2025 Ford Transit Custom Trend LWB review
Ford Transit Custom Pros
Ford Transit Custom Cons
Gee, when did vans get so good?
Seriously, I was expecting a circa 18-hour drive in a van to be, if not unpleasant, then still a bit of a chore.
However, I was in a Ford Transit Custom, which proved a comfortable way to haul a cargo bay full of my partner's clothes, kitchenware, and even some furniture from Melbourne to Brisbane.
I'd love to tell you how the Transit Custom compares with the Hyundai Staria Load or the top-selling Toyota HiAce across a similar distance but, ah, I think I'm good for cross-country road trips for a little while.
Let's talk about what the Transit Custom does right, though, and where it needs improvement.
You get a choice of two trim levels in the diesel-powered Transit Custom range: Trend and Sport.
Both are available in short- and long-wheelbase body styles, however, the long-wheelbase Sport is what Ford calls a Double Cab and it includes a second row of seating.
The Trend LWB, therefore, is the one to choose if you want maximum cargo space. If you want it with plug-in hybrid power, you'll need to cough up an extra $10,000, while the electric version commands an additional $10,000 premium on top of that.
It's far from the cheapest vehicle in the mid-size commercial van segment. For example, the Toyota HiAce LWB – which has a similar overall cargo bay volume – is several thousand dollars cheaper.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
We did the bulk of our drive in one day, which worked out to around 14 hours in the Transit Custom. Not once did our bodies complain.
Kudos to the designers of the Transit Custom's seats, because they proved comfortable and supportive. That's despite the passenger seat actually being more of a bench than a traditional bucket seat.
The cloth upholstery is pleasant, and the outboard seats even feature heating.
The driver's seat has a fold-down armrest that you can ratchet into your desired position, and the lack of a centre console means you can easily shimmy across the front seats if, for example, someone has parked too close to the driver's door. This is aided by a completely flat cabin floor.
The steering wheel has tilt and telescopic adjustment, though we found the pedal placement to be a bit awkward.
About that steering wheel: it's wonderful. The switchgear is logically laid out and tactile, while the leather wrapping is wonderfully soft and the size is spot-on. It's a better steering wheel than you'll find in many passenger cars!
Overseas, an optional Mobile Office Pack includes a folding version of the steering wheel, allowing you to use it as a work surface or, let's be honest, an easier way to eat your Maccas. Sadly, it's not yet available here.
As expected of a van, there's ample storage even up front. Storage shelves span the width of the dashboard, while the doors have a small pocket for items like pens, and then larger pockets at their base.
These larger storage cavities incorporate bottle holders large enough for 1.5-litre bottles, while we were able to safely stash items like 3L milk bottles and even a vase in the other part of the lower cavity.
Each side of the dashboard has a cupholder that can fit a medium McCafe beverage or a 600ml soft drink bottle, while there's another cupholder that folds out from the centre stack.
Everything feels solidly assembled and hard-wearing, and the cabin overall appears modern.
Our tester came equipped with a metal bulkhead, helping to insulate the front of the van from any sounds (but not necessarily smells) in the rear and featuring a clever load-through hatch which we didn't end up using.
You can still see through the window in the bulkhead and out through the windows in the barn doors, but at night time the reflection of the touchscreen almost completely obscures your view out the back.
You can get a digital rear-view mirror in the Transit Custom, but this comes only in an option package that includes a solid bulkhead with no window.
Fortunately, the Transit Custom comes standard with blind-spot monitoring, while the exterior mirrors feature two different types of mirror so you've got multiple viewing angles. There's no surround-view camera, though you get a reversing camera with decent resolution plus front and rear parking sensors.
The windscreen is huge and the view out the front is expansive, though we were perturbed by a demister that would turn itself off far too quickly.
That brings us to perhaps our greatest gripe: the lack of physical climate controls. There are shortcuts anchored to the bottom of the touchscreen, but they can be finicky on the move – particularly temperature adjustment – and would likely prove cumbersome if you're wearing gloves.
The centre stack has virtually no switchgear, apart from a handful of shortcut buttons for functions like the driver assistance systems menu plus a volume knob.
The touchscreen is an impressive 13-inch unit running the SYNC4 operating system, and features wireless Apple CarPlay and Android Auto.
The latter connects quickly and maintained a stable connection during our road trip, thankfully deciding to wait until we were in Brisbane to occasionally throw up a repetitive "The inserted USB device isn't responding" error message when we had a phone plugged in. This was fixed by unplugging my phone.
There is a wireless phone charger so in theory you don't need to ever plug in your phone, but in my experience wireless phone chargers charge too slowly and heat up your phone too much. Cue Alborz chiding me for having an Android.
There's a simple 7.0-inch instrument cluster screen that's presentable and logically laid out, and is flanked by a couple of more traditional metres for fuel level and engine temperature.
Moving to the rear, there's a single sliding door on the kerbside, though you can option a driver's side sliding door as well.
Unlocking the vehicle once doesn't unlock the rear, so you'll need to press that button on the fob again; alternatively, you can separately unlock just the rear of the vehicle, which is handy if you are unloading goods and don't want anybody to nick your van.
You'll need to give the sliding door and the barn doors a firm slam to close them, though even still we experienced a handful of phantom 'tailgate open' alerts in the instrument cluster.
Inside the cargo bay, you'll find bright LED lighting. There's a helpful switch at the rear to turn on additional lighting, while along the sides of the cargo bay you'll find eight tie-down points as well as padding so your stuff doesn't damage the walls of the van.
As standard, there's a single sliding door within an opening 1030mm wide and 1301mm tall, though you can option a second sliding door.
The rear door opening is 1400mm wide and 1316mm tall, and the Transit Custom LWB is rated to fit four Euro (1200mm x 800mm) pallets.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
For now, the Transit Custom is a diesel-only affair in Australia, however, plug-in hybrid and electric versions are coming soon.
Out of an abundance of caution, we filled up at a quarter of the tank remaining both times we filled up the van. That means we could have easily done Melbourne to Brisbane on two tanks.
The Transit Custom quickly settled into a fuel consumption groove, and couldn't be shaken from 7.7 to 7.8 litres per 100km. The final score was 7.8L/100km across over 1800km of driving.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The first thing you notice about the way the Transit Custom drives is its excellent steering.
Not only is the wheel lovely to hold, as mentioned earlier, but the steering is nicely weighted – it's light enough to help you manoeuvre around tight carparks, but confidence-inspiring out on the road, too.
Then there's the powertrain. The eight-speed automatic occasionally exhibits a not-so-smooth shift at low speed, but otherwise it's well-matched for the torquey turbo-diesel engine.
You change gears using a stalk on the column, which may trip up people for whom the Transit Custom is among a fleet of vehicles they regularly drive. If this will be your primary source of transportation, however, you'll find you quickly get used to the stalk.
The Transit Custom feels like it has more grunt than its outputs suggest, while the cabin is quite well insulated from the usual clatter you get from a turbo-diesel. Mind you, the cabin does get a bit boomy at high speeds with tyre roar, but this is a van after all.
We drove over some rather rotten rural roads in New South Wales, and the Transit Custom took them in its stride. It has a surprisingly loping ride for a van, and unusually features independent rear suspension. And yet, despite being softly sprung, body control was commendable.
When we picked up the car, we found the headlight beam didn't extend far enough, but adjusting the headlight aim with the toggle to the right-hand side of the steering wheel fixed this.
What we couldn't fix, however, was the automatic high-beam. It proved erratic and inconsistent, dipping the lights on pitch-black country roads. It got to the point where I just wished the Transit Custom didn't have the feature, as I was constantly having to flick the headlight stalk anyway and this was just giving me another detent to flick through.
