In 2009 the Ford Transit Connect created a new market niche in the US: the compact van. Admittedly, there had been some previous windowless versions of domestic minivans, but with the TC, Ford now offered something a bit different, with the primary target being the commercial market.
In subsequent years, three others joined the party; the Nissan NV200 (and Chevy City Express), the Mercedes Metris and the Ram Promaster City. But now they’re all disappearing. The NV200 has been gone for some time, the Metris’ cancellation was announced a week or so ago, and the TC’s death was announced earlier this week. Stellantis has not yet made an announcement regarding the PMC, but I can’t see how it can continue for any more than a short time, as the Fiat Doblo it’s based on has been replaced in Europe by the Citroen Berlingo.
Hey; Americans like big vehicles, and it’ll just mean bigger profits by forcing buyers into full size vans.
The Nissan was the first to go, due to low sales. The Metris was cancelled for the same reason, and the Nissan plant in the US that built its turbo gas four is being phased out. The Transit Connect is being replaced in Europe by a badge-engineered VW Caddy. Ford had strongly suggested that it would create a new TC for the NA market based on the Escape’s platform, but that just evaporated, undoubtedly in connection with Ford’s announcement that it will lay off up to 8,000, starting with 3,000 right now. The car business is changing dramatically, significantly influenced by the pandemic—everyone is reducing model lines and complexity wherever possible. It’s much more profitable that way.
As to the Promaster City, they may continue to roll some NA market versions off the line for a while, but that’s not a longer term strategy. It has also been a weak seller, so its future was always iffy. One could argue that since the rest of the competition is all bailing, the PMC would have the compact van market all to itself. But even then, federalizing the Citroen Berlingo/Peugeot Partner seems unlikely for all the same reasons.
Ram already has the shortest full size van on the market, the 118″ wb version, which is only 195″ long, and almost a foot shorter than the former Caravan C/V pictured here for an Outtake I did on the subject. The shortest Transit is 219″ long, and the shortest Mercedes Sprinter is 236″ long, so Ram has the compact but tall van market to itself, which might likely make the relatively rare 118″ wb version more popular.
Another key factor is that manufacturers are now loathe to invest in new IC-based vehicles, as the development money is going to EVs. And there are some prospects in that market that may take up the slack in the compact end. For instance, Canoo’s EV van is only 184″ long. Like a number of other EV startups, Canoo’s prospect were looking a bit dim recently, but they just got a boost from Walmart, which just ordered 4,500 of them and has an option for 10,000 more.
Speaking of Canoo, they also have a prototype for a pickup version, based on the same structure. It reminds me a bit of the old VW double-cab pickup. Given their financial challenges, I strongly suspect they’ll focus on the van, as the demand for EV vans is huge. But a compact 4-wheel drive EV pickup is an interesting prospect.
Where do these vehicles go for deliveries? In Europe, they often drive around a substantially more compact urban environment. In America, we have been seeing a continuation of the century-long building of suburbia, exurbia and rural areas where little is compact, or even urban.
McMansions sitting on quarter-acre lots, not only fail to build neighborhoods, it also ends the need for compact service vehicles. Thanks to modern technology, big vehicles can get the same gas mileage as much smaller vehicles a decade ago. Size is now separate from fuel economy, leaving bigger is better as a value for most buyers.
From what I saw in my (midsized) city they were mostly used by small businesses like restaurants and the like to transport things. I also saw one or two TC passenger versions puttering around every year or so.
Too bad about the TC. Canada Post has 1,175 of them as local delivery vehicles, the ones I see have all got rocker rust and looking a bit tatty.
I wonder what they’ll be replaced with. Bigger seems like the wrong direction to go in these times…
The Ford Transit Connect is an amazing vehicle for smaller businesses. I can understand how Ford can not bring a VW product here that has not been certified for the US. But it’s strange that Ford is outsourcing a major product like that.
Ford’s strategy for surviving in Europe involves a lot of outsourcing. Their passenger car EVs are going to use VW’s EV platform, as used in the iD4/3. And it obviously involves sharing the VW Caddy.
Ford’s European future rests largely on their commercial line, as the passenger car segment has been fairly weak for them for quite a while. The Transit and its variants are the mainstay of their line, and is very profitable. This is why Ford chose to stay in Europe and why GM sold Opel: they did not have their own van and were weak in the commercial market.
