It seems like Ford has been teasing information about its new 2014 Transit full-size van for eons, but the automaker finally revealed a sizable chunk of detail — including some specifications — tied to the North American-spec model earlier this morning. Here’s a bit of what we can expect from the long-awaited successor to the seemingly immortal E-Series.
Traditionally, full-size cargo vans sold in North America have utilized body-on-frame construction. That was the case with the outgoing E-Series, and remains in use on both the Nissan NV2500/3500 and the Chevrolet Express/ GMC Savana twins.
The 2014 Transit, however, follows in the footsteps of the Mercedes-Benz Sprinter, and utilizes a unibody structure. For purists wondering how this may affect payload, Ford hasn’t released figures, but does suggest the van will be able to carry 300 pounds more than an E-Series. For the record, the maximum payload on a E-Series cargo van rang in at 4050 pounds, and only on the standard-length E350 equipped with the 5.4-liter V-8.
The Transit’s front suspension makes use of MacPherson struts and a stabilizer bar, while leaf springs – and a traditional solid axle – lurk out back. This isn’t earth-shattering tech, but is a departure from the E-Series, which utilized a twin-I-beam arrangement that dated back to 1965.
Ford’s familiar 3.7-liter DOHC V-6 – which also serves as the entry-level engine offering in the F-150 pickup – serves as standard equipment in the 2014 Transit. Finalized output specifications are not yet available, but in F-150 guise, the engine produces 302 hp and 278 lb-ft. The optional 3.5-liter, twin-turbocharged EcoBoost V-6 is another carry-over from the F-150 range. Again, specifications have not been finalized, but in its F-Series guise, the engine is rated at 365 hp and 420 lb-ft of torque.
Customers demanding a diesel can also opt for a 3.2-liter turbo-diesel five-cylinder. While sold in Europe under the DuraTorq name, the engine will be labeled as a Power Stroke in North America. Ford has not provided finalized figures for this engine, but did reference the engine produces close to 197 hp and 347 lb-ft in European tune. If the U.S.-spec version holds close to these figures, there’s a good chance it can best the Mercedes-Benz Sprinter’s I-5, which yields but 188 hp and 325 lb-ft.
The I-5 diesel is part of the “Puma” family of four- and five-cylinder diesels developed in conjunction with Peugeot in the 1990s. It features piezoelectric injection and variable-nozzle turbocharging (to reduce lag). Emissions controls include selective catalytic reduction utilizing urea fluid and an oxidation catalyst and diesel particulate filter that are consolidated in a single housing.
Regardless of the engine choice, all U.S.-spec Transit models will utilize a six-speed automatic transmission. Fuel economy figures are a ways away from public release, but Ford promises Transits will “achieve an average of 25 percent better fuel economy” than the old E-series. According to the EPA, the best rating earned by a 2013 E-Series model is the 13/17 mpg (city/highway) rating affixed to an E150 equipped with a 4.6-liter V-8.
Until now, we’d only been blessed with images showing the Transit’s exterior form, complete with tapered nose, trapezoidal grille, and so on. Now, we have a look at the full-size van’s dashboard, which seems to follow European Ford fashion instead of abiding by cues used in the F-150, Super Duty, and the outgoing E-Series. The IP is curvaceous instead of blocky, and almost resembles a super-sized version of the dashboard used in the Fiesta and Focus. Ford plans on offering the Transit in both XL and XLT trims; we’d be unsurprised if some of the flashy trim shown here was reserved for the latter.
Like the F-Series, the Transit’s gauge cluster also appears to make use of a LCD screen to display additional information and settings. Ford’s Sync connectivity suite will be available, and if so desired, owners can upgrade to the MyFord Touch touchscreen interface.
A left-hand sliding door will be optional, and passenger wagons will carry a maximum of 15 passengers.
Along with the wagon, the 2014 Transit will also be sold in chassis cab and cutaway chassis-cab configurations, but at this point in time, we know the most information about the Transit cargo van.
2014 Transit cargo vans are available in three different lengths, but only two wheelbases. With a 129.9” wheelbase and a 219.9” overall length, the so-called “medium” wheelbase model is the shortest Transit available in North America. These models are available with either a “low” 83.2” roof or a medium-height option that measures 100.8” tall.
A high-roof option — which bumps the vehicle height to 110.2” while providing 81.5” of vertical space in the cargo hold – is only available on the long-wheelbase Transit. Long-wheelbase models boast a 147.6” wheelbase, and are available in either a standard-length (237.6”) or extended-length (266.1”) form. Extended-length models are available only with the high roof, and are the only Transit cargo van models available with dual rear wheels. If you’re looking for cargo space, these extended-length, long-wheelbase Transits have it in spades – in fact, Ford says there’s nearly 496 cubic feet of cargo space within.
How does that stack against the competition? The Sprinter comes closest, as it’s available in both 144- and 170-inch wheelbases. The short-wheelbase version has an overall length of 232.5”, while the long wheelbase version is available in 273.2- and 289.2-inch lengths. Roof options consist only of a 96.3-inch and a 110-inch height. Conversely, Nissan’s NV comes in only one length – 146.1” wheelbase, 240.6” overall length – but both 83.9- and 105-inch roofs are available.
Expect more 2014 Ford Transit details to emerge over the next several months, as Ford aims to have these vans in dealers by the fall of 2013.
UPDATE: We can now share more information on the 2014 Ford Transit:
Transits will be sold in 150, 250, 350, and 350HD configurations with single or dual-rear-wheels and gross vehicle weight ratings ranging from 8600-10,300 pounds. The dualie models tuck the wheels inside the bodywork to preserve the narrow, maneuverable exterior dimensions (width increases by just 2 inches). Chassis-cab and cutaway versions will be rated 250, 350, and 350HD only. How does a unibody truck manage a chassis-cab? Although the van body is unitized, it features deep-section frame rails that are welded to the underbody. In chassis-cab guise, these are simply boxed at the top.
While the new van was designed primarily in England (it’s sold on six continents in 116 countries), all Transits sold in the U.S. will be built in Ford’s new Kansas City plant, following a $1.1 billion dollar investment. The E-series van will overlap the new Transit for some months, with the 14,000-pound GVWR E-series chassis-cab remaining in production until late in the decade.
Any Ford dealer will be able to order and deliver a Transit van, but there are 610 dedicated Ford commercial truck dealers that will handle the majority of sales. Ford claims that it will also offer the widest array of up-fit equipment to suit practically any mainstream use of its vans, from plumbers to florists, to bachelor-party transportation and more.
Frank Markus contributed to this post.