The low-beam headlights are LEDs, which are lovely and bright. The high-beams may elegantly fade on, but they're disappointingly halogen units. Ford refers to these headlights as "hybrid" headlights, which makes them sound more clever than they are…
You fill up the Transit Custom via a flap on the passenger's side, though you'll need to open the passenger-side door in order to open this flap. Fortunately, the filler itself doesn't have a cap.
The blind-spot monitoring worked well, as did the lane-keep assist though there's no lane centring. There is adaptive cruise control, which would often allow the van to exceed the speed limit by 2km/h – not ideal, but that shouldn't be enough to get you in trouble with the law.
There is an annoying overspeed alert, but you can turn it off or easily drown it out with music. The driver fatigue monitoring feature doesn't scan your eyes like in some cars, though if you swerve over a lane marking or drive for a long time without a break, it will flash up a helpful reminder.
The safe exit warning feature is a welcome inclusion, sounding a chime if the van detects you're about to open your door into oncoming traffic.
The Transit Custom is under 2m tall, so it should fit in most carparks. Very handy.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The Trend is the entry-level Transit Custom.
2025 Ford Transit Custom equipment highlights:
Metallic paint is a $700 option, though our tester came in standard Frozen White. You can also spend $1400 and get SVO Paint, allowing you to choose from a wider range of colours than the monochromatic trio of $700 finishes.
Other options include:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
While like most vans the Transit Custom hasn't been crash-tested by ANCAP, it does have a 96 per cent rating in assessment of its driver assistance systems.
Standard safety equipment includes:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
Ford backs its vehicles with a five-year, unlimited-kilometre warranty, with 12 months of roadside assistance included at the time of purchase and extended with every service provided they're completed within Ford's network.
For other buyers, the first four services are priced at $580, $915, $715, and $915 respectively.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
An 18-hour drive can be a real torture test of a vehicle. If something is bugging you when you set off, it's bound to infuriate you by the end of the trip.
I've been in cars with uncomfortable seats, or with annoying lane-keeping aids, that would have had me raging at the end of 18 hours.
But any faults the Ford has are minor, and I quickly came to respect this van. Hell, at one point I even thought, "Hey, would I want to own one of these?" (The answer is no: I hate moving my own stuff, so the last thing I'd want as a van owner is to get roped into helping every friend and family member move).
With its comfortable interior, spacious load bay, punchy powertrain and slick infotainment, the Transit Custom should be on your shortlist if you're buying a van.
Interested in buying a Ford Transit Custom? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Ford Transit Custom
Content originally sourced from: CarExpert.com.auFord Transit Custom Pros
Ford Transit Custom Cons
Gee, when did vans get so good?
Seriously, I was expecting a circa 18-hour drive in a van to be, if not unpleasant, then still a bit of a chore.
However, I was in a Ford Transit Custom, which proved a comfortable way to haul a cargo bay full of my partner's clothes, kitchenware, and even some furniture from Melbourne to Brisbane.
I'd love to tell you how the Transit Custom compares with the Hyundai Staria Load or the top-selling Toyota HiAce across a similar distance but, ah, I think I'm good for cross-country road trips for a little while.
Let's talk about what the Transit Custom does right, though, and where it needs improvement.
You get a choice of two trim levels in the diesel-powered Transit Custom range: Trend and Sport.
Both are available in short- and long-wheelbase body styles, however, the long-wheelbase Sport is what Ford calls a Double Cab and it includes a second row of seating.
The Trend LWB, therefore, is the one to choose if you want maximum cargo space. If you want it with plug-in hybrid power, you'll need to cough up an extra $10,000, while the electric version commands an additional $10,000 premium on top of that.
It's far from the cheapest vehicle in the mid-size commercial van segment. For example, the Toyota HiAce LWB – which has a similar overall cargo bay volume – is several thousand dollars cheaper.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
We did the bulk of our drive in one day, which worked out to around 14 hours in the Transit Custom. Not once did our bodies complain.
Kudos to the designers of the Transit Custom's seats, because they proved comfortable and supportive. That's despite the passenger seat actually being more of a bench than a traditional bucket seat.
The cloth upholstery is pleasant, and the outboard seats even feature heating.
The driver's seat has a fold-down armrest that you can ratchet into your desired position, and the lack of a centre console means you can easily shimmy across the front seats if, for example, someone has parked too close to the driver's door. This is aided by a completely flat cabin floor.
The steering wheel has tilt and telescopic adjustment, though we found the pedal placement to be a bit awkward.
About that steering wheel: it's wonderful. The switchgear is logically laid out and tactile, while the leather wrapping is wonderfully soft and the size is spot-on. It's a better steering wheel than you'll find in many passenger cars!
Overseas, an optional Mobile Office Pack includes a folding version of the steering wheel, allowing you to use it as a work surface or, let's be honest, an easier way to eat your Maccas. Sadly, it's not yet available here.
As expected of a van, there's ample storage even up front. Storage shelves span the width of the dashboard, while the doors have a small pocket for items like pens, and then larger pockets at their base.
These larger storage cavities incorporate bottle holders large enough for 1.5-litre bottles, while we were able to safely stash items like 3L milk bottles and even a vase in the other part of the lower cavity.
Each side of the dashboard has a cupholder that can fit a medium McCafe beverage or a 600ml soft drink bottle, while there's another cupholder that folds out from the centre stack.
Everything feels solidly assembled and hard-wearing, and the cabin overall appears modern.
Our tester came equipped with a metal bulkhead, helping to insulate the front of the van from any sounds (but not necessarily smells) in the rear and featuring a clever load-through hatch which we didn't end up using.
You can still see through the window in the bulkhead and out through the windows in the barn doors, but at night time the reflection of the touchscreen almost completely obscures your view out the back.
You can get a digital rear-view mirror in the Transit Custom, but this comes only in an option package that includes a solid bulkhead with no window.
Fortunately, the Transit Custom comes standard with blind-spot monitoring, while the exterior mirrors feature two different types of mirror so you've got multiple viewing angles. There's no surround-view camera, though you get a reversing camera with decent resolution plus front and rear parking sensors.
The windscreen is huge and the view out the front is expansive, though we were perturbed by a demister that would turn itself off far too quickly.
That brings us to perhaps our greatest gripe: the lack of physical climate controls. There are shortcuts anchored to the bottom of the touchscreen, but they can be finicky on the move – particularly temperature adjustment – and would likely prove cumbersome if you're wearing gloves.
The centre stack has virtually no switchgear, apart from a handful of shortcut buttons for functions like the driver assistance systems menu plus a volume knob.
The touchscreen is an impressive 13-inch unit running the SYNC4 operating system, and features wireless Apple CarPlay and Android Auto.
The latter connects quickly and maintained a stable connection during our road trip, thankfully deciding to wait until we were in Brisbane to occasionally throw up a repetitive "The inserted USB device isn't responding" error message when we had a phone plugged in. This was fixed by unplugging my phone.
There is a wireless phone charger so in theory you don't need to ever plug in your phone, but in my experience wireless phone chargers charge too slowly and heat up your phone too much. Cue Alborz chiding me for having an Android.
There's a simple 7.0-inch instrument cluster screen that's presentable and logically laid out, and is flanked by a couple of more traditional metres for fuel level and engine temperature.
Moving to the rear, there's a single sliding door on the kerbside, though you can option a driver's side sliding door as well.
Unlocking the vehicle once doesn't unlock the rear, so you'll need to press that button on the fob again; alternatively, you can separately unlock just the rear of the vehicle, which is handy if you are unloading goods and don't want anybody to nick your van.
