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Ford

Transit Custom

1st gen· 2013-2026 van Value
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)
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.
From Any (short-trip use) · ~$300-2000
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.
From 80k+ km · ~$300-900
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.
From 150k+ km · ~$1500-3500 (set)
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).
From 150k+ km · ~$1800-3000

2.0L EcoBlue diesel (VN, 2017-2023)

Engine
2.0L common-rail turbo diesel I4 (Euro 6, AdBlue, wet cam belt)
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.
From Can be under 60k-100k km · ~$3000-12000+
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.
From Any (short-trip use) · ~$300-2500
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.
From 80k+ km · ~$300-1500
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.
From 120k+ km · ~$800-2500

2.0L EcoBlue diesel (V710, 2024-2026)

Engine
2.0L common-rail turbo diesel I4 (Euro 6, AdBlue), new V710 platform
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.
From Unproven (architecture-related) · ~$3000-12000+ if it fails
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.
From Any (short-trip use) · ~$300-2000

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.
From Unknown (launched 2025) · ~Unknown
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.
From Any · ~Running cost

Common problems (all variants)

medium
Front-wheel-drive driveline wear (CVs, mounts) under load
A heavily loaded FWD van wears CV joints, driveshafts and engine/gearbox mounts, especially on ex-fleet delivery vehicles.
Fix: Replace CV joints/boots and mounts as they wear; inspect under load pre-purchase.
From 120k+ km · ~$300-1200
low
Sliding door rollers / latches and water leaks
High-cycle commercial use wears the side-door rollers, runners and latches; door and roof seals can let water in over time.
Fix: Replace rollers/runners, re-adjust latches, renew seals.
From Any · ~$150-700
medium
Ex-fleet wear and tear
Most used Transit Customs are ex-fleet/courier vans with hard, high-km lives - worn seats, clutch, brakes, suspension and load-area damage are common.
Fix: Thorough pre-purchase inspection; favour documented service history and verified km.
From Any (high km) · ~Varies
low
Brake and suspension wear (heavy commercial use)
Loaded vans chew brake pads/rotors and front suspension components faster than a passenger car.
Fix: Quality pads/rotors; refresh worn bushes, links and shocks.
From 60k+ km · ~$400-1200
low
Electrical / infotainment and sensor gremlins
Body-control, sensor and infotainment niggles appear with age and hard use, including parking sensors, cameras and warning lights.
Fix: Diagnose with a proper scan tool; software updates or component replacement as needed.
From Any · ~$150-800