Ford Transit Connect

Ford Transit Connect: which version to buy, and why the numbers pick it

If you are choosing a Ford Transit Connect rather than reading a model history, the data reduce the choice to six named versions across two measured generations, plus a first generation with 0 listed versions. All are Van, all are FWD.

If you are choosing a Ford Transit Connect rather than reading a model history, the data reduce the choice to six named versions across two measured generations, plus a first generation with 0 listed versions. All are Van, all are FWD. The current line (from 2024-02-01, no stop date) is three 2.0 TD MT / 1.5 DCT vans; the 2012–2018 line is 1.5 MT diesel and two 2.5 AT gasoline vans that share the same 170 hp name. There are no sale prices in this catalogue, so “extra money” below means extra power, torque, speed, or payload that the figures actually show — not a sticker.

Specs by generation: what changed between the lines you can still specify

3 generation (start 2024-02-01, stop not measured) is a Van with 3 versions. Ground clearance is 144 mm on every listed 3 generation van. Kerb weight, where measured, is 1535 kg; gross vehicle weight is 2350 kg. That is 815 kg of listed capacity (2350 − 1535). The tank is 50 L. Wheels are 205/65 R15 and 205/60 R16. Front suspension: Independent, spring. Rear: Semi-independent, springorts hélicoïdaux, sem. Front brakes: Ventilated disc. Rear: Disc. Euro class on the two diesels: Euro 6.

2 generation ( 2012-09-01 to 2018-08-31 ) is a Van with 3 versions. Clearance is 163 mm — 19 mm more than 3 generation (163 − 144). The 1.5 MT kerb is 1410 kg and GVWR 2125 kg, so listed capacity is 715 kg (2125 − 1410): 100 kg less payload than the 3 generation diesels that publish both masses. Both 2.5 AT versions list GVWR 2025 kg and kerb not measured, so payload on those two is not measured. Wheels: not measured. Tank: not measured. Same suspension and brake labels as later vans. Euro 5 on all three 2 generation versions.

1 generation ( 2001-09-01 to 2009-02-28 ) is a Van with 0 versions in this dataset. You cannot pick an engine, gearbox, or weight from this catalogue for that generation.

What 3 generation changed versus 2 generation, in arithmetic only: lower clearance (−19 mm), higher listed GVWR on the diesels that publish it (2350 vs 2125 on 1.5 MT, +225 kg), higher kerb on those same vans (1535 vs 1410, +125 kg), and a net +100 kg of published payload. Boost appears on every 3 generation version (Turbo); 2 generation lists nadduv not measured on all three. Fuel economy and 0–100 exist only on a subset — see mpg and performance below.

Engine options: horsepower, torque, and hp per litre

Use the names exactly. Two vans are both called 2.0 TD MT; separate them by 102 hp and 122 hp. Two vans are both called 2.5 AT and both have 170 hp; separate them by mixed consumption: one mixed figure is not measured, the other is 10.2.

Power per litre (hp ÷ litres, litres = displacement / 1000):

• 2.0 TD MT 102 hp: 102 / 1.968 ≈ 51.8 hp/L
• 2.0 TD MT 122 hp: 122 / 1.968 ≈ 62.0 hp/L
• 1.5 DCT: 150 / 1.500 = 100.0 hp/L
• 1.5 MT: 100 / 1.498 ≈ 66.8 hp/L
• each 2.5 AT 170 hp: 170 / 2.495 ≈ 68.1 hp/L

Torque per litre:

• 2.0 TD MT 102 hp: 280 / 1.968 ≈ 142.3 Nm/L
• 2.0 TD MT 122 hp: 320 / 1.968 ≈ 162.6 Nm/L
• 1.5 DCT: 350 / 1.500 ≈ 233.3 Nm/L
• 1.5 MT: 250 / 1.498 ≈ 166.9 Nm/L
• each 2.5 AT: 220 / 2.495 ≈ 88.2 Nm/L

The 3 generation 1.5 DCT is the densest listed powerplant: 100.0 hp/L and 233.3 Nm/L, fuel 95, type Plug-in, Robotic 6. It is 28 hp and 30 Nm above the stronger 2.0 TD MT (150 − 122, 350 − 320) on 468 cc less displacement (1968 − 1500). Compression ratio, bore × stroke, 0–100, top speed, mpg, CO2, Euro class, kerb, and GVWR on 1.5 DCT are all not measured — so that density is the argument you can make, and the missing chassis numbers are the argument against it if you need a complete spec sheet.