You'll need to give the sliding door and the barn doors a firm slam to close them, though even still we experienced a handful of phantom 'tailgate open' alerts in the instrument cluster.
Inside the cargo bay, you'll find bright LED lighting. There's a helpful switch at the rear to turn on additional lighting, while along the sides of the cargo bay you'll find eight tie-down points as well as padding so your stuff doesn't damage the walls of the van.
As standard, there's a single sliding door within an opening 1030mm wide and 1301mm tall, though you can option a second sliding door.
The rear door opening is 1400mm wide and 1316mm tall, and the Transit Custom LWB is rated to fit four Euro (1200mm x 800mm) pallets.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
For now, the Transit Custom is a diesel-only affair in Australia, however, plug-in hybrid and electric versions are coming soon.
Out of an abundance of caution, we filled up at a quarter of the tank remaining both times we filled up the van. That means we could have easily done Melbourne to Brisbane on two tanks.
The Transit Custom quickly settled into a fuel consumption groove, and couldn't be shaken from 7.7 to 7.8 litres per 100km. The final score was 7.8L/100km across over 1800km of driving.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The first thing you notice about the way the Transit Custom drives is its excellent steering.
Not only is the wheel lovely to hold, as mentioned earlier, but the steering is nicely weighted – it's light enough to help you manoeuvre around tight carparks, but confidence-inspiring out on the road, too.
Then there's the powertrain. The eight-speed automatic occasionally exhibits a not-so-smooth shift at low speed, but otherwise it's well-matched for the torquey turbo-diesel engine.
You change gears using a stalk on the column, which may trip up people for whom the Transit Custom is among a fleet of vehicles they regularly drive. If this will be your primary source of transportation, however, you'll find you quickly get used to the stalk.
The Transit Custom feels like it has more grunt than its outputs suggest, while the cabin is quite well insulated from the usual clatter you get from a turbo-diesel. Mind you, the cabin does get a bit boomy at high speeds with tyre roar, but this is a van after all.
We drove over some rather rotten rural roads in New South Wales, and the Transit Custom took them in its stride. It has a surprisingly loping ride for a van, and unusually features independent rear suspension. And yet, despite being softly sprung, body control was commendable.
When we picked up the car, we found the headlight beam didn't extend far enough, but adjusting the headlight aim with the toggle to the right-hand side of the steering wheel fixed this.
What we couldn't fix, however, was the automatic high-beam. It proved erratic and inconsistent, dipping the lights on pitch-black country roads. It got to the point where I just wished the Transit Custom didn't have the feature, as I was constantly having to flick the headlight stalk anyway and this was just giving me another detent to flick through.
The low-beam headlights are LEDs, which are lovely and bright. The high-beams may elegantly fade on, but they're disappointingly halogen units. Ford refers to these headlights as "hybrid" headlights, which makes them sound more clever than they are…
You fill up the Transit Custom via a flap on the passenger's side, though you'll need to open the passenger-side door in order to open this flap. Fortunately, the filler itself doesn't have a cap.
The blind-spot monitoring worked well, as did the lane-keep assist though there's no lane centring. There is adaptive cruise control, which would often allow the van to exceed the speed limit by 2km/h – not ideal, but that shouldn't be enough to get you in trouble with the law.
There is an annoying overspeed alert, but you can turn it off or easily drown it out with music. The driver fatigue monitoring feature doesn't scan your eyes like in some cars, though if you swerve over a lane marking or drive for a long time without a break, it will flash up a helpful reminder.
The safe exit warning feature is a welcome inclusion, sounding a chime if the van detects you're about to open your door into oncoming traffic.
The Transit Custom is under 2m tall, so it should fit in most carparks. Very handy.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The Trend is the entry-level Transit Custom.
2025 Ford Transit Custom equipment highlights:
Metallic paint is a $700 option, though our tester came in standard Frozen White. You can also spend $1400 and get SVO Paint, allowing you to choose from a wider range of colours than the monochromatic trio of $700 finishes.
Other options include:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
While like most vans the Transit Custom hasn't been crash-tested by ANCAP, it does have a 96 per cent rating in assessment of its driver assistance systems.
Standard safety equipment includes:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
Ford backs its vehicles with a five-year, unlimited-kilometre warranty, with 12 months of roadside assistance included at the time of purchase and extended with every service provided they're completed within Ford's network.
For other buyers, the first four services are priced at $580, $915, $715, and $915 respectively.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
An 18-hour drive can be a real torture test of a vehicle. If something is bugging you when you set off, it's bound to infuriate you by the end of the trip.
I've been in cars with uncomfortable seats, or with annoying lane-keeping aids, that would have had me raging at the end of 18 hours.
But any faults the Ford has are minor, and I quickly came to respect this van. Hell, at one point I even thought, "Hey, would I want to own one of these?" (The answer is no: I hate moving my own stuff, so the last thing I'd want as a van owner is to get roped into helping every friend and family member move).
With its comfortable interior, spacious load bay, punchy powertrain and slick infotainment, the Transit Custom should be on your shortlist if you're buying a van.
Interested in buying a Ford Transit Custom? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Ford Transit Custom
Content originally sourced from: CarExpert.com.auFord Transit Custom Pros
Ford Transit Custom Cons
Gee, when did vans get so good?
Seriously, I was expecting a circa 18-hour drive in a van to be, if not unpleasant, then still a bit of a chore.
However, I was in a Ford Transit Custom, which proved a comfortable way to haul a cargo bay full of my partner's clothes, kitchenware, and even some furniture from Melbourne to Brisbane.
I'd love to tell you how the Transit Custom compares with the Hyundai Staria Load or the top-selling Toyota HiAce across a similar distance but, ah, I think I'm good for cross-country road trips for a little while.
Let's talk about what the Transit Custom does right, though, and where it needs improvement.
You get a choice of two trim levels in the diesel-powered Transit Custom range: Trend and Sport.
Both are available in short- and long-wheelbase body styles, however, the long-wheelbase Sport is what Ford calls a Double Cab and it includes a second row of seating.
The Trend LWB, therefore, is the one to choose if you want maximum cargo space. If you want it with plug-in hybrid power, you'll need to cough up an extra $10,000, while the electric version commands an additional $10,000 premium on top of that.
It's far from the cheapest vehicle in the mid-size commercial van segment. For example, the Toyota HiAce LWB – which has a similar overall cargo bay volume – is several thousand dollars cheaper.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
We did the bulk of our drive in one day, which worked out to around 14 hours in the Transit Custom. Not once did our bodies complain.
Kudos to the designers of the Transit Custom's seats, because they proved comfortable and supportive. That's despite the passenger seat actually being more of a bench than a traditional bucket seat.
The cloth upholstery is pleasant, and the outboard seats even feature heating.
The driver's seat has a fold-down armrest that you can ratchet into your desired position, and the lack of a centre console means you can easily shimmy across the front seats if, for example, someone has parked too close to the driver's door. This is aided by a completely flat cabin floor.
The steering wheel has tilt and telescopic adjustment, though we found the pedal placement to be a bit awkward.
About that steering wheel: it's wonderful. The switchgear is logically laid out and tactile, while the leather wrapping is wonderfully soft and the size is spot-on. It's a better steering wheel than you'll find in many passenger cars!
Overseas, an optional Mobile Office Pack includes a folding version of the steering wheel, allowing you to use it as a work surface or, let's be honest, an easier way to eat your Maccas. Sadly, it's not yet available here.
As expected of a van, there's ample storage even up front. Storage shelves span the width of the dashboard, while the doors have a small pocket for items like pens, and then larger pockets at their base.
These larger storage cavities incorporate bottle holders large enough for 1.5-litre bottles, while we were able to safely stash items like 3L milk bottles and even a vase in the other part of the lower cavity.
Each side of the dashboard has a cupholder that can fit a medium McCafe beverage or a 600ml soft drink bottle, while there's another cupholder that folds out from the centre stack.
Everything feels solidly assembled and hard-wearing, and the cabin overall appears modern.
Our tester came equipped with a metal bulkhead, helping to insulate the front of the van from any sounds (but not necessarily smells) in the rear and featuring a clever load-through hatch which we didn't end up using.
You can still see through the window in the bulkhead and out through the windows in the barn doors, but at night time the reflection of the touchscreen almost completely obscures your view out the back.
You can get a digital rear-view mirror in the Transit Custom, but this comes only in an option package that includes a solid bulkhead with no window.
Fortunately, the Transit Custom comes standard with blind-spot monitoring, while the exterior mirrors feature two different types of mirror so you've got multiple viewing angles. There's no surround-view camera, though you get a reversing camera with decent resolution plus front and rear parking sensors.
The windscreen is huge and the view out the front is expansive, though we were perturbed by a demister that would turn itself off far too quickly.
That brings us to perhaps our greatest gripe: the lack of physical climate controls. There are shortcuts anchored to the bottom of the touchscreen, but they can be finicky on the move – particularly temperature adjustment – and would likely prove cumbersome if you're wearing gloves.
The centre stack has virtually no switchgear, apart from a handful of shortcut buttons for functions like the driver assistance systems menu plus a volume knob.
The touchscreen is an impressive 13-inch unit running the SYNC4 operating system, and features wireless Apple CarPlay and Android Auto.
The latter connects quickly and maintained a stable connection during our road trip, thankfully deciding to wait until we were in Brisbane to occasionally throw up a repetitive "The inserted USB device isn't responding" error message when we had a phone plugged in. This was fixed by unplugging my phone.
There is a wireless phone charger so in theory you don't need to ever plug in your phone, but in my experience wireless phone chargers charge too slowly and heat up your phone too much. Cue Alborz chiding me for having an Android.
There's a simple 7.0-inch instrument cluster screen that's presentable and logically laid out, and is flanked by a couple of more traditional metres for fuel level and engine temperature.
Moving to the rear, there's a single sliding door on the kerbside, though you can option a driver's side sliding door as well.
Unlocking the vehicle once doesn't unlock the rear, so you'll need to press that button on the fob again; alternatively, you can separately unlock just the rear of the vehicle, which is handy if you are unloading goods and don't want anybody to nick your van.
You'll need to give the sliding door and the barn doors a firm slam to close them, though even still we experienced a handful of phantom 'tailgate open' alerts in the instrument cluster.
Inside the cargo bay, you'll find bright LED lighting. There's a helpful switch at the rear to turn on additional lighting, while along the sides of the cargo bay you'll find eight tie-down points as well as padding so your stuff doesn't damage the walls of the van.
As standard, there's a single sliding door within an opening 1030mm wide and 1301mm tall, though you can option a second sliding door.
The rear door opening is 1400mm wide and 1316mm tall, and the Transit Custom LWB is rated to fit four Euro (1200mm x 800mm) pallets.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
For now, the Transit Custom is a diesel-only affair in Australia, however, plug-in hybrid and electric versions are coming soon.
Out of an abundance of caution, we filled up at a quarter of the tank remaining both times we filled up the van. That means we could have easily done Melbourne to Brisbane on two tanks.
The Transit Custom quickly settled into a fuel consumption groove, and couldn't be shaken from 7.7 to 7.8 litres per 100km. The final score was 7.8L/100km across over 1800km of driving.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The first thing you notice about the way the Transit Custom drives is its excellent steering.
Not only is the wheel lovely to hold, as mentioned earlier, but the steering is nicely weighted – it's light enough to help you manoeuvre around tight carparks, but confidence-inspiring out on the road, too.
Then there's the powertrain. The eight-speed automatic occasionally exhibits a not-so-smooth shift at low speed, but otherwise it's well-matched for the torquey turbo-diesel engine.
You change gears using a stalk on the column, which may trip up people for whom the Transit Custom is among a fleet of vehicles they regularly drive. If this will be your primary source of transportation, however, you'll find you quickly get used to the stalk.
The Transit Custom feels like it has more grunt than its outputs suggest, while the cabin is quite well insulated from the usual clatter you get from a turbo-diesel. Mind you, the cabin does get a bit boomy at high speeds with tyre roar, but this is a van after all.
We drove over some rather rotten rural roads in New South Wales, and the Transit Custom took them in its stride. It has a surprisingly loping ride for a van, and unusually features independent rear suspension. And yet, despite being softly sprung, body control was commendable.
When we picked up the car, we found the headlight beam didn't extend far enough, but adjusting the headlight aim with the toggle to the right-hand side of the steering wheel fixed this.
What we couldn't fix, however, was the automatic high-beam. It proved erratic and inconsistent, dipping the lights on pitch-black country roads. It got to the point where I just wished the Transit Custom didn't have the feature, as I was constantly having to flick the headlight stalk anyway and this was just giving me another detent to flick through.
The low-beam headlights are LEDs, which are lovely and bright. The high-beams may elegantly fade on, but they're disappointingly halogen units. Ford refers to these headlights as "hybrid" headlights, which makes them sound more clever than they are…
You fill up the Transit Custom via a flap on the passenger's side, though you'll need to open the passenger-side door in order to open this flap. Fortunately, the filler itself doesn't have a cap.
The blind-spot monitoring worked well, as did the lane-keep assist though there's no lane centring. There is adaptive cruise control, which would often allow the van to exceed the speed limit by 2km/h – not ideal, but that shouldn't be enough to get you in trouble with the law.
There is an annoying overspeed alert, but you can turn it off or easily drown it out with music. The driver fatigue monitoring feature doesn't scan your eyes like in some cars, though if you swerve over a lane marking or drive for a long time without a break, it will flash up a helpful reminder.
The safe exit warning feature is a welcome inclusion, sounding a chime if the van detects you're about to open your door into oncoming traffic.
The Transit Custom is under 2m tall, so it should fit in most carparks. Very handy.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The Trend is the entry-level Transit Custom.
2025 Ford Transit Custom equipment highlights:
Metallic paint is a $700 option, though our tester came in standard Frozen White. You can also spend $1400 and get SVO Paint, allowing you to choose from a wider range of colours than the monochromatic trio of $700 finishes.
Other options include:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
While like most vans the Transit Custom hasn't been crash-tested by ANCAP, it does have a 96 per cent rating in assessment of its driver assistance systems.
Standard safety equipment includes:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
Ford backs its vehicles with a five-year, unlimited-kilometre warranty, with 12 months of roadside assistance included at the time of purchase and extended with every service provided they're completed within Ford's network.
For other buyers, the first four services are priced at $580, $915, $715, and $915 respectively.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
An 18-hour drive can be a real torture test of a vehicle. If something is bugging you when you set off, it's bound to infuriate you by the end of the trip.
I've been in cars with uncomfortable seats, or with annoying lane-keeping aids, that would have had me raging at the end of 18 hours.
But any faults the Ford has are minor, and I quickly came to respect this van. Hell, at one point I even thought, "Hey, would I want to own one of these?" (The answer is no: I hate moving my own stuff, so the last thing I'd want as a van owner is to get roped into helping every friend and family member move).
With its comfortable interior, spacious load bay, punchy powertrain and slick infotainment, the Transit Custom should be on your shortlist if you're buying a van.
Interested in buying a Ford Transit Custom? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Ford Transit Custom
Content originally sourced from: CarExpert.com.auFord Transit Custom Pros
Ford Transit Custom Cons
Gee, when did vans get so good?
