We find out if the Ford Transit Connect PHEV offers a suitable alternative to an all-electric van for operators not yet ready for full EVs

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Ford Transit Connect PHEV review

March 19, 2025 Phil Huff

We find out if the Ford Transit Connect PHEV offers a suitable alternative to an all-electric van for operators not yet ready for full EVs

There’s no shortage of electric vans, although most are broadly similar models from Stellantis, badged as Citroen, Fiat, Peugeot or Vauxhall models. Sitting in a bar trying to work it out, I came up with 33 electric models and concluded that a night out with a commercial vehicle journalist isn’t fun for anyone.

There are also, of course, countless diesel-powered vans. What there aren’t many of are plug-in hybrid vans, which is why we’re stretching the definition of an electric vehicle to include electrified vans and taking a look at the new Ford Transit Connect PHEV.

Design, interior, and technology

Looking at it, Ford has done a great job of giving the VW Caddy-based Transit Connect a unique style, with the large grille and bumper treatment making the van look every bit a Ford. Arguably, it’s a neater, more attractive design than the Volkswagen on which it’s based.

Inside, there have been few changes. Cover up the badges, and you’d be hard-pressed to tell if you’re in a Volkswagen or a Ford, which means you get all the good bits like a modern car-like dashboard, a clear infotainment touchscreen, and some well-considered storage. You also get the bad bits, like the touch panel for heating controls that’s not lit at night. Madness.

Ford Transit Connect PHEV interior

The infotainment is fine but a little slow and looks quite dated. There’s nothing inherently wrong with it, but Android Auto and Apple CarPlay are in place, so you’ll likely stick with them instead.

You can keep your phone charged in a neat charging slot, at least on this Limited model, that keeps the area ahead of the gear selector clear. It’s a neat touch.

Not everything has migrated to the screen, which makes us happy. A row of buttons, some physical switches, and proper tactile buttons on the steering wheel can be used to cover off most tasks.

And, as with a ‘proper’ eLCV, you can precondition the cab while it’s plugged in — perfect for a cold winter’s morning.

Battery, motor, and performance

A 1.5-litre petrol engine is paired with an electric motor under the bonnet, combining to deliver 148bhp and 258lb ft of torque. That goes through a six-speed automatic gearbox to the front wheels.

With a 19.6kWh battery pack under the floor, the Transit Connect PHEV will go for 73 miles on electricity alone. In freezing temperature — not ideal for any battery — we got around 48 miles in primarily urban conditions before the petrol motor kicked in. While that doesn’t look great, drive it gently and in slightly more favourable conditions, and it wouldn’t surprise me if you could hit, or even exceed, that target.

The petrol engine takes over once you’ve run out of battery power. Economy suffers, of course, as a relatively small engine lugs around a van, its load, and a battery pack and motor. At around 30mpg with no help from the battery, it could be worse. Overall, the van returned 53.7mpg, which included some long motorway runs that completely drained the battery.

Performance is solid if unremarkable. The electric motor is powerful enough to get off the line reasonably sharply but isn’t going to set performance records. Pleasingly, it’ll stick on EV power all the way to motorway speeds. It’s not that slick when the engine kicks in, with a noticeable clunk, especially at lower speeds, but the gearbox is smooth and the brakes consistent.

Payload and practicality

There are two Connect panel vans to pick from. I’ve got the L1 version, with 3.1m3 of cargo space, but spending an extra £1,00 for the longer L2 model increases that to 3.7m3. Flexcab models add a second row of seats that can be folded away, blurring the lines between a double-cab-in-van or a traditional panel van.

Open the doors to the back of the panel van — there’s a 703mm wide sliding door on the passenger side and twin barn-style doors at the back which fold back to 270 degrees — and you’re presented with a useful space measuring 1,797mm long and 1,628mm wide. That’s enough for a Euro pallet with room to spare. The L2 model increases the length to 2,150mm and gains a second sliding door on the other side of the van.

There’s more space in the back than any of the Stellantis models (the Citroen Berlingo, Fiat Doblo, Peugeot Partner, Toyota Proace City, and Vauxhall Combo) but the Ford can’t carry as much weight. At up to 741kg for the PHEV, depending on the spec, it’s a long way short of the one-tonne offering from some Stellantis models. Surprisingly, that’s more than you’ll get into a Volkswagen Caddy.

Price and specification

The Transit Connect