2010 Ford Transit Connect

2010 Ford Transit Connect

Episode 2917
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Ford Motor Company is the only U.S. automaker to avoid bankruptcy.  But they’re by no means assured of long term success. Part of their plan to prosper hinges on bringing their best overseas vehicles here. First to arrive is the Transit Connect van.  Since 2003, some 600,000 Transit Connects have been sold in 58 countries.  Its compact size appeals to small businesses. But will it connect with American entrepreneurs? Well, let’s load up and find out.

The 2010 Ford Transit Connect does indeed look narrow and quirky by American work van standards. But this Turkish-made front-wheel drive hauler is clearly a Ford truck- from the sharp-edged headlight stacks and understated three-bar grille to the F-150-style stepped front windows and side mirrors.

Even in top XLT trim, work-grey fender flares surround no-nonsense 15-inch steel wheels with plastic lug-nut covers. But, while styling won’t raise any pulses, the Transit Connect’s form follows its function to a ‘T.’

Indeed, the most striking feature is its short but tall proportions. With a wheelbase of 114.6 inches, it’s only 180.6 inches long overall. That’s three feet shorter than Ford’s E-Series full size van. But at 79.3 inches tall, it’s more than 10 inches taller than Ford’s last minivan, the Freestar.

That makes it ideal for small businesses that carry bulky items, like the tasty creations from our friends at Baltimore’s Charm City Cakes.

MARY ALICE YESKEY: We got the Ford Transit about six months ago, and the whole experience was really cool for us because it was truly custom made from start to finish.  We couldn’t have designed a better vehicle to transport cakes. It’s awesome. 

There are two body styles. The base cargo Van has no glass aft of the B-pillars, but windows can be added in the twin sliding side doors, the rear swing doors, or both. Optional are 255-degree split rear cargo doors with rubber bump stops.

In passenger Wagon form, windows are standard and seating is available for two, four, or five.

There’s an impressive 78.1 cubic feet of cargo space behind that second row. But fold it up, or don’t tick the option box, and that figure swells to 135.3 cubic feet. Payload capacity is a more than adequate 1,600 pounds.

The driver’s space is also work-focused: bland but roomy. There are echoes of Ford’s first-gen Focus here, with which the Transit Connect shares platform components.

Our XLT came with an in-dash computer featuring navigation, Internet access, Bluetooth, and wireless keyboard; perfect for staying in touch with the office. And above the windshield there is a useful storage shelf.  Given the van’s limited rear visibility, the reverse-sensing system is another good choice.

While most Transit Connects abroad use diesel power, we’ll have to make do with a gasoline 2.0-liter I4 with 136 horsepower and 128 pound-feet of torque. Our only transmission is a four-speed automatic. Still, Government Fuel Economy ratings are fine at 22 city, 25 highway. We managed 23.6 miles per regular gallon in mixed driving. 

But the economy comes with a price.  The Transit Connect strolls to 60 mph in 12.1 seconds, and covers the quarter-mile in 18.7 seconds at just 75 miles per hour. So, plan your merging and passing well in advance. On the other hand, 60 to 0 stops averaged an acceptable 129 feet, with a solid response.

Our van had optional Roll Stability Control. So, even with a simple torsion beam rear suspension, our Transit Connect felt light on its feet and never top-heavy through the slalom. Add in a tight 39-foot curb-to-curb turning diameter and the result is an easy-to-maneuver city hauler.

The base Transit Connect van starts at $21,475. The wagon begins at $21,830. Our well-equipped wagon ticketed for just under 25 grand. An electric-powered version will be coming to the States in 2010.

The 2010 Ford Transit Connect impressed us with its cargo space, efficiency, city-smart agility, and very useful, very cool job-site gadgets. And if the Transit Connect is a true indication of how other off-shore Fords will take to America, the company’s fortunes are bound to keep improving.

 

Specifications

  • Engine: 2.0-Liter I4
  • Horsepower: 136
  • Torque: 128 Lb Feet
  • 0-60 MPH: 12.1 Seconds
  • 1/4 Mile: 18.7 Seconds @ 75 MPH
  • 60-0 MPH: 129 Feet
  • EPA: 22 MPG City/ 25 MPG Highway
  • Mixed Loop: 23.6 MPG
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW