration and power

The 2012 Ford Transit Connect has a single engine available: a 2.0-liter four-cylinder that produces 136 hp. A four-speed automatic is the only available transmission. Although the small engine means that the Transit Connect achieves good fuel economy, almost every reviewer complains that the van is significantly underpowered. Also, some test drivers wish the Transit Connect’s transmission had at least one more gear, which would improve its performance and fuel economy. According to the EPA, the Transit Connect Van gets 21/27 mpg city/highway, while the Wagon model gets 22/27 mpg city/highway.

“Its four-cylinder engine may be far more fuel efficient than those V8-powered dinosaurs, but the Transit Connect is woefully underpowered for a vehicle of its size.” – Edmunds

“If there’s a weak spot for the 2012 Transit Connect, it’s under the hood. The 2.0-litre petrol engine is powerful enough to get you where you’re going, but when it’s loaded it strains the engine to reach higher speeds in time.” – Kelley Blue Book

“The acceleration from a standing start is hardly sufficient. Overtaking and merging power are virtually non-existent, even with only one person and a small amount of cargo on board. Loading Transit Connect anywhere near its rated 1,600-pound payload will continue to weigh it down. The transmission does its best to keep up with the rider’s power demands, but is sometimes reluctant to downshift, especially when going uphill.” – Consumer Guide

“Lows: Doesn’t progress quickly, the gas model’s four-speed automatic needs at least one more forward gear.” – car and driver

handling and braking

Reviewers are impressed with the Transit Connect’s handling, saying it’s easy to drive and surprisingly maneuverable in tight spots. The Transit Connect’s ride is reasonably smooth, and its low center of gravity helps reduce body roll.

“While you have to be careful not to bump into the high roof that goes under garage openings, the Transit Connect van isn’t that much wider than a Ford Focus, so once inside you can navigate around the parking garage or loading dock Getting Around With a turning radius of just under 39 feet, the 2012 Ford Transit Connect is much easier to turn than a standard van and fits easily into car-sized parking spaces.” – Kelley Blue Book

“The tall and narrow dimensions of the 2012 Ford Transit Connect make it easy to maneuver through narrow, urban streets that would make an Econoline driver double-check that his company’s insurance is paid for.” – Edmunds

“A low center of gravity and good steering feedback contribute to handling that can almost be described as nimble. The Transit Connect masters the urban jungle admirably. It’s generally stable on the highway, although its tall build makes it vulnerable to gusty crosswinds.” – Consumer Guide

towing and towing

The Transit Connect can carry up to 1,600 pounds of cargo. This rating isn’t bad given this van’s small size and car-based platform. Ford does not specify a maximum towing capacity. However, large vans like the Ford E-Series and Chevrolet Express can haul more than 4,000 pounds, depending on trim, and can also tow up to 10,000 pounds. If you need heavy hauling and towing, the Transit Connect isn’t the van for you.

Marketing name of a range of Ford diesel engines first introduced in 2000

automobile engine

The Ford Duratorq engine, commonly referred to as Duratorq, is the marketing name of a range of Ford diesel engines first introduced in 2000 for the Ford Mondeo line of vehicles. The larger displacement 5 cylinder units use the Power Stroke trademark when installed on North American market vehicles.

The first design, codenamed “Puma” during its development, replaced the older Endura-D unit, which had been around since 1984. Commercial versions of the Puma unit replaced Ford’s older “2.5Di” type unit used in the Transit and many other manufacturers’ vehicles – most notably the London Taxi and Land Rover Defender.

Other independent units in this area have been developed by Ford and PSA.[1][2] The TDCi Duratorq engines are available in Ford, Jaguar, Land Rover, Volvo and Mazda vehicles.

A new range of EcoBlue diesel engines, originally codenamed ‘Panther'[3], to be available in 2.0 and 1.5 liter variants, will gradually replace the Duratorq engines from 2016.[4]

Motor Reference[ edit ]

DLD[edit]

The inline-four engines are sold by Ford under the name Duratorq TDCi and by Citroën and Peugeot as HDi. These are part of the DLD family. Mazda also uses the DLD engine in the Mazda2 and Mazda3, calling it the MZ-CD or CiTD. The Ford/PSA joint venture for the production of the DLD was announced in September 1998.

There are officially two engine families in the range:

The 1.4L is generally non-intercooled

The 1.5L is derived from the 1.6L

The 1.6 L always has intercooling

Ford later added its unrelated 1.8 L DLD 418 engine to the DLD family, although it is actually part of the Ford Endura engine family.

The Duratorq DLD-414 (or DV4) is a 1.4 L; 1,399 cc (85.4 cu in) inline four-cylinder turbo diesel. Output is 50 kW (68 PS; 67 hp) at 4500 rpm and 160 N⋅m (118 lb⋅ft) at 2000 rpm. This engine was developed at Trémery by Peugeot as per the joint venture agreement with Ford described. This engine is built in France, Great Britain and India.

The DV4 is available in two versions:

One, an 8-valve design, uses a BorgWarner KP35 turbocharger but no intercooler. This is the same turbocharger as found on the Renault K9K Diesel. It is Euro III compliant but received a diesel particulate filter in 2006 to make it Euro IV compliant.

A second version uses a 16-valve DOHC design with an intercooled variable geometry turbocharger. This derivation will no longer be built from 2006 because it cannot meet the Euro IV regulations. It also uses Delphi Automotive’s DCR1400 common rail fuel injection system.

In 2012 Ford added the 1.5-liter, which is closely derived from the 1.6-liter engine. Bore has been reduced from 75 to 73.5mm while stroke remains unchanged at 88.3mm.

The DLD-416 (or DV6) is a 1.6L; 95.2 cu in (1,560 cc) 90 or 110 PS (67 or 82 kW; 91 or 112 hp) version also used by Ford, Mazda, Volvo, Mini, Peugeot and Citroën. This particular engine was designed by Peugeot[6] engineers on behalf of PSA and Ford.

The Duratorq DLD-418 is a 1.8 L (1,753 cc) intercooled common rail diesel engine. It is completely independent of the 1.4/1.6 units and is an evolution of Ford’s 1.8 8v Endura-D engine that was used in the 1980s and 1990s. However, Ford considers it part of the DLD family, as evidenced by the official name “DLD”.

The Endura-D was heavily redesigned and updated with a variable vane turbocharger and Delphi high pressure common rail fuel injection system and re-launched in 2001 as the ‘DuraTorq TDCi’ with the original engine being renamed the ‘DuraTorq TDDi’ .

This engine, possibly known as the “Kent Diesel” at Ford, is the latest evolution of the 997cc petrol engine introduced in the 1959 105E Anglia.

ZSD (“cougar”) [ edit ]

Name Year Displacement Maximum Power Maximum Torque ZSD-420 2000-2001 2.0L; 1,998 cc (?x?) I4 115 hp (85 kW; 113 hp) 280 N⋅m (207 lb⋅ft) ZSD-420 (Duratorq TDCi) 2001-2002 2.0L; 121.9 cu in (1,998 cc) (?x?) I4 130 hp (96 kW; 128 hp) 330 N⋅m (243 lb⋅ft) ZSD-420 (Duratorq TDDi) 2002- 2.0 L; 121.9 cu in (1,998 cc) (?x?) I4 115 hp (85 kW; 113 hp) 280 N⋅m (207 lb⋅ft) ZSD-422 (Duratorq TDCi) 2.2 L; 134.1 cu in (2,198 cc) (?x?) 155 hp (114 kW; 153 hp) I4 360 N⋅m (266 lb⋅ft) ZSD-422 (Duratorq TDCi)? 2.2L; 134.1 cu in (2,198 cc) (?x?) I4 85 PS (63 kW; 84 hp) 250 N⋅m (184 lb⋅ft) ZSD-422 (Duratorq TDCi)? 2.2L; 134.1 cu in (2,198 cc) (?x?) I4 115 hp (85 kW; 113 hp) 300 N⋅m (221 lb⋅ft) ZSD-422 (Duratorq TDCi)? 2.2L; 134.1 cu in (2,198 cc) (?x?) I4 140 hp (103 kW; 138 hp) 350 N⋅m (258 lb⋅ft) ZSD-424 (Duratorq TDCi)? 2.4L; 146.6 cu in (2,402 cc) (?x?) I4 100 hp (74 kW; 99 hp) 285 N⋅m (210 lb⋅ft) ZSD-424 (Duratorq TDCi)? 2.4L; 146.6 cu in (2,402 cc) (?x?) I4 115 hp (85 kW; 113 hp) 310 N⋅m (229 lb⋅ft) ZSD-424 (Duratorq TDCi)? 2.4L; 146.6 cu in (2,402 cc) (?x?) I4 140 hp (103 kW; 138 hp) 375 N⋅m (277 lb⋅ft) 2.5 (WLC) (Duratorq TDCi) 2006- 2.5 L; 152.5 cu in (2,499 cc) (93 mm × 92 mm (3.66 in × 3.62 in)) I4 143 PS (105 kW; 141 PS) at 3500 330 N⋅m (243 lb⋅ft) at 1800 3 .0 (WEC) (Duratorq TDCi) 2006- 3.0L; 180.2 cu in (2,953 cc) (96 mm × 102 mm (3.78 in × 4.02 in)) I4 156 PS (115 kW; 154 PS) at 3200 380 N⋅m (280 lb⋅ft) at 1800 3 .2 (Duratorq TDCi) 2006– 3.2L; 195.2 cu in (3,198 cc) (89.9 mm × 100.7 mm (3.54 in × 3.96 in)) I5 200 PS (147 kW; 197 hp) 470 N⋅m (347 lb⋅ft) 3 .2 (power stroke) 2014-2019 3.2L; 195.2 cu in (3,198 cc) (89.9 mm × 100.7 mm (3.54 in × 3.96 in)) I5 188 hp (138 kW; 185 hp) 470 N⋅m (347 lb⋅ft)

Codenamed Puma during development, these Ford 2.0L, 2.2L and 2.4L engines are called ZSD. They are manufactured at the company’s Dagenham factory in east London.

Note: The 2.5 and 3.0 liter W engines in the table above are NOT Puma engines. They are commercial diesel engines developed by Mazda with nothing in common with Puma. The “W” engine family is used in the Asia Pacific Ranger and Everest models that are currently being phased out.

Ford Mondeo Mk3 2.0 TDCi 130, Ford Duratorq 2.0L (1998cc) engine.

The Duratorq ZSD-420 was released in 2000 to coincide with the launch of the Mk3 Ford Mondeo and was originally available as a 2.0L (1998cc) direct injected turbo diesel. Producing 115 hp (85 kW; 113 hp) and 280 N⋅m (207 lb⋅ft), this was a huge improvement over the 1.8 Endura-D powering the Mk2 Mondeo. It featured a 16-valve cylinder head with two chain-driven camshafts and used a variable geometry turbocharger with overboost function.

In late 2001 the engine was fitted with Delphi common rail fuel injection and was designated Duratorq TDCi (Turbo Diesel Common Rail Injection), with the original unit renamed Duratorq TDDi (Turbo Diesel Direct Injection). Although generally identical to the original engine, the addition of the common rail system meant power was increased to 130 PS (96 kW; 128 hp), with torque increasing to 330 N⋅m (243 lb⋅ft). In 2002 the Duratorq TDDi was replaced by a detuned version of the Duratorq TDCi. Rated at 115 PS (85 kW; 113 PS) and 285 N⋅m (210 lb⋅ft), this unit used a fixed geometry turbocharger instead of the 130 PS (96 kW; 128 PS) variable geometry unit used in the TDDi. TDCi.

With 2005 came another detuned version of the TDCi for the Mondeo. At 90 hp (66 kW; 89 hp) and 280 N⋅m (207 lb⋅ft), this engine was significantly cheaper than other versions and was primarily aimed at fleet buyers.

Applications:

Ford Transit 2.0 TDDi & TDCi 75, 85, 100 hp (TDDi) 125 (TDCi) (75 hp (55 kW; 74 hp) / 175 N⋅m (129 lb⋅ft)) (86 hp (63 kW; 85 hp) / 230 N⋅m (170 lb⋅ft)) (101 hp (74 kW; 100 hp) / 250 N⋅m (184 lb⋅ft)) (125 hp (92 kW; 123 hp) / 285 N⋅m (210 lb⋅ft))

2000–2002 Ford Mondeo 2.0 TD & TDDi, 115 hp (85 kW; 113 hp) and 280 N⋅m (207 lb⋅ft)

2001–2007 Ford Mondeo 2.0 TDCi 130, 130 hp (96 kW; 128 hp) and 330 N⋅m (243 lb⋅ft)

2002–2007 Ford Mondeo 2.0 TDCi 115, 115 hp (85 kW; 113 hp) and 285 N⋅m (210 lb⋅ft)

2005–2007 Ford Mondeo 2.0 TDCi 90, 90 hp (66 kW; 89 hp) and 245 N⋅m (181 lb⋅ft)

2003–2009 Jaguar X-Type 2.0d, 130 hp (96 kW; 128 hp) and 330 N⋅m (243 lb⋅ft) DSWDD

2017 Ford Ranger engine

In 2004, Ford introduced the Duratorq ZSD-422, a 2.2 L (2,198 cc) turbodiesel for top-of-the-line Mondeo and Jaguar X-Type 155 PS (114 kW; 153 hp) versions. This is unrelated to the PSA DW12 2.2 unit used in Peugeot and Citroën applications.

