The original Explorer was a barely disguised Ranger pickup truck with a backseat and enclosed cab bolted on, and it went on to wild popularity. This concept of civilizing a workhorse has succeeded in the past, but will it do so again? We just bought a Ford Transit Connect to find out choosing, the family-grade edition of this commercial-focused van.
Following its past minivan naming conventions, Ford calls the mainly people-carrying Transit Connect version a wagon; otherwise, the commercial model is called a van.
Based on the Ford Focus, the Transit Connect offers seating for five or seven passengers, comes with dual-sliding side doors, and can haul lots of stuff when you fold all the seats. Well, that sounds like a minivan. It also offers a choice of fuel-thrifty four-cylinder engines. Sounds like a good start.
We bought a 2014, seven-passenger XLT version with the base 169-hp, 2.5-liter four-cylinder engine and six-speed automatic. The only option we got was 16-inch alloy wheels, bringing the grand total to $28,015. (The optional powertrain is a 1.6-liter turbocharged four-cylinder that promises slightly better fuel economy.)
The first thing you notice when you slide behind the steering wheel is that it has enough head room for just about the tallest person you’ll ever meet. Its upright design for the driving position, door openings, and low step-in makes it one of the easiest models to get in and out of. The cloth seats in ours have drawn mixed reviews; some testers have found them reasonably comfortable, others thought they were a bit hard and narrow.
Our miles accumulated so far show that, despite its tall stature, the Transit Connect returns fairly nimble handling—especially for a van. Even though Ford affectionately calls this a “wagon,” it doesn’t feel as carlike as some of our favorites, such as an Acura TSX, Audi Allroad, or Volkswagen Jetta SportWagen.
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The engine and transmission seem to be an adequate pair, although some drivers describe the performance as lazy. Engine power is reasonable, but we haven’t yet taxed it with a full load on board. We’re seeing about 22 to 24 mpg overall in mixed driving.
Tooling about on secondary roads and highways shows that the ride is somewhat stiff and choppy yet not backbreaking. Noise levels are amped up on the highway with some wind and engine racket seeping in. No surprise, as this thing has the aerodynamics of a brick. It is not the noisiest van we’ve driven, but you won’t accuse this big box of being as quiet as an opera house.
But a couple of things have really torqued us off. First, configuring the rear for either passenger or cargo hauling is among the most frustrating exercises we’ve been through in a while. Knowing which fabric straps to pull or seatbacks to push to raise or lower the seats has confounded more than one driver. Good luck attempting this without the owner’s manual in hand. The second glaring problem is the lack of modern electronic features. Ours doesn’t have Bluetooth or even a USB port. Sync with MyFord Touch is available.
All in all, the Transit Connect doesn’t seem poised to overtake the Honda Odyssey or Toyota Sienna as top minivan picks. But plumbers and electricians might check this out as a lower-priced and fuel-efficient alternative. For the general population, perhaps the best way to look at the Transit Connect is in comparison with the overlooked (and very good) Mazda5 and the Ford C-Max—vehicles that provide a lot of space in a small footprint and for not a whole lot of money. For now, we’ll continue to drive this vanlike vehicle and prepare it for more formal testing.
—Mike Quincy
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