Volvo XC60 vs Ford Transit Custom

What's the difference?

The XC60 looks mature and graceful with its wide stance and well-proportioned body. The pronounced bonnet and stylish grille confirm its luxury SUV credentials.

The LED headlight design has been inspired by ‘Thor's Hammer’ (gotta love that Scandi heritage!) and the chrome accents around the windows accentuate the optioned darker tint.

Despite having a stately kerb-side presence, it’s not a boring looking car. The 20-inch dual-coloured alloy wheels and sleek body panelling help the XC60 appear almost sporty. Overall, its exterior design looks like it will age well.

The interior style of the XC60 can be summed up in two words - understated elegance.

The cabin isn't as flashy or wowing as some of its rivals and that might be because it lacks the visual impact of customisable ambient lighting, or because the chunkier dashboard looks more solid and dependable than sleek and fancy.

Regardless, the high-quality leather-accented upholstery and trim options elevate the space to earn the 'luxury' tag.

There is a plethora of soft-touchpoints throughout the car and visual highlights like chrome accents, an illuminated crystal shifter by Orrefors and a solid-feeling steering wheel.

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.

Families will appreciate the XC60's cabin. Both rows of seating are roomy for the class and the front seats are supportive and comfortable with multiple adjustments available.

However, there is an electric toggle dial that controls the lumbar-, side-, and under-thigh supports as well as the massage function, but flipping between modes can be a bit confusing at first.

I enjoy having the practical two-position memory function on both front seats, as I’ve been travelling a lot with my husband and the heat/ventilation features on the front seats have been great during a recent run of strange weather.

The back seats are well-cushioned and the bench is wide with three adults being able to sit without too many grumbles. 

I have plenty of room for my 168cm height and my seven-year old is able to get in and out without any trouble thanks to the higher ground clearance.

Our absolute favourite feature is built-in child booster cushions in the outboard seats. They have two height positions to accommodate different heights/weights and it’s been wonderful for my son to have the autonomy of buckling himself in. But also just awesome for my husband and I because it’s one less thing to think about! 

Storage throughout the car is good for the class with the front enjoying a mid-sized middle console, large glove box, two cupholders and two large drink bottle holders. The extra-large storage bins in the front doors are also very handy. 

In the rear, you have two retractable cupholders in the fold-down armrest, two map pockets and two drink bottle holders in each door.

The other amenities are great with the individual climate control and four sets of directional air vents – ideally located on the back of the centre console and on the B-pillars. 

Charging options are solid with both rows enjoying two USB-C ports and the front also getting a 12-volt outlet and wireless charging pad. The boot has a 12-volt socket, too.

Onto the other technology, the 9.0-inch touchscreen multimedia system is responsive and relatively easy to get around once you spend some time with it. Along with the Google subscription, you also get wired Apple CarPlay and Android Auto. 

The 12.3-inch digital instrument cluster shows the navigation map and the head-up display incorporates directions, which is great.

The cluster itself isn’t customisable, though, and I like fiddling with things like that to personalise the driving experience.

Another practical feature is a secondary key fob which can be programmed to control the maximum speed the car can travel and the audio volume.

I'm sure this would be handy for parents of any P-platers out there who often borrow the family car.

The key fobs are easily distinguishable. too. The spare for our test vehicle is a bright orange colour, so there are no 'whoops, I grabbed the wrong key' arguments, either.

The boot space is a great size at 483L offering plenty of room for holiday luggage. The back seat has a 60/40 split and a ski-port to open up storage options.

The loading space is level and there is a temporary spare tyre underneath the floor. You can adjust the height of the car using the air suspension and I love a powered tailgate.

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.

Volvo is aiming to offer only fully-electric powertrains from 2026 and the new XC60 B5 petrol variants feature a mild-hybrid element designed to improve fuel economy, especially in stop-start traffic.

Our test vehicle has a 2.0-litre, four-cylinder, turbo-petrol powertrain with a maximum power output of 183kW and 350Nm of torque. It’s an all-wheel drive and has a smooth eight-speed auto transmission.

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 official combined cycle fuel figure is 7.6L/100km and my real-world usage averaged 8.1L/100km.

That’s pretty economical given that I cover a good mix of open road and urban driving and am not precious with the power.

Based on the combined cycle number and the large 71L fuel tank, expect a driving range of around 934km. To give you an idea of time between fills, I drove it for 14 days before having to fill up.

You can’t sneak in any blends or lower grade fuel though as Volvo recommends a minimum 95 RON premium unleaded be used.

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!

The XC60 is a relaxing car to drive, it does what you expect it to do most of the time. It has enough power to handle open-road touring with ease and while the suspension is on the firmer side, the ride feels well-cushioned.

The only time it skips a beat for me is when you're easing off the accelerator, slowing down, but then need to pick up speed again.

Say, when you find a gap in traffic and begin to merge. There can be a short delay before acceleration happens and it feels somewhat clumsy. But these moments are few and far between.

The cabin is quiet, with minimal wind and road noise. Our family had no issues chatting. It only gets loud inside when heavy rain hits that big panoramic sunroof.

Adaptive steering makes the XC60 feels nimble and horribly tight city streets less daunting. It’s easy to manoeuvre in a small car park, as well.

The clear 360-degree camera system and sensitive front and rear parking sensors also help to make light work of a parking. 

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.

It’s not often common to associate a luxury brand with reasonable on-going costs but the Volvo XC60 is offered with very competitive pricing and terms.

The five-year/unlimited km warranty is normal for the class but you can pre-purchase a three-year/45,000km or a five-year/75,000km servicing plan.

The three-year plan is priced at $1750 (averaging $583 per service) and the five-year plan is priced at $3000 (or an average of $600 per service). Both plans are cheaper than a pay-as-you-go option and are inexpensive compared to some rivals.

Servicing intervals are good at every 12 months or 15,000km, whichever occurs first.

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.