For light commercial vehicles, the VW and Ford cooperation goes beyond the Caddy/Transit Connect. The next VW Amarok pickup is fully based on the upcoming Ford Ranger and soon enough, the Ford Transit Custom and VW Transporter (the FWD, mid-size vans) will be largely the same.
The electric VW ID Buzz is a stand-alone model, available as an MPV and commercial van.
….some extra info, this here is the new VW Multivan T7. This is not the next generation of the VW Transporter (the current gen is called the T6.1) and Ford Transit Custom I was referring to above.
I don’t know Ram Promaster City is a Fait-sourced vehicle, from outside it appears like a Ford Transit Connect. NV 2000 was a qualified new NYC Taxi vehicle under Bloomberg time, I never understood why Toyota Prius V or Ford C-Max lost to Nissan being Bloomberg was and still is a green guy. Nevertheless, those two bailed out five years ago. Maybe one Tesla can come out a cargo version of Model Y once the supply chain and manufacturer capacity are addressed.
Tesla? Low margin commercial vehicle? Dream on. Besides, 76 Cubic foot of cargo area is laughably small for a commercial vehicle. The Transit Connect has up to 123 cubic foot, and people (businesses) still chose the larger Transit in droves.
Obviously, the national sales figures don’t lie, not to mention the challenges of Americanizing new platforms, but the Ram City and Transit Connect seem hugely popular locally with delivery and small residential contractors – especially painters, pest control and plumbers. I wonder if the existing fleet will prove as long-lived as the regular cab Tacoma’s and Rangers that were previously popular in those roles, and also got discontinued.
I’m just surprised these haven’t sold all that well. I would have thought small businesses would need these. Oh well…..
I know why these havent sold, they cost too much. Looked up starting prices
Ford transit connect. $29375
Ram Promaster city. $31475
Ford Transit. $39970
Ram Promaster. $38260
Heres the real kicker, Chevy Express $33000. I mean thats a no brainer to buy the bigger Chevy IMO. Also the full size van is so entrenched in the contractor/commerical market, people dont like change and never would consider one of the smaller vans, even if it would save them several hundred a month on gas
There’s a niche that loved them, that is for sure. For instance, my friend is a cable installer and drives one daily. They were already talking about ordering 2023 Maverick Hybrids to replace them before this announcement, though. There are companies, including offering through Ford, making different caps for the Maverick for upfitting as a work vehicle.
Without the need for a next generation based on the C2 platform in Europe, and with Maverick and Bronco Sport keeping the factory poised to get production of the next-gen pretty busy, I get why it was axed.
If we ever see a replacement, it won’t have a tailpipe.
Yeah these have gotten very expensive lately. Don’t make much sense to me. I mean the Maverick with a cap starts to make more sense. May be one reason the transit connect died instead of being made in Mexico, is Ford keeping capacity for Maverick and Bronco sport.
2 Years ago the Pro master city started at 24k. There is a rumour that van prices saw huge price increases over the pandemic due to limited supply and strong demand from delivery services.
I think we may see the Promaster city survive as the only one left for a while but it will depend how long the platform is viable.
The advantage of the Transit Connect is the height for storing items and the ability to move around inside to access things. Plus the shorter length is easier to park the city.
A Transit Connect starts at a mere £17000 ish Inc tax in the UK. OK yours comes with a 2 .4 Ltr Ecotec gas engine and auto trans but cost what $8000 more. . A Mustang GT costs twice the US price in Portugal. Over a hundred grand, in Euros!.
I purchased a Transit Connect (passenger version) in 2012 as my first (and so far only) new car. I don’t have the window sticker handy, but I’m sure it was more expensive than a Caravan; however, I definitely wanted something left-field and was in the market too late for a new Element.
Ten years later, and I have no regrets. I think it’s a design classic (I’m not so enamored of the second-gen Connect) and the simplicity (no soft-touch surfaces here!) was just what I wanted. It’s also a cinch to maneuver and park (though the high roof is an issue for a few parking garages).
I’ll be helping a friend move a large wardrobe that wouldn’t fit into his SUV today. Over its life with me, the Connect has completely handled two house moves, all but for the washer and dryer, and made it easy to purchase furniture off Craigslist.
The rear seats do need tools and a strong back to remove, and legroom back there when they’re in place is none too generous. That’s OK, because I’ve had people back there only a few times. I mostly wanted the passenger version because of the great visibility the windows give — and because it wasn’t white.
My main complaint about it is that with the four-speed automatic and 2.0-liter Focus engine, the acceleration to freeway speeds is perilously slow (and I speak as one who has owned a Citroen 2CV!). Around town is fine, but I deliberately take the long way to avoid certain freeway onramps.
With a better powertrain, such as the diesel and stick we never got, it would have been perfect. As is, I’ll be keeping the Connect for the foreseeable future anyway …
Pictured when new. Now it’s usually dirty and the trim has sadly gone gray.
Your complaint about the drive train is due to US market preferences for large capacity gasoline engines with automatic transmission but in reality owners say they prefer the Euro options.,manual and diesel . Seams the gas option has been forced on to US buyers properly due to bigger profits.
A 2lt ,auto Connect would cost to much to runaround town for small companies to be viable in Europe.
The gas engine/automatic is not forced on US buyers because of higher profits. In order to meet much stricter US emission standards, diesels end up being significantly more expensive (and troublesome) in the US, and therefore are mostly shunned. Fleets have all stopped buying diesels (except for really big trucks) because of their much higher maintenance/repair costs. The 2.0 gas engine is undoubtedly cheaper for Ford to build than any of their diesels. Diesels are essentially dead here, except for a certain segment (jacked up big 4×4 pickups). And Americans just don’t want manuals anymore. Especially for a van that typically gets used in city traffic.
The higher price reflects other factors, including market conditions.
In Europe diesel fuel is around the same or less than petrol per litre. I recently noticed diesel fuel at over $1 more than gas per gallon in Brooklyn, and it was previously at least 50 cents more. Half the cars in the EU/UK were diesel but I think they recently realized that particulates and other pollutants were a problem for diesels despite lower CO2 emissions and they are going away, even being forbidden for cars at some point in central cities.
(I didn’t do any actual research for that, so feel free….)
What Paul says. Diesel/manual take rate would be minuscule. Diesel/auto even slower. If it’s a fleet, now you have driver training and maintenance costs.
What I would like to have seen is the Escape hybrid and PHEV systems adapted. Oh well.
Back-to-black works well to bring back the black trim color, although you’ll have to re-apply regularly.
https://mothers.com/products/back-to-black-trim-and-plastic-restorer-06112
I’ve seen far more of these employed as small cargo/business vans than as passenger vehicles, so I wonder what those buyers will turn to.
As a passenger vehicle, this class was in an awkward position. I’ve read inumerable comments on how minivans are no longer mini, but these actual small vans don’t function well as 3-row family haulers. They are a people-or-cargo proposition and if you eliminate the buyer who needs to fit 3 rows of people and their gear, you’ve lost most of the customer base.
As someone who only needs two rows on a regular basis and 3 in a pinch, the Transit Connect was very appealing in concept. Tidy size, excellent space utilization, carlike demeanor, and a modern sophistication to its styling unlike the goofy Promaster City. But then the negatives roll in like thunder–wheezy old torqueless four cylinder engine options to move nearly 4,000 pounds of empty van, elevated road noise, and a price that easily climbed too close to mainstream minivans with 300hp. Same problems that sunk the Mazda5.
I just built a midgrade XLT Transit Connect with one option group. $38,000 MSRP. A midgrade EX Kia Carnival? $39,500 MSRP.
I didn’t know about the demise of the FTC; thanks for reporting.
My FTC is a 2015 I bought new that fall. It has been completely reliable and very useful. It is a short wheelbase white van. I’ve used it for transporting stuff between summer and winter homes. Also it has gone on vacations with two bicycles inside. It carries a bike locally so I can ride from any spot I want. It is an ideal vehicle to take grocery or Home Depot shopping – big sliding door right behind the driver door and a very low load height. And it is fun to drive (but I should have gotten windows in the rear doors). Think I can sell it today for what I paid for it seven years ago. I have one more year left on the extended warranty I bought – but have never made a claim. It has been an excellent vehicle.
I would replace it with a Maverick – if one was available. Prefer the bikes inside the FTC over having them in the bed of a Maverick. At least I can get the Mav with gasoline engine – prefer non-electric if I have a choice.
If I understand correctly, Ford initially circumvented the “chicken tax” on the 1G Transit Connect by installing plastic rear seats and door glass and pretending they were passenger vehicles. I recall they kinda got caught at that, which meant the retail price shot up (effectively) 25% overnight. That really hurt.
The idea of building them in Hermosillo would have legitimately circumvented the “chicken tax” by building them in North America. But there’s only so much production capacity at Hermosillo, and Ford seems to have decided they would rather build more Mavericks and Bronco Sports.
It seems like most non-CUV market segments are disappearing, quickly. 5-10 years ago, it seemed like the best time in history to be a car enthusiast. Now, it’s just depressing. Despite the impressive numbers available using electric motors, I find the vehicles they power completely uninteresting.
Also, I’m not sure the pandemic has much of anything to do with the steamrolling of the car market. Now, government meddling due to and since the pandemic… absolutely. Whether you think it’s for a good reason or not, society is being told to buy what the government allows or else. I’m no fan of that.
I’m really not seeing how government policy has anything to do with the departure of this market in the US.
The original Ford Transit Connect came in a high top configuration. I would see these all over the streets as appliance repair, handy man, and field service vehicles. Ideal for getting in and out of low slung parking garages. Then Ford pulled the usual, “O’ my God, it just might cannibalize a tiny percentage of sales of the full size (big profit) Transit”. Therefore, the 2nd Gen looks like a tree stump.
Typical Harvard MBA mindset………
Im very suprised by this. I see small businesses using these compact vans everywhere in the Boston area and the Ford is the one I see the most. I still say the best for your $ was the grand caravan CV. Its too bad cuz more choice is always better.
I also see a lot of these trucks in the Boston area. My issue with the Dodge would be the reliability of the transmissions since all caravans seem to have mechanical issues. The advantage of the Ford is the height.
Toyota should build cargo versions of the Sienna. The current model is a hybrid, 36mpg city and highway. Fleets would LOVE that efficiency and the Prius has proven to be an extremely durable and cheap to service workhorse in the taxi industry
Decontent it, no power doors, no power liftgate, no rear glass, rear seats, rear airbags, rear heat, rear a/c,
Im betting they could sell it for a bit less than the $35k the passenger version sells for.
Last I heard, the Sienna was back ordered for months. There’s no way Toyota (or anyone else) is going to cut their fat profit margins to sell a decontented version.
Yeah you are right Paul, with all the shortages and capacity issues Toyota would never do that. Toyota is pretty smart, they arent like GM in the 90’s/00’s where they have a bunch of under utilized factories and excess capacity.
Ive always wondered why Toyota hasnt gotten into more commericial applications here in the USA. About the only one they have any real market share in is medium duty trucks with their Hino division. And the Prius and Camry hybrid are real big with taxi(and uber) drivers, but Toyota never built/marketed to that niche. Plus I think most of those guys buy their cabs 2nd hand
Interesting to note then Toyota sold in Europe a rebadged version of the Citroen Jumpy/Peugeot Expert/Opel Vivaro/Fiat Scuda as the Toyota ProAce
https://commons.wikimedia.org/wiki/File:2018_Toyota_Proace_Comfort_1.6_Front.jpg
Toyota sell a mildly restyled version of the psa generic van in NZ and have for some time but sales of the exJDM used Hiace continue, actually we have a very varied size and brand market of vans here you name it somebody is selling them EV, PHEV, petrol, diesel, we have them Chinese LDVs seem popular from the numbers I see in traffic.
A lesson on how to dilute a reputation. Toyota made by PSA. One of the most reliable brands with a badge on a product built by one of the least. The only advantage the previous High Ace had over the competition was build quality and reliability. I drove one whilst working at a dealership. It drove Like some thing from the early 80s compared to a Transit.
The Toyota-badged ones are all built on day shift, never on Mondays or Fridays, the day after payday or the first hour after lunch. And there’s a Japanese Rabbi at the end of the line to pronounce them fit for duty.
(Yes I am joking. But I don’t really know the facts either…)
That’s not all. Consuming baguettes and Brie is not allowed on Tuesdays, Wednesdays and Thursdays. Paydays are always scheduled on a Friday. Tavares will personally see to that.
FWIW, my “Fiat” Ram Promaster van is now over 5 years old and has never had anything but oil changes and a recent air filter. My son Ed warned me about buying a junky FCA product at the time. Meanwhile his 2017 Toyota Tacoma’s recall list is now up to five issues.
https://www.cars.com/research/toyota-tacoma-2017/recalls/
Come on Paul, that’s just Toyota continuing their product quality checks post-sale, they continue for the life of the vehicle and contribute to the “surprise and delight” rating. 🙂 There’s no Shaken here, so there has to be some way to get them to come back to the dealer and see the new offerings before 400,000 miles have elapsed.
I’m glad your Ram has given you good service (I can’t believe it’s been 5 years).
My brother is buying a new work van (his first new work van, and the one he plans to work 10 years before he converts to a retirement RV). I mentioned ‘my buddy Paul, the car guy’ (lol) got the Ram for conversion and was quite pleased. Alas he was waved off the Ram by the auto repair shop, which serves as the service center for a large, local AC/plumbing/electrical conglomerate. At any given time they’re repairing 5-6 of them beyond maintenance, and he said they just don’t do well under a heavy day to day grind.
So Ford it is; it’s gonna take 3-5 months to get built. He’s paying msrp (unheard of 3years ago), but there are no additional markups etc.
Dave, this is of course a contentious issue. I’m going to try to be objective here, but this rep about the PM does not hold up to experience by many fleet users. There’s a guy Kip who runs a small fleet of them in his expedited (long distance) deliver service, and has several over 500k miles; one with 680k. He’s had transmissions last 500k (that’s probably a bit outside the ordinary), but averages 300-400k on them. And he’s had similar experience with the Pentastar 3.6, which has only one known occasional weakness with the needle bearings in the rocker shaft, resulting in “Pentastar click”. That can be fixed pretty readily, and since 2019 they improved the bearings.
He’s now making videos of his experiences with them. They are simple, straightforward boxes with a drive train that has been made by the millions for close to two decades now.
I follow the Promaster forum, and yes, folks will show up with the occasional sad story of a malady. Most of them could have been readily fixed with the advice of this guy Kip, who tries to respond. But the ones that end up back at the dealers, it’s often an ugly situation. Thus is sad state of dealer service these days. I would never take mine to one.
The longer I have it and the more I learn from this Kip, the more confident I am about keeping very long term. Even if an engine or transmission were to blow, there’s numerous Chrysler vehicles that had the same drive train, so used parts are very cheap, in relative terms.
It is considered very important to change the transmission fluid every 60k miles.
I have learned to be suspicious when a shop says something about that regarding a specific vehicle. I’ve found that it may reflect an inexperience with them, or a prejudice for/against a certain brand.
The PMs are used widely for expedited delivery as well as other commercial applications. I have nothing against the Transit, but if you go to their forums, you’ll hear plenty of tales of woe too. never mind the Sprinter forums.
Here’s one of Kips videos, on a PM with 680k miles on it:
I have nothing against either the Ford or the Dodge but based solely on my very limited time with both of them, if I were using one for work every day that involved actually climbing into and out of the back load area, I’d find it hard not to enjoy the VERY low step in height into the back load area of the Ram over the Ford. Climbing up an extra 8″ (the approximate difference) or jumping down that extra 8″ takes a toll. Other than that I found both to be quite agreeable.
https://www.curbsideclassic.com/future-classic/future-classic-2015-ford-transit-250-a-new-dawn-for-u-haul/
https://www.curbsideclassic.com/new-car-review/future-classic-2017-ram-1500-promaster-cargo-136-wb-low-roof-u-haul-traded-in-my-transit/
Climbing up an extra 8″ (the approximate difference) or jumping down that extra 8″ takes a toll.
This. We’re out in PO for a week in the van, and that very much makes a big difference.
Also, the PM is 4″ wider, and that makes for a bigger interior, especially with a transverse bed. And because it sits lower, the high roof version is not nearly as tall as the highest roof Transit. Much lower center of gravity.
I rented a Transit once, a basic low roof cargo van, and it handled very well. But I have to assume that with the extra tall roof, it must feel a bit less well planted than a PM.
I bought a new 2022, TC last Nov. Base price was $24,200 plus about 3500 in accessories (roof rack, tow package, sync, rear windows, etc), so close to $28,000 plus tax and title.
