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Top issues
17 known problems · 3 high
high
Wet timing belt degradation - catastrophic engine failure
2.0L EcoBlue diesel (VN, 2017-2023)
high
DPF / regen issues feeding oil dilution
2.0L EcoBlue diesel (VN, 2017-2023)
high
Wet timing belt / oil-dilution risk carries over
2.0L EcoBlue diesel (V710, 2024-2026)
Recalls
3 on recordREC-005970
2024-05-30
Defect: A software issue within the Power Steering Control Module may prevent Lane Change Warning Assist operating as intended.
Hazard: Reduced lane-change collision warning function.
Remedy: Ford dealer software update, free of charge.
Affected: 1,117 units, Transit Custom 2023-2024
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-006518
2025-12-23
Defect: A manufacturing defect may prevent the 12V battery vent operating as intended.
Hazard: Under certain conditions (e.g. high temperature) toxic gases may leak into the cabin.
Remedy: Ford dealer inspection/repair, free of charge.
Affected: 7,509 units, Transit Custom/Tourneo 2021-2025
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-006648
2026-07-01
Defect: A manufacturing defect may prevent the Advanced Driver Assistance System operating as intended, causing unintended activation/deactivation of the high-beam lamps.
Hazard: Unexpected high-beam behaviour could dazzle oncoming drivers or reduce visibility.
Remedy: Ford dealer rectification, free of charge.
Affected: 411 units, Transit Custom MY2026
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
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Before and after
Before: Transit (V184/V347 SWB) / first one-tonne Transit Custom replaced the smaller Transit van slot
After: Current (still on sale - 2nd gen V710 platform from 2024)
Price (AUD)
$18k-$70k
Body styles
Panel van (SWB / L1), Panel van (LWB / L2), Double-cab-in-van (crew van)
Drivetrain
Front-wheel drive
Origin
Turkey
Built in
Turkey (Kocaeli, Ford Otosan)
Overview
Australia's best-selling one-tonne mid-size van for most of this period, sold here from September 2013. Spans two distinct platforms under the one model name: the original front-wheel-drive VN Transit Custom (2013-2023) and the all-new V710 generation (2024 on) with independent rear suspension and an 8-speed auto. Engine history is the key buying decision. Early VN vans used the proven but ageing 2.2L Duratorq TDCi (2013-2017), which is mechanically tough but suffers the usual diesel ancillary wear - EGR, DPF, injectors, dual-mass flywheel. From mid-2017 Ford switched to the 2.0L EcoBlue diesel; this engine drives well and is economical, BUT the Euro 6 EcoBlue uses a 'wet' rubber cam belt that runs in engine oil, and fuel/soot oil-dilution from incomplete DPF regens can degrade the belt and cause catastrophic engine damage - the single biggest reason to buy carefully and service religiously. The 2024 V710 EcoBlue is improved and far more car-like to drive. In 2025 Ford added the 2.5L petrol PHEV - Australia's first plug-in hybrid van - sold as Trend and Sport. Sold as Trend, Sport and (LWB/crew) commercial grades. A capable, comfortable, well-priced van; just match the service history to the engine.
Engines & variants
2.2L Duratorq TDCi diesel
Engine
2.2L common-rail turbo diesel I4 (Euro 5)
Engine code
DRFF / DRFG
Config
I4 turbo
Displacement
2198cc
Power
92kW @ 3500rpm (AU-spec; offered elsewhere 74/92/114kW)
Torque
385Nm @ 1450-2000rpm
Drivetrain
Front-wheel drive
Economy
7.5-8.5 L/100km combined
Tow (braked)
2000kg
Tow (unbraked)
750kg
Transmission
6MT (VMT6)
Timing chain / belt / gear
Chain-driven
Pros
- Mechanically tough, well-understood older diesel
- Timing chain (not the later wet belt) - no belt-in-oil risk
- Strong low-down torque for a loaded van
- Cheapest way into a Transit Custom now
- Big parts and independent-mechanic support
Cons
- Manual only in Australia - no auto offered on the 2.2
- EGR and DPF clog on stop-start urban delivery work
- Injectors are a known wear/failure item
- Dual-mass flywheel and clutch wear is expensive
- Older than EcoBlue - most are high-km ex-fleet
Known problems
medium
DPF clogging and failed regens (urban use)
Vans used for short urban delivery runs never get the DPF hot enough to regenerate, so it clogs - triggering warning lights, limp mode and eventually a blocked filter. A motorway/highway-driven van rarely has the issue.
Fix: Forced/active regen at a workshop (cheap) if caught early; DPF clean or replacement if fully blocked. Give it regular sustained highway runs.
medium
EGR valve carbon and sticking
The EGR valve carbons up and sticks (P042F and related codes), causing rough running, power loss and sometimes triggering boost/turbo-actuator faults.
Fix: EGR clean or replacement; carbon-clean the intake. Highway running reduces recurrence.
medium
Injector failure
Common-rail injectors leak, clog or fail electronically, causing rough idle, smoke, hard starting and a knock.
Fix: Injector test and replacement by a diesel specialist; quality fuel and filtration.
medium
Dual-mass flywheel / clutch wear
Clunking on clutch release and judder signal a worn dual-mass flywheel and clutch - a big labour job and common on hard-worked ex-fleet vans.
Fix: Replace clutch and DMF together (some fit a solid-mass conversion).