Applications:

The 2.4L; 146.6 cu in (2,402 cc) Duratorq ZSD-424 is a turbocharged and intercooled diesel. Output is 75 PS (55 kW; 74 PS) to 137 PS (101 kW; 135 PS) and 185 N⋅m (136 lb⋅ft) to 375 N⋅m (277 lb⋅ft).

Applications:

A 2.5 L diesel engine was introduced for the 2007 Thai-built Ford Ranger (J97U). This truck is a Mazda B-series clone and thus the engine is a Mazda engine. It has a bore and stroke of 93 mm × 92 mm (3.66 in × 3.62 in). The engine has nothing in common with Ford’s “Puma” engine or VM Motori. It is an evolution of the naturally aspirated IDI Mazda 2.2L, later 2.5L NA and Turbo and later 2.9L NA, with Bosch common rail direct injection and a variable geometry turbocharger. The WLC engine code is a Mazda engine code that will not be changed for use in the Mazda B-series Ford Ranger clone. It produces 143 hp (105 kW; 141 hp) at 3500 rpm and 330 N⋅m (243 lb⋅ft) at 1800 rpm.

A 3.0-liter Mazda W engine, similar to the 2.5, is also used in the 2007 Ranger as the top-of-the-line model. Displacement is increased with a wider 96 mm (3.78 in) bore and longer 102 mm (4.02 in) stroke. It produces 156 hp (115 kW; 154 hp) at 3200 rpm and 380 N⋅m (280 lb⋅ft) at 1800 rpm.

The W engine family remains a Mazda engine and has nothing in common with “Puma”

The 3.2 is an in-line 5-cylinder engine used in the Ford Transit, Ford Ranger (2012-2022), Ford Everest (2015-2022), Mazda BT-50, Troller T4 and Vivarail D-Train . For the North American Transit, the 3.2-liter Duratorq is modified to meet American and Canadian emissions standards and branded as a Power Stroke engine. The 3.2 Power Stroke is rated at 187 hp (138 kW; 184 hp) and 470 N⋅m (347 lb⋅ft). and Version Asia & Europe DuratorqTDCi is rated at 200 hp (147 kW; 197 hp) at 3000 rpm and 470 N⋅m (347 lb⋅ft) at 1750 – 2500 rpm.[8]

2005 TDCi (PSA DW-based) [ edit ]

Continuing the diesel engine joint venture between Ford and PSA, these inline-four engines are sold as the Duratorq TDCi by Ford and as the HDi by Citroën and Peugeot. A further development of the existing DW10/DW12 engine, the new engines feature a traditional belt-driven system, moving away from the chain-driven camshafts of the previous generation TDCi engines (Puma). Both engines use common rail diesel technology and are the result of the fourth phase of the collaboration between PSA and Ford (initiated in 1998) [citation needed].

Both engines use all-new third-generation common-rail injection systems. The 2.0 engines use a system from Siemens and the 2.2 engines use a system from Bosch. In both systems, the injection pressure has been increased to 1,800 bar (26,000 psi). This higher injection pressure, coupled with new piezoelectric injectors, with each nozzle fitted with seven orifices (instead of the previous five), allows the number of injections to be multiplied (possibly up to six per cycle) and ensures careful uniformity of the spray pattern of the diesel injection . As a result of this optimized air-diesel mixture, combustion is more complete and even, therefore reducing emissions at source.

2.0 (PSA DW10-based) [ edit ]

Based on the PSA DW10 engine [citation needed] and displacing 2.0 L (1,997 cc), this engine was developed by Peugeot engineers in France on behalf of PSA and Ford Motor Company. [citation needed] Production currently takes place in France and Skövde in Sweden [citation needed]. The engine was released for Ford models in 2005 in the Ford Focus and followed in 2007 in the Mk IV Mondeo. It has a 16-valve cylinder head with two belt-driven camshafts (exhaust camshaft linked to cam belt, with intake camshaft linked indirectly via a timing chain) and uses a variable geometry turbocharger with overboost function. An intercooler is always present, unlike some of its predecessor’s applications.

In the 2005 Focus, engine power is 136 PS (100 kW; 134 hp); and in the 2007 Mondeo it is offered with 130 PS (96 kW; 128 PS) or 140 PS (103 kW; 138 PS) mated to a manual or 6-speed Aisin TF81 automatic transmission. In early 2010 this 2.0 unit was updated, as was the existing 138 PS (103 kW; 140 PS) version, a new 163 PS (120 kW; 161 PS) and 340 N⋅m (251 lb⋅ft) of torque version was ins assortment added.

Applications:

Other applications:

2.2 (PSA DW12-based) [ edit ]

Based on the PSA DW12 engine [citation needed] and displacing 2.2 L (2,179 cc), this engine was launched by Ford in April 2008 in the Mk IV Mondeo, soon after in the Ford S-Max and Ford Galaxy. It was developed by Ford in England as detailed in the fourth phase of the joint venture agreement with PSA. Production takes place at PSA’s Tremery plant. It has a 16-valve cylinder head with twin belt-driven camshafts and uses a variable geometry turbocharger with overboost function instead of the Peugeot and Citroën twin-turbo approach. The result is 175 hp (129 kW; 173 hp) with 400 N⋅m (295 lb⋅ft) of torque, although 420 N⋅m (310 lb⋅ft) is temporarily available thanks to the temporary overboost feature. Land Rover used this engine in the Freelander 2 and Range Rover Evoque.

In 2010 Ford and PSA revised the engine with a new turbocharger and a new output of 200 PS (147 kW; 197 hp) with 420 N⋅m (310 lb⋅ft) of torque and 450 N⋅m (332 lb⋅ft) in overboost conditions , while emissions are at Euro 5 level.

Applications:

2008–2010 Ford Mondeo 2.2 TDCi, 175 hp (129 kW; 173 hp) and 400 N⋅m (295 lb⋅ft)

2008–2015 Ford S-Max 2.2 TDCi, 175 hp (129 kW; 173 hp) and 400 N⋅m (295 lb⋅ft)

2008–2015 Ford Galaxy 2.2 TDCi, 175 hp (129 kW; 173 hp) and 400 N⋅m (295 lb⋅ft)

2010–2015 Ford Mondeo 2.2 TDCi, 200 PS (147 kW; 197 hp) and 420 N⋅m (310 lb⋅ft) (450 N⋅m (332 lb⋅ft) when overloaded)

Other applications:

V6 [edit]

The 2.7 L (2,720 cc) V6 is built by Ford and Jaguar Cars at their Dagenham plant and designed by Ford engineers at their product development centers in Dunton and Whitley. It is called AJD-V6 by Jaguar and DT17 by PSA Peugeot Citroën.

Ford and PSA added this V6 engine to their diesel engine joint venture in October 1999.

Applications:

V8 [ edit ]

The 3.6L V8 is built at the Chihuahua Engine Plant in Mexico. It is a twin-turbocharged diesel V8 producing 270 hp (199 kW; 266 hp) and 640 N⋅m (472 lb⋅ft). Production started in April 2006. It is very closely related to the 2.7 liter V6 version (same bore and stroke) and was manufactured at Ford Otosan R&D Center in Gebze, Turkey and Ford Product Development site in Dagenham Diesel Center develops powertrain team with input from Land Rover.

Applications:

See also[edit]

Range of light commercial vehicles manufactured by Ford

motor vehicle

The Ford Transit is a family of light commercial vehicles manufactured by Ford Motor Company since 1965, primarily as a van but available in other configurations including a full-size passenger van (marketed as the Ford Tourneo in some markets since 1995), cutaway van- chassis and a pickup truck. The vehicle is also known as the Ford T-Series (T-150, T-250, T-350), a nomenclature shared with Ford’s other light commercial vehicles, the Ford F-Series trucks and the Ford E-Series chassis becomes. As of 2015, 8 million Transit vans had been sold, making it the third best-selling van of all time[1] and has been produced across four basic platform generations (debuting in 1965, 1986, 2000 and 2013 respectively) with different “facelift” versions of each.

The first product of the merged Ford of Europe, the Transit, was originally marketed in Western Europe and Australia. By the end of the twentieth century, it was marketed almost worldwide, except North America, until replacing the Ford E-Series van in 2013. After its introduction in North America, the Transit quickly became the best-selling van of any type in the United States, including minivan sales.[2]

This reflects the success that the Transit has achieved in Europe, where it was the best-selling light commercial vehicle for forty years, and in some countries the term ‘Transit’ has come into common use as a generic trademark for all light commercial vehicles in the Transit’s size class .[3][4]

Taunus transit (1953) [ edit ]

motor vehicle

Ford Taunus Transit 1965 Ford Taunus Transit Overview Production 1953-1965 Assembly Cologne, Germany Body and chassis Body style 3/4 door panel van Floor plan FR layout

Ford Taunus Transit

The predecessor of the UK and German built Transit, the first production Ford to bear the ‘Transit’ badge, was a van built at Ford’s Cologne plant in Germany. It was introduced in 1953 as the FK 1000 (1,000 kg) with a 1.2-litre inline-four engine from contemporary Taunus. In 1955 the displacement was increased to 1.5 liters. From 1961 this vehicle was called the Ford Taunus Transit. The production of this model was stopped in 1965.

Brief historical review[ edit ]

On May 9, 1945, the day after the unconditional surrender of the German Wehrmacht in World War II, production was resumed at the German Ford-Werke AG in Cologne. Since the production of civil vehicles in the occupation zone was reserved for the British (e.g. Ford of Britain), Ford-Werke AG limited itself to the production of trucks (until 1948). Modified war models V 3000 S, B 3000 S and V 3000 A, as they were already produced in the Ford production facilities in the Third Reich before and during the Second World War. These trucks were now called “Rhein” and “Ruhr”.

At that time neither Ford of Britain nor Ford Werke AG were wholly owned subsidiaries of the Ford Motor Company of Detroit and before the Second World War each company had its own more or less protected market. By the time Germany declared war on the United States in December 1941, almost half the shares in Ford-Werke AG were in German hands, and its manufacturing facilities were managed by the Reich Commissioner for the Treatment of Enemy Property – Johannes Krohn. citation needed] Just as Ford had to comply with the Schell Plan type restrictions introduced in March 1939 in anticipation of war.[citation needed]

After the war, several economic borders were abolished and local markets no longer existed in the same way as before. This suddenly made Ford of Britain and Ford-Werke AG more competitive than local market subsidiaries of their parent company in Detroit on the entire European continent.

In 1951, Ford Werke AG launched the FK commercial vehicle series, FK stands for Ford Cologne, with vehicles of different sizes (FK2000 with 2 tons of payload, FK3000 with 3 tons of payload, FK3500 with 3.5 tons of payload, etc.). The FK series was the successor to the “Rhein” and “Ruhr” trucks. In 1953 the FK series was completed with the light delivery van FK1000/FK1250 (1t/1.25t payload), in competition with the Volkswagen Type 2 VW Bus, the DKW Type F89L Schnellaster or the Vidal & Sohn Tempo Matador.

As was usual in Anglo-Saxon countries at the time, Ford’s marketing experts attached more importance to the model/series designation than to the “Ford” label as a brand. Using the Ford logo and introducing the Taunus brand instead is untenable. Most British Ford products also did not have a Ford badge.

The commercial vehicles produced by Ford-Werke AG were marketed with the FK logo, while the passenger cars produced from 1948 were offered under the Taunus name based on the replica pre-war model Ford Taunus G93A.

Due to continental European customs, the original series and model designations “FK” and Taunus mutated into real brands, each with its own emblem and different models, comparable to Mercedes models from Daimler Benz or Opel models from General Motors. The FK emblem consists of two slightly overlapping ovals with the “F” from the well-known Ford emblem in the first oval and a “K” in the same font in the second oval. The Taunus coat of arms first showed Cologne Cathedral; From 1953 until it was discontinued in 1967, the Cologne city flag inspired the Taunus coat of arms.

In 1961, Ford stopped all truck production in Germany and took the FK brand off the market due to serious defects and the resulting sharp drop in demand -design, continued to sell well and, alongside the Taunus 12M/15M and the Taunus 17M, was now among the successful Brand Taunus with the model designation Transit offered. A comparable program to Volkswagen, which offered its VW Beetle, VW 1500 and VW Bus vehicles in the same way on the continental European market. The “new” Transporter Transit Taunus was now lettered with the Transit model name (instead of the FK logo) in large chrome letters and a large “Taunus” emblem and small Taunus lettering, which was also applied to the rear of the vehicle. What was new, however, was a small Ford logo below the right B-pillar.

From 1957, with the market launch of the Ford Thames 400E by Ford of Britain, the situation arose that Ford, together with the FK1000/FK1250 from Ford Werke AG, was now present on the continental European markets with two competing products. For example, the British Ford Thames 400E was assembled and improved in a left-hand drive version at the Ford assembly plants in Copenhagen, Denmark, as was the German FK1000 in Azambuja, Portugal. Both products were found in the markets of France, Spain, Italy, Switzerland, Benelux and Scandinavia. This proved to be disadvantageous and costly, especially after the fall of various trade barriers within the newly founded EEC.

For this reason, such a situation with internal competition and parallel developments was very unsatisfactory for Ford headquarters in Detroit. The aim was not only to standardize vehicle production (world car), but also to bring together corporate structures in Europe. Under the dictates of the parents, Ford of Britain and Ford-Werke AG started the “Redcap Project” in the commercial vehicle sector in 1963, from which the Ford Transit emerged in 1965 on the basis of a new, uniform platform.