Seriously, I was expecting a circa 18-hour drive in a van to be, if not unpleasant, then still a bit of a chore.
However, I was in a Ford Transit Custom, which proved a comfortable way to haul a cargo bay full of my partner's clothes, kitchenware, and even some furniture from Melbourne to Brisbane.
I'd love to tell you how the Transit Custom compares with the Hyundai Staria Load or the top-selling Toyota HiAce across a similar distance but, ah, I think I'm good for cross-country road trips for a little while.
Let's talk about what the Transit Custom does right, though, and where it needs improvement.
You get a choice of two trim levels in the diesel-powered Transit Custom range: Trend and Sport.
Both are available in short- and long-wheelbase body styles, however, the long-wheelbase Sport is what Ford calls a Double Cab and it includes a second row of seating.
The Trend LWB, therefore, is the one to choose if you want maximum cargo space. If you want it with plug-in hybrid power, you'll need to cough up an extra $10,000, while the electric version commands an additional $10,000 premium on top of that.
It's far from the cheapest vehicle in the mid-size commercial van segment. For example, the Toyota HiAce LWB – which has a similar overall cargo bay volume – is several thousand dollars cheaper.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
We did the bulk of our drive in one day, which worked out to around 14 hours in the Transit Custom. Not once did our bodies complain.
Kudos to the designers of the Transit Custom's seats, because they proved comfortable and supportive. That's despite the passenger seat actually being more of a bench than a traditional bucket seat.
The cloth upholstery is pleasant, and the outboard seats even feature heating.
The driver's seat has a fold-down armrest that you can ratchet into your desired position, and the lack of a centre console means you can easily shimmy across the front seats if, for example, someone has parked too close to the driver's door. This is aided by a completely flat cabin floor.
The steering wheel has tilt and telescopic adjustment, though we found the pedal placement to be a bit awkward.
About that steering wheel: it's wonderful. The switchgear is logically laid out and tactile, while the leather wrapping is wonderfully soft and the size is spot-on. It's a better steering wheel than you'll find in many passenger cars!
Overseas, an optional Mobile Office Pack includes a folding version of the steering wheel, allowing you to use it as a work surface or, let's be honest, an easier way to eat your Maccas. Sadly, it's not yet available here.
As expected of a van, there's ample storage even up front. Storage shelves span the width of the dashboard, while the doors have a small pocket for items like pens, and then larger pockets at their base.
These larger storage cavities incorporate bottle holders large enough for 1.5-litre bottles, while we were able to safely stash items like 3L milk bottles and even a vase in the other part of the lower cavity.
Each side of the dashboard has a cupholder that can fit a medium McCafe beverage or a 600ml soft drink bottle, while there's another cupholder that folds out from the centre stack.
Everything feels solidly assembled and hard-wearing, and the cabin overall appears modern.
Our tester came equipped with a metal bulkhead, helping to insulate the front of the van from any sounds (but not necessarily smells) in the rear and featuring a clever load-through hatch which we didn't end up using.
You can still see through the window in the bulkhead and out through the windows in the barn doors, but at night time the reflection of the touchscreen almost completely obscures your view out the back.
You can get a digital rear-view mirror in the Transit Custom, but this comes only in an option package that includes a solid bulkhead with no window.
Fortunately, the Transit Custom comes standard with blind-spot monitoring, while the exterior mirrors feature two different types of mirror so you've got multiple viewing angles. There's no surround-view camera, though you get a reversing camera with decent resolution plus front and rear parking sensors.
The windscreen is huge and the view out the front is expansive, though we were perturbed by a demister that would turn itself off far too quickly.
That brings us to perhaps our greatest gripe: the lack of physical climate controls. There are shortcuts anchored to the bottom of the touchscreen, but they can be finicky on the move – particularly temperature adjustment – and would likely prove cumbersome if you're wearing gloves.
The centre stack has virtually no switchgear, apart from a handful of shortcut buttons for functions like the driver assistance systems menu plus a volume knob.
The touchscreen is an impressive 13-inch unit running the SYNC4 operating system, and features wireless Apple CarPlay and Android Auto.
The latter connects quickly and maintained a stable connection during our road trip, thankfully deciding to wait until we were in Brisbane to occasionally throw up a repetitive "The inserted USB device isn't responding" error message when we had a phone plugged in. This was fixed by unplugging my phone.
There is a wireless phone charger so in theory you don't need to ever plug in your phone, but in my experience wireless phone chargers charge too slowly and heat up your phone too much. Cue Alborz chiding me for having an Android.
There's a simple 7.0-inch instrument cluster screen that's presentable and logically laid out, and is flanked by a couple of more traditional metres for fuel level and engine temperature.
Moving to the rear, there's a single sliding door on the kerbside, though you can option a driver's side sliding door as well.
Unlocking the vehicle once doesn't unlock the rear, so you'll need to press that button on the fob again; alternatively, you can separately unlock just the rear of the vehicle, which is handy if you are unloading goods and don't want anybody to nick your van.
You'll need to give the sliding door and the barn doors a firm slam to close them, though even still we experienced a handful of phantom 'tailgate open' alerts in the instrument cluster.
Inside the cargo bay, you'll find bright LED lighting. There's a helpful switch at the rear to turn on additional lighting, while along the sides of the cargo bay you'll find eight tie-down points as well as padding so your stuff doesn't damage the walls of the van.
As standard, there's a single sliding door within an opening 1030mm wide and 1301mm tall, though you can option a second sliding door.
The rear door opening is 1400mm wide and 1316mm tall, and the Transit Custom LWB is rated to fit four Euro (1200mm x 800mm) pallets.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
For now, the Transit Custom is a diesel-only affair in Australia, however, plug-in hybrid and electric versions are coming soon.
Out of an abundance of caution, we filled up at a quarter of the tank remaining both times we filled up the van. That means we could have easily done Melbourne to Brisbane on two tanks.
The Transit Custom quickly settled into a fuel consumption groove, and couldn't be shaken from 7.7 to 7.8 litres per 100km. The final score was 7.8L/100km across over 1800km of driving.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The first thing you notice about the way the Transit Custom drives is its excellent steering.
Not only is the wheel lovely to hold, as mentioned earlier, but the steering is nicely weighted – it's light enough to help you manoeuvre around tight carparks, but confidence-inspiring out on the road, too.
Then there's the powertrain. The eight-speed automatic occasionally exhibits a not-so-smooth shift at low speed, but otherwise it's well-matched for the torquey turbo-diesel engine.
You change gears using a stalk on the column, which may trip up people for whom the Transit Custom is among a fleet of vehicles they regularly drive. If this will be your primary source of transportation, however, you'll find you quickly get used to the stalk.
The Transit Custom feels like it has more grunt than its outputs suggest, while the cabin is quite well insulated from the usual clatter you get from a turbo-diesel. Mind you, the cabin does get a bit boomy at high speeds with tyre roar, but this is a van after all.
We drove over some rather rotten rural roads in New South Wales, and the Transit Custom took them in its stride. It has a surprisingly loping ride for a van, and unusually features independent rear suspension. And yet, despite being softly sprung, body control was commendable.
When we picked up the car, we found the headlight beam didn't extend far enough, but adjusting the headlight aim with the toggle to the right-hand side of the steering wheel fixed this.
What we couldn't fix, however, was the automatic high-beam. It proved erratic and inconsistent, dipping the lights on pitch-black country roads. It got to the point where I just wished the Transit Custom didn't have the feature, as I was constantly having to flick the headlight stalk anyway and this was just giving me another detent to flick through.
The low-beam headlights are LEDs, which are lovely and bright. The high-beams may elegantly fade on, but they're disappointingly halogen units. Ford refers to these headlights as "hybrid" headlights, which makes them sound more clever than they are…
You fill up the Transit Custom via a flap on the passenger's side, though you'll need to open the passenger-side door in order to open this flap. Fortunately, the filler itself doesn't have a cap.
The blind-spot monitoring worked well, as did the lane-keep assist though there's no lane centring. There is adaptive cruise control, which would often allow the van to exceed the speed limit by 2km/h – not ideal, but that shouldn't be enough to get you in trouble with the law.
There is an annoying overspeed alert, but you can turn it off or easily drown it out with music. The driver fatigue monitoring feature doesn't scan your eyes like in some cars, though if you swerve over a lane marking or drive for a long time without a break, it will flash up a helpful reminder.
The safe exit warning feature is a welcome inclusion, sounding a chime if the van detects you're about to open your door into oncoming traffic.
The Transit Custom is under 2m tall, so it should fit in most carparks. Very handy.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
The Trend is the entry-level Transit Custom.
2025 Ford Transit Custom equipment highlights:
Metallic paint is a $700 option, though our tester came in standard Frozen White. You can also spend $1400 and get SVO Paint, allowing you to choose from a wider range of colours than the monochromatic trio of $700 finishes.
Other options include:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
While like most vans the Transit Custom hasn't been crash-tested by ANCAP, it does have a 96 per cent rating in assessment of its driver assistance systems.
Standard safety equipment includes:
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
Ford backs its vehicles with a five-year, unlimited-kilometre warranty, with 12 months of roadside assistance included at the time of purchase and extended with every service provided they're completed within Ford's network.
For other buyers, the first four services are priced at $580, $915, $715, and $915 respectively.
To see how the Ford Transit Custom stacks up against its rivals, use our comparison tool
An 18-hour drive can be a real torture test of a vehicle. If something is bugging you when you set off, it's bound to infuriate you by the end of the trip.
I've been in cars with uncomfortable seats, or with annoying lane-keeping aids, that would have had me raging at the end of 18 hours.
But any faults the Ford has are minor, and I quickly came to respect this van. Hell, at one point I even thought, "Hey, would I want to own one of these?" (The answer is no: I hate moving my own stuff, so the last thing I'd want as a van owner is to get roped into helping every friend and family member move).
With its comfortable interior, spacious load bay, punchy powertrain and slick infotainment, the Transit Custom should be on your shortlist if you're buying a van.
Interested in buying a Ford Transit Custom? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Ford Transit Custom
Content originally sourced from: CarExpert.com.au
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- Perth Now
2026 Ford Territory revealed: Familiar name for fresh-faced SUV
A new Ford Territory is scheduled to land showrooms in South America, Southeast Asia and South Africa from next month, the famous Australian name now applied to a Chinese-made SUV. There are no plans to bring the Territory to local showrooms, and the updated model is not related – apart from its name – to the Australian-made Territory sold here between 2004 and 2016. With sales kicking off in Brazil in July 2025, the 'Novo Territory' is a mid-life update of the current model. Ford is looking to capitalise on the SUV's strong sales, which quadrupled in Brazil over the last 12 months. 'Territory is the model of our portfolio that has grown the most in the last year in Brazil and South America and has room to advance even further,' Antonio Baltar Junior, Ford South America director of sales, marketing and services, said in a statement. Supplied Credit: CarExpert The Territory continues with a single model grade in Brazil, the Titanium Turbo EcoBoost priced at R$215,001 ($60,372) before on-road costs – R$3001 ($800) more than the previous model – with only key details announced so far. The biggest change is the new squared-off styling with redesigned bumpers front and rear featuring integrated fog lamps, while L-shaped 'optical' LED headlights with LED daytime running lights extend into the lower front bumper. The front also sees a new thinner, black front grille and central but raised Ford blue-oval logo in a similar style to the final Ford Escape SUV – and Fiesta and Focus hatchbacks – dropped from Australian showrooms. There are also 19-inch silver alloy wheels – bigger than any standard showroom wheel fitted to the previous Australian Territory – and more colour coding for the mirrors and door handles, peppered with chrome elements such as the side window surrounds. Supplied Credit: CarExpert The design follows the late 2024 facelift of the Chinese-market Equator Sport SUV, which is the same vehicle by another name. This model has been on sale since 2018, with the current, second generation launching in 2022. There are no changes to the key dimensions – with a 4630mm length making it 10mm longer than the previous Escape and 15mm longer than a Toyota RAV4 – and a significant 258mm shorter than the final Australian Territory (4888mm) sold in 2016. Ford Brazil says the cabin benefits from new finishes, such as new grey and brown colours, with electrically adjustable seats with 'micro-perforated' leather upholstery as well as cooling. A panoramic sunroof, rotary gear shifter and 12.3-inch centre touchscreen with Ford Co-Pilot 360 driver assist tech – including Parking Assist – are also standard, along with a 12.3-inch configurable digital instrument cluster and wireless smartphone charging. Supplied Credit: CarExpert The turbocharged 1.5-litre four-cylinder petrol engine, producing 124kW of power and 250Nm of torque, and the seven-speed dual-clutch automatic carry over unchanged. Only front-wheel drive is available. The Ford Territory was introduced in Australia in 2004 and is one of the automaker's key masterstrokes. The Australian-made SUV was also exported to multiple markets, including South America and South Africa where it introduced the Territory name which remains in showrooms today. The rear-wheel drive Ford Falcon family sedan/wagon/ute was the basis for the Australian-made Territory. The large crossover SUV offered a masterclass in exterior design with 178mm of ground clearance and up to seven seats, combined with clever features such as an opening rear windscreen and 'wet area', all while using the Falcon's powerful 4.0-litre in-line six-cylinder petrol engine and offering strong 2300kg towing capability. From a manufacturing viewpoint, it also allowed parts sharing and development cost efficiencies, with the Territory and Falcon's corresponding improvements feeding into each other. Supplied Credit: CarExpert It won significant praise from the motoring media at its launch, catching arch-rival Holden flat-footed despite it cleverly using the Falcon-rivalling Commodore for a raft of different body types – yet not a thoroughly executed SUV like Territory. Holden did offer the Adventra, a jacked-up version of the Commodore wagon with all-wheel drive, but it was short-lived and its sales numbers paled in comparison to those of the Territory. A turbo-diesel version of the Territory added in 2011 helped improve fuel economy as well as increase its braked towing capacity to 2700kg for all-wheel drive variants. While Falcon sales tailed off as Ford Australia production wound down, the Territory remained a strong seller for the brand until production ended in October 2016 – easily outlasting its short-lived replacement, the Canadian-built Ford Endura (Ford Edge overseas) sold here between 2018-2020. MORE: Everything Ford
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3 days ago
- The Advertiser
2026 Ford Territory revealed: Familiar name for fresh-faced SUV