Between the two 2.0 TD MT vans, displacement, cylinders, layout, valves per cylinder (4), Turbo, Front, transverse, Direct injection (direct), compression 16, bore × stroke 81 x 95.5, Manual 6, FWD, kerb 1535, GVWR 2350, tank 50, clearance 144, and wheels are the same. The 122 hp van adds 20 hp (+19.6%) and 40 Nm (+14.3%). Peak torque rpm moves from 1500 to 1600. That is the whole mechanical delta the catalogue gives you for “the extra money” inside the current diesel pair.

1.5 MT (2 generation) is the smallest diesel: 1498 cc, 100 hp, 250 Nm, 2 valves per cylinder (every other version that lists valves lists 4). It is 2 hp below the 102 hp 2.0 TD MT and 30 Nm below it (280 − 250). Compression 16 matches the later diesels. Bore × stroke 73.5 x 88.3. Fuel system: not measured. Boost: not measured.

Each 2.5 AT is the peak horsepower in the whole table (170 hp) but the lowest torque density (88.2 Nm/L). Peak power is at 6250 rpm; peak torque at 4250 rpm — both far above the diesel torque peaks (1500–1600 on 3 generation 2.0 TD MT, 4250 on 1.5 MT torque). Compression 9.7. Bore × stroke 87,9 x 10 as written in the data. Gasoline, Automatic 6, FWD.

Valves: only 1.5 MT is 2 per cylinder; 2.0 TD MT (both), 1.5 DCT, and both 2.5 AT are 4.

MPG, 0–100, top speed: what is measured

2.0 TD MT 102 hp: 0–100 13.5 s, top speed 175, mixed 5.7, city not measured, highway not measured, CO2 150, Euro 6.

2.0 TD MT 122 hp: 0–100 11.2 s, top speed 187, mixed not measured, city not measured, highway not measured, CO2 not measured, Euro 6.

1.5 DCT: 0–100 not measured, top speed not measured, city / highway / mixed not measured, CO2 not measured, Euro class not measured.

2.5 AT (mixed not measured): city 11.8, highway 8.4, mixed not measured, 0–100 not measured, top speed not measured.

1.5 MT: 0–100, top speed, city, highway, mixed all not measured.

2.5 AT (mixed 10.2): city 11.8, highway 8.4, mixed 10.2, 0–100 not measured, top speed not measured.

The only 0–100 pair you can compare is the two current 2.0 TD MT vans: 13.5 − 11.2 = 2.3 s. Top speed gap: 187 − 175 = 12. The only mixed diesel figure in the whole model is 5.7 on the 102 hp 2.0 TD MT. The only mixed gasoline figure is 10.2 on one 2.5 AT; the other 2.5 AT at the same 170 hp leaves mixed not measured, while city 11.8 and highway 8.4 match. You cannot compute a mpg delta between generations: 3 generation mixed is 5.7 on one diesel only; 2 generation mixed is 10.2 on one gasoline only — different fuels, not a like-for-like mpg comparison.

Tank range from mixed 5.7 and tank 50 on the 102 hp 2.0 TD MT: 50 / 5.7 ≈ 8.8 (units of distance per the catalogue’s consumption unit, not converted here because no conversion factor is in the data). Other versions: tank 50 on all 3 generation vans; 2 generation tank not measured, so range not measured.

Weight, GVWR, clearance, wheels, size of the numbers that decide cargo

Weight per horsepower where kerb is measured:

• 2.0 TD MT 102 hp: 1535 / 102 ≈ 15.05 kg/hp
• 2.0 TD MT 122 hp: 1535 / 122 ≈ 12.58 kg/hp
• 1.5 DCT: kerb not measured, so kg/hp not measured
• 1.5 MT: 1410 / 100 = 14.10 kg/hp
• both 2.5 AT: kerb not measured, so kg/hp not measured

The 122 hp 2.0 TD MT is the lightest listed kg/hp among vans that publish kerb. Versus the 102 hp twin it is 2.47 kg/hp less (15.05 − 12.58). Versus 1.5 MT it is 1.52 kg/hp less (14.10 − 12.58) despite weighing 125 kg more (1535 − 1410), because it has 22 extra hp (122 − 100).

