"Central to Ford's brand DNA is its leadership in vehicle dynamics and we set out to apply the same criteria used for our passenger cars to the new Transit. We want all Ford vehicles to be recognised for their fun to drive capability."
John Reed, Vehicle Engineering Manager

The words ride and handling and commercial vehicle are not ones you usually see in the same sentence, but Ford engineers are confident that the new Transit will herald a step change in how commercial vehicles will perform on the road and be perceived by their operators.

From the beginning of the programme it was realised that drivers wanted Transit to display vehicle responses closer to those of passenger cars, whilst still retaining its tough reputation and load carrying cabability.

The fact that the Ford Transit comes in front and rear wheel drive, four wheelbase configurations and a myriad of body styles added considerably to the complexity of the programme.

Furthermore, developing the system for a commercial vehicle is far more challenging than identical technologies used on a passenger car as there is a far wider range of load conditions, from an empty vehicle with just the driver on board in an urban environment to a fully laden one at speed on the motorway. These extremes and everything in between had to be taken into account.

To achieve consistent dynamic behaviour across the model range, the Transit team used a variety of models that reflected the most extreme loading conditions in both front and rear wheel drive configurations and all four wheelbase lengths.

In addition, the team also saw the development of the new Transit as an opportunity to introduce in combination: disc brakes front and rear, ABS, Electronic Brake force Distribution (EBD) and Roll Over Mitigation (ROM).

The basic suspension layout remains unchanged from the outgoing model with MacPherson strut front suspension and a Hotchkiss rear axle. Within that, though, there are a number of detailed, but significant changes:

• High degree of commonality between front-wheel and rear-wheel-drive suspension in terms of configuration with common cross member, steering gear, suspension arms, knuckle, hub, shock absorbers, spring and suspension top mount. Only differences are springs, shock absorbers and bushings tuned for different payloads and configurations, e.g. buses
• Same pick up points retained but reinforced. MacPherson strut top mounts moved up 30mm for improved reinforcement in that area, resulting in reduced NVH, better control and reduced friction
• Front anti-roll bar relocated to the MacPherson struts, as on passenger cars, improves initial steering response
• Minimising friction in the front suspension and steering gear has resulted in sportier, more responsive steering at high speed without increasing effort when manoeuvring
• New, quicker steering ratio (16.6:1) for most models improves feel and response. Short and medium wheelbase chassis cab versions retain 19:1 ratio
• Rear springs mounted on wider shackles and brackets and increased bush size significantly improves lateral compliance

New Brakes

By using a CANbus system for the first time with ABS, the Transit team were able to develop a suite of electronically-controlled braking and dynamic systems that significantly improve the Transit's safety envelope.

The new Transit now features ventilated front discs (300mm on all rear-wheel-drive and two-tonne models, 280mm on one-tonne/front-wheel-drive models) with post vents for increased thermal capacity to reduce fading and graunch under heavy braking. Solid discs are fitted at the rear.

New twin piston callipers are fitted at the front, single piston callipers at the rear. All pads have wear sensors. A 9 and 10-inch tandem booster system now increases assist by 20 per cent. Tuned and optimised for pedal feel, customers will feel the benefit of this most when the vehicle is fully laden. The Transit handles superbly even without the extra safety systems now fitted to it; the extra enhancements serve to make it even better.

Anti-lock Brake Systems (ABS)

The increased braking efficiency is further improved with ABS. Speed sensors on each wheel detect if it is locking under braking and modulate brake pressure to prevent the tyres from skidding and the driver losing control of the vehicle. ABS also enhances braking on split surfaces, redistributing brake torque to whichever wheel(s) has the optimum traction.

Electronic Brakeforce Distribution (EBD)

Electronic Brakeforce Distribution ensures the optimal braking force balance between the front and rear wheels depending on driving conditions and load. If the rear wheels slow quicker than the front under braking, this can cause a break in traction and, in extreme instances, put the vehicle into a spin.

More braking force can be applied to a laden vehicle as the additional weight at the rear improves grip, but the same braking force applied to an empty vehicle could cause the vehicle to skid or spin. Ford's new EBD system now automatically senses the braking force and modulates it to compensate for vehicle loading.

Brake Traction Control System (BTCS)

BTCS continues to be available on Transit as an option and is particularly useful on those vehicles that encounter a wide range of slippery surfaces where traction might be problematic – which is generally the case around construction sites. Ford's BTCS-system comes into effect as soon as wheel slip is detected, using the brake to slow the wheel until it regains grip. It doesn't throttle back torque from the engine, but transfers the torque to the wheel with the most grip.

The system only works at speeds up to 40km/h (25mph), and is particularly efficient when one wheel is on a slippery surface, such as wet grass, and the other is on dry tarmac.

Electronic Stability Programme (ESP) and Roll Over Mitigation (ROM) available

By combining traction control with ESP, the Transit team has developed a sophisticated system that can detect when the vehicle is deviating from the driver's chosen course and automatically apply the correct amount of power and braking adjustments to bring it back into line.

Sophisticated yaw sensors and lightning fast electronic control systems sense the deviation and react over a high-pressure brake pump system far quicker than any human to prevent understeer or oversteer.

ESP constantly monitors input from vehicle speed, steering input and wheel speed. As soon as a variation from the norm is detected, ESP initiates the relevant response:

• If the tyres begin to lose sideways grip when cornering with a potential for under or oversteer this is instantly detected by the Active Yaw Control (AYC) sensor that immediately alerts the ESP system to activate brake intervention and torque reduction to bring the vehicle back into line. For instance: if the vehicle starts to understeer when turning left, ESP will apply the left rear brake thus helping to turn the vehicle into the bend. If the vehicle is oversteering then ESP will brake the outer wheels to turn the vehicle back into line
• Roll Over Mitigation (ROM) is triggered if the Active Yaw Control sensor detects excessive body roll or lean during tight steady state cornering; the ESP system intervenes to counteract this by applying the brakes and torque intervention
• During high speed lane changes, the ESP system triggers the Roll Movement Intervention (RMI) programme that uses rapid brake and torque intervention to prevent the vehicle from toppling on its side
• Hydraulic Brake Assist (HBA) comes into operation when a fast rate of brake pedal application is detected, e.g. during an emergency stop, increasing the brake pressure when insufficient effort is being applied by the driver. Simultaneously the ABS is activated
• ESP can also automatically increase brake pressure at any wheel beyond that initiated by the driver whilst simultaneously limiting engine torque

One of the big challenges facing the Transit team was to make all these electronic systems work effectively irrespective of the vehicle's loading condition and centre of gravity. To achieve this, a Load Adaptive Control (LAC) was developed. The total load is estimated by calculating the amount of engine torque required to accelerate the vehicle and is adapted over a period of time

Full throttle intervention Traction Control is standard with ESP and gives the driver all the benefits of full Traction Control as is the case with Ford's passenger cars.

By offering these technologies and honing the existing suspension settings and components, the new Transit has matured into a commercial vehicle in which anyone – from a full-time delivery or long-distance driver to a school teacher taking pupils out for a day – will feel immediately at home.

DRIVER COMFORT AND CONVENIENCE

"The simple truth is that customer expectations are rising, they want more in their van now than five years ago. They expect the same comfort and equipment levels as their car.
"Comfort is a key attribute for all drivers whether they're long haul truckers who spend hours behind the wheel, delivery drivers or artisan-owners where the van plays a dual role in their professional and private lives.
"In the six years since the last Transit was launched, we've spent a lot of time observing how vans are used and listening to what customers want. We've distilled all that into this latest model to make Transit the leader in terms of driver comfort and convenience. The Professional Pack is just one example of this."
Peter Fleet, Director Commercial Vehicles – Marketing Sales and Service

The reality is that nowadays the van is more than a tool. There's more of an emotional link between the choice of van and the role it plays in people's lives.

One of the key aspects is the idea of the van as a second home, where it plays a key role both in the customer's business and private life. As the business develops these owners often make trade-offs with their car. As a result the van has developed a usage pattern that includes journeys traditionally done by car – for example, taking the children to school, running around at weekends etc. The vehicle effectively becomes part of the family fleet.

This family aspect of van usage is another reason why customers expect the same equipment and safety levels as their cars. But, as well as that, during the working day it is both a work place and also a place for the operator to relax in when not working.

In addition, commercial fleets are looking more to their drivers for recommendations and validation of choice.

To ensure that the new Transit meets customer needs, the design team spent time with operators observing how they interacted with the vehicle and what type of storage facilities and other equipment they wanted.

Storage Solutions

The cabin is much improved and now offers class-leading storage solutions:

• Two large stowage bins in the top surface of the instrument panel, the driver's with a 12 volt power point
• A flip over working surface/picnic table and A4 ring binder stowage
• A large glove box with hanging rails for A4 files
• Car park/toll ticket holder
• Two two-litre bottle holders
• Two cup holders, a third is available if the ashtray is deleted

Climate control

To provide maximum levels of comfort, the new Transit offers several levels of heating and ventilation – the standard heater system, a heater with recirculation and manual air-conditioning system (which is also available with a programmable fuel-fired heater).

The air-conditioning system cooling performance has been uprated with a new, larger capacity compressor. Repositioned air vents on the new instrument panel ensure more rapid demisting of the front screen and side glass.

Trim and colour

There are now four trim options: flat woven fabric, velour, all-vinyl and, for the first time, leather.

The instrument panel is now two-tone: the upper surface is a practical dark colour that also helps to minimise windscreen reflections and the lower area is lighter to increase the feeling of spaciousness. Floor coverings offered include lighter coloured carpets for a warmer ambience and rubber mats depending on body style. In both cases there is a separate, heavier layer of insulation to further reduce noise, vibration and harshness.

Seating arrangements remain flexible with two set-ups for the front seats, five options for the second row and three variations for the third and subsequent rows.

The front seats themselves are mounted on new pedestals to reduce the likelihood of collapse during a crash, thus helping to limit injuries and the seat foams have been redesigned to improve comfort, especially over long distances.

Steering Wheel

Two new steering wheels are available on the new Transit. In addition to the standard steering wheel, a leather-wrapped wheel featuring brushed aluminium spokes and cruise control switches is available. The leather-wrapped wheel is standard equipment when cruise control is specified.

Driver Aids

Installed on Transit for the first time is the latest CANbus electrical architecture that allows fast communication between the main electronic control modules and information sharing between different electronic systems. The use of this technology has allowed the Transit team to develop a range of new driver-focused technologies, including:

• Cruise control available on the Transit for the first time, controlled by steering wheel mounted switches
• Rear parking aid available, using ultrasonics to sound an alarm to the driver when reversing in confined spaces
• Heated screens front and rear with automatic switch off available
• Visibility Pack available; includes rain sensing wipers with screen-wash drip, auto headlights and auto rear wipe when in reverse gear
• New instrument cluster with an LCD display between the speedometer and tachometer
• Built-in alarm clock
• Satellite navigation with integrated traffic information available; directional arrows in the centre LCD display and verbal instructions
• Hands-free and Bluetooth telephone capability available, this also has voice commands for the navigation and in-car entertainment volume and channel selection
• Tamper proof digital tachograph with 365 days internal memory and 28 days on individual driver cards
• Three levels of in-car entertainment system including six-CD autochanger

Driver comfort

A comfortable driver is going to be more efficient, relaxed and alert and less prone to making errors. Ford's Transit team has gone to great lengths to ensure that the new vehicle is comfortable to drive even in the most demanding conditions.

The major advance has been a significant reduction in noise, vibration and harshness (NVH). Numerous solutions have been adopted to ensure that Transit driver comfort is even more car-like:

• The new diesel engine range uses latest common rail injection to reduce noise
• New petrol engine includes a balancer shaft to improve smoothness
• New engine hydro mounts across the range
• Foam filled cavities in body structure reduce attenuation
• Stiffer structure for the instrument panel
• Heavier sound proofing on the floor
• Remote, high-mounted gear shifter isolates inputs from the transmission
• Improved body gaps reduce wind noise

Easy to Operate

One of the key requests that came through to the Transit development team was to improve how the vehicle felt to drive and operate, moving away from the traditional and heavy "truck" feel to an easier, more car-like character.

The engineering team achieved this by applying the same development processes used in the development of the acclaimed driving environment and dynamics for Ford's passenger cars.

Careful attention, for example, was paid to developing steering feel, so that it is evenly weighted and linear during cornering or at speed on motorways, but doesn't require excessive effort for low-speed urban driving. The same criteria have been applied to pedal efforts with special attention paid to throttle tip-in so the driver gets an immediate, linear engine response when accelerating away.

Recognising that Transit is often driven by people who aren't used to driving commercial vehicles on a regular basis, for example when the vehicle is hired by someone moving house, or as a mini-bus for an outing, the engineering team made the clutch effort as predictable and progressive to use as possible. A dual mass flywheel, as well as careful tuning of the spring loadings and hydraulics, has helped in this process.

Driving effort is also reduced thanks to the wide torque bands of the new engine range which ensure the driver isn't constantly changing gear to maintain speed and momentum.

For instance, the new 130PS/310Nm Duratorq TDCi front-wheel-drive engine has 74 per cent of its torque available at just 1250rpm and the rear-wheel-drive 140PS/375Nm Duratorq TDCi has 70 per cent maximum torque at 1250rpm.

However, it wasn't just the driver's interface with the steering, pedals and gear shifter that caught the attention of the Transit development team. Many of the minor controls within the cabin and the stalks operating indicators are derived from cars in the Ford range and retain the same ergonomic layout. This was done specifically to provide a car-like feel to the overall Transit driving experience.