Two years later, in 1967, Ford of Britain and Ford-Werke AG merged to form Ford of Europe, headquartered in Cologne, Germany. The Taunus brand was taken off the market. Ford forced the standardization of platforms and even model names across the European market under the Ford brand and logo. After the Ford Transit in 1965, a second unified platform (Ford Escort) was introduced in 1967. With the discontinuation of the Ford Zephyr (British) and Ford P7 (German) in 1972, all Ford platforms were unified for the European market. Since 1994 (repeal of the Ford Granada name) even the Ford model names are the same for the European market.

Naming system[ edit ]

The German vehicle was not widely exported, and the “Mark 1” label was generally applied retrospectively to the 1965–1978 British model (see below). While there have only been four base platforms since 1965, the various facelifts and upgrades have been denoted by a conflicting range of “mark” numbers over the years, with some sources counting a facelift as a new “mark” while others do not. Ford’s own historical review of Transit production, released at the launch of the 1994 model, avoids the issue by referring to generations of Transits by year of production. This article tries to mention all common naming systems.

First Generation (1965)[edit]

motor vehicle

Ford Transit Custom

Ford Transit with revised nose and longer hood for diesel and later V6 engines.

1971 facelift with rounded rectangular grille.

The first generation Transit, or the Transit Mark I in the UK,[10] was introduced in October 1965 and took direct ownership of the Thames 400E. This generation had the longest production run of any Transit to date, remaining largely unchanged for 12 years until the major facelift of 1978, with total production lasting over 20 years before finally being replaced by the all-new VE6 platform in 1986.

The van was originally manufactured at Ford’s Langley plant in Berkshire, England (a former World War II aircraft factory that had made Hawker Hurricane fighters), but demand exceeded the plant’s capacity, and production was stalled until it closed in the year Relocated to Southampton in 2013 in favor of the factory in İzmit, Turkey.[11]

Transits were also manufactured at Ford’s Genk plant in Belgium and Turkey. From the mid-1970s to the late 1981, Transits were produced in Amsterdam for the local market. This factory had sufficient capacity as the Ford Transcontinental produced there had little success (total production 8000 in 6 years). Although the Transit sold well in the Netherlands, it was not enough to save the factory, which closed in December 1981.

The Transit was introduced to replace the Ford Thames 400E, a small mid-engine cab-over van known for its narrow gauge and with similar looking but larger vehicles from the BMC J4 and J2 vans and the Commer PB range competed by the Rootes Group. In a UK market segment then dominated by Bedford CA, Ford’s Thames competitor was unable to attract sufficient fleet users due to its limited loading space. Ford switched to a front-engined configuration, as did Bedford with its well-regarded CA-series vans in the 1950s. Henry Ford II’s revolutionary move was to combine the engineering efforts of Ford of Britain and Ford of Germany to create a prototype for today’s Ford of Europe – previously the two subsidiaries had avoided entering into each other’s home markets compete but were direct competitors on other European markets.

The Transit, with its American-inspired design, was a departure from the European commercial vehicles of the time – its wide track gave it a huge advantage in load capacity over comparable vehicles of the time. Most of the Transit’s mechanical components were carried over from the Ford vehicle range of the time. Another key to the Transit’s success was the sheer number of different body styles: long and short wheelbase panel vans, pick-up trucks, minibuses, crew cabs, to name a few.

Engines used in the UK were the Essex V4 for the 1.7L and 2.0L petrol versions. By using relatively short V-4 engines, Ford was able to minimize the extra length needed to place the engine in front of the driver. Another popular development under the bonnet was fitting the van with an alternator at a time when British competitors expected buyers to settle for a dynamo.[12] A 43 hp (32 kW) diesel engine sourced from Perkins was also offered. As this engine was too long to fit under the Transit’s stub nose, the diesel version had a longer bonnet – nicknamed the ‘pig’s snout’. The underpowered Perkins proved unpopular and was replaced by Ford’s own York unit in 1972. For mainland Europe, the Transit had the German Ford Taunus V4 engine in Cologne 1.3-, 1.5- and 1.7- or Essex 2.0-litre versions. The diesel version’s long nose front was also used to house the Ford 3.0 L Ford Essex V6 engine (UK) for heavy duty applications such as vans supplied to police and ambulance services. In Australia, to complement the two available Essex V4 engines, the Transit was released in 1973 with the long-nose diesel front used to house a Ford Falcon-derived inline 6-cylinder engine.

The Metropolitan Police, through a Scotland Yard spokesman, reported of this vehicle in 1972 that “Ford Transits are used in 95 per cent of bank robberies. With the performance of a car and room for 1.75 tonnes of loot, the Transit is proving to be the “perfect getaway vehicle”, describing it as “Britain’s most wanted van”.[4][13][14]

The introduction of a live front axle, rather than the independent front suspension system employed on its British predecessor, may have been seen by some as a step backwards, but on the road commentators felt that the Transit’s wider track and longer wheelbase meant more than compensated for the apparent step backwards represented by Ford’s suspension choices.[12] Drivers appreciated the elimination of the excessive noise, odor and cabin heat that resulted from driver placement above or to the side of the engine compartment in the Thames 400E and other forward-steered light vans of the 1950s and early 1960s.

The Transit was also assembled in South Africa between 1967 and 1974 and was the last Transit sold in that country until a fully imported model was introduced in 2013.

Facelift (1977) [ edit ]

motor vehicle

Ford Transit MKII

In August 1977, a facelifted version — codenamed “Transit 1978+1⁄2” within Ford — normally referred to as the Transit Mark II,[10] debuted with a redesigned, longer nose section that now properly accommodates a In offers -Line engines in place of the Essex and Cologne V4s – hence the Pinto engine from the Cortina became the dominant powerplant in the Transit. Many fleet owners experienced premature camshaft wear in early Pinto units in the Cortina and for two years the Transit 75 was available with Ford Kent’s 1.6 L cross-flow engine. Heavy duty police or ambulance versions used the 3.0 L V6 version of the Essex engine, Australian variants from September 1978 had 4.1 L (250 cu in) inline 6 cylinder engines. The 100 PS (74 kW; 99 hp) 3.0 was also available in some heavier models.[18] The new front end styling brought the Transit back in line with the rest of the Ford of Europe passenger car range of the period, with square headlights and the black louvered grille, although the rear end styling remained unchanged. The Mk1’s rather spartan metal dashboard, with its single instrument panel, has been replaced by a full-width plastic panel with a more comprehensive instrument cluster and switchgear borrowed from the Taunus/Cortina Mk.4.

In 1984 the York diesel engine was restyled into the 2.5 L “DI” (direct injection) unit. At that time, this generation received a minor facelift with a gray plastic front grille with integrated headlight surrounds, wrap-around turn signals, longer bumper end caps, and multi-function rear lights with fog, turn signals, reverse, and parking lights for the van. This facelift did not usually result in a new “Mark” number.

The Mark II was available in 6 body styles: Van, Estate, Chassis Cab, Parcel Van, Bus and Crewbus, all in short wheelbase (2690mm) and long wheelbase (3000mm) versions. There were 5 engines to choose from: 1.6 liter OHC petrol, 1.6 liter OHV petrol (Kent), 2.0 liter OHC petrol, 2.0 liter OHC petrol ( Economy) and 2.4-liter diesel. There were also 32 door combinations, 6 final drive ratios and options for 12-17 interior seats. All of these were available in any combination when purchased with Ford’s highly customizable custom plan. This gave the economy unprecedented flexibility at the time, which made a significant contribution to the success of the vehicles.[19]

In 1981, the Hymer company introduced the Transit Clubmobil only for the European mainland market. It was equipped with a 1.6/2.0 OHC engine and featured a custom interior – velor captain-style swivel seats, pile carpet, motorsport steering wheel, unique 14-inch Ronal alloy wheels, unique side windows, folding rear seat, luggage box , unique front spoiler, tinted glass, power steering, spare wheel carrier and tailgate ladder. 150 were produced in 3 years of production and it is believed that fewer than 20 still exist.

In late 1982, the well-appointed Transit Ghia was introduced in some markets only as a nine-seater bus. This offered a velor interior, carpeting, tinted windows and a sunroof. Externally, it can be recognized by chrome hub caps and additional lamps in the radiator grille.[20]

In 1982, an all-wheel drive version called SIRA-Ford Transit entered the German market. This was developed together with Rau GmbH, a Ford dealership in Stuttgart.[21] “SIRA” combines “Sinpar” and “Rau”, because Rau was the representative of the French four-wheel drive specialist Sinpar in Germany, Austria and Switzerland. The SIRA Transit used a Sinpar transfer case and other parts and was available with the 2-litre petrol four or the 2.4-litre diesel on either wheelbase. The 4×4 Transit was later offered in other markets as well.

Second generation (1986)[edit]

motor vehicle

Pre facelift Ford Transit rear

The second-generation Transit platform, codenamed VE6, appeared in January 1986 and featured an all-new body that featured a “one-box” design (meaning the windshield and hood are at nearly the same angle) and front suspension was changed to a fully independent configuration on SWB versions. Originally fitted with Chubb AVA locks, Tibbe barrels were fitted soon after. The engine range was carried over largely unchanged from the last Mk.1 facelift model of 1978–1985, although in 1989 the powerful 3.0 Essex V6 petrol was replaced by the Cologne 2.9 EFI V6, largely due to emission regulations as the Essex V6 design was almost 25 years old at the time and still used a carburetor. The third generation of the Transit was developed under the code name “Triton”.[30]

A subtle facelift in 1992 carried fully independent front suspension across the range, while a redesigned layout allowed the use of single rather than paired rear wheels on the LWB derivative, further increasing payload – these models are recognizable by the slightly taller rounded headlights. In Australia, the third-generation Transit did not go on sale until March 1994, after being absent from that market for 13 years.

Facelift (1994) [ edit ]

1992–1994 Ford Transit (first facelift)

1994–2000 (in Europe) Ford Transit (second facelift)

A major facelift of the Transit in 1994 gave the Transit a new nose and dashboard and the 2.0L DOHC 8-valve engine as found in the 1994-1998 Ford Scorpio. It is similar to the earlier Sierra DOHC unit but without the distributor and uses the updated OBD II compliant EEC V level engine control unit. Some of Ford’s 16 valve engines as found in the Scorpio, Escort RS2000 and Galaxy were also based on this block. At the same time, air conditioning, power windows, central locking, power mirrors and airbags were offered as optional equipment.

In 1994 a campervan conversion known as the Auto-Sleepers Duetto was available, manufactured by Auto-Sleepers in Willersey, Gloucestershire. It was available with the high roof.[31]

The turbodiesel version was available in an 85 hp (63 kW), 100 hp (74 kW) and 115 hp (85 kW) version with an electronic fuel pump.

For the 30th anniversary of the Transit in 1995, Ford released a limited edition model called the Transit Hallmark. Six hundred were made and were available in three colors, with 200 of each made.

In Europe the VE83 Transit was available until 2000, but in Vietnam it was built until 2003 and was exchanged for the new generation in June.[26]

Chinese production[edit]

motor vehicle

Introduced in 2006, the Ford Transit VJX6541DK-M is a licensed version of the Transit assembled by Jiangling Motors (JMC) in Nanchang. Produced exclusively for the Chinese domestic market, it was derived from the second-generation VE6/VE83/VE94 platform. Compared to its Ford predecessor, which was produced from 1986 to 2000, JMC 70 made important design changes. The exterior featured an overhaul of the front fascia, including larger headlights and a redesigned grille and front bumper. The interior saw several ergonomic improvements as well as the standardization of power windows. ABS was offered as an option. The top speed is given as 68.35 mph (110 km/h).

The JMC-built Transit shared its underpinnings with the second-generation Transit, differing significantly in its powertrain configuration. Instead of Ford-produced engines, the model line used a Mitsubishi-produced 2.4-liter, 92 kW inline-4. Two Isuzu-produced 2.8-liter inline-4 diesels were offered; a naturally aspirated version with 67.6 kW to 68 kW and a turbocharged and intercooled version with 80-85 kW.

In 2008, Ford began selling the V347/V348 Transit in China alongside its JMC-made counterpart, labeling the Ford-made van the New Transit and the JMC van the Transit Classic. Between the two manufacturers, a total of 210,000 copies of both generations were sold in China; In 2012, Ford expanded operations, enabling an increase in production capacity to 300,000 vehicles.[33] In January 2010, Toyota’s recalls affected the Transit Classic as Ford/JMC used the same gas pedal supplier (CTS Corporation) because they suspected the units were defective and posed a risk of unintended acceleration. About 1,600 Ford Transit Classics in China were affected by the recall.[32]

Ford/JMC Transit Classic ambulance in Shenzhen

Ford-JMC Transit Classic Police Car (Guangzhou Public Security Police)

Ford-JMC Transit Classic police car, rear view

Ford-JMC Transit Classic Police Car (Chengdu Public Security Police)

JMC Teshun[ edit ]

As of May 2017, Jiangling Motors replaced the license-built Ford Transit with the JMC Teshun line of vans. While the Teshun shared much of its body with its predecessor, the front fascia was redesigned with a larger front bumper and grille. The interior was updated on the dashboard, along with the introduction of a front bench seating configuration.