A new Ford Territory is scheduled to land showrooms in South America, Southeast Asia and South Africa from next month, the famous Australian name now applied to a Chinese-made SUV. There are no plans to bring the Territory to local showrooms, and the updated model is not related – apart from its name – to the Australian-made Territory sold here between 2004 and 2016. With sales kicking off in Brazil in July 2025, the 'Novo Territory' is a mid-life update of the current model. Ford is looking to capitalise on the SUV's strong sales, which quadrupled in Brazil over the last 12 months. "Territory is the model of our portfolio that has grown the most in the last year in Brazil and South America and has room to advance even further," Antonio Baltar Junior, Ford South America director of sales, marketing and services, said in a statement. The Territory continues with a single model grade in Brazil, the Titanium Turbo EcoBoost priced at R$215,001 ($60,372) before on-road costs – R$3001 ($800) more than the previous model – with only key details announced so far. The biggest change is the new squared-off styling with redesigned bumpers front and rear featuring integrated fog lamps, while L-shaped 'optical' LED headlights with LED daytime running lights extend into the lower front bumper. The front also sees a new thinner, black front grille and central but raised Ford blue-oval logo in a similar style to the final Ford Escape SUV – and Fiesta and Focus hatchbacks – dropped from Australian showrooms. There are also 19-inch silver alloy wheels – bigger than any standard showroom wheel fitted to the previous Australian Territory – and more colour coding for the mirrors and door handles, peppered with chrome elements such as the side window surrounds. The design follows the late 2024 facelift of the Chinese-market Equator Sport SUV, which is the same vehicle by another name. This model has been on sale since 2018, with the current, second generation launching in 2022. There are no changes to the key dimensions – with a 4630mm length making it 10mm longer than the previous Escape and 15mm longer than a Toyota RAV4 – and a significant 258mm shorter than the final Australian Territory (4888mm) sold in 2016. Ford Brazil says the cabin benefits from new finishes, such as new grey and brown colours, with electrically adjustable seats with 'micro-perforated' leather upholstery as well as cooling. A panoramic sunroof, rotary gear shifter and 12.3-inch centre touchscreen with Ford Co-Pilot 360 driver assist tech – including Parking Assist – are also standard, along with a 12.3-inch configurable digital instrument cluster and wireless smartphone charging. The turbocharged 1.5-litre four-cylinder petrol engine, producing 124kW of power and 250Nm of torque, and the seven-speed dual-clutch automatic carry over unchanged. Only front-wheel drive is available. The Ford Territory was introduced in Australia in 2004 and is one of the automaker's key masterstrokes. The Australian-made SUV was also exported to multiple markets, including South America and South Africa where it introduced the Territory name which remains in showrooms today. The rear-wheel drive Ford Falcon family sedan/wagon/ute was the basis for the Australian-made Territory. The large crossover SUV offered a masterclass in exterior design with 178mm of ground clearance and up to seven seats, combined with clever features such as an opening rear windscreen and 'wet area', all while using the Falcon's powerful 4.0-litre in-line six-cylinder petrol engine and offering strong 2300kg towing capability. From a manufacturing viewpoint, it also allowed parts sharing and development cost efficiencies, with the Territory and Falcon's corresponding improvements feeding into each other. It won significant praise from the motoring media at its launch, catching arch-rival Holden flat-footed despite it cleverly using the Falcon-rivalling Commodore for a raft of different body types – yet not a thoroughly executed SUV like Territory. Holden did offer the Adventra, a jacked-up version of the Commodore wagon with all-wheel drive, but it was short-lived and its sales numbers paled in comparison to those of the Territory. A turbo-diesel version of the Territory added in 2011 helped improve fuel economy as well as increase its braked towing capacity to 2700kg for all-wheel drive variants. While Falcon sales tailed off as Ford Australia production wound down, the Territory remained a strong seller for the brand until production ended in October 2016 – easily outlasting its short-lived replacement, the Canadian-built Ford Endura (Ford Edge overseas) sold here between 2018-2020. MORE: Everything Ford Content originally sourced from: A new Ford Territory is scheduled to land showrooms in South America, Southeast Asia and South Africa from next month, the famous Australian name now applied to a Chinese-made SUV. There are no plans to bring the Territory to local showrooms, and the updated model is not related – apart from its name – to the Australian-made Territory sold here between 2004 and 2016. With sales kicking off in Brazil in July 2025, the 'Novo Territory' is a mid-life update of the current model. Ford is looking to capitalise on the SUV's strong sales, which quadrupled in Brazil over the last 12 months. "Territory is the model of our portfolio that has grown the most in the last year in Brazil and South America and has room to advance even further," Antonio Baltar Junior, Ford South America director of sales, marketing and services, said in a statement. The Territory continues with a single model grade in Brazil, the Titanium Turbo EcoBoost priced at R$215,001 ($60,372) before on-road costs – R$3001 ($800) more than the previous model – with only key details announced so far. The biggest change is the new squared-off styling with redesigned bumpers front and rear featuring integrated fog lamps, while L-shaped 'optical' LED headlights with LED daytime running lights extend into the lower front bumper. The front also sees a new thinner, black front grille and central but raised Ford blue-oval logo in a similar style to the final Ford Escape SUV – and Fiesta and Focus hatchbacks – dropped from Australian showrooms. There are also 19-inch silver alloy wheels – bigger than any standard showroom wheel fitted to the previous Australian Territory – and more colour coding for the mirrors and door handles, peppered with chrome elements such as the side window surrounds. The design follows the late 2024 facelift of the Chinese-market Equator Sport SUV, which is the same vehicle by another name. This model has been on sale since 2018, with the current, second generation launching in 2022. There are no changes to the key dimensions – with a 4630mm length making it 10mm longer than the previous Escape and 15mm longer than a Toyota RAV4 – and a significant 258mm shorter than the final Australian Territory (4888mm) sold in 2016. Ford Brazil says the cabin benefits from new finishes, such as new grey and brown colours, with electrically adjustable seats with 'micro-perforated' leather upholstery as well as cooling. A panoramic sunroof, rotary gear shifter and 12.3-inch centre touchscreen with Ford Co-Pilot 360 driver assist tech – including Parking Assist – are also standard, along with a 12.3-inch configurable digital instrument cluster and wireless smartphone charging. The turbocharged 1.5-litre four-cylinder petrol engine, producing 124kW of power and 250Nm of torque, and the seven-speed dual-clutch automatic carry over unchanged. Only front-wheel drive is available. The Ford Territory was introduced in Australia in 2004 and is one of the automaker's key masterstrokes. The Australian-made SUV was also exported to multiple markets, including South America and South Africa where it introduced the Territory name which remains in showrooms today. The rear-wheel drive Ford Falcon family sedan/wagon/ute was the basis for the Australian-made Territory. The large crossover SUV offered a masterclass in exterior design with 178mm of ground clearance and up to seven seats, combined with clever features such as an opening rear windscreen and 'wet area', all while using the Falcon's powerful 4.0-litre in-line six-cylinder petrol engine and offering strong 2300kg towing capability. From a manufacturing viewpoint, it also allowed parts sharing and development cost efficiencies, with the Territory and Falcon's corresponding improvements feeding into each other. It won significant praise from the motoring media at its launch, catching arch-rival Holden flat-footed despite it cleverly using the Falcon-rivalling Commodore for a raft of different body types – yet not a thoroughly executed SUV like Territory. Holden did offer the Adventra, a jacked-up version of the Commodore wagon with all-wheel drive, but it was short-lived and its sales numbers paled in comparison to those of the Territory. A turbo-diesel version of the Territory added in 2011 helped improve fuel economy as well as increase its braked towing capacity to 2700kg for all-wheel drive variants. While Falcon sales tailed off as Ford Australia production wound down, the Territory remained a strong seller for the brand until production ended in October 2016 – easily outlasting its short-lived replacement, the Canadian-built Ford Endura (Ford Edge overseas) sold here between 2018-2020. MORE: Everything Ford Content originally sourced from: A new Ford Territory is scheduled to land showrooms in South America, Southeast Asia and South Africa from next month, the famous Australian name now applied to a Chinese-made SUV. There are no plans to bring the Territory to local showrooms, and the updated model is not related – apart from its name – to the Australian-made Territory sold here between 2004 and 