2.0L EcoBlue diesel (VN, 2017-2023)
Engine
2.0L common-rail turbo diesel I4 (Euro 6, AdBlue, wet cam belt)
Engine code
YN2x EcoBlue
Config
I4 turbo
Displacement
1995cc
Power
96kW or 125kW (AU; 130/170 PS) @ ~3500rpm
Torque
385-405Nm @ 1750-2500rpm
Drivetrain
Front-wheel drive
Economy
6.5-7.5 L/100km combined
Tow (braked)
2000-2300kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT (SelectShift)
Timing chain / belt / gear
Wet belt (rubber cam belt running in engine oil)
Pros
- Economical and torquey - genuinely good to drive
- Auto option (6-speed) makes it a much easier urban van
- Refined and quiet for the class
- Lower running costs than the old 2.2
Cons
- WET CAM BELT runs in oil - oil dilution from failed DPF regens can destroy the belt and the engine
- Catastrophic failures reported well before the nominal belt interval
- AdBlue / SCR system adds cost and fault points
- DPF still dislikes short-trip-only use
- Belt debris can block the oil pickup and starve the engine
Known problems
high
Wet timing belt degradation - catastrophic engine failure
The Euro 6 EcoBlue uses a rubber 'wet' belt running in engine oil. Failed/incomplete DPF regens dump diesel into the sump, diluting the oil; the contaminated oil and soot attack the belt, which sheds material. Belt debris can block the oil pickup strainer (oil starvation) or the belt skips/snaps, causing valve-to-piston contact and major engine damage - sometimes far below the nominal service interval.
Fix: Service strictly to schedule with the correct low-SAPS oil, change oil more often on short-trip vans, monitor for oil-level rise (fuel dilution), and replace the belt and oil pump/pickup preventively. Confirm any Ford goodwill/belt history. Some owners convert to the chain-drive USA EcoBlue, but that is a major job.
high
DPF / regen issues feeding oil dilution
Frequent short urban trips prevent full DPF regeneration; aborted regens dump extra fuel into the oil (the root cause that then attacks the wet belt) and eventually clog the DPF.
Fix: Regular sustained highway runs; complete regen cycles; watch oil level; address regen faults promptly to protect the belt.
medium
AdBlue / SCR and NOx sensor faults
NOx sensors, the SCR/AdBlue injector and dosing system can fault, throwing warnings and (eventually) a no-restart countdown.
Fix: Diagnose and replace the faulty sensor/injector; keep AdBlue topped with quality fluid.
medium
Turbo actuator / EGR cooler issues
Electronic turbo actuator and EGR cooler problems cause boost faults, limp mode and occasionally coolant loss.
Fix: Actuator/turbo or EGR cooler replacement; carbon-clean intake.
2.0L EcoBlue diesel (V710, 2024-2026)
Engine
2.0L common-rail turbo diesel I4 (Euro 6, AdBlue), new V710 platform
Engine code
EcoBlue 2.0
Config
I4 turbo
Displacement
1995cc
Power
125kW @ 3500rpm (110/100kW base outputs offered elsewhere)
Torque
390Nm @ 1750-2500rpm
Drivetrain
Front-wheel drive
Economy
8.0 L/100km combined (claimed)
Tow (braked)
2500kg
Tow (unbraked)
750kg
Transmission
8AT
Timing chain / belt / gear
Wet belt (rubber cam belt in oil)
Pros
- All-new platform with independent rear suspension - far more car-like
- Smooth 8-speed auto only - easy to drive
- Excellent cabin, tech and safety
- Higher 2500kg braked towing than the old van
- Still new enough to be under/near factory warranty
Cons
- Still uses the wet-belt EcoBlue architecture - service discipline matters
- AdBlue/SCR and DPF complexity remains
- Too new for a long-term reliability verdict
- Higher purchase price than a used VN
Known problems
high
Wet timing belt / oil-dilution risk carries over
The V710 retains the EcoBlue wet-belt design, so the same oil-dilution-attacks-the-belt failure mode that plagued the older van is a known architectural risk. Too new to judge real-world failure rates, but the mechanism is the same.
Fix: Service strictly to schedule with the correct oil, do regular highway runs, monitor oil level for fuel dilution, and keep all DPF/regen faults fixed promptly.
medium
DPF / AdBlue emissions faults
Like all modern diesels, urban-only stop-start work clogs the DPF and stresses the SCR/AdBlue system, throwing warnings and limp mode.
Fix: Regular highway running; complete regens; fix sensor/dosing faults early.
2.5L PHEV petrol plug-in hybrid
Engine
2.5L Atkinson-cycle petrol I4 + electric motor, plug-in hybrid (Australia's first PHEV van)
Config
I4 petrol + electric motor (PHEV)
Displacement
2488cc
Power
Up to ~171kW combined system (European figure)
Torque
Manufacturer not fully detailed (AU)
Drivetrain
Front-wheel drive
Economy
Very low when charged (40km+ EV-only); petrol-only once depleted
Tow (braked)
2000kg (approx)
Tow (unbraked)
750kg
Transmission
CVT (eCVT)
Timing chain / belt / gear
Chain-driven (petrol engine)
Pros
- Australia's first plug-in hybrid van - 40km+ electric-only city range
- No diesel wet-belt or DPF/AdBlue worries
- Petrol engine for range security on long trips
- EV Now / EV Late / EV Auto modes to manage battery
- Quiet, refined urban driving
Cons
- Brand-new to Australia - no long-term reliability data
- Petrol-only economy is poor once the battery is depleted
- Heavier and pricier than the diesel; payload trade-off
- Needs regular charging to realise the savings
- Limited specialist support so far
Known problems
medium
Unproven long-term reliability (new to AU)
As Australia's first PHEV van and a fresh powertrain locally, there is no established used-market track record on the battery, hybrid system or eCVT yet.
Fix: Buy with remaining factory warranty; keep dealer service history; verify battery state of health.
low
Poor economy when battery depleted / charging dependence
A 2.5L petrol hauling a heavy van uses a lot of fuel once the EV range is gone - the savings only materialise if it is charged regularly.
Fix: Charge daily; plan EV mode use for the urban legs; not a fault.