Ford Transit Custom vs BMW 128TI

What's the difference?

The Ford Transit Custom Trail has plenty of appeal as a work van or a camper fit-out candidate. It’s a well-packaged, comfortable and contemporary van that’s nice to drive and as a bonus, with all-wheel drive it’s given the scope of capability to be able to tackle mild off-roading situations with confidence.

It’s built for work and play and though it’s limited to two-up for travels, the Trail offers so much potential as a camper conversion for adventure seekers its few niggles are easily forgotten when you’re busy making memories.

It might not be rear-wheel drive, but the 128ti is a thoroughly enjoyable BMW to steer, proving the 'f' in front-wheel drive can stand for fun. It’s a very good hot hatch.

And given how expensive mainstream hot hatches have become, the 128ti is a bargain, giving would-be Golf GTI, Focus ST and i30 N buyers a thing or two to think about.

After all, the 128ti is a premium hot hatch by virtue of the BMW badges it wears and the higher quality of its parts, but not its price. And for that reason, it cannot be ignored.

It looks like a van but with some striking yet low-key flourishes that all kind of work as a whole. Those include a Trail grille and the matt black alloy wheels. The yellow sticker-pack is a neat touch.

The Trail has more presence than a regular Trend with its 30mm-taller raised suspension and overall adventure-ready look with strong front end and chunky wheel arches.

The striking but low-key theme continues inside with a neatly laid-out yet spartan cabin. The two synthetic leather seats are topped with Trail embossing and lined with yellow stitching.

The cabin is separated from the rear cargo area by a bulkhead, which incorporates a small wired window.

You can count me among those who aren't fans of the 1 Series' version of BMW’s 'kidney' grille. It’s not just out of proportion, but arguably, misplaced.

In fact, it just spoils the front end, although I'm also not a fan of the bumper's 'smiling' centre air intake.

But, thankfully, that’s where my unfavourable opinion ends, as the angular headlights and hexagonal DRLs look the part, while the 128ti's red-trimmed side air intakes bring a sense of occasion.

And you better be a big fan of red trim, as the 128ti liberally applies it around the side, where the brake calipers have some presence behind the attractive 18-inch Y-spoke alloy wheels. And don’t forget the side skirt insert and 'ti' decal!

At the rear, aside from the obligatory '128ti' badge and the relatively subtle red-trimmed side air intakes, there isn’t much to separate the 128ti from a garden variety 1 Series, but that’s no bad thing as it's its best angle.

The sporty rear spoiler, sleek tail-lights, stupendous diffuser insert and scintillating dual exhaust tailpipes are gorgeous. And the 128ti is attractive in profile, thanks to its appealing silhouette and smoothly sculpted lines.

Inside, the 128ti stands out from the 1 Series crowd with the red stitching applied to the steering wheel, seats, armrests and dashboard, while the floor mats have – you guessed it – red piping.

The most interesting design flourish, though, is the red-stitched ti logo on the centre armrest. That's one way to make a statement, and it all combines to make the 128ti feel special.

And being a 1 Series is a leg-up in the first place, as high-quality materials are used throughout, in concert with a simple but effective design.

Mercifully, the centre stack features physical climate and audio controls, while the centre console has an appropriately sized gear selector and a rotary dial to control the multimedia system.

That's right, the 128ti has multiple input methods aside from the 10.25-inch central touchscreen and voice control, making it a relative breeze to operate, especially with Apple CarPlay and Android Auto support of the wireless variety.

That said, there's plenty of room for improvement for the 128ti's 10.25-inch digital instrument cluster, which lacks the breadth of functionality of its competitors.

It’s a van so there are two distinct sections to the Trail, the cabin and the load space.

Firstly, the cabin. More a work-friendly than family-friendly interior, this Trail is a two-seater with plenty of durable plastic everywhere – ready for work and life – as well as charging (with USB-A and -C ports) and storage (including a van-favourite dash-top slot for logbooks etc, outboard moulded cupholders and a nifty pop-out cupholder), all amenities enough to cope with most daily van-related duties.

The seats are comfortable, supportive and have a fold-down lock-in-place armrest.

Now for the load space. There are no seats back there and as such it has plenty of potential as a work van or touring vehicle.

Access to the rear load space is via a barn door at the back and this Trail has a sliding door on both sides.

The cargo area is substantial – 3002mm long (to the bulkhead; 3450mm long if load-through hatch is used), 1392mm wide (between wheel arches) and 1425mm high (floor to roof). Easily big enough for work equipment or recreational gear. It can cope with four Euro pallets (each measuring 1200mm x 800mm) and it has a listed maximum load volume (with the bulkhead) of 6.8 cubic metres.

Load height through the rear barn doors is 531-585mm, depending on how much weight is already onboard.

The load space has the aforementioned metal bulkhead (with window and load-through hatch), load area protection kit (full height walls and moulded floor), LED lights and eight tie-down loops.

Otherwise, this is a load area ripe for customisation. Maybe a plethora of shelves for a tradie, or some bedding and extra storage for an adventurous person or couple.

Measuring 4319mm long (with a 2670mm wheelbase), 1799mm wide and 1434mm tall, the 128ti is a small hatchback in every sense of the term, but it makes the most of its size.

The boot's cargo capacity is competitive, at 380L, although it can be increased to a more accommodating 1200L by stowing the 60/40 split-fold rear bench.

Either way, there's a decent load lip to contend with, but four tie-down points, two bag hooks and a side storage net are on hand for securing loose items.

In the second row, there's a welcome four centimetres of legroom behind my 184cm driving position as well as a centimetre or two of headroom, even with our test car’s optional panoramic sunroof.

Three adults can sit on the rear seats on short journeys, but they will have next-to-no shoulder-room, plus a large central tunnel (necessary for AWD 1 Series variants) to deal with.

Young children are accommodated, though, with two ISOFIX and three top-tether anchorage points available for fitting child seats.

Amenities-wise, those in the back have access to the storage nets on the front seat backrests, clothes hooks, the centre console's directional air vents and two USB-C ports.

The door bins can take a regular bottle each, but there isn't a fold-down armrest with cupholders.

Up front, the glove box is surprisingly large, while the driver-side cubby is not only decently sized, but two-tiered. The central storage bin is also solid, and has a USB-C port hidden inside.

Ahead of that are a 12V power outlet, a pair of cupholders, a USB-A port and a narrow, open cubby that should house a wireless smartphone charger (but doesn't). And yes, the door bins are ready to swallow a regular bottle apiece. So, pretty damn good overall.

Priced from a tempting $55,031, plus on-road costs, the 128ti finds itself right in the thick of the hot-hatch action, with its M135i xDrive big brother at least $10,539 dearer, while its most direct rival, the Golf GTI, is just $541 cheaper.

Of course, more affordable FWD hot hatches are available, and they're more potent than the 128ti and GTI, including the Ford Focus ST X ($51,990) and automatic Hyundai i30 N Premium ($52,000).

Either way, the 128ti stands out from the 1 Series crowd with its bespoke steering tune, lowered sports suspension (-10mm), black grille, unique two-tone 18-inch alloy wheels with 225/40 Michelin Pilot Sport 4 tyres, upgraded brakes with red calipers, and black side-mirror caps.

There's also red trim on the front and rear air intakes, and side skirts, with 'ti' decals positioned above the latter. The steering wheel, seats, armrests, dashboard and floor mats have similarly coloured accents.

Other standard equipment includes a body kit, dusk-sensing adaptive LED headlights, rain-sensing wipers, a tyre repair kit, power-folding side mirrors with heating and puddle lights, keyless entry and start, a 10.25-inch touchscreen multimedia system, satellite navigation, wireless Apple CarPlay and Android Auto support, digital radio and a six-speaker sound system.

And then there’s a 10.25-inch digital instrument cluster, a 9.2-inch head-up display, dual-zone climate control, a sports steering wheel, power-adjustable front sports seats with memory functionality, an auto-dimming rearview mirror, black/red cloth and synthetic leather upholstery, 'Illuminated Boston' trim, ambient lighting and M seat belts.

Options include a $3000 'Enhancement Package' (metallic paintwork, panoramic sunroof and adaptive cruise control with stop and go functionality), which was fitted to our test vehicle for an 'as tested' price of $58,031.

Other key options include a $1077 'Convenience Package' (power tailgate, boot storage net and ski port), a $2000 'Executive Package' (alarm, rear privacy glass, 10-speaker hi-fi sound, gesture control and tyre pressure monitoring) and a $1023 'Comfort Package' (heated steering wheel, and front seats with lumbar support).

The Ford Transit Custom Trail has a 2.0-litre four-cylinder turbo-diesel engine producing 125kW at 3500rpm and 390Nm at 1750-2500rpm.

The Trail has a clever eight-speed automatic transmission and an on-demand all-wheel drive system.

It all works rather well, but it’s a van afterall and as such it is less dynamic and more dependably driveable than perhaps a cross-shopped SUV wagon. However, as an AWD van the Trail can be trusted to keep its grip on wet bitumen, soggy grass and loosely-gravelled tracks and that’s a strong part of its appeal over a 2WD van.

The 128ti is motivated by a familiar 2.0-litre turbo-petrol four-cylinder engine, with its version producing a promising 180kW of power at 6500rpm and 380Nm of torque from 1500-4400rpm.

Disappointingly, Australian examples are detuned relative to their European counterparts, which are 15kW/20Nm more potent due to their market-specific set-up.

Either way, drive is sent to the front wheels via a dependable ZF eight-speed torque-converter automatic transmission (with paddle-shifters) and a determined Torsen limited-slip differential.

This combination helps the 128ti sprint from a standstill to 100km/h in a brisk 6.3 seconds while on the way to a not-in-Australia top speed of 243km/h.

For reference, competitor outputs are: M135i xDrive (225kW/450Nm), Golf GTI (180kW/370Nm), i30 N Premium (206kW/392Nm), and Focus ST X (206kW/420Nm).

The Ford Transit Custom Trail has an official combined cycle (urban/extra-urban) fuel consumption figure of 8.5L/100km. On this test I recorded 8.8L/100km.

The Trail has a 70-litre fuel tank so going by my on-test fuel figure you could reasonably expect a driving range of about 795km from a full tank of diesel. However, as with any vehicle, once you’ve loaded the Trail with real-world burdens (e.g kids, dogs, camping gear, etc) you’ll soon see that fuel consumption increase.

The 128ti's fuel consumption on the combined cycle test (ADR 81/02) is a promising 6.8L/100km, while its carbon dioxide (CO2) emissions are 156g/km.

However, in real-world testing, I averaged a reasonable 8.4L/100km over an even combination of urban and highway driving. Without my heavy right foot, an even better return could be had.

For reference, the 128ti's 50L fuel tank takes more expensive 98 RON premium petrol at minimum. Its claimed driving range is 735km, but in my experience, I got 595km.

It’s easy to get in and out of the Trail’s driver seat with a wide-opening door and a big step to help you inside.

The seats are comfortable and it’s simple enough to dial-in your driving position via the tilt-and-reach adjustable steering wheel and manually-adjustable seat.

Word of warning: the auto transmission is operated via a stalk mounted on the right-hand side of the steering wheel column, which takes some getting used to.

Once underway, the Trail is punchy enough around town and in the suburbs with its 2.0L 'EcoBlue' turbo-diesel engine offering a more-than-adequate amount of power and torque (125kW and 390Nm) and its clever auto helping out with nifty moves through traffic (for a van, anyway).

Visibility is impressive from the cabin and you’re afforded a convenient vantage point with the Trail standing a bit taller than its regular Transit Custom stablemates as it’s on lifted suspension, but feeling composed on most surfaces.

The Trail has a listed kerb weight of 2046kg and a turning circle of 12.1m, pretty standard for a long wheelbase van, so this is not an insubstantial vehicle and it’s a bit tricky to 'flip a u-ee' if the situation demands it.

It has six drive modes – 'Normal', 'Eco', 'Slippery', 'Tow/Haul', 'Sport', 'Trail' – which each adjust engine torque, throttle response and traction control, among other things, to suit the road surface and conditions.

But we’re all here to see how it goes off-road, aren’t we?

Well, obviously this is no rock-crawling machine and it’s not intended to be. It’s best thought of as having an all-wheel drive system that gives this van mild off-road capabilities, as in it can tackle wet bitumen, soggy grass, lightly corrugated bush tracks and very shallow mud puddles with more confidence than the Transit Custom Trend it's based on.

In a nutshell, the AWD Trail will be able to handle most low-level traction-compromised scenarios. But it does not have enough ground clearance, wheel articulation, grip or underbody protection to tackle any terrain beyond modest off-roading.

Speaking of grip, the Trail as standard rides on Bridgestone Duravis R660 (215/65 R16) rubber, a van/light truck commercial tyre and they are not so well suited to dirt tracks and the like. Grippier all-terrain tyres would help this van perform slightly better off-road than on its showroom rubber.

In its favour, the Trail has a front skid plate and underbody protection in case it cops some knock from the ground during its adventures.

Not in its favour, however, especially as a potential touring vehicle, is the fact it has a space-saver spare wheel and tyre.

If you’re thinking of using your Trail as a tourer, it’s worth knowing payload is listed as 1179kg, maximum braked trailer towing capacity is 2500kg, Gross Vehicle Mass (GVM) is 3225kg and GCM is 5725kg.

So, can a FWD BMW be fun to drive? As far as the 128ti is concerned, the answer is a resounding yes.

Yes, you get the feeling you’re being pulled rather than pushed, but the 128ti attacks corners with entertaining vigour.

Of course, the 2.0-litre turbo-petrol four-cylinder engine’s 180kW/380Nm outputs can easily overwhelm the front wheels off the line, and torque steer is a threat, particularly when pushing hard around bends, but they’re welcome characteristics.

After all, corner exits are improved by the 128ti’s Torsen limited-slip differential, which works hard to optimise grip when you need it most.

When going for the jugular, understeer still rears its ugly head, but wrestling the 128ti into shape is half the fun.

That said, body control isn't quite as strong as hoped. Turn in sharply and the 1445kg 128ti generates a surprising amount of roll.

It’s worth noting the lowered sports suspension goes without adaptive dampers, its fixed-rate set-up attempting to find the delicate balance between comfort and dynamic response.

All in all, the 128ti's ride is firm but well judged, with short, sharp imperfections the only real bother. Needless to say, it’s capable of being a daily driver, and so it should be.

As mentioned, the electric power steering has a unique calibration, and it's nice and direct, with a good amount of feel. But if you prefer more heft, simply engage 'Sport' mode.

Speaking of which, the Sport drive mode also releases the full potential of the engine and the eight-speed auto, sharpening up the throttle and raising the shift points.

The 128ti engine is a gem, offering up plenty of punch, especially throughout the mid-range, where torque is at its fattest and power is about to peak. The accompanying soundtrack also has some presence, even if it is artificially 'enhanced.'

But the smooth yet relatively quick shifting automatic transmission can take plenty of credit for the brisk performance on offer.

That said, the 128ti's first and second ratios are surprisingly short, so pay attention if you take matters into your own hands via the steering wheel’s paddle shifters.

The 128ti and the wider 1 Series range received a maximum five-star rating from independent Australian vehicle safety authority ANCAP in 2019.

Advanced driver-assist systems in the 128ti extend to autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane-keep assist, cruise control, speed sign recognition, high-beam assist, driver attention alert, blind-spot monitoring, active rear cross-traffic alert, park assist, rear AEB, a reversing camera, front and rear parking sensors, and 'Reversing Assistant.'

That said, annoyingly, adaptive cruise control with stop and go functionality is part of the 128ti’s optional Enhancement Package fitted to our test vehicle, or as an individual option.

And tyre pressure monitoring is tied to its extra-cost Executive Package. Both should be standard.

Also included are six airbags (dual front, side and curtain), anti-skid brakes (ABS) and the usual electronic stability and traction control systems.

Ford’s five-year/unlimited kilometre warranty applies to the Trail.

Servicing is set down for every 12 months or 30,000km and capped-price servicing is offered. Four scheduled services will set you back $2000 (including a brake fluid change at year three) which isn't over the top for a vehicle of this type.

Ford Australia has about 195 independent Ford dealers in Australia, with many located in metropolitan or suburban areas.

Like all BMW models, the 128ti comes with a three-year/unlimited-kilometre warranty, which is two years off the five years/unlimited km premium benchmark set by Audi, Genesis, Jaguar/Land Rover, Lexus, Mercedes-Benz, and Volvo.

The 128ti also comes with three years of roadside assistance, while its service intervals are average, at every 12 months or 15,000km, whichever comes first.

Capped-price servicing packages are available, with three years/40,000km starting from $1350, while five years/80,000km kicks off at $1700. The latter, in particular, offers great value.