Do I like it?
Performance wise, quite adequate for me. Have experienced zero problems in 5000 miles. I can drive it 700 miles in a day without fatigue and I am well over 80. I average over 30 on the highway. (Computer, ?, tells me I have averaged 28.7 mpg overall).
Dislikes: too much cheap plastic. Too much electronic/digital stuff. Very little maintenance and repair under your control.
Collects tree debris in all (there are many) crevices. Potential rust problems.
Interior sheet metal is formed in such a way as to hinder further insulation, paneling and built-ins. Earlier version (pre 2014) much better in that regard.
I test drove a Nissan NV200. Was not impressed.
I almost bought a Ram Promaster City. Excessive oil use, random reliability problems caused me not to. On paper, it edges out the TC.
These Ford TCs are very common here in VT. Caught by surprise at their discontinuance.
Noooooooooooo, I love those little things.
Ok, I’m being a bit dramatic, I’ve never even been inside one. I should say I love the concept of those things. Even if there isn’t a real price advantage, sometimes less really is more. Park it in a garage. Like where theft of things inside is dramatically lower. Park it at all on the street in a congested area. Fuel economy might not be as different as it used to be, but still a smaller, lighter, lower profile vehicle will be cheaper to run. It all depends on what you use it for, and it is nice to have everything in say a service vehicle, but size does matter. I’ve been there and done that and have first hand knowledge.
The domestic auto industry has really gotten strange in recent years. They’ve given up on cars, they seem to feel cars don’t and won’t sell. Never mind the figurative tons of Camrys, Accords, Civics, Corollas etc that do sell. Yes, the high profile, truck like form factor is extremely popular today, and the big 2 virtually print money making them, but I don’t think Toyota, Honda etc exactly lose money on their cars.
As a commercial HVAC contractor using even a full size van unless expensively accessorized adding to the already base high cost, the basic setup is primitive. The lousy standard lighting, hard to keep neat shelving, etc. etc. Better pay more for a custom bodied and with box and sidedoors. The Chevy Express and GMC versions are however are amazingly long lifed and trouble free.
The current Berlingo was introduced in 2018 and came with a variety of engines. As of January 2022 all UK and European Berlingos are now only available as fully electric. The fully-electric e-Berlingo features a 50kWh battery powering a front-mounted electric motor for an equivalent 134bhp, and a range of 174 miles (280km).
European companies were already sharing and badge engineering a lot of these kinds of vehicles over the years and now they and US Chrysler (you know who I mean) are all one company anyway. No reason to not offer some version of these in the US if they want to and there is a market. Maybe they are waiting for the next generation.
For local use electric vans of all sizes make a whole lot of sense, not just for the local, country, and world environment but for users, although the initial price is bound to be higher than with a fuelie. Would they qualify for any federal bucks? Making them or anything else in lower wage Mexico shouldn’t depend on factory capacity. They can always build another factory, but with the impending electric revolution there are obviously a lot of unknowns and a lot of changes, not just with markets but with battery and electric motor factories instead of the extremely specialized and complex IC engine and transmission manufacture.
Like other commenters I’ve seen a lot of particularly the Ford versions of small vans for years in Brooklyn. They seem to make a lot of sense, at least in urban areas. It was interesting that US companies just kept making the same old RWD small and large vans for decade after decade and then replaced everything with existing newer European and Japanese designs. And there are still some of the ugly small windowed Nissan Taxis of the Future rolling around in Manhattan.
I don’t know about the new model, but Toyota did make taxi/hire car if not commercial versions of the previous generation Siennas. They have a bench second row and no third row or cover on the floor but just the deep open well the seat would fold into, and no dark tint on the windows.
Only available as fully-electric applies to the Berlingo MPV (“Ludospace”). Gasoline and diesel engines are still offered in the Berlingo commercial vans. There’s also an electric version, of course.
Absolutely maddening. They have learned nothing from the Great Recession. And no wonder pundits keep complaining about gasoline consumption when every excuse in the book is being used to cut economical vehicles.
And now no ProMaster City. At a time when gas prices gave us all shock and stress.
https://www.caranddriver.com/news/a41040933/ford-and-ram-to-drop-compact-vans-and-there-goes-the-segment/