Standardize production
This internal competition does not escape the parent company; especially since the Common Market, the forerunner of Europe, is emerging. Ford United States will therefore ask its two subsidiaries to work together under the direction of an American engineer.
There is gnashing of teeth at Ford because the two existing products have to be replaced by a common commercial vehicle. For the British, this meant that they had to forego a small, narrow, front-wheel drive commercial vehicle in favor of a more impressive machine.
1965, the year of departure
In 1965, production of the newcomer called Transit began. And the Transit (first made in England) would hit hard from the start.
The Transit has a powerful, very American body and is presented with six different payloads, five engines, three body styles (van, station wagon and minibus) as well as platform and chassis cab versions.
The buyer immediately had the choice between side wing or sliding doors, tailgate or wing doors… Production will begin in Belgium at the Genk plant in the fall.
Transit strives for simplicity
For simplicity, engineers replaced the Thames' independent front wheels with a solid front axle; a choice that appeared very rustic, but was compensated for by a wide front rail.
When it came to engines, England opted for 1.7-liter and 2-liter V4 engines, while German production relied on the Taunus-derived 1.3-liter, 1.5-liter, 1.7-liter – and 2 liter V4 engines based. Finally, the Transit was equipped with an alternator, while its main competitors were equipped with a dynamo.
The pig's nose comes
In 1966, Ford decided to equip the Transit with a diesel engine; a naturally aspirated engine with an impressive output of 43 hp. Because the engine was too long to fit in the original version, the hood had to be modified, giving it its piggy snout.
It was not until 1972 that it was replaced by a 2.4 liter Ford engine, but the modification also accommodated a 3 liter Essex V6 for police and ambulance applications. In 1967, Turkey began producing the Transit, which was also built in Australia and New Zealand. From 1970 onwards, the Amsterdam heavy goods vehicle factory was added.
On Easter Monday 1971, Ford presented the Transit Supervan at the Brands Hatch race track; a real competition car with a Transit body. Ford installed the V8 from the Ford GT40 centrally in the Transit at Le Mans.
With its 435 hp, the 4.7-liter Gurney Eagle is connected to a ZF transmission, which accelerates the 900 kilo Transit to 240 km/h. Ford will start the exercise again in 1984 with a fiberglass body based on the Transit Mk 2 and a 600 hp V8 capable of reaching a speed of 280 km/h.
Generation 2 in 1977
Before the introduction of the new generation in 1977, the Southampton factory celebrated the release of the millionth Transit on September 15, 1976! The Transit Mark 2 (Mk II) was released in March 1978.
In fact, it's a profound redesign of the front end with a longer nose, square headlights and a grille with black slats. Inside, the metal dashboard gives way to a plastic dashboard with more comprehensive instrumentation carried over from the Cortina sedan.
The engines use two inline four-cylinder blocks that replace the V4 and can be accommodated thanks to the extension of the snout.
Gentrification trend
The Mk II was available in two wheelbases of 2.69 m and 3 m, six body styles and five engines; in the minibus version there were options for 12 to 17 seats. Thanks to a special program from Ford, everything was customizable.
In 1981 the Transit Clubmobile was only introduced on the European market; Designed and built by Hymer (motorhome specialist), it is available in two petrol engines with personalized interior in the American minivan trend: swivel front captain's chairs, carpet, Ronal alloy wheels, side windows, power steering… 150 will have been manufactured.
Transit Ghia in 1982
At the end of 1982, a nine-seater bus received a Ghia finish, just like the brand's sedans: interior with velvet-covered seats, carpet on the floor, tinted windows, sunroof, etc.
It can be recognized externally by the flat chrome wheel covers and the additional headlights in the radiator grille. In the same year, a 4×4 version came onto the German market through the Stuttgart dealer Rau. This version was equipped with a Sinpar transfer case.
At the end of 1984, a 2.5 liter direct injection diesel replaced the 2.4 liter York. There is a slight redesign: gray plastic grille, new indicators and multifunction taillights. We had to wait until 1986 for a generation 3 with many new functions. The Transit had already sold more than 2 million copies.