2016. With sales kicking off in Brazil in July 2025, the 'Novo Territory' is a mid-life update of the current model. Ford is looking to capitalise on the SUV's strong sales, which quadrupled in Brazil over the last 12 months. "Territory is the model of our portfolio that has grown the most in the last year in Brazil and South America and has room to advance even further," Antonio Baltar Junior, Ford South America director of sales, marketing and services, said in a statement. The Territory continues with a single model grade in Brazil, the Titanium Turbo EcoBoost priced at R$215,001 ($60,372) before on-road costs – R$3001 ($800) more than the previous model – with only key details announced so far. The biggest change is the new squared-off styling with redesigned bumpers front and rear featuring integrated fog lamps, while L-shaped 'optical' LED headlights with LED daytime running lights extend into the lower front bumper. The front also sees a new thinner, black front grille and central but raised Ford blue-oval logo in a similar style to the final Ford Escape SUV – and Fiesta and Focus hatchbacks – dropped from Australian showrooms. There are also 19-inch silver alloy wheels – bigger than any standard showroom wheel fitted to the previous Australian Territory – and more colour coding for the mirrors and door handles, peppered with chrome elements such as the side window surrounds. The design follows the late 2024 facelift of the Chinese-market Equator Sport SUV, which is the same vehicle by another name. This model has been on sale since 2018, with the current, second generation launching in 2022. There are no changes to the key dimensions – with a 4630mm length making it 10mm longer than the previous Escape and 15mm longer than a Toyota RAV4 – and a significant 258mm shorter than the final Australian Territory (4888mm) sold in 2016. Ford Brazil says the cabin benefits from new finishes, such as new grey and brown colours, with electrically adjustable seats with 'micro-perforated' leather upholstery as well as cooling. A panoramic sunroof, rotary gear shifter and 12.3-inch centre touchscreen with Ford Co-Pilot 360 driver assist tech – including Parking Assist – are also standard, along with a 12.3-inch configurable digital instrument cluster and wireless smartphone charging. The turbocharged 1.5-litre four-cylinder petrol engine, producing 124kW of power and 250Nm of torque, and the seven-speed dual-clutch automatic carry over unchanged. Only front-wheel drive is available. The Ford Territory was introduced in Australia in 2004 and is one of the automaker's key masterstrokes. The Australian-made SUV was also exported to multiple markets, including South America and South Africa where it introduced the Territory name which remains in showrooms today. The rear-wheel drive Ford Falcon family sedan/wagon/ute was the basis for the Australian-made Territory. The large crossover SUV offered a masterclass in exterior design with 178mm of ground clearance and up to seven seats, combined with clever features such as an opening rear windscreen and 'wet area', all while using the Falcon's powerful 4.0-litre in-line six-cylinder petrol engine and offering strong 2300kg towing capability. From a manufacturing viewpoint, it also allowed parts sharing and development cost efficiencies, with the Territory and Falcon's corresponding improvements feeding into each other. It won significant praise from the motoring media at its launch, catching arch-rival Holden flat-footed despite it cleverly using the Falcon-rivalling Commodore for a raft of different body types – yet not a thoroughly executed SUV like Territory. Holden did offer the Adventra, a jacked-up version of the Commodore wagon with all-wheel drive, but it was short-lived and its sales numbers paled in comparison to those of the Territory. A turbo-diesel version of the Territory added in 2011 helped improve fuel economy as well as increase its braked towing capacity to 2700kg for all-wheel drive variants. While Falcon sales tailed off as Ford Australia production wound down, the Territory remained a strong seller for the brand until production ended in October 2016 – easily outlasting its short-lived replacement, the Canadian-built Ford Endura (Ford Edge overseas) sold here between 2018-2020. MORE: Everything Ford Content originally sourced from: A new Ford Territory is scheduled to land showrooms in South America, Southeast Asia and South Africa from next month, the famous Australian name now applied to a Chinese-made SUV. There are no plans to bring the Territory to local showrooms, and the updated model is not related – apart from its name – to the Australian-made Territory sold here between 2004 and 2016. With sales kicking off in Brazil in July 2025, the 'Novo Territory' is a mid-life update of the current model. Ford is looking to capitalise on the SUV's strong sales, which quadrupled in Brazil over the last 12 months. "Territory is the model of our portfolio that has grown the most in the last year in Brazil and South America and has room to advance even further," Antonio Baltar Junior, Ford South America director of sales, marketing and services, said in a statement. The Territory continues with a single model grade in Brazil, the Titanium Turbo EcoBoost priced at R$215,001 ($60,372) before on-road costs – R$3001 ($800) more than the previous model – with only key details announced so far. The biggest change is the new squared-off styling with redesigned bumpers front and rear featuring integrated fog lamps, while L-shaped 'optical' LED headlights with LED daytime running lights extend into the lower front bumper. The front also sees a new thinner, black front grille and central but raised Ford blue-oval logo in a similar style to the final Ford Escape SUV – and Fiesta and Focus hatchbacks – dropped from Australian showrooms. There are also 19-inch silver alloy wheels – bigger than any standard showroom wheel fitted to the previous Australian Territory – and more colour coding for the mirrors and door handles, peppered with chrome elements such as the side window surrounds. The design follows the late 2024 facelift of the Chinese-market Equator Sport SUV, which is the same vehicle by another name. This model has been on sale since 2018, with the current, second generation launching in 2022. There are no changes to the key dimensions – with a 4630mm length making it 10mm longer than the previous Escape and 15mm longer than a Toyota RAV4 – and a significant 258mm shorter than the final Australian Territory (4888mm) sold in 2016. Ford Brazil says the cabin benefits from new finishes, such as new grey and brown colours, with electrically adjustable seats with 'micro-perforated' leather upholstery as well as cooling. A panoramic sunroof, rotary gear shifter and 12.3-inch centre touchscreen with Ford Co-Pilot 360 driver assist tech – including Parking Assist – are also standard, along with a 12.3-inch configurable digital instrument cluster and wireless smartphone charging. The turbocharged 1.5-litre four-cylinder petrol engine, producing 124kW of power and 250Nm of torque, and the seven-speed dual-clutch automatic carry over unchanged. Only front-wheel drive is available. The Ford Territory was introduced in Australia in 2004 and is one of the automaker's key masterstrokes. The Australian-made SUV was also exported to multiple markets, including South America and South Africa where it introduced the Territory name which remains in showrooms today. The rear-wheel drive Ford Falcon family sedan/wagon/ute was the basis for the Australian-made Territory. The large crossover SUV offered a masterclass in exterior design with 178mm of ground clearance and up to seven seats, combined with clever features such as an opening rear windscreen and 'wet area', all while using the Falcon's powerful 4.0-litre in-line six-cylinder petrol engine and offering strong 2300kg towing capability. From a manufacturing viewpoint, it also allowed parts sharing and development cost efficiencies, with the Territory and Falcon's corresponding improvements feeding into each other. It won significant praise from the motoring media at its launch, catching arch-rival Holden flat-footed despite it cleverly using the Falcon-rivalling Commodore for a raft of different body types – yet not a thoroughly executed SUV like Territory. Holden did offer the Adventra, a jacked-up version of the Commodore wagon with all-wheel drive, but it was short-lived and its sales numbers paled in comparison to those of the Territory. A turbo-diesel version of the Territory added in 2011 helped improve fuel economy as well as increase its braked towing capacity to 2700kg for all-wheel drive variants. While Falcon sales tailed off as Ford Australia production wound down, the Territory remained a strong seller for the brand until production ended in October 2016 – easily outlasting its short-lived replacement, the Canadian-built Ford Endura (Ford Edge overseas) sold here between 2018-2020. MORE: Everything Ford Content originally sourced from:
