Ford Transit Custom vs Gac M8

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.

The GAC M8 PHEV Luxury is a people mover that carves out a very specific niche, largely thanks to its plug-in hybrid powertrain and ambitious price point. It’s undeniably well specified and genuinely luxurious inside, but it never quite escapes its chauffeur-like identity as it's a vehicle built around passenger comfort rather than driver engagement.

Being a new brand in our market limits ownership appeal, at least for now. Where the M8 really impresses, though, is efficiency, and that alone may be enough to justify its unusual positioning.

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.

The GAC M8’s design is… well, it’s out there. This isn’t a people mover that fades politely into the background. There are clear parallels with the Lexus LM, right down to the towering grille (complete with a vague hint of spindle shaping), which may well be the tallest grille I’ve encountered!

It’s a big unit, too, measuring 5212mm long, 1893mm wide and 1823mm high. The overall shape is sharply squared-off and prioritises presence over dynamism. It also comes standard with a full suite of LED exterior lighting.

The cabin claws back some design cred, though, as it’s downright plush with its semi-aniline two-tone leather upholstery - finished in a lush burgundy/black duo in our test vehicle. Accent panels vary between a diamond-design for the dashboard and doors, to suede soft-touchpoints and rose-gold inserts liberally scattered across the cabin. 

The only accent that doesn’t land is the large swathes of piano black on the centre console as it’s hard to keep clean.

There are some nice little surprises, too, like the fidget spinner-style crystal gear lever, which is surprisingly fun to fiddle with at traffic stops and two sunroofs with the rear fixed panel illuminating with internal ambient light.

Some of the finishes aren’t the best as there are joinery and door handles that don’t line up properly, which is surprisingly more annoying than you’d think once you notice it. But overall, the cabin feels well-considered and luxurious, even if the execution isn't always flawless. 

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.

The front row has plenty of space and the seats feature heating and ventilation, making longer journeys comfortable. However, there’s no extendable under-knee support and only the driver gets lumbar adjustment. I’ve spent much of the week feeling like a chauffeur, as my husband and child insisted on sitting in the back!

The middle row is where the M8 really shines. The captain’s chairs are indulgent, offering full recline, footrests, heating, ventilation, and massage. Comfort is excellent, though the footrest extension limits space for the third row, and even at 168cm I found it a snug fit when fully reclined. Access is straightforward with grab handles and a low 143mm step-in height, though be mindful of kerbs as the doors aren’t forgiving when it comes to tall council strips.

The third row is one of the few that genuinely accommodates adults. Head- and legroom are ample, and the seats feel firm but comfortable, especially with the foldable armrest. Amenities aren't forgotten with four cupholders, two USB-A ports and directional air vents. Access requires sliding through the middle row, so it’s best if those seats are unoccupied, but otherwise it’s not too taxing.

Front-row storage is practical, with a mid-sized glove box, dual-opening middle console, cupholders and a clever phone cradle that integrates a wireless charging pad and cable routing for a tidy set-up. There’s also a USB-A and USB-C port and a 12-volt socket in the large shelf underneath the centre console.

The middle row enjoys three USB-A ports, a USB-C port, directional air vents, retractable sunblinds, tray tables (though not usable while driving) and climate control. Storage is decent, with six cupholders, one of which has heating and cooling, two map pockets, a pull-out drawer and a 220-volt AC outlet.

The 10.1-inch touchscreen multimedia system is serviceable but feels slightly small for the luxury segment. Graphics aren’t the sharpest, the layout isn’t always intuitive and some functions, like the heated steering wheel, require digging through menus. Wireless Apple CarPlay and Android Auto performed flawlessly throughout the week and the 12.3-inch digital instrument cluster is clear and well laid out.

Boot space is modest for a people mover, offering 280L with all rows in place which is enough for a small grocery run but not for a fully-loaded family outing. Folding the third row expands capacity to 1500L, though that leaves you with a four-seater. The loading height is low, which helps, but it has a tall lip which prevents it from being ideal for sitting on during tailgates or picnics. There’s a small underfloor compartment housing the tyre repair kit and a powered tailgate rounds out the package.

There are two grades available for the GAC M8, and for this review we’re in the flagship Luxury, priced from $83,590, before on-road costs. It’s an awkward vehicle to compare because, right now, it’s the only people mover on sale with a plug-in hybrid powertrain.

Its closest like-for-like rivals in terms of size, specification and middle-row captain’s chairs are the all-electric LDV Mifa 9 Luxe and Zeekr 009 (FWD), priced from $129,000 and $115,900, before on-road costs, respectively. Compared to them, the M8 presents strong value. The equation looks less convincing when it’s parked alongside the flagship Kia Carnival Hybrid, which starts from $76,630 MSRP, though the intended markets between the two are notably different.

