Ford Transit Connect Review 2025: Price, specs & load capacity

The Transit Connect is far from a bad option, with a very decent driving experience, a comfortable cabin and reasonable space in the back. The availability of a PHEV version is a plus too if you mix around-town driving with longer distances. However, there are a number of areas where the Transit offers less than rivals. The space in the back isn’t class-leading, and with only two diesel engines to choose from, the powertrain options lag behind many rivals, too. There’s no suggestion that an electric option is on the way, which is something you can opt for with numerous rivals, as well as the larger Ford E-Transit.

Neither of the non-hybrid options is particularly powerful – the entry-level option is a 102PS lump with 280Nm and a six-speed manual gearbox. There’s also a powerful model, with 122PS and 320Nm, connected to a seven-speed auto ‘box. While the former is perfectly adequate around town, that was with no load, and it felt like we had to work it hard to get up to motorway speed. If you work mostly in an urban environment and don’t lug particularly heavy cargo, it should be fine, but for longer journeys or weightier loads you may wish for the extra oomph.

The plug-in hybrid version is the most powerful, but its large battery pack will offset a lot of the extra performance, and it's also quite a bit more expensive. You'll be buying that one more if you're able to take advantage of its generous electric-only range than for the extra performance. 

In terms of trim level, you can choose from Trend or Limited – Trend is pretty well-specced for an entry-level model, but if you want niceties like alloy wheels and adaptive cruise control then go for the Limited. It’s £2000 more when new.

Those considering the Ford Transit Connect will likely want to consider its close rivals. These include the very similar Volkswagen Caddy Cargo, which offers larger load space and higher payload capacity, and the Mercedes Citan, which looks and feels more premium. The Stellantis range of small vans – the Citroen Berlingo, the Peugeot Partner and the Vauxhall Combo Cargo –  are all based on the same platform, and again offer more space.

The Transit Connect has solid build quality with materials that manage to feel rugged and hard-wearing without feeling cheap and plasticky. It’s not as premium-feeling as a modern car, despite the look of the cabin, but it’s good for a van.

The infotainment system in the Ford Transit Connect is touchscreen-operated. In fact, just about everything that’s not a steering wheel, stalk or gear lever is touchscreen-operated, save for touch-sensitive buttons that operate the air-conditioning temperature.

The infotainment system itself, on a 10-inch screen, is easy enough to use, but it’s harder to change settings on the move than with physical buttons that you can feel.

The 10.25-inch digital driver display is clear and can show navigation directions if you use the in-built nav system, which makes it easy to quickly find your way through unfamiliar streets. Like most cars, this doesn’t work if you use Apple CarPlay or Android Auto directions, however. The good news is that you can easily change settings using the steering-wheel-mounted buttons, and these are proper buttons, not the awful touch-sensitive haptic pads fitted to a lot of VW-built vehicles.

Those touch-sensitive buttons, by the way? Tricky to use, as it’s hard to tell if you’ve pressed them properly without looking at the display to see if anything’s changed. But it’s better than trying to tap through submenus on the screen.

The front of the Ford Transit Connect might look like a car, but it has just about all the practicality and storage space you’d expect of a van. Cubby holes, trays and other storage areas abound – there’s a tray on top of the dash and another small one in front of the gear stick with a fold-up shelf under which there’s a wireless phone charger. A fold-down pocket sits to the right of the steering wheel and there’s a reasonable size glovebox. There are two cup holders between the seats and a small storage box behind them towards the bulkhead – just watch you don’t accidentally drop anything down there, because much ferreting around to find it will follow. The door pockets are large and there’s a large storage area in the roof above the seats.

Out back, you’ll find 3.1 cubic metres of space in the L1 Transit Connect and 3.7 cubic metres in the L2. Unsurprisingly considering their common engineering, that’s the same as in the VW Caddy Cargo, and it’s an increase from the 2.9 cubic metres you got in the old L1 Transit Connect. It’s bigger than the Mercedes Citan, too. There are asymmetric rear doors and a sliding door on the passenger side on L1 cars and dual side load doors on the L2. Maximum load length is 1797mm on the L1 and 2150mm on the L2, which is actually slightly less than the Citan.

In the back, you’ve got 2.9 cubic metres of space in the L1 model and 3.6 cubic metres in the L2. That’s the same as in the SWB and LWB Ford Transit Connects, but the standard Volkswagen Caddy Cargo will give you 3.1 cubic metres. Asymmetric rear double doors and a sliding door on the left are standard, with a right-hand sliding door optional. Unlike some rivals, there’s no hatch in the bulkhead to load through longer items. That means a maximum load length of 1806mm in the L1 and 2170mm in the L2.

There's also the option of the Transit Connect as a FlexCab. This involves a second row of seating (increasing the total capacity to five people), which can in seconds fold vertically, forming a bulkhead behind the first-row seating, opening up a much larger load space. You lose out on about 300mm of load length compared to a two-seater Connect even with the seats retracted, but for some, that'll be a worthwhile sacrifice considering the increased versatility. With the seats folded out to use, it's still possible to fit a Euro Pallet in the load bay. 

When it comes to gross payloads, the L1 can carry up to 743kg with the 102PS engine, and the L2 expands that to 778kg. With the 122PS engine, those numbers are 737kg (L1) and 792kg (L2). The PHEV Transit Connect has a payload of 690kg (L1) and 743kg (L2).

In comparison, the Mercedes Citan, which has only one engine choice, can pull up to 657kg (L1) or 661kg (L2). The VW Caddy Cargo can manage up to 718kg, while the likes of the Citroen Berlingo will haul up to 950kg.

There are two diesel options in the Ford Transit Connect. Both use a 2.0-litre EcoBlue engine. The lower-powered model has 102PS and 280Nm, driving the front wheels through a six-speed manual gearbox, which gives it a leisurely unloaded 0-62mph time of 14 seconds dead.

The more powerful option has 122PS and 320Nm and uses a seven-speed automatic gearbox. That translates to an 11.4-second 0-62mph time.

There’s no electric Transit Connect but there is a plug-in hybrid, combining a 1.5-litre EcoBoost petrol engine with an electric motor and a battery that promises up to 68 miles on electric-only power. It’ll be the most powerful Transit Connect, with 150PS and 350Nm through a smooth-shifting six-speed dual-clutch automatic gearbox. 

It's not shockingly fast but makes for easy progress, and the transitions between power sources are near enough seamless. When the engine is working, it's nicely smooth and refined, although that shouldn't come as a surprise. Despite the EcoBoost branding, this is actually a Volkswagen-built thing and is used in all sorts of cars from Golfs right the way up to the vast Multivan MPV, and it's one of the best engines the German company makes. 

General refinement in the Transit Connect is rather good, keeping road noise and wind noise to a minimum. The diesel engine can be rather loud and clattery though, especially when you work it hard. As it’s not particularly powerful, that could be quite often. With a decent electric-only range, the Connect PHEV can be far more relaxing when its 1.5-litre petrol engine shuts off and the motor/battery take over. 

While the Transit Connect hasn’t been tested by safety organisation Euro NCAP, the Tourneo Connect – which is the passenger car version of the van – has. Well, sort of – EuroNCAP actually tested a VW Caddy, deeming the two similar enough for the scores to be carried across. The Caddy scored the maximum five stars in 2021, with solid scores across the various criteria, and pretty much everything that the experts said about the VW can be applied here, too.

All models come as standard with traffic sign recognition and lane-keep assist, as well as front and rear parking sensors. Plug-in hybrid models get a reversing camera, too, while Limited trim vans get a blind-spot assist system with rear cross-traffic alert. Those with an automatic gearbox get adaptive cruise control, too.

You can ignore the 'EcoBlue' naming of the Transit Connect's diesel engines. Because the van is now a rebadged Volkswagen Caddy, the diesel engines are actually rebadged Volkswagen Group TDI units. Generally, these have proven reliable. Again, despite being called 'Ecoboost', the petrol engines are actually well-proven VW TSI units.

Vans aren't included in the Honestjohn.co.uk Satisfaction Index, our usual go-to source for reliability data. We could, however, take the happiness of Volkswagen car owners as some indication. On that front, in the latest survey, Volkswagen placed 16th in terms of reliability out of 35 brands. That might sound solid rather than exceptional, but it's considerably better than Ford managed, languishing 27th near the bottom of the table.

The Connect is covered by a warranty with a fairly typical three-year/60,000-mile limit.

Insurance groups for the Ford Transit Connect sit between 28 and 30, depending on the model.

The Ford Transit Connect is a light goods vehicle, which means it’s subject to the standard flat rate of Vehicle Excise Duty (VED) – currently £345 a year.

There are two trims to choose from on the latest Ford Transit Connect, both of which are available on L1 and L2 vans.

The basic trim is Trend, which rides on steel wheels, and comes with a body-coloured front bumper but unpainted door handles and mirrors, although the mirrors are heated. Halogen headlights light the way, while there’s a quick-clear windscreen defroster, which is very useful on a frosty morning. Inside, you get the full 10-inch infotainment screen with wireless Apple CarPlay and Android Auto, as well as manual air conditioning and rubber cab floor cover.

Upgrade to the Limited model and you’ll get 17-inch alloy wheels, chrome surrounds on the grille and fog lights and body-coloured handles and mirrors, which gives a more premium look. The mirrors fold when the van is locked. The Limited model also gets the digital driver display and extra lighting in the cargo area, as well as dual-zone air conditioning and a wireless charging pad. Hands-free engine start and a dead-locking system is included, too. 

Ford has also announced that an Active kombi model is on the way, with more rugged styling, LED lights and roof rails.