Ford Ranger vs Ford Transit Custom

What's the difference?

The Raptor is 5380mm long (with a 3270mm wheelbase), 2208mm wide, 1926mm high and it has a listed kerb weight of 2473kg.

This ute has been engineered – and marketed – as a high-performance off-road vehicle, so, in line with that it has a wide stance (with a 1710mm wheel track front and rear), big wheel arches, chunky side-steps and substantial tyres (BFGoodrich K02 high performance all-terrains, 285/70R17 on 17-inch alloys).

The Ford Performance Seats are embossed with the Raptor logo and there’s Code Orange accented stitching on the trim – so there’s Buckley’s chance of forgetting you’re in a Raptor.

The Raptor is one of the more distinctive-looking utes in a mainstream market flooded with vehicles of very similar appearance and, in terms of overall design, it easily takes on the likes of the Nissan Navara Warrior and Toyota HiLux GR Sport, if not besting them.

To avoid scaring off previous customers, the Custom’s design is evolutionary, with improved aerodynamics (down by up to 13 per cent) to aid efficiency.

The front wheels have been pushed forward significantly to cut overhang and reduce cabin legroom obstacles, which in turn improves proportions and give this Transit series a stronger stance.

Also stretched is the wheelbase, but a sub-two metre roof height is retained to better clear car parks and garages.

The Custom SWB’s exterior dimensions are 5050mm (length), 2148mm (width with mirrors folded, 1999mm for body only), 1963mm (height) and 3100mm (wheelbase). Add 400mm to length/wheelbase and minus 2.0mm for height in the LWB version. Ground clearance is 160mm.

Side door aperture(s) are wider than before, while moving around to the rear, where we are met with some 1965 Transit-style tail-light motifs, the barn doors open to 180 degrees.

Plus, there is a lower floor, as well as an independent rear suspension system for the first time underneath – and these pay dividends dynamically.

As does a monocoque body/platform construction that is 30 per cent stiffer than before, along with a kerb weight drop of around 100kg. The Trend SWB comes in at 1956kg and the LWB at 2002kg.

Some key load dimension and capacity figures are: 1269kg/1223kg Trend SWB/LWB payload; 3050mm/3450mm SWB/LWB load length; 5.2/6.0 SWB/LWB cubic-metre cargo capacity; and three Euro pallet capacity. Thrice the number of mid-sized utes. Take that, Ranger!

Clearly, Ford has worked hard to make this a class-leading mid-sized van, so the Transit Custom can stay on top of its class.

Now, let’s check out the interior.

The Raptor’s interior is spacious but has a welcoming cosy feel and (despite Raptor logos and Code Orange stitching throughout) the cabin retains a low-level, cool atmosphere.

All controls are easy enough to operate – a lot of functions are accessed and adjusted via the 12-inch multimedia touchscreen and sometimes you have to repeatedly jab your finger at the screen to work your way through menus and sub-menus to reach the function you need. Thankfully, plenty of functions are via tangible off-screen buttons. 

There are USB ports and a power socket up front and storage spaces in all of the usual places you’d expect: a two-level glove box, some hidey-holes (for your wallet, keys etc), a centre console, cupholders and bottle receptacles in the doors.

The sporty front seats are comfortable enough for long-distance trips and the back row is easily big enough for three kids or two adults and one man-child.

Rear-seat passengers have air vents, a fold-down armrest with cupholders and a space for a bottle in each door.

The Raptor’s tub is 1541mm long, 526mm deep, and 1578mm wide (with 1218mm between the wheel-arches). Load height is 870mm.

The tray has a spray-in tub-liner that seems quite durable, four tie-down points and a 12V socket.

Our test vehicle also had the optional power roller shutter ($3800). In the past, in any utes with a power or manual roller shutter, the storage drum for the roller shutter occupied quite a lot of otherwise useable space in the tub, but that’s no longer the case.

Seven decades of continuous van evolution and one of the company’s most extensive research programs mean for the new generation five version Ford reckons it designed and engineered the Transit Custom to be easier to spend long hours in.

The first thing mid-sized van novices notice is just how high-up they are. Much more so than most SUVs. So, among other things, grab handles help haul yourself up if necessary whilst new steps improve load compartment access.