GAC hasn’t held back on features in the Luxury grade. The front and middle-row captain’s chairs are power-adjustable and offer heating and ventilation, with the middle seats also gaining full recline, extendable footrests and a massage function. Curiously, the driver misses out on massage, though.

Other highlights include a front sunroof with manual blind, a second fixed glass roof, semi-aniline leather upholstery for the first two rows with leather in the third, and a heated steering wheel. Practical conveniences are well covered too, with powered sliding rear doors, a hands-free powered tailgate, acoustic Michelin 18-inch tyres (designed to reduce road noise), a 360-degree camera system, manual rear sunblinds, three-zone climate control and one-touch ‘reset’ buttons for the middle-row seats.

Technology feels thoughtfully specified rather than excessive. There’s a 12.3-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, Bluetooth connectivity and an eight-speaker Yamaha sound system. Charging and power options include six USB-A ports, one USB-C port, a 12-volt socket and a 220-volt AC outlet. The 10.1-inch multimedia touchscreen looks larger than it is thanks to its housing, though it ultimately sits on the smaller side for a vehicle pitching itself at the luxury end of the market.

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.

Both M8 grades share the same plug-in hybrid powertrain, pairing a 2.0L, four-cylinder, turbo-petrol engine with a single electric motor. Combined, they produce up to 274kW of power and 630Nm of torque which is impressive on paper, though it only manages 0‑100km/h in 8.8 seconds. Once the battery is depleted, outputs drop to a more modest 140kW/320Nm. Power is sent to the front wheels through a two-speed automatic transmission, and the M8 is not rated for towing.

To get the best performance from this type of set-up will require diligent recharging.

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 M8 is equipped with a Type 2 CCS charging port, accepting up to 6.6kW on AC and 39kW on fast DC power. Being able to use a DC charger is a definite plus for a plug-in hybrid and you can charge the battery on this type of charger from zero to 80 per cent in around 30 minutes.

Its 25.57kWh lithium-ion battery is generous for a plug-in, delivering an electric-only range of up to 106km (WTLP). With a combined cycle (urban/extra-urban) fuel consumption figure of 6.1L/100km and a 56L fuel tank, the M8 offers an overall driving range of more than 1000km which is excellent for a vehicle of its size. As with any plug-in, regular charging is key to achieving these figures; over my week of driving, I averaged 6.2L/100km, which is very excellent.

GAC recommends a minimum 91 RON unleaded petrol.

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.

Around town, the M8 delivers plenty of power and is whisper-quiet when running in electric mode. Once the battery depletes or you switch over to the petrol engine, that sense of instant oomph fades. Overtaking on hills is achievable, but even with an empty car it can feel a little underwhelming.

Steering is light, but the car feels solidly planted in most situations. Handling isn’t as dynamic as a Kia Carnival and the M8 can feel a touch ungainly through bends, though it’s more than manageable for everyday driving.

Ride comfort is high, especially for passengers, due to forgiving suspension and a cabin that doesn't let a whole lot of road or wind noise in. The M8 is a comfortable cruiser.

Visibility is surprisingly good for a 5.2m-long vehicle with minimal blind spots from the driver’s seat. The bonnet and dash, however, stretch further than they appear, which can make judging the nose a little tricky at first.

Ground clearance is only 143mm, so it’s easy to scrape the nose over speed bumps or when parking. The 360-degree camera system is decent, but manoeuvring into tight spaces still requires some care as it fills out a space. You also have to leave about a metre of clearance behind you if you want to open the tailgate.

The M8 hasn’t been tested with ANCAP yet and is unrated but it has a good suite of safety equipment including seven airbags with the curtain airbags covering all three rows but unique for the class is another airbag across the rear windscreen. However, it misses out on a front centre airbag., which is a strange omission now.

Standard equipment includes big-ticket systems like blind-spot monitoring, autonomous emergency braking, forward collision warning, lane keeping aid, lane departure warning, traffic sign recognition, rear cross-traffic alert and a clear 360-degree view camera system with front and rear parking sensors.

There is a sound alert and driver seat vibration that activates for some systems which I found to be a good addition. There’s also four ISOFIX child seat mounts (two in each rear row) and a total of five top-tether anchor points. While the M8 has adaptive cruise control, it’s not well-calibrated and creates a middling on-road experience.

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.

The GAC M8 is backed by a seven-year, unlimited-kilometre warranty, along with five years' complimentary roadside assistance, which is competitive against several of its nearest rivals. Service pricing has yet to be confirmed, though servicing is scheduled at 12-month or 15,000km intervals.

For now, the service network is limited, with around 10 centres nationwide, though GAC offers authorised servicing through third-party providers such as MyCar, which helps broaden access in the short term.