2010 Ford Transit Connect
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
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.