Once inside, the driver's seat is sufficiently comfortable and supportive, offering a lofty seating position that conspires with the vast windscreen, thin pillars, low dash cowl, deep side windows and general airy ambience to impart a sense of commanding forward vision and control.

Yes, there’s a bulkhead behind you, but the crisp reverse camera and sensors do help cut the Custom’s perceived size around the driver when manoeuvring, especially in tight spaces.

The other basics are well-sorted, too, with a multi-adjustable driving position (though the twin bench that passengers sit on is flat and fixed), ample ventilation, sensible switchgear placement and even one cupholder per occupant. it all makes instant sense.

As mentioned earlier, the flat floor and less-protruding wheel arches increase room for movement, aided by a smaller, flat-bottomed steering wheel and now-column-shift stalk for the auto-only transmission choice in Australia. Sadly, the light and satisfying manual shifter available elsewhere is a no-go. Please feel free to direct indignant letters to Ford, please.

Anyway, the dashboard is simple in its electronic twin-screen modernity, with the 13-inch touchscreen angled slightly to towards the driver.

And while Ford has reduced the physical button count in the name of simplicity, the SYNC 4 system is one of the easiest and most intuitive in the business, with a logical layout and fast access. Note, too, that, as per Ranger, the programmable touchscreen has provisions for controls of accessories like extra lighting and towing paraphernalia.

Relocating the front passenger airbag up above the ceiling is how there are now two glove boxes, while placing a small shelf next to the USB C/A outlets for phone placement is genius as it helps eliminate wayward cords. Behind the 12-inch instrument cluster is more storage, too.

Downsides? The folding centre armrest is a bit of a wasted opportunity for even deeper storage, with the elasticised holder seeming flimsy.

As do the passenger-seat cushions that are at least light and easy to lift and drop with a single hand. Don’t expect soft-touch materials in this premium Euro workhorse, though the hardy plastics, overall quality and fit/finish seemed first class in the vehicles tested. And owing to that bulkhead right behind, a camera mirror should be standard at this price point.

Nonetheless, the interior’s thoughtful packaging and driver-orientated comfort and refinement are ahead of the other mid-sized vans, justifying that aforementioned 10 per cent premium in our opinion.

Anyway, let’s check out what’s underneath the bonnet...

To understand why the Transit is venerated so, the 1965 original instantly exploded the prevailing van mindset.

Before that, most, barring small European panel vans such as the French "fourgonnette" set, were narrow forward-control vans. With the engine under the front seats, they proved fatiguingly hot, smelly, noisy, crude, uncomfortable, slow, cumbersome and often dangerously wayward.

In contrast, the big British Ford was literally and metaphorically streets ahead of the pack, with a wide stance, bold design, thoughtful packaging and American-inspired car-based engineering.

Commerce and private buyers alike embraced it with almost fanatical fervour and rivals were forced to quickly follow suit.

Nigh-on 60 years ago, that first Transit’s tech might have seemed almost Cybertruck-like within its competitor set, but without the galling cost, aesthetics, hubris and cult. Ford’s Steve McQueen to Tesla’s Elon Musk.

So, how much does the real thing cost nowadays in Australia?

In dealers now, Transit Custom prices kick off from a hefty $56,590, before on-road costs, but there are plenty of features as well as innovation to help justify the circa-10 per cent premium over, say, a Toyota HiAce – including winning the 2024 International Van of The Year award.

Initially, the Custom is available in standard Trend short wheelbase (SWB) and optional 400mm-stretched long wheelbase (LWB) styles, the latter for an extra $1000.

Being workhorses first, both versions include 1+2 bucket/fixed-bench seating for three people up front, eight-way driver’s seat adjustability, tilt/telescopic steering, heated outboard seating, three cupholders, two glove boxes, a multitude of storage areas on the dash/in the doors/under seats, powered folding exterior mirrors, one-press up/down driver’s powered window and illuminated steps for safer entry/egress. Plus, a rear bulkhead with window and a load-through hatch into the cargo area behind (as before) for really long items is fitted.

Meanwhile, in/above the cargo area, you’ll find tie-down loops, bright LED load-space lights, a moulded load floor liner, floor-to-ceiling load-area protection, a kerb-side load door, rear twin barn doors that open to 180 degrees and integrated roof racks.

