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 GMC Acadia
It Is What It Was
The GMC Acadia debuted for 2007 as one of the first stretched three-row crossover utes to hit the streets. But by the time the second gen rolled around, GMC felt a shorter, nimbler Acadia would be the hot ticket. Well, it turns out fans wanted their Acadias large and in charge, so for 2024 the Acadia returns to its extended status.
Yes, the Acadia is now large and in charge once again, but there’s a lot more to this 2024 GMC Acadia than just casting a bigger shadow. Just for reference, the original Acadia was 200.7 inches in length with three rows of seating standard; second gen saw overall length shrink by 7 inches. This one, at 204 inches long, is even bigger than the original, on a 121-inch wheelbase, which is also 2 inches longer than first gen.
From the base Elevation you can take the rugged route to AT4 trim or to luxury-minded Denali. Only the AT4 gets all-wheel drive standard; it’s a $2,000 option for front-wheel-drive Elevation and Denali.
We opted for the Denali which gets the signature Denali grille, bright trim work, and available 22-inch wheels. But there are bigger benefits inside, fancy materials with even fancier names like Galvano chrome and laser-etched wood. Now, some might call it a little over the top, but that’s exactly what Denali buyers want. A Bose sound system with Active Noise Cancellation is included, but buyers can upgrade from 12 to 16 speakers. GM’s SuperCruise driver assistance is also available. Front seats are wide, finely stitched, and fully onboard with the luxury vibe.
Second row can be a three-place bench or pair of captain’s chairs making seating for either seven or eight, as a third row remains standard. The captain’s chairs here in the Denali have lots of adjustment and are super comfortable. Seatbacks fold down with just the touch of a button, while the third row gets full power operation.
And it is cargo space that benefits most in this bigger Acadia, especially behind the third row which sees an 80% increase to 23.0 cubic-feet; there’s 57.3 cubic-feet of space behind the second row seatbacks, and a max 97.5 with all seatbacks folded flat. Up front, there’s a big Google-based, 15-inch, portrait-style infotainment screen, with a few manual controls along the bottom.
A standard V6 engine was part of Acadia’s journey at the beginning, but became optional for the second gen where a four-cylinder was more appropriate for its smaller size. Third gen is biggest of all, but there’s strictly four-cylinder power these days. Though it is a new turbocharged 2.5-liter unit that rocks out 328 horsepower and 326 lb-ft of torque, 18 more horsepower and 55 lb-ft of torque more than the V6. It feels very powerful in most driving situations and is capable of pulling 5,000-lbs of trailer, but it’s also fairly noisy.
Still, there was plenty of power to move this big ute to 60 in 6.8 seconds. It didn’t feel overly powerful off the line regardless of drive mode or any other setting, but all-wheel-drive grip was good, and speed built quickly. All Acadias work with an eight-speed automatic transmission which delivered very smooth shifts that kept the power flowing throughout our quarter-mile, ending in 15.1 seconds at 89 mph. For a big vehicle, it performed quite well in our handling course. Despite soft and vague steering feel, the Acadia exhibited very little body roll or understeer, as Sport mode tightens up the suspension quite nicely. Even with a soft brake pedal, we could feel the ABS working overtime in our panic braking runs; but it’s job well done, with stops averaging only 111 feet from 60 mph.
Surprisingly, City and Combined Government Fuel Economy Ratings for the new four-cylinder with all-wheel drive are exactly the same as the outgoing V6 at 19 City, and 21 Combined; Highway rating is actually 2 less at 24. We averaged 21.7 mpg of Regular.
Pricing starts with Elevation at $43,995; things do elevate from there to AT4 for $51,395 and Denali at $55,695.
Bigger isn’t always better, but it’s clearly a positive outcome for the new Acadia. GM was instrumental in launching the whole large crossover scene, and has since seen a crowd of rivals enter into it. The 2024 GMC Acadia is now even more ready to take them all on than ever.
Specifications
As Tested
- Engine: 2.5-liter Turbo-4
- Transmission: 8-speed automatic
- Horsepower: 328
- Torque: 326 lb-ft
- EPA: 19 City | 21 Combined | Highway 24
- 0-60 mph: 6.8 seconds
- 1/4 Mile: 15.1 seconds at 89 mph
- Braking, 60-0 (avg): 111 feet
- MW Fuel Economy: 21.7 mpg (Regular)
- Towing: up to 5,000 lbs