Payload where both masses exist:

• 3 generation 2.0 TD MT (both hp): 2350 − 1535 = 815 kg
• 2 generation 1.5 MT: 2125 − 1410 = 715 kg
• 2 generation 2.5 AT (both): GVWR 2025, kerb not measured → payload not measured
• 1.5 DCT: kerb not measured, GVWR not measured → payload not measured

If cargo capacity is the buying test, the catalogue’s complete pair is the current 2.0 TD MT vans at 815 kg listed, 100 kg above 1.5 MT. Wheelbase, overall length, interior dimensions, and dimensions in feet are not measured on any version. Wheels are measured only in 3 generation: 205/65 R15 and 205/60 R16. 2 generation wheels: not measured.

Ground clearance: 2 generation 163 mm vs 3 generation 144 mm. If the buying test is height over ground, every 2 generation version that lists clearance beats every 3 generation version by 19 mm. If the test is GVWR, 3 generation 2350 beats 1.5 MT 2125 by 225 kg and beats each 2.5 AT 2025 by 325 kg.

Which version to choose

Choose 3 generation 2.0 TD MT (122 hp) when you want the current Van, measured 0–100 and top speed, and the better kg/hp of the two diesels that share kerb 1535. You get 122 hp, 320 Nm, 11.2 s, 187 top speed, Euro 6, 815 kg listed payload, tank 50. Mixed mpg and CO2 are not measured — do not treat them as equal to the 102 hp van’s 5.7 / 150.

Choose 3 generation 2.0 TD MT (102 hp) when mixed consumption must be a number: it is the only diesel with mixed 5.7 and the only version in the model with CO2 150. You give up 20 hp, 40 Nm, 2.3 s to 100, and 12 of top speed versus the 122 hp 2.0 TD MT. Payload, tank, wheels, and chassis labels are the same.

Choose 3 generation 1.5 DCT when the buying question is engine density and gearbox type: 150 hp, 350 Nm, 1500 cc, Plug-in, fuel 95, Robotic 6, Turbo, 4 Inline, FWD. It leads the table in hp and Nm among 3 generation and in hp/L and Nm/L among all six versions. Do not choose it if you need 0–100, top speed, mpg, CO2, Euro class, kerb, or GVWR — all not measured. Clearance 144 mm and wheels match the other 3 generation vans; tank 50.

Choose 2 generation 1.5 MT when you want the lightest measured kerb (1410 kg), 163 mm clearance, Manual 6 Diesel, and a published payload of 715 kg. It is 2 hp below the weakest current diesel and uses 2 valves per cylinder. Consumption, 0–100, top speed, tank, and wheels are not measured.

Choose 2 generation 2.5 AT (170 hp, mixed 10.2) when you want Automatic 6, Gasoline, 170 hp (the model maximum), and a complete city / highway / mixed set (11.8 / 8.4 / 10.2). Torque is 220 Nm — 60 Nm below the 102 hp 2.0 TD MT (280 − 220) and 130 Nm below 1.5 DCT (350 − 220). GVWR 2025 is the lowest listed gross; kerb, payload, tank, wheels, 0–100, and top speed are not measured.

Choose 2 generation 2.5 AT (170 hp, mixed not measured) only if you accept the same 170 hp / 220 Nm / 2495 / Automatic 6 sheet with mixed left not measured. City 11.8 and highway 8.4 still match the other 2.5 AT. There is no hp split to tell these two apart; the mixed column is the split.

Do not choose 1 generation from this catalogue: 0 versions, so no engine, gearbox, weight, or mpg to buy against.

Cross-generation diesel pick: 1.5 MT vs 2.0 TD MT 102 hp is 100 vs 102 hp, 250 vs 280 Nm, 1410 vs 1535 kg, 715 vs 815 kg payload, 163 vs 144 mm clearance, Euro 5 vs Euro 6. The later van is heavier and lower, with more torque and 100 kg more listed payload. The 122 hp 2.0 TD MT widens that torque gap to 70 Nm (320 − 250) and cuts kg/hp from 14.10 to 12.58.

Cross-fuel pick: the 2.5 AT pair wins peak hp (170 vs 150 on 1.5 DCT and 122 on the stronger current diesel) and is the only Automatic in the table. They lose on torque to every diesel and to 1.5 DCT, and they do not publish 0–100 or top speed.

Reliability, problems, engine swap, coolant over-temperature, replacement cost, XLT/XL trim, Tourneo Connect, passenger-van seating, California listings, and for-sale stock are not in this dataset and are not used here. The version names above are the catalogue keys: 2.0 TD MT (102 hp), 2.0 TD MT (122 hp), 1.5 DCT, 2.5 AT (170 hp, mixed not measured), 1.5 MT, 2.5 AT (170 hp, mixed 10.2).