The Trend also includes push-button start, climate control air-conditioning, a 12-inch digital instrument cluster, swish 13-inch central touchscreen offering the excellent 'SYNC 4' multimedia system, a 180-degree view reversing camera, sat-nav, wireless Apple CarPlay/Android Auto, digital radio, a wireless phone charger, USB C/A ports and an Australian Ford-first 5G modem, to facilitate connectivity such as the new 'FordPass' app for remote vehicle info and data access.

Plus, a host of driver-assist safety, like AEB, collision warning tech, lane-keep support systems and adaptive cruise control are also present, as well as exit-warning alert to help stop cyclists being doored. More on these in the safety section below – along with how the Custom won Euro NCAP’s highest-ever van crash-test rating.

Additionally, a host of work- and play-related options are available.

Options for the LWB include 'Load Space Refrigeration' and a 'Secure Visibility Pack' featuring steel instead of windows, extra cameras, a dash cam and digital rear-view mirror, a choice of 58 special-order colours (for a reasonably-priced $1400) and windowless side-door panels.

Finally, the popular Sport grade returns as a $3400 two-seat SWB option, as well as in a new Double Cab five-seat LWB configuration with a fixed middle bench seat, and starting from $62,990, before ORC. Ford calls the latter the ‘crew-friendly’ choice.

Among other things, both include sharper-looking wheels, a body kit and racier trim inside, as well as questionable bonnet stripes. 

But you know what’s not in question? The Transit Custom’s design and engineering credentials.

The Raptor has a 3.0-litre twin-turbo V6 petrol engine – producing 292kW and 583Nm – and that’s matched to a 10-speed automatic transmission.

This is an impressive set-up – punchy off the mark, smooth and refined at highway speeds – it just trucks along – and overall it offers a controlled and comfortable driving experience.

The Raptor has full-time 4WD and an electronic rear diff lock.

Its selectable driving modes include Normal, Sport, Slippery, Mud/Ruts, Sand, Baja, and Rock Crawl.

Like the nearly-identical Tourneo Custom people mover that's debuting in Australia at the end of 2024, the Transit Custom comes with a 2.0-litre, four-cylinder turbo-diesel known as 'EcoBlue'.

Part of the Panther diesel engine family that dates back to 2016, it delivers 125kW of power at 3500rpm and 390Nm of torque between 1750rpm and 2500rpm to the front wheels, via an eight-speed automatic transmission.

That’s enough pull for a braked towing capacity of 2500kg and 750kg without.

To help keep things in check, there’s a leaf spring front end and semi-trailing arm independent rear suspension system out back.

Other markets receive the plug-in hybrid petrol-electric (PHEV) version from launch, but Australia has to wait until at least next year before it hits our shores. Capable of around 50km of pure-electric drive, it’s closely related to the unit as found in the short-lived Ford Escape PHEV.

The Raptor has an official fuel consumption figure of 11.5L/100km on a combined (urban/extra-urban) cycle.

I recorded 14.2L/100km on this test. I did a lot of high- and low-range 4WDing and the Raptor was never working hard.

The Raptor has an 80L fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 563km from a full tank. 

Now, on paper, the 100kg weight loss, combined with improved aerodynamics, should result in better fuel economy than before.

Yet there seems to be a 10 per cent jump in consumption compared to the previous equivalent. What gives?

Ford says the Transit Custom Trend averages 8.0-litres per 100km (compared to 7.3L), for a carbon dioxide emissions rating of 209 grams per kilometre (up from 192g/km). With a 70L fuel tank, expect about 875km between refills diesel-bowser refills, by the way.

During our drive of a Limited LWB spec in Germany, its trip computer indicated that we averaged 11L/100km. That’s not bad given the extra ballast in the back, as well as the spirited manner in which was driven, including on 130km/h autobahns.

If, or when, the Transit Custom LWB PHEV arrives, it would provide a different efficiency proposition altogether, since it averages around 2.0L/100km using the WLTP methodology – or under 7.0L/100km in the real world. That’s quite the improvement.

Bring on that PHEV, Ford!

This is a Raptor review so you might expect I’d be justified in spending the entire test doing donuts in the sand and taking on jumps that would make dirt-bikers wince, but as much as I wanted to, I didn’t. I live in the real world so my tests are about how a vehicle performs in day-to-day driving and especially off-roading. 

But to reach the dirt you have to drive a bit of blacktop – so how does the Raptor perform on-road?

Once underway, there is plenty of good news about the Raptor because it is nice to drive on road: a composed stance, impressive acceleration with more get-up-and-go thrust under foot courtesy of the V6 and comfortable ride and handling. This is an easy-driving 4WD ute.

For a vehicle intended to be a great go-fast machine on dirt roads and gravel tracks – which, of course, it is – the Raptor is a pleasant surprise on bitumen – refined and comfortable with its off-road-suited long-travel Fox suspension that soaks up the worst lumps and bumps of back-road blacktop, yielding a smoothed-out plush ride.

As a bonus the steering has a sharp feel and a nice balanced weight to it – you can cycle through different modes ('Normal', 'Comfort', 'Sport', 'Off-Road') to find your favourite – and the gutsy V6 and clever transmission is a supremely relaxed pairing. 

There are also selectable damper modes ('Normal', 'Off-Road', 'Sport') and exhaust modes ('Quiet', 'Normal', 'Sport', 'Baja'). The latter exhaust setting is only available when in off-road mode and is more of a novelty, but still fun to play around with and a cool addition to the Raptor package.

On the open highway at 110km/h, the Raptor sits nicely, with that wider wheel track giving this ute a settled posture, and it comfortably trucks along the road, no matter how bumpy that road becomes.

Then you take it off the sealed surface.

The Raptor has all the mechanicals and the tech set-up for driving dirt roads and gravel tracks at speed, there’s no denying that, but all of those factors don't necessarily make it a good 4WD or indeed a good 4WD touring vehicle. 

However, it is.

It’s smooth and refined on fast dirt tracks and gravel roads – it’s right at home. The Raptor has that aforementioned wide wheel track and, even if the terrain is particularly severe, it drives comfortably.  

And any doubts about its ability to tackle low-range 4WDing are swiftly dispelled.

I scaled several of our favourite set-piece hill-climbs without the front or rear diffs locked, and the Raptor did it with absolute control and absolute ease. 

It's very capable and ticks all the boxes in terms of ground clearance (listed as 272mm), off-road angles (approach: 32 degrees, departure 24 (with towbar, 27 without) and rampover 24 degrees) and wading depth (850mm).

There’s ample torque available and it’s delivered in an even-handed manner; the Raptor has front and rear diff locks; and the driver-assist tech set-up is comprehensive and low-key effective.

Case in point, I used 'Trail Control' mode (a form of low-range ‘feet-off-the-pedals’ cruise control) to set the speed (2.0km/h) for a steep hill and it kept the Raptor to that speed – complete control at all times, no matter how the severity of the incline changed. 

The Raptor also has an onboard 360-degree camera system, giving the driver the ability to see forward of the vehicle, which is handy because this ute has a substantial bonnet. You can't see the track in front of you over the bonnet, especially when climbing a steep hill. 

It’s such a great combination of mechanicals and driver-assist tech and Fox shocks, long wheel travel and proper all-terrain tires (BFGoodrich K02s) that it’s a near-complete package, especially in terms of being an effective off-road vehicle. 

But if you’re considering a Raptor as a touring vehicle, there are some things working against it – and those things have to do with weight. 

Payload in the Raptor, at just over 717kg, is not spectacular, but it’s in line with a lot of modern dual-cab utes. However, it’s far from ideal if you're looking at putting aftermarket equipment on it or even loading up with camping gear. 

And another thing is the Raptor doesn't have an industry standard braked towing capacity for a dual-cab ute: it can legally tow 2500kg – the industry standard for similarly sized utes is 3500kg. Unbraked towing capacity is 750kg. 

And though the driver-assist tech onboard is comprehensive and effective, the Raptor misses out on a tow/haul drive mode.

For your reference, kerb weight is listed as 2473kg, GVM is 3130kg, and GCM is 5370kg.

If you’re looking specifically for a tow vehicle, then look elsewhere, but if you're looking for thrills and fun in a capable off-road vehicle, the Raptor should be at the top of your list. 

If there is one area where the Transit Custom has long excelled at, that’s driving pleasure. And not just for a van.

Even the ageing and not-so-frugal diesel engine, hands-down the least likeable aspect of the new Ford after also sampling the PHEV and e-Transit EV versions over the same period, puts in a strong-enough showing.

Floor the throttle and, after a moment’s hesitation as the single turbo spools up, there’s enough torque for speeds to start rising quickly.

And once on the move, there’s plenty in store for lively overtaking and relaxed highway cruising. Expect around 12.5 to 13 seconds for the 0-100km/h sprint time.

Helping things out is a smooth-shifting eight-speed auto, that would always seem to be in the right ratio, as well as a decent wad of sound-deadening, as the din from this particular diesel felt more muffled than the PHEV we had been driving moments earlier.

Where the Custom seems to have progressed over its already competent predecessor is in its involving dynamic capabilities – in the way it steers, corners and rides.

While the high driving position and squared-off proportions clearly denote this as a van, the newly-adopted independent rear suspension, combined with the more rigid platform and lighter overall weight transform the experience beyond this being simply a big box on wheels.

After a brief period of familiarity, and if you’re open and ready for it, this is where the Ford DNA magic happens, turning the Custom into the extension of whatever you want it to be.

If you’d rather pretend that this 2.0-tonne van is actually an overblown hot-hatch impersonator that can slice through a tight set of curves (or roundabouts, as is more likely) if you’re game enough, it will comply.

Likewise, if your fantasy is cruising some highway perched up high Winnebago-style, with just the big sky ahead instead of your next work appointment, the mid-sized Transit can help you pretend that, too.

That’s because there is the steering precision, handling composure, roadholding balance and suspension compliance for the keen driver to literally think outside their box.

The Custom is what every great van should be: the high-quality paint, brushes and canvas to inspire and have fun with, albeit within in a professional workplace environment.    

Of course, the Ford is far from perfect.

Buying diesel is increasingly on the nose for many consumers, so electrification powertrain options should already be offered to Australians. The ride quality, while impressive for a van in its ability to absorb, isolate and settle over bumps, is not quite car-like in suppleness because this workhorse must move objects like heavy furniture or tow hefty trailers for a living; and there are cheaper alternatives.

But the Transit Custom is likely the best van there is for what it’s been designed and imagined to do.

And that has always been the point of this Ford. Over its 59-year history, it has led the pack by being comfortable, refined, safe, sophisticated and fun, while still being able to get the job done. A character in its own right.

The Custom is a workhorse first but does so much more. Well worth the premium.

Ford hasn’t messed around with safety when it comes to the new Transit Custom, with it scoring a five-star-like platinum award from Euro NCAP.

The crash-test performance organisation said, “It excels, scoring full or nearly full points in all of Euro NCAP’s tests, and emerges with a thoroughly well-deserved Platinum grading.”

That’s pretty impressive. A quick glance at the spec sheet helps reveal why.

Along with six airbags, it includes AEB with intersection-assist and forward-collision warning, operable from 0km/h and offering some night-time as well as full daytime operation for pedestrians and cyclists.

Then there are the lane-support systems operatable from 60km/h, with lane-keep warning/assist and blind-spot warning.

You will also find adaptive cruise control, exit warning, evasive steer assist, hill-launch assist, trailer sway control, roll-over mitigation, intersection assist and side-wind stabilisation.

There's also traffic-sign recognition, tyre-pressure monitors, anti-lock brakes, electronic stability control, Electronic Brakeforce Distribution, Emergency Brake Assist and Reverse Brake Assist as standard fare.

The Raptor has a five-year/unlimited-km warranty. That’s in line with its rivals except for Mitsubishi, which offers up to 10 years, and Isuzu, which offers up to six years.

Servicing is scheduled for every 12 months or 15,000km and each visit costs $379 which is competitive – but check with your local dealership for the most up-to-date details. 

Ford reckons it's also keen to keep your comparatively expensive van investment secure in terms of service and warranty.

The Transit Custom comes with a five-year/unlimited kilometre warranty, as well as seven years of conditional roadside assistance. Service intervals are every 12 months or 30,000km, whichever comes first.

Finally, there’s also fixed-price servicing outlined on the company’s website. The first five years start from $499, $499, $499, $499 and $575, respectively, for retail and small-business buyers. All other customers are charged $575, $915, $715, $915 and $575, respectively.

Helpfully, Ford also lists pricing right up to 12 years/360,000km.