Retaining the second generation Transit’s VE83 platform, the Teshun will be available with a Mitsubishi-produced 136 hp 2.4-litre inline-4 and an Isuzu-produced 116 hp 2.8-litre inline-4 diesel offered; both engines are paired with a 5-speed manual gearbox.[34]

JMC Teshun Turbo GL

JMC Teshun Turbo GL, rear

JMC Teshun

Third Generation (2000) [ edit ]

motor vehicle

Introduced in July 2000, the Transit [42] was the third all-new design, borrowing styling cues from Ford’s “New Edge” designs such as the Focus and Ka. Developed by Ford in the United States, the main innovation is that it can be fitted with either front- or available with rear-wheel drive. Ford nomenclature makes this the V184 (rear-wheel drive) or V185 (front-wheel drive) model. This model features the Duratorq “Puma” type turbocharged diesel engine also used in the 2000 Mondeo and Jaguar X-Type, with the petrol versions being upgraded to the 2.3L 16-valve edition of the inline-4 engine rising up. A demonstration of the speed of this model, with the smallest panel van body, the most powerful 136 hp 2.4 Duratorq turbo diesel engine and optional 6-speed manual gearbox, was featured in Top Gear’s 2005 Series 6, where German racing driver Sabine Schmitz attempted to drive it around the Nürburgring in less than ten minutes, which is the same as Jeremy Clarkson’s time in a turbodiesel Jaguar S-Type; After weight reduction and aerodynamic modifications, she was only just unsuccessful and marked her fastest lap with 10:8 minutes.

This version won the International Van of the Year 2001.

Ford Transit pre-facelift

The Durashift EST automatic transmission (optional for all rear-wheel drive models) features dashboard-mounted controls, a specially adapted manual mode, tow mode, economy mode and winter mode. This is known in the Australian market as the ASM (Automatically Shifting Manual) system.

In 2002 the first high-pressure common rail diesel engine was introduced in the Transit, with the introduction of the 125 hp (92 kW) HPCR 2.0-litre in FWD. Production of the van began at the new Ford-Otosan plant in Kocaeli, Turkey, which meant the end of all production at the Genk, Belgium plant, which had been producing Transits since 1965. This coincided with the launch of the Transit Connect (also produced in Kocaeli), a small panel van based on the C170 (Focus) platform, aiming to replace the older Escort and Fiesta-based models. Despite the name, the Connect has no tech in common with the full-size Transit.

In 2003 came a new instrument cluster with a digital odometer.

2004 saw the launch of the first RWD HPCR, the 2.4-liter, 135 hp (99 kW) variant, which also introduced the MT-82 RWD 6-speed manual transmission.

The 5 millionth transit left Southampton on Monday 18 July 2005 and was donated to an English charity.

Facelift (2006) [ edit ]

Ford Transit (facelift)

Ford Transit (facelift)

Ford Transit XXL

The third generation Transit received a body facelift introduced in August 2006, including new headlights and taillights, a new front fascia and a new interior with the in-dash gearshift and Ford’s new corporate radio design. Alongside the design changes were the powertrains revised. The old petrol engine was replaced with one from the Ford Ranger, the front-wheel drive diesel was enlarged from 2.0 to 2.2 liters and all diesel engines received high-pressure common rail systems (TDCi). The powertrains have been modified to meet the new emissions regulations. In addition, the facelift introduced CAN bus electronics to the Transit for the first time. The new version (Ford nomenclature V347 for front-wheel drive and V348 for rear-wheel drive) won the International Van of the Year in 2007, despite stiff competition from several completely new competitors. This Transit arrived in Mexico to replace the Freestar after the 2007 model year. This was the first Transit available with a five-cylinder engine (in the 3.2-litre, 200hp version).

In mid-2006 the “Sport Van” came onto the market, a production van with a 130 hp (96 kW) engine, additional styling parts, “Le Mans” stripes and 18-inch alloy wheels.

In late 2007 the 140 hp (103 kW) engine was introduced for front-wheel drive (instead of the 130 hp) with the VMT6 6-speed manual gearbox to handle the extra power.

The 6-speed gearbox was introduced on the mid-powered FWD in late 2008 when the 110 hp (81 kW) engine was uprated to 115 hp (85 kW).

In late 2008, the ‘coated diesel particulate filter’ (cDPF) – designed to meet higher emission standards than the current Euro IV requirement – was introduced as an option for all diesel engines. Production ended in 2013 when the Southampton plant closed, making this generation the last of the UK-built Transits but returned to China in two modified forms.

Engines

2.2 liter diesel, 63 kW (86 hp); 2006-2014

2.2 liter diesel, 81 kW (110 hp); 2006-2008

2.2 l diesel, 85 kW (116 hp); 2008-2014

2.2 l diesel, 96 kW (131 hp); 2006-2007

2.2 liter diesel, 103 kW (140 hp); 2007-2014

2.4 liter diesel, 74 kW (101 hp); 2006-2014

2.4 liter diesel, 85 kW (116 hp); 2006-2014

2.4 liter diesel, 103 kW (140 hp); 2006-2014

3.2 liter diesel, 147 kW (200 hp); 2007-2014

2,3 l Benzin, 107 kW (145 PS); 2006–2014

XXL [Bearbeiten]

Um den Status des Transit als International Van of the Year 2007 zu feiern, baute Ford einen Van im Stil einer Stretchlimousine – den Transit XXL. Es ist ein einzigartiges Special, das der teuerste Transit ist, der jemals hergestellt wurde.[43]

SuperSportVan [ bearbeiten ]

Der Ford Transit SuperSportVan war eine einmalige Hochleistungsversion des von Ford Europe gebauten Transit der dritten Generation. Es verwendet einen 3,2-Liter-Duratorq I5 mit Turbolader und 198 PS, der von einem größeren Transit-Modell geliehen wurde und mit einem 6-Gang-Getriebe verbunden ist.

Chinesischer Markt [ bearbeiten ]

Der Ford Transit der dritten Generation nahm 2008 die Produktion in China für das Modelljahr 2009 auf. Die Motorauswahl bestand aus dem 2,2-Liter-Turbodiesel, einem 2,3-Liter-Benziner für 2009er Modelle und einem 2,4-Liter-Turbodiesel. Der Transit in China erhielt ab dem Modelljahr 2013 ein Facelifting mit neuen Scheinwerfern und Rückleuchten. Ab 2019 sind der 2,2-Liter-Turbodieselmotor und das 6-Gang-Schaltgetriebe Standard in der gesamten Baureihe.

Facelift 2013

Facelift 2013 (hinten)

2021 Ford Transit Pro [ bearbeiten ]

Während der Beijing Auto Show 2020 wurde ein Facelift namens Ford Transit Pro vorgestellt, das ein weiteres Facelift des Ford Transit der dritten Generation für das Modelljahr 2021 enthält. Das Facelift verfügt über eine neu gestaltete Frontpartie und neu gestaltete Rückleuchten. Das Facelifting bietet auch einen aktualisierten Antriebsstrang, um die Emissionsnorm National Standard VI in China zu erfüllen. Der aktualisierte Motor ist ein 2,2-Liter-Dieselmotor mit 190 PS und 360 Nm, der mit einem 6-Gang-Schaltgetriebe gekoppelt ist.[47]

2021 Ford Transit Pro

2021 Ford Transit Pro (hinten)

Vierte Generation (2013) [ bearbeiten ]

motor vehicle

Der Transit der vierten Generation wurde im Januar 2013 auf der North American (Detroit) International Auto Show 2013 vorgestellt.[52] Im Gegensatz zur Vorgängergeneration, die in den USA entwickelt (aber dort nie verkauft) wurde, wurde der Transit der vierten Generation von Ford of Europe und Ford in Nordamerika gemeinsam entworfen. Nachdem der Transit 2013 für den weltweiten Verkauf in Produktion gegangen war, wurde er 2014 als Modell Anfang 2015 in Nordamerika verkauft.

Der Transit der vierten Generation war die erste Version, die in den Vereinigten Staaten und Kanada zum Verkauf angeboten wurde und den Personentransporter und Personenwagen der E-Serie ersetzte (die E-Serie wird weiterhin als Cutaway- / Fahrgestellkabine produziert). Obwohl seit 1965 produziert (fast so lange wie der Mustang), wurden frühere Generationen des Transit aus Nordamerika ausgeschlossen, um Modellüberschneidungen mit der Econoline / E-Serie zu vermeiden.

Mit der Einführung der vierten Generation wurde das Transit-Typenschild zu einer kommerziell orientierten Untermarke von Ford. Um sein gleichnamiges Fahrzeug und den Transit Connect MPV zu ergänzen, hat Ford den früheren Transit mit Frontantrieb in seine eigene Modellreihe, den Transit Custom (in der Größe zwischen Transit Connect und Transit), mit dem 2014 eingeführten Transit Courier auf Fiesta-Basis ausgegliedert als kleinstes Modell der Produktpalette. The namesake of the model line, the fourth-generation Transit is marketed against the Chevrolet Express/GMC Savana, Mercedes-Benz Sprinter, Fiat Ducato (and its variants), and the Volkswagen Crafter in markets worldwide.

Chassis [ edit ]

Ford Transit 350HD extended-length, high roof

Ford Transit 350 HD 3.2L chassis cab

The fourth-generation Transit is offered in a rear-wheel drive powertrain layout; the front-wheel drive version of the previous generation has been replaced by the Transit Custom. The Transit van is offered in two wheelbases (129.9 inches and 147.6 inches[53]) while the chassis cab/cutaway van is offered in three wheelbases (138 inches, 155.7, and 178 inches). As with previous-generation vans, extended-wheelbase vans were produced with either single or dual rear-wheel axles (the latter, a first for North America, which previously reserved the design for chassis/cutaway cabs).

In a major change from the E-Series, the Transit uses a unibody chassis design instead of a separate frame; while no longer using a separate chassis, the high use of boron steel allowed for increase in payload capacity of up to 600 pounds (over a similar-configuration E-Series).[54] The long-running Twin I-Beams of the E-Series were retired, as the fourth-generation Transit uses MacPherson struts for the front suspension; the live rear axle is leaf-sprung.[53] The model line is fitted with four-wheel disc brakes.[53]

Powertrain[edit]

For its worldwide introduction in 2013, the fourth-generation Transit inherited the Duratorq diesel engines from the previous generation, shared with the Ranger and Mondeo. A 2.0L inline-4 was introduced (for China), shared with the 2.2L and 2.4L inline-4s (the former, for Europe and Australia; the latter, Europe); the largest engine was a 3.2L inline-5 (for markets outside South America). Gasoline engines were also offered, including a 2.0L Ecoboost inline-4 (for China) and a 2.3L Duratec inline-4.

For production in the Americas, the Transit was offered with higher-displacement gasoline engines (shared with the F-Series). A 275 hp 3.7L V6 was the standard engine in North America, with a 310 hp 3.5L twin-turbo EcoBoost V6 offered in both North and South America; the 185 hp 3.2L inline-5 was offered beginning in 2015 (renamed as a Powerstroke diesel).[53] From 2015 to 2019, all engines were paired to a 6-speed automatic transmission, replaced by a 10-speed automatic for 2020.

As an option through Ford, the 3.7L engine can be converted to run on compressed natural gas (CNG) or liquefied petroleum gas (propane).[55]

Body configuration [ edit ]

In a design shift, the Transit (and Transit Custom) moved from the New Edge styling of the previous generation to the Kinetic design language; the interior was influenced by the third-generation Ford Focus.[citation needed] The fourth-generation Transit as both a van and as a chassis cab/cutaway cab; the pickup truck of the previous generation has been discontinued. The van is offered in three different roof lengths and three different roof heights.

In most worldwide markets, the Transit passenger van is primarily marketed under the Ford Tourneo name, with Ford using the Transit name for both cargo and passenger vans in the United States and Canada. In line with other Ford trucks in North America, the Transit is marketed in XL and XLT trims. In line with the F-Series trucks (and its E-Series predecessor), in North America, the Transit is marketed in 150/250/350 (and 350HD) payload series, determined by wheelbase, body length, and roof height.

As with the E-Series and the previous generation Transit, the model line serves as the basis for multiple commercial vehicles, including ambulances, buses, and recreational vehicles.

2014 Ford Transit 350E cargo van (Australia)

2014 Ford Transit 350E cargo van (Australia), rear view

2015-2018 Transit mid-roof cargo van (in front of Ford E-350).

Ford Transit 350 HD urban public transit minibus

Ford Transit 350HD with type-A school bus body

2020 facelift

For 2020 production, the Ford Transit underwent a mid-cycle model revision, distinguished by an update of the front fascia and dashboard.[56][57] In both Otosan and Claycomo-produced examples, the powertrain saw several updates. For North America, a naturally-aspirated 275 hp 3.5L V6 with port and direct injection replaced the 3.7L V6; the 3.5L twin-turbo V6 remained an option.[58] For markets outside the Americas, the four Duratorq diesel engines were replaced by a single 2.0L EcoBlue inline-4 turbodiesel (shared with the Ranger outside of North America).[56][57] Offered in multiple power outputs (105, 130, 170, 185 PS), the EcoBlue engine is also offered with a mild-hybrid option (with the 130 PS engine). Initially intended for North American sale (alongside the Transit Connect), the EcoBlue option was dropped shortly before its introduction.[59]

All-wheel drive is again an option for the model line.[56] A new trim level marketed as Transit Trail was also made available for the Transit and Transit Custom. It features a Quaife locking differential and design elements of the North-American market Ford F-150 Raptor.[60][61] A crew van body style was introduced as a new option; known as a double cab in Europe, the design combines the design of a passenger and cargo van, offering 5-passenger seating and a large rear cargo space.[57] The 2020 Transit also adopted power-sliding doors and dual sliding doors (for cargo vans) as options.[56][57]

In May 2021, Ford announced the 2022 E-Transit battery electric cargo van, with a 3,800 lb (1,700 kg) cargo capacity, 67 kWh battery and 126 mi (203 km) range. The E-Transit began production at Ford’s Kansas City Assembly Plant in November 2021.[62]

Transit Custom [ edit ]

2014 Ford Transit Custom 290

2018 Ford Transit Custom 300 Limited

Replacing the previous front-wheel drive Transit/Tourneo, the Ford Transit Custom is a mid-size cargo and passenger van. Competing against the Mercedes-Benz Vito/Viano, Peugeot Expert, Renault Trafic and Volkswagen Transporter, the Custom is offered in two body lengths and two roof heights. Offered in most worldwide markets, the Transit Custom is not currently sold in the United States and Canada; it is sold in Mexico (where the predecessor front-wheel drive Transit replaced the Freestar minivan).

For 2018 production, the model line received an exterior update, distinguished by a new grille (in line with the larger Transit); the interior received a new dashboard (styled in line with the Fiesta).[63][64]

assembly [edit]

Worldwide production of the fourth-generation Transit is sourced from two Ford facilities. All Transit production for Europe and Asia is sourced from Ford Otosan in Kocaeli Province, Turkey; this factory provides a percentage of global exports. North American and South American production is primarily sourced from Kansas City Assembly in Claycomo, Missouri; production at the Kansas City Assembly Plant began on 30 April 2014.[65]

In North America, the model line was launched as a 2015 model, adopting the Transit name for both cargo and passenger vans (rather than using the Tourneo name used in other markets for passenger vans).

sale [edit]

Calendar year US sales 2014 20,448[66] 2015 117,577[67] 2016 143,244[67] 2017 127,360[68] 2018 137,794[69] 2019 153,868[69] 2020 131,557 [70] 2021 99,745

Variants [edit]

County 4×4 [ edit ]

Mk3 County 4×4 Transit

A handful of companies offered four-wheel-drive conversions, such as County Tractors of Knighton in Powys, Wales, UK[71] who converted vans on behalf of Ford as a Special Vehicle Operations factory option. The first Transit County models were based on the Mk2 Transit model, both long and short wheelbase. The conversion used a Dana 44F front axle and a NP208 transfer box, both lifted from the Ford Bronco, coupled to the regular Transit engine, gearbox and rear axle using three custom propshafts. The Transit rear axle was retained, mounted to a rear subframe or ‘lift cradle’ to give the extra ride height. Other modifications were 16-inch wheel rims, locking front hubs, a heavy-duty steering box and 305 mm diameter front brake discs.

With the introduction of the Mk3 Transit in 1986 came the next generation of the County 4×4. This would prove to be a very popular and successful version of the County Transit 4×4, and the last to use the Dana beam axle layout. Later County 4×4 models switched to using an independent front suspension setup which was inherently more complex in design than the earlier beam axle models. Later panel vans also lost the twin-wheel rear axle that had been fitted on earlier LWB versions.

Mainly used by utility companies such as National Grid (UK), the Ministry of Defence (UK), and by mountain rescue teams, the Transit County 4×4 proved to be a capable vehicle both on and off-road, with the ability to carry both crew and equipment just about anywhere.

Design and supply of drivetrain components for County 4×4 models passed to Countytrac, a division of M.J. Allen Ltd, who are still involved in the development of the latest Mk7 AWD Transit and Connect models.

Tourneo [ edit ]

Ford Tourneo with Metropolitan Police , based on the third generation Transit

Ford Tourneo based on the second generation Transit

Introduced as part of the 1995 redesign of the Transit, the Tourneo is a Transit-based 8 or 9-seat minibus, but over the years has become increasingly better trimmed up to the point where it can almost be classified as a large MPV. Featuring back seats and back windows similar to a minivan, the Tourneo is also considered an executive transport vehicle and is often supplied with alloy wheels. Since its introduction, the Tourneo has followed the same development cycle as the Transit; both versions receive updates at the same time.

A smaller minivan version of the Tourneo was introduced in 2002; branded the Tourneo Connect, it was based on the Transit Connect mini MPV.

The version based on the fourth generation Transit is marketed as the Ford Tourneo Custom, and from 2019 has a plug-in hybrid engine option.[72][73]

Having driven Ford Transits for our company for the last few years we know what to look for before thinking of buying one for yourself. This article covers the 2020 Ford Transit and why we think you should get it.

A Ford Transit is just a box on wheels. As a result, you have to set aside your expectations of a spacious yet beautiful vehicle. We can safely say that the Ford Transit isn’t in the race for the most attractive vans out there. However, this vehicle is among the best in terms of versatility and will surprise you with many features that offer you comfort and luxury.

The best Ford Transit is undoubtedly the 2020 model. This model has actual changes compared to previous years, but it also has a high safety and reliability rating. Significant changes like new engines and transmissions make 2020 a competitive advantage.

The Ford Transit is a popular choice with business owners who require large cargo spaces for delivery and transportation purposes. However, some models of this vehicle have not received as much praise as others. While manufacturers ensure that the complaints don’t repeat themselves the following year, there are still drawbacks to each model that you must weigh in order to get the best Ford Transit.

A Ford Transit is an excellent choice to meet your personal and business needs in one vehicle. But what’s the best year for the Ford Transit?

‍ The 2020 Ford Transit – What’s new?

Unlike previous years, the 2020 Ford Transit has many new specifications, including exterior, interior, powertrain and safety, making it worth your money.

exterior upgrades

The exterior upgrades give a definite boost to people who are tired of the plain looks of this vehicle. All trim levels come with daytime running lights and new automatic headlights.

Another important innovation are the rain-sensing windscreen wipers, which help you to concentrate fully on the road. Power seats, power sliding doors and heated mirrors are other features you can enjoy if you get the XLT or Titanium trim.

interior upgrades

The 2020 Ford Transit features a completely redesigned dashboard that’s far more reassuring than the previous design. The introduction of crew van trim helps the Ford Transit compete with other major brands in terms of seating capacity.

In addition to a huge cargo space, the crew van offers a rear row of seats for three people. So a total of five people can travel in the Ford Transit 2020. This is very beneficial for people using this transporter for large crews commuting between job sites.

security upgrades

A variety of safety upgrades increase passenger safety and make Ford Transit much easier to drive. Ford has introduced new features primarily in its Ford Co-Pilot 360 driver assistance package.

This is a standard feature in the XLT Cargo Van and Titanium trims, but you can purchase it for other trims as well as an optional feature. Ford Co-Pilot 360 for Ford Transit 2020 includes:

Blind spot monitoring

Automatic headlights

Forward Collision Warning

Automatic braking system

pedestrian warning

Lane Departure Warning

Lane Departure Warning

Rare View Camera

This set of features offers immense value to business owners by increasing the security of their crew and their goods.

Engine and transmission upgrades

Last but not least, the 2020 Ford Transit has a new V6 engine that you can get in the base trim level. A twin-turbo I-4 diesel engine is also available, along with an all-wheel drive option. These upgrades provide a much-needed performance boost to increase the usage of this vehicle, but more on that in the next section.

Engine, transmission and performance on the road

Like most Ford Transit owners, our vans are on the road with much the same routine every day. From pacing around town in the worst hours of traffic to free-flowing on the Autobahn, we get a pretty good analysis of how each Ford Transit powertrain performs in those conditions.

Our Ford Transit range consists primarily of the naturally aspirated 3.5-litre V6 engine. Introduced in 2020, this engine offers satisfying performance around town with 275 hp and 262 lb-ft of torque. Even with a heavy load, it provides enough power to get the vehicle moving quickly and provides excellent fuel economy.

On the other hand, if you want to get the most out of this vehicle, you should check out the turbocharged 3.5-liter V6 EcoBoost engine. This engine produces 310 hp and 410 lb-ft of torque compared to its base engine. This powertrain provides the extra boost you need to haul heavier loads, but maintains decent fuel economy unlike the base engine.

Impressive acceleration ensures excellent performance on the highway and also helps you with quick lane changes. Although this vehicle carries approximately 5,100 pounds without cargo, the powerful engine makes it feel lighter than air.

The Ford Transit’s engine is undeniably a star, but its new 10-speed gearbox and all-wheel drive system shine the brightest, making driving this big vehicle feel light despite the load. All trims are mated to the 10-speed gearbox.

Whether we’re driving from one neighborhood to another or cruising nonstop on the freeway, the transmission shifts quickly, resulting in a seamless driving experience. In comparison, AWD is an optional feature that customers can choose.

We use our AWD Ford Transit to drive up and down the country. It’s safe to say that Ford knows how to meet the varied needs of its customers.

A 2.0-liter twin-turbo diesel I-4 engine is also new for the 2020 Ford Transit. It produces 210 hp and 310 lb-ft of torque. Fuel economy isn’t specified, but users say it’s better than the gas variants. However, this engine was not launched in the US and is only available in Europe.

However, the Ford Transit’s cargo capacity is the same for all trims, but it is enough for most business purposes. The turret capacity of this vehicle is 7,500 pounds and the payload capacity is 4,530 pounds.

fuel consumption

The full-length Ford Transit has no official fuel economy test data because full-length vans are exempt from Federal Fuel Economy standards. The Environmental Protection Agency only tested the 2020 Ford Transit T150 Wagon 2WD FFV and its AWD version, which are Ford Transit’s short vans.

The former claims a mileage of 15mpg city and 19mpg on the highway. In comparison, the AWD variant puts in the same figure on the freeway but 14mpg in the city.

In our experience, the turbocharged 3.5-liter V6 EcoBoost engine has better fuel economy, averaging 17mpg city, while 23mpg highway for the two-wheel-drive version. On the other hand, the 4WD van with the same engine projected a fuel average of 16mpg city and 21mpg on the highway.

Considering that large vans aren’t the first choice for getting good mileage, the 2020 Ford Transit holds the number pretty decent given the transport value this vehicle offers you.

utility

With utility being the main selling point of the Ford Transit, a review of the 2020 model’s cargo space and interior is required to determine why it’s the Ford Transit’s best year. Cargo and seating capacity varies across the four trim levels of the Ford Transit.

You can also get different lengths in each trim including the regular length with a low or mid-rise roof along with a low, mid-rise or high roof, or the extra-long length with a high roof. We disassemble them for you.

Ford Transit passenger car

The regular Transit Passenger Van seats eight, and depending on the roof height and whether you have the seats folded down, space ranges from 39.1 cubic feet to 292.7 cubic feet.

The long configuration van can accommodate up to 10 people and has cargo space ranging from 15.3 cubic feet to 371.3 cubic feet.

Finally, the extra-long van, which is only available in a high-roof configuration, has a seating capacity of 15 and just 100.5 cubic feet of space with the seats down. You can increase cargo space to 414.1 cubic feet by closing the seats behind the first row.

Ford Transit crew van

The Ford Transit Crew Van strikes a balance between cargo and passenger vans. This trim offers various lengths from regular to extra long with different roof heights, but has a fixed capacity of five seats in all sizes.

Regular-length cargo space ranges from 173.3 cubic feet to 224.8 cubic feet. Depending on the roof height, you can get the Transit Crew Van in long configuration for additional cargo space, ranging from 207.8 cubic feet to 300.1 cubic feet.

In comparison, the extra-long, high-roof version has the largest cargo space at 385.3 cubic feet. The Crew Van is the perfect choice for owners with a permanent crew and a heavy load of goods that need to be transported on a daily basis.

Ford Transit Vans

The cargo van is heavily geared to provide users with maximum space and better utility. Compared to other equipment variants, the cargo van offers from the smallest version, i. H. Regular length, low roof, more space.

Seating capacity in the cargo van is up to six people, but most people remove the seats for maximum benefit, including the passenger seat.

After all, you get 285 cubic feet of cargo space. Below we have mentioned the cargo space specifications for the rest of the Ford Transit Cargo Van length and height configurations.

Regular Length/Medium Roof – 315.2 cubic feet with passenger seat and 363.8 cubic feet without passenger seat.

Long Length/Low Roof – 277.7 cubic feet with passenger seat and 316.1 cubic feet without passenger seat.

Long/Medium Roof – 357.1 cubic feet with passenger seat and 405.6 cubic feet without passenger seat.

Long Length High Roof Model – 404.3 cubic feet with passenger seat and 459.2 cubic feet without passenger seat.

Extra Long/High Roof Model – 487.2 cubic feet with passenger seat and 542.2 cubic feet without passenger seat.

Ford Transit Cutaway and Chassis Cab

This is a unique introduction from Ford to the Transit line. Get this if you want a bespoke space to suit your needs. Apart from the front driver and passenger seats, you have a back upholstery and you can adjust the back area as you like.

You can incorporate truck beds, tool boxes, cabinets or a mix of everything to have the perfect van at your disposal. Other than that, the Ford Transit Cutaway and Chassis Cab share features and specifications similar to other trims.

safety and comfort

The 2020 Ford Transit suspension system is an exclusive feature that sums up its supreme safety and comfort.

Accidentally hitting a pothole might seem like a disaster; However, Ford knows how to balance the ride between comfort and payload performance. The transporter overcomes pretty much all bumps and potholes without damaging the goods or the crew.

We mentioned the safety features offered by the 2020 Ford Transit, but these new features are why you should buy this model rather than wasting more money on minor advances in the latest models:

Collision warning system with automatic emergency braking as standard

Lane Keeping Assist and Lane Keeping Assist as standard

Available adaptive cruise control

How much does it cost to own a 2020 Ford Transit?

According to cars.com, the extra-long Ford Transit can cost anywhere from $36,710 to $42,920, depending on trim level. However, there are other costs of owning a vehicle that you should consider when buying the Ford Transit.

The average five-year cost of owning the base 2020 Ford Transit is $55,804, including depreciation, fuel, insurance, financing, maintenance and government fee. However, operating costs may vary by location.

Updated: 06/18/2021

A refined, sophisticated Ford Transit Custom Van

Transit Custom has always been known for its robustness, functionality and reliability. Now it offers an even more comprehensive range of innovative features and intelligent technologies, as well as greater efficiency and a high level of design and craftsmanship. The result: you can look forward to getting behind the wheel of a van that’s more refined and sophisticated than ever. However, when it comes to the different models of this van, we are usually asked: What is the difference between the Ford Transit Custom 280 and 300?

Well, it’s Gross Vehicle Weight (GVW). The Ford Transit Custom 280 has a GVW of 2800kg, while the Ford Transit Custom 300 has a slightly higher GVW of 3000kg. Gross Vehicle Weight Rating is the maximum weight that the van can safely weigh when fully loaded with passengers, cargo, etc. and includes curb weight. So you can see that the difference between the Ford Transit Custom 280 and 300 is the gross vehicle weight rating and depending on load/load the 300 can certainly carry slightly more than the 280.

Ford Transit Custom 280 L1 Offers

Ford Transit Custom 300 L2 Offers

Now that you know the difference between the Ford Transit Custom 280 and 300, take a look at the updated features on offer on one of Britain’s most popular vans!

State-of-the-art technologies

Both the Ford Transit Custom 280 and 300 are available with an impressive list of intelligent driver assistance features. You will find a blind spot information system and an intelligent speed assistant. Intelligent Speed ​​Assist first uses the Traffic Sign Recognition Camera to detect the current speed limit (if enabled) and then helps you stay within that limit. Cross Traffic Alert warns you if it detects oncoming traffic when reversing out of a parking space. And adaptive cruise control is designed to help you automatically maintain a preset distance from the vehicle in front.

Helps you stay within the speed limit The Transit Custom is now equipped with Intelligent Speed ​​Assist, which improves your speed control and allows you to focus on the road. First, the traffic sign recognition camera automatically detects the current speed limit (if activated). The system will adjust your maximum speed setting to this limit.

Technology That Sees What You Can’t See The Blind Spot Information System uses RADAR sensors to see vehicles hiding in your blind spot. Located on either side of your Transit Custom, they warn you with an amber light, clearly displayed in the side door mirror.

Cruise control that can adjust automatically With Adaptive Cruise Control technology, you choose the speed you want to cruise at and the system maintains it. Suppose the built-in radar sensor detects a vehicle ahead. It slows your vehicle to maintain a preset distance. Once the road is clear, the system accelerates to your chosen speed. Forward Alert is a technology that is part of adaptive cruise control and is designed to warn you if you accidentally get too close to a vehicle in front.

Detects vehicles you may miss. The Cross Traffic Alert is part of the blind spot information system. Cross Traffic Alert can detect oncoming vehicles and issue a warning if you are backing out of a gap and your view of the traffic situation is limited. The technology also flashes a light in the exterior mirror (left or right depending on the direction of oncoming traffic) and displays a warning on the multifunction display.

Recognizes the Road Signs You May Miss Whether the signs are at the side of the road or above, permanently or temporarily, Traffic Sign Recognition can recognize them. A symbol of this speed or a no-overtaking sign appears on the instrument cluster. It changes every time you enter a limit.

LED daytime running lights for style and visibility These advanced daytime running lights are highly energy efficient and offer a distinctive look that sets the Transit Custom apart. They help you stand out during the day and be seen clearly at night.

Headlights that react automatically Automatic headlights use a sensor that detects light failure at dusk or in the event of sudden changes in light. The lack of light causes the automatic headlights to turn on and assist the driver in darker conditions.

In addition, Auto High Beam temporarily dims your headlights when it detects oncoming traffic or a vehicle ahead, preventing you from dazzling other drivers. It then automatically switches to high beam, giving you maximum visibility.

Extra control for hill starts Hill Start Assist temporarily prevents you from rolling backwards or forwards during hill starts. The system maintains pressure on the braking system for an additional 2-3 seconds, giving you more time and control when moving your foot from the brake pedal to the accelerator. It is also useful when stopping and starting on slippery surfaces.

Sensors that make parking less stressful Front and rear parking assist sensors help you estimate the distance between your vehicle and obstacles in front or behind you. When the sensors detect an object, they activate a visual and audible warning that increases the closer you get to the object.

Easier reversing The reversing camera shows everything behind you, including bollards, bicycles and low walls, on a screen integrated in the center console. In addition to showing objects you may miss, the system also displays virtual lines to help you park in tight spaces. The reversing camera is activated automatically when you engage reverse gear.

An advanced system that helps you stay in lane Suppose you accidentally veer off the lane. Lane Departure Warning detects it’s you and alerts you by vibrating the steering wheel and displaying a visual warning.

Crosswind Stabilization Helps the driver stay on track in strong, gusty conditions by allowing the electronic stability control system to recognize when the vehicle is being affected by crosswinds.

The driver alert system alerts you when you are getting tired. The driver warning system constantly monitors your driving behavior. Ford developed this system to detect changes in your driving style as a result of fatigue. If the system detects that you are less alert, a warning icon will appear on the display prompting you to take a break. If your driving alertness continues to decrease, the message will be repeated and combined with a beep.

Ford SYNC Emergency Response An important part of Ford SYNC is Emergency Response. In the event of an accident with deployed airbags or deactivated fuel pump. The technology can use a Bluetooth® paired and connected mobile phone to help you place a direct call to emergency services. You can end the call or talk to these services if needed. Crucially, the system can provide important information like your GPS coordinates even when you can’t.

Lower emissions, uncompromising performance

Ford developed the Transit Custom to meet the stringent Euro Stage 6 emission standards with advanced Ford EcoBlue 2.0 liter engines. Reduce emissions and lower operating costs by taking advantage of this engine. While smaller than the 2.2-litre Duratorq engines, these engines deliver remarkably more power.

Best in class for cargo space

The Transit Custom 280 and 300 can transport standard 8′ x 4′ panels flat on the floor or three Euro pallets. The innovative storage space easily accommodates items up to 3.4m long (L2) while still leaving room for front seat passengers. Overall, the van offers up to six cubic meters of cargo space with the partition installed, and only in the version with the short wheelbase (L1): the long wheelbase (L2) offers up to 6.8 cubic meters. It has the widest side door opening of any vehicle of its kind. And the sliding doors have a mechanism that keeps them securely open for loading.

Flexible and powerful enough for any business

Whatever your business, Transit Custom has the flexibility to meet your needs.

It is available in three variants: Van, Double-Cab-in-Van and Kombi. There are also two body lengths and two roof heights as well as a selection of series and equipment options. These options allow you to choose a combination that’s just right for you.

The Transit Custom Van 280 or 300 is a functional cargo carrier with a full-height, full-width bulkhead (glazed or unglazed) separating the cargo area from the cabin, and a choice of two or three seats up front. You can specify single or double sliding doors and opt for rear swing doors or a liftgate.

Download the Transit Custom specification brochure

Check out our latest Ford Transit Custom offers

While the aftermarket has done an excellent job of developing high-performance engine blocks for Ford’s line of V8 engines, sometimes you’re not looking for an aftermarket engine block. Whether it’s a proper restoration or an inexpensive rebuild, sometimes an original FoMoCo engine block is what you’re looking for. Whether you’re searching the internet or the junkyard, the following Ford engine block casting numbers should help you figure out what you’re looking at.

numbering convention

Ford’s part numbering convention generally follows the format of a four-digit casting code followed by a four-digit base part number, which is “6015” for an engine block, followed by the revision version. As it is quite obvious that you are looking at an engine block, the important digits are the first four and the last one, two or even three digits in some cases. The numbers are cast in different places on the block itself depending on which block family you’re referring to, but should be fairly recognizable and usually easy to read.

The basic breakdown of the modern numbering convention (1959 and newer) is that the first digit is a letter and represents the decade the part was designed. A = 1940s, B = 1950s, C = 1960s, D = 1970s, E = 1980s, F = 1990s. The second digit is a digit and represents the year within that decade (e.g. C2 = 1962; E7 = 1987).

The third digit is usually another letter, but in rare cases can be a digit, and identifies the vehicle for which the part is designed. (e.g. S = Thunderbird; T = Truck).

The fourth digit is the engineering department that the part came from, so most fourth digits, with a few exceptions, are “E” for “Engine”.

engine families

This article covers a number of Ford V8 engine families. They are:

Y-Block Small-Block: The Y-Block was manufactured in the USA from 1954 to 1964 and was the small-block replacement for the Flathead V8 and this is where this article begins. Common factory displacements ranged from 239 cubic inches to 312 cubic inches.

FE Medium Block: Derived from the name “Ford-Edsel”, the FE is larger than a small block but smaller than a big block, earning it the nickname “medium block”. Designed to replace the Y-block in the 1958 Ford line, it lasted through 1978 and came in displacements ranging from 332 cu in to 428 cu in from the factory.

M-E-L Big-Block: The Ford MEL Big-Block was also introduced in 1958 to replace the heavier Y-Block applications. The MEL, which stood for “Mercury-Edsel-Lincoln,” had displacements from 383 cubic inches to 462 cubic inches and lasted through the 1968 model year.

Super Duty Big-Block: The Ford Super Duty Big-Block engine was a truck-specific big-block introduced in 1958 alongside the FE and MEL and lasted through 1982. It came in 401 cubic-inch, 477 cubic-inch, and 534 cubic-inch variants and is much rarer in the power range.

Big Block Ford: More correctly referred to as the Ford 385 engine, after the factory 3.85 inch crankshaft stroke, this is the engine that someone is referring to when referring to a Big Block Ford or BBF. It was introduced in 1968 and sold until 1997. The BBF was primarily available in two sizes, the 429 cubic inch and 460 cubic inch versions, with a rare small bore 370 cube version in 1978.

Cleveland Small-Block: Introduced in 1969, the Ford 335 small-block family was known as the “Cleveland” engine because it was built at the Cleveland Engine Plant. Available in 351 cubic inch and 400 cubic inch variants, they were known for their large port and valve sizes and remained in production through 1982.

Windsor Small-Block: The Ford Windsor Small-Block is the ubiquitous “small-block Ford” engine, with the most common variants being the 302 and 351 Windsor, the family ranged from 221 cubic inches to 351 cubic inches. With its debut in the 1962 model year, its reign lasted into the following century – the last Windsor engine rolled off the assembly line for the Ford Explorer in 2001.

Boss 302 Cleveland/Windsor Small Block Hybrid: The Boss 302 engine was a 351 Cleveland cylinder head bolted onto a Windsor short block, creating the first “Clevor” hybrid. Boss 302 cylinder heads have slightly modified coolant passages to make sure everything fits together perfectly.

427 – 1968, 427 FE medium block, 2-hole net

471 – 1955-1964, 272/292/312 Y-Block Small-Block, 2-hole net

603 – 1960-1962, 352, FE medium block, 2-hole net

891 – 1958-1973, 401 Super Duty Big Block 2 Hole Net Truck

EAD – 1952-1954, 317 Y-Block Small-Block, 2-hole net, Lincoln

EAL – 1954, 279 Y-Block Small-Block, 2-Hole Net, Lincoln, Truck

EAM – 1954, 317 Y-Block Small-Block, 2-Hole Net, Lincoln, Truck

EBJ – 1955, 341 Y-Block Small-Block, 2-hole net, Lincoln

EBU – 1954-1955, 239 Y-Block Small-Block, 2-hole net

EBV – 1945-1955, 239 Y-Block Small-Block, 2-hole net, truck

EBV-E – 1945-1955, 239 Y-Block Small-Block, 2-hole net, truck

EBV-F – 1945-1955, 239 Y-Block Small-Block, 2-hole net, truck

EBV-J– 1945-1955, 239 Y-Block Small-Block, 2-hole net, truck

EBY – 1954-1964, 256/272 Y-Block Small-Block, 2-hole net

EBY-F – 1954-1964, 256/272 Y-Block Small-Block, 2-hole net

EBZ – 1954-1964, 256/272 Y-Block Small-Block, 2-hole net, truck

ECG – 1955-1964, 256/272 Y-Block Small-Block, 2-hole mesh

ECG-A – 1955-1957, 272 Y-Block Small-Block, 2-hole mesh

ECG-B – 1955-1958, 272 Y-Block Small-Block, 2-hole mesh

ECG-C – 1956-1958, 272 Y-Block Small-Block, 2-hole mesh

ECH – 1955, 292 Y-Block Small-Block, 2-hole net

ECJ – 1955, 292 Y-Block Small-Block, 2-hole net

ECK – 1955-1964, 292 Y-Block Small-Block, 2-hole net

ECK-B – 1955-1958, 292 Y-Block Small-Block, 2-hole net

ECL – 1955, 292 Y-Block Small-Block, 2-hole net

ECS – 1956-1963, 302 Y-Block Small-Block, 2-hole net

ECT – 1956-1964, 332 Y-Block Small-Block, 2-hole net

ECT-A – 1956-1963, 332 Y-Block Small-Block, 2-hole net

ECU – 1956-1957, 368/378 Y-Block Small-Block, 2-Hole Net, Lincoln

ECZ – 1955-1964, 292/312 Y-Block Small-Block, 2-hole net

ECZ-A – 1950-1960, 312 Y-Block Small-Block, 2-hole net

ECZ-C – 1955-1960, 312 Y-Block Small-Block, 2-hole net

EDB – 1955-1964, 292 Y-Block Small-Block, 2-hole net

EDB-E – 1960-1964, 292 Y-Block Small-Block, 2-hole net

EDC – 1958-1967, 332/352 FE center block, 2 hole net

EDC-B – 1958-1959, 352 FE medium block, 2 hole net

EDC- B – 1960, 352 FE medium block, 2 hole net, HP

EDC-C – 1958-1959, 352 FE medium block, 2 hole net

EDC-C – 1960, 352 FE Medium Block, 2 Hole Net, HP

EDG – 1958-1960, 383/410/430 Mercury-Edsel-Lincoln (MEL) big-block, 2-hole net

EDL – 1958-1976, 401/477 Super Duty Big-Block, 2-hole net

EDL – 1958-1973, 401 Super Duty Big Block, 2-hole net

EDM – 1958-1973, 401 Super Duty Big Block, 2-hole net

EDV – 1955-1959, 292 Y-Block Small-Block, 2-hole net

EET – 1956-1963, 332 FE medium block, 2 hole net

EPY-F – 1955-1958, 272 Y-Block Small-Block, 2-hole net

KBY – 1954-1958, 272 Y-Block Small-Block, 2-hole net

475-1433 – 1958-1976, 401/477/534 Super Duty Big Block Truck

5750174 – 1956-1963, 332 FE Medium Block, 2 Hole Net

5750218 – 1956-1963, 332 FE Medium Block, 2 Hole Net

5750281 – 1956-1964 332 FE Medium Block 2 Hole Net Truck

5750462 – 1956-1957 332 FE Medium Block 2 Hole Net Truck

5750492 – 1956-1963 332 FE Medium Block 2 Hole Net Truck

5750603 – 1958-1962, 332/352 FE Medium Block, 2 Hole Net

5751091 – 1959-1960, 383/430 Mercury-Edsel-Lincoln (MEL) Big-Block, 2-hole net

74DY-AB – 1974-1976, 302 Windsor Small-Block, 2-hole net

75ZY-AA – 1968-1977, 302 Windsor Small-Block, 2-hole net

77AY – 1975-1976, 351 Windsor Small-Block, 2-Bolt Net

B5AE – 1956-1958, 272 Y-Block Small-Block, 2-hole net, truck

B6TE-A – 1956-1963, 332 FE medium block, 2 hole net, truck

B7AE – 1955-1964, 292/312 Y-Block Small-Block, 2-hole net

B7ME-A – 1955-1960, 312 Y-Block Small-Block, 2-hole net

B9AE – 1959-1962, 292 Y-Block Small-Block, 2-hole net

B9AE-B – 1960-1962, 352/390 FE center block, 2 hole net

B9AE-F – 1959-1964, 292 Y-Block Small-Block, 2-hole net

B9ME-D – 1959-1960, 430, Mercury-Edsel-Lincoln (MEL) big-block, 2-hole net

B9ME601 – 1959-1960, 430, Mercury-Edsel-Lincoln (MEL) big block, 2 hole net

C0OE-C – 1969-1974, 302 Windsor Small-Block, 2-hole net

C0TE – 1960-1964, 292 Y-Block Small-Block, 2-hole net, truck

C0TE-8 – 1960-1964, 292 Y-Block Small-Block, 2-Hole Net, Truck

C1AE – 1961-1964, 390 FE medium block, 2 hole net

C1AE-A – 1961-1963, 390 FE medium block, 2 hole net

C1AE-C – 1961-1963, 390 FE medium block, 2 hole net

C1AE-G – 1961-1963, 352/361/390 FE center block, 2 hole net

C1AE-K – 1961-1969 330/360/361/391 FE Medium Block 2 Hole Net Truck

C1AE-R – 1961, 292 Y-Block Small-Block, 2-hole net

C1AE-V – 1961, 390 FE Medium block, 2 hole net, oil pressure relief

C1TE – 1961-1964, 292 Y-Block Small-Block, 2-hole net, truck

C2AE-B – 1962-1963, 406 FE center block, cross-bolted nets

C2AE-BC – 1962, 390 FE Medium block, 2 bolt net, oil pressure relief

C2AE-BD – 1962-1963, 406 FE center block, cross-bolted nets

C2AE-BE – 1962, 390 FE medium block, 2 bolt net, oil pressure relief

C2AE-BR – 1962, 390 FE Medium block, 2 hole net, oil pressure relief

C2AE-BS – 1962, 390 FE Medium Block, 2 Hole Net, Oil Pressure Relief

C2AE-C – 1962-1964, 292 Y-Block Small-Block, 2-hole net

C2AE-D 1962-1963, 406 FE medium-block, cross-bolted nets

C2AE-J – 1962, 406 FE Medium block, 2 hole net, oil pressure relief

C2AE-K – 1962, 406 FE medium block, 2 hole net, oil pressure relief

C2AE-V – 1962, 406 FE medium block, 2 hole net, oil pressure relief

C2OE – 1962, 221 Windsor Small-Block, 2-hole net, 2 freeze plugs, 5-hole bell housing

C2OE-G – 1962, 221 Windsor Small-Block, 2-hole net, 2 freeze plugs, 5-hole bell housing

C2SE – 1962-1963, 390 FE medium block, 2 hole net,

C3AE – 1963, 289 Windsor Small-Block, 2-hole net, 5-hole bell housing

C3SE-A – 1963, 390 FE medium block, 2 hole net

C3AE-AB – 1963, 427 FE center block, crossbolt, top oiler

C3AE-AY – 1963, 390 FE medium block, 2 hole net

C3AE-D – 1963, 406 FE medium block, 2-bolt net, oil pressure relief

C3AE-KY – 1963, 390 FE medium block, 2-hole net, police

C3AE-M – 1963, 427 FE medium block, cross bolt, top oiler

C3AE-N – 1963, 289 Windsor Small-Block, 2-hole net, hi-po, manual, 5-hole bell housing

C3AE-D – 1963, 406 FE Medium Block, 2 Hole Net, Hi-Po

C3AE-Z – 1963, 427 FE medium block, cross-bolted mains, top oiler

C3ME-B – 1963, 390 FE medium block, 2 hole net, police

C3OE – 1963, 221 Windsor Small-Block, 2-hole net, 5-hole bell housing, 2 freeze plugs

C3OE – 1963, 260 Windsor Small-Block, 2-hole net, 5-hole bell housing, 2 freeze plugs

C3OE – 1963, 289 Windsor Small-Block, 2-hole net, 5-hole bell housing, 2 freeze plugs

C3OE-A – 1963, 221 Windsor Small-Block, 2-hole net, 5-hole bell housing

C3OE-B – 1963, 260 Windsor Small-Block, 2-hole net, 5-hole bell housing, 2 freeze plugs

C3OE-B – 1963, 289 Windsor Small-Block, 2-hole net, 5-hole bell housing, hi-po

C3OE-C – 1963, 260 Windsor Small-Block, 2-hole net, 5-hole bell housing

C4AE – 1964, 289 Windsor Small-Block, 2-hole net, 5-hole bell housing

C4AE – 1964, 427 FE Medium Block, Cross Bolt, Top Oiler

C4AE-A – 1964, 427 FE medium block, cross-bolted mains, top oiler

C4AE-D – 1964, 390 FE medium block, 2 hole net

C4AE-F – 1964, 390 FE medium block, 2 hole net, police

C4DE – 1964, 289 Windsor Small-Block, 2-hole net, 5-hole bell housing

C4OE – 1964, 289 Windsor Small-Block, 2-hole net, 5-hole bell housing

C4OE-B – 1964, 260 Windsor Small-Block, 2-hole net, 5-hole bell housing

C4OE-B – 289 Windsor Small-Block, 2-hole net, 5-hole bell housing, hi-po

C4OE-C – 289 Windsor Small-Block, 2-hole net, 5-hole bell housing, hi-po

C4OE-D – 1964, 260 Windsor Small-Block, 2-hole net, 5-hole bell housing

C4OE-E – 1964, 260 Windsor Small-Block, 2-hole net, 5-hole bell housing

C4OE-F – 289 Windsor Small-Block, 2-Hole Net, Hi-Po, Manual, 5-Hole Bellhousing

C5AE – 1965-1967, 289 Windsor Small-Block, 2-hole net, 6-hole bell housing

C5AE-A – 1965, 390 FE medium block, 2 hole net

C5AE-A – 1965, 427 FE medium block, cross-bolted main lines, side oiler

C5AE-A – 1965-1968, 289 Windsor small-block, 2-hole net, 6-hole bell housing

C5AE-B – 1965, 390 FE medium block, 2-hole net, police

C5AE-D – 1965, 427 FE medium block, cross-bolted mains, side oilers

C5AE-E – 1965, 427 FE Medium block, cross-bolted main lines, side oilers

C5AE-E – 1965-1968, 289 Windsor Small-Block, Hi-Po, 2-hole net, 6-hole bell housing

C5AE-H – 1965, 427 FE medium block, cross-bolted mains, side oilers

C5JE-D – 1965, 427 FE Medium Block, Cross Fitting, Side Oiler, Industrial

C5OE-A – 1965-1967, 289 Windsor Small-Block, 2-bolt net, 6-bolt bell housing

C5OE-C – 1965-1967, 289 Windsor Small-Block, 2-bolt net, 6-bolt bell housing

C6AE – 1966-1967, 289 Windsor Small-Block, 2-hole net, 6-hole bell housing

C6AE-A – 1966-1967, 427 FE media block, cross fitting, side oiler

C6AE-A – 1966-1967, 428 FE medium block, 2 hole net

C6AE-B – 1966, 428 FE medium block, 2-hole net, police

C6AE-B – 1966-1967, 427 FE media block, cross fitting, side oiler

C6AE-C – 1966, 289 Windsor Small-Block, 2-hole net, 6-hole bell housing

C6AE – 1966-1967, 427 FE media block, crossbolt, side oiler

C6AE-D – 1966-1967, 427 FE medium block, cross bolt, side oiler

C6AE-F – 1966, 428 FE medium block, 2-hole net, police

C6AE-N – 1966, 289 Windsor Small-Block, 2-hole net, 6-hole bell housing

C6JE-B – 1966, 427 FE medium block, cross-bolted mains, side oilers, marine

C6ME – 1966, 390 FE medium block, 2 hole net

C6ME – 1966-1970, 428 FE medium block, 2 hole net

C6ME-A – 1966, 390 FE medium block, 2 hole net

C6ME-A – 1966-1970, 428 FE medium block, 2-hole net, police

C7AE-A – 1967, 427 FE medium block, cross-bolted main lines, side oiler

C7JE-A – 1967, 427 FE Medium Block, Cross-Bolted Main Lines, Side Oilers, Marine

C7JE-E – 1967, 427 FE Medium-Block, Cross Bolt, Side Oiler, Industrial

C7ME – 1964-1970, 390 FE medium block, 2 hole net

C7ME – 1967-1970, 428 FE medium block, 2 hole net

C7ME-A – 1967, 428 FE Medium Block, 2 Hole Net, Cobra Jet, Police

C7ME-A – 1967-1970, 390 FE medium block, 2 hole net

C7ME-A – 1967-1970, 428 FE medium block, 2 hole net

C7ME-C – 1967, 428 FE medium block, 2 hole net, Cobra Jet, Police

C8AE – 1968, 302 Windsor Small-Block, 2-hole net

C8AE-A – 1968, 390 FE medium block, 2 hole net

C8AE-A – 1968, 427 FE medium block, cross-bolted main lines, side oiler

C8AE-B – 1968, 302 Windsor Small-Block, 2-hole net

C8AE-B – 1968, 427 FE medium block, cross-bolted main lines, side oiler

C8AE-C – 1968, 390 FE medium block, 2 hole net

C8AE-E – 1968, 390 FE medium block, 2 hole net

C8AE-G – 1968, 427 FE medium block, cross-bolted main lines, side oiler, service

C8AE-H – 1968, 427 FE medium block, cross-bolted mains, side oilers

C8AM-B – 1968, 289 Windsor Small-Block, 2-hole net, service

C8AZ-G – 1968-1972, 427 FE Fluid Block, Cross Bolted Main Line, Side Oiler, Service, High Nickel Plated

C8FE – 1968-1970, Boss 302 Cleveland/Windsor Small Block Hybrid, 4-hole net, high nickel

C8ME – 1968-1970, 428 FE medium block, 2 bolt net, Cobra Jet, Super Cobra Jet

C8ME – 1968-1970, 361/390/391/428 FE center block, 2 hole net

C8ME-A – 1968, 389/391, FE medium block, 2 hole net, truck

C8ME-A – 1968-1970, 428 FE medium block, 2 bolt net, Cobra Jet, Super Cobra Jet

C8ME-A – 1968, 360, FE center block, 2 hole net

C8ME-A – 1968, 390, FE center block, 2 hole net

C8OE – 1968-1970 302 Windsor Small-Block 2-Hole Net Truck

C8OE-A – 1968-1969, 302 Windsor Small-Block, 2-hole net

C8OE-B – 1968-1976, 302 Windsor Small-Block, 2-hole net

C8SZ – 1968, 390 FE medium block, 2 hole net

C8SZ-B – 1968, 429 Big Block Ford, 2-hole net

C8TE – A 1968-1976, 360, FE Center Block, 2 Hole Net, Truck

C8TE-B – 1968-1979 302 Windsor Small-Block 2-bolt net truck

C8VE – 1968-1978, 429/460 Big Block Ford, 2-hole net

C8VE-E – 1968-1978, 429/460 Big Block Ford, 2-hole net

C8VE-F – 1968-1978, 429/460 Big Block Ford, 2-hole net

C8VY-A – 1968-1976, 460 Big Block Ford, 2-hole net

C8VY-E – 1975-1978 460 Big Block Ford 2-bolt net truck

C9OE – 1968-1969 302 Windsor Small-Block 2-Hole Net Truck

C9OE-B – 1969-1970, 351 Windsor Small-Block, 2-hole net

C9AE – 1969-1974, 390 FE medium block, 2-hole net

C9AE-E – 1969-1970, 429 Big-Block Ford, 4-bolt net, Boss

C9DE-C – 1969-1974, 302 Windsor Small-Block, 2-hole net

C9OE – 1969-1976, 351 Windsor Small-Block, 2-hole net, high nickel

C9OE-A – 1969-1974, 302 Windsor Small-Block, 2-hole net

C9OE-B – 1969-1984, 351 Windsor Small-Block, 2-hole net

C9OE-C – 1969-1974, 302 Windsor Small-Block, 2-hole net

C9TE-B – 1969, 302 Windsor Small-Block, 2-hole net, truck

C9VE-A – 1969-1970, 429 Big-Block Ford, 2-bolt net, Cobra Jet

C9VE-A – 1969-1973, 429/460 Big Block Ford, 2-hole net

C9VE-B – 1969-1978, 429/460 Big Block Ford, 2-hole net

C9ZE – 1969-1970, Boss 302 Cleveland/Windsor Small Block Hybrid, 4-hole net, high nickel

CA8A-B – 1968-1977, 302 Windsor Small-Block, 2-hole net

D0AE-A – 1970-1971, 351 Cleveland Small-Block, 2-hole net

D0AE-B – 1970-1971, 351 Cleveland Small-Block, 4-hole net

C0AE-C – 1970-1971, 351 Cleveland Small-Block, 4-hole net

D0AE-D – 1970-1971, 351 Cleveland Small-Block, 4-hole net

D0AE-E – 1970-1971, 351 Cleveland Small-Block, 2-hole net

D0AE-F – 1970-1971, 351 Cleveland Small-Block, 4-hole net

D0AE-G – 1970-1972, 351 Cleveland Small-Block, 2-hole net

D0AE-H – 1970-1971, 351 Cleveland Small-Block, 4-hole net

D0AE-J – 1970-1971, 351 Cleveland Small-Block, 2-hole net

D0AE-L – 1970-1971, 351 Cleveland Small-Block, 2-hole net

D0AZ-D – 1970-1975, 351 Cleveland Small-Block, 2-hole net

D0OE-3A2 – 1980-1984, 302 Windsor Small-Block, 2-hole net

D0OE-E8A – 1980, 302 Windsor Small-Block, 2-hole net

D0OE-B – 1970-1971, 429 Big-Block Ford, 4-hole net, Cobra Jet, Super Cobra Jet, Police

D0OZ-C – 1970-1974, 1980-1984, 302 Windsor Small-Block, 2-hole net

D0SZ-A – 1970-1973, 429 Big-Block Ford, 2-bolt net

D0SZ-D – 1970-1973, 429 Big Block Ford, 2 bolt net

D0VE – 1970-1978, 429/460 Big Block Ford, 2-hole net

D0VE-A – 1970-1972, 429 Big-Block Ford, 4-hole net, Cobra Jet, Super Cobra Jet, Police

D0VE-A – 1970-1973, 429 Big Block Ford, 2-hole net

D0VE-A – 1970-1974, 429/460 Big-Block Ford, 2-bolt net

D0VE-B – 1970-1974 460 Big Block Ford 2 Bolt Net

D0ZE-A – 1970, Boss 302 Cleveland/Windsor Small Block Hybrid, 4 Hole Net, High Nickel

D0ZE-B – 1970, Boss 302 Cleveland/Windsor Small Block Hybrid, 4 Hole Net, High Nickel

D1AE – 1971-1978, 351M/400 Cleveland Small-Block, 2-hole net, high nickel

D1AE-A – 1971-1982, 400 Cleveland Small-Block, 2-hole net

D1AE-A – 1975-1982, 351M Cleveland Small-Block, 2-hole net

D1AE-A1C – 1971-1977, 400 Cleveland Small-Block, 2-hole net

D1AE-A2C – 1971-1977, 400 Cleveland Small-Block, 2-hole net

D1AE-AB – 1971-1982, 351M/400 Cleveland Small-Block, 2-hole net

D1AE-AC – 1971-1982, 351M/400 Cleveland Small-Block, 2-hole net

D1AE-C – 1975-1982, 351M Cleveland Small-Block, 2-hole net

D1AE-DA – 1971-1984, 351 Windsor Small-Block, 2-hole net

D1DE-A – 1971-1974, 460 Big-Block Ford, 2-hole net

D1M7-AA – 1971-1974, 302 Windsor Small-Block, 2-hole net

D1MZ-AA – 1971-1974, 302 Windsor Small-Block, 2-hole net

D1OE-AA – 1971-1974, 302 Windsor Small-Block, 2-hole net

D1TE-AA – 1971-1977 302 Windsor Small Block 2 Hole Net Truck

D1TE-E – 1971-1974 302 Windsor Small Block 2 Hole Net Truck

D1VE – 1971-1978, 429/460 big-block Ford, 2-bolt web

D1VE-A – 1971-1973, 429 Big Block Ford, 2-hole net

D1VE-A2B – 1971-1978, 429/460 Big Block Ford, 2-hole net

D1VE-AA – 1971-1978, 429/460 Big Block Ford, 2-hole net

D1VZ – 1971-1972, 429 Big-Block Ford, 2-Bolt Net

D1ZE-A – 1971, 351 Cleveland Small-Block, 4-hole net

D1ZE-AZ – 1971-1978, 429/460 big-block Ford, 2-hole net

D1ZE-B – 1971, Boss 302 Cleveland/Windsor Small Block Hybrid, 4-hole net, service

D1ZE-B – 1971, 351 Cleveland Small-Block, 4-hole net, boss

D1ZM-A – 1971-1972, 302 Windsor Small-Block, 2-hole net

D1ZM-AA – 1971-1974, 302 Windsor Small-Block, 2-hole net

D1ZM-DA – 1971-1976, 302 Windsor Small-Block, 2-hole net

D1ZZ-A – 1971-1974, 351 Cleveland Small-Block, 4-Hole Net, High Output, Cobra Jet, Boss

D2AE-B4A – 1972-1974, 351 Windsor Small-Block, 2-hole net

D2AE-BA – 1972-1974, 351 Windsor Small-Block, 2-hole net

D2AE-BA1 – 1972-1978, 351 Windsor Small-Block, 2-hole net

D2AE-CA – 1972-1974, 1971-1974, 351 Cleveland Small-Block, 4-Hole Net, High Output, Cobra Jet, Boss

D2AE-DA – 1972-1974, 351 Cleveland Small-Block, 2-hole net

D2AE-EA – 1972-1974, 351 Cleveland Small-Block, 2-hole net

D2OE-AB – 1972-1974, 302 Windsor Small-Block, 2-hole net

D2TE – 1972-1978, 330 FE medium block, 2 bolt net, truck

D2YZ – 1972-1978, 400 Cleveland Small-Block, 2-hole net

D3AE-B – 1973, 400 Cleveland Small-Block, 2-hole net

D3AE-BA – 1973, 400 Cleveland Small-Block, 2-hole net

D3DE-A – 1973-1974, 302 Windsor Small-Block, 2-hole net

D3HE-BA – 1973-1976, 401 Super Duty Big Block, 2-bolt net, truck

D3TE – 1973-1978, 360/361/390/391 FE medium block, 2 bolt net, truck

D3TE-1 – 1973, 390 FE medium block, 2 hole net

D3TE-AC – 1973, 390 FE medium block, 2 hole net

D3TE-HA – 1973, 390 FE medium block, 2 hole net

D3TE-SA – 1973-1977, 330 FE Medium Block, 2 Hole Net, Truck

D3ZE-A – 1973, 351 Cleveland Small-Block, 4-hole net

D4AE-32A – 1974-1977, 351M Cleveland Small-Block, 2-hole net

D4AE-AA – 1974, 351M/400 Cleveland Small-Block, 2-hole net

D4AE-AA8 – 1974-1978, 351 Windsor Small-Block, 2-hole net

D4AE-B1A – 1974-1982, 351M/400 Cleveland Small-Block, 2-hole net

D4AE-B2A – 1974-1982, 351M/400 Cleveland Small-Block, 2-hole net

D4AE-BA – 1974-1978, 351 Windsor Small-Block, 2-hole net

D4AE-BZA – 1974-1979, 351M/400 Cleveland Small-Block, 2-hole net

D4AE-D2A – 1974-1982, 400 Cleveland Small-Block, 2-hole net

D4AE-DA – 1974-1980, 351M Cleveland Small-Block, 2-hole net

D4AE-ED – 1974-0976, 351 Windsor Small-Block, 2-hole net

D4DE-AA – 1974-1979, 302 Windsor Small-Block, 2-hole net

D4DE-BA – 1974-1979, 302 Windsor Small-Block, 2-hole net

D4HE-AA – 1974-1978, 401/477/534 Super Duty Big-Block, 2-bolt net, truck

D4OE-AA – 1974-1980, 302 Windsor Small-Block, 2-hole net

D4TE – 1974-1978, 330 FE medium block, 2 bolt net, truck

D4TE-AC – 1974, 390 FE medium block, 2 hole net

D5AE-A – 1975, 351M/400 Cleveland Small-Block, 2-hole net

D5AE-AA – 1975, 351M/400 Cleveland Small-Block, 2-hole net

D5AE-A1A – 1975, 351M/400 Cleveland Small-Block, 2-hole net

D5AE-A2A – 1975, 351M/400 Cleveland Small-Block, 2-hole net

D5AZ – 1975, 351M/400 Cleveland Small-Block, 2-hole net

D5ZY-AA – 1975-1981, 302 Windsor Small-Block, 2-hole net

D7TE – 1977-1982 460 Big Block Ford 4-bolt net truck

D7TE-A1A – 1977-1982, 351M/400 Cleveland Small-Block, 2-bolt net, truck

D7TE-A2A – 1977-1982, 351M/400 Cleveland Small-Block, 2-bolt net, truck

D7TE-A2B – 1977-1982, 351M/400 Cleveland Small-Block, 2-bolt net, truck

D7TE-A3A – 1977-1982, 351M/400 Cleveland Small-Block, 2-bolt net, truck

D7TE-AB – 1977-1982, 351M/400 Cleveland Small-Block, 2-bolt net, truck

D7TE-AZB – 1977-1980 351M/400 Cleveland Small-Block 2-Hole Net Truck

D7TE-BA – 1977, 390 FE medium block, 2 hole net

D8AE-A – 1978, 351M/400 Cleveland Small-Block, 2-hole net

D8AE-AA – 1978, 351M/400 Cleveland Small-Block, 2-hole net

D8AE-A1A – 1978, 351M/400 Cleveland Small-Block, 2-hole net

D8BE – 1978-1979, 302 Windsor Small-Block, 2-hole net

D8OE – 1978-1980, 302 Windsor Small-Block, 2-hole net

D8TE – 1978-1982 460 Big Block Ford 4-bolt net truck

D8VE-A3A – 1978-1980, 302 Windsor Small-Block, 2-hole net

D9AE-AA – 1979-1980, 400 Cleveland Small-Block, 2-hole net

D9AE-EB – 1979-1982, 351 Windsor Small-Block, 2-hole net

D9AE-EC – 1979-1982, 351 Windsor Small-Block, 2-hole net

D9AE-ED – 1979-1982, 351 Windsor Small-Block, 2-hole net

D9OE-E3A – 1979-1981, 302 Windsor Small-Block, 2-hole net

D9TE – 1979-1984 460 Big Block Ford 2-bolt net truck

D9TE-AA – 1979-1982 351M Cleveland Small-Block 2-Hole Net Truck

D9TE-AA – 1979-1984, 351 Windsor Small-Block, 2-Bolt Net, 2-Bolt Net, Truck

D9TE-AB – 1979-1984 429/460 Big Block Ford 2 bolt net truck

D9TE-BB – 1979-1984 370 Big Block Ford 2 Bolt Net Truck

EOAE-D3C – 1980-1984, 302 Windsor Small-Block, 2-hole net

EOSE-A2E – 1980, 255 Windsor Small-Block, 2-hole net

E3AE-AA – 1983-1991, 351 Windsor Small-Block, 2-hole net

E3AE-BA – 1983, 351 Windsor Small-Block, 2-hole net

E4AE-FA – 1984-1991 351 Windsor Small-Block 2-Hole Net Truck

E5AE-AA – 1985, 302 Windsor Small-Block, 2-hole net

E5AE-AA – 1985-1988 351 Windsor Small Block 2 Hole Net Truck

E5AE-C3B – 1985-1986, 302 Windsor Small-Block, 2-hole net

E6AE-BA – 1986, 302 Windsor Small-Block, 2-hole net

E6SE – 1986, 302 Windsor Small-Block, 2-hole net

E7AE-CA – 1987-1991, 302 Windsor Small-Block, 2-hole net

E7AE-EA – 1987-1991, 302 Windsor Small-Block, 2-hole net

E7TE – 1987, 302 Windsor Small-Block, 2-hole net

E7TE-BD – 1987-1995 429/460 Big Block Ford 2 Bolt Net Truck

E9AE-AA – 1989 351 Windsor Small Block 2 Hole Net Truck

F1SE – 1991-1996, 302 Windsor Small-Block, 2-hole net

F4TE-AA 1994-1996, 351 Windsor Small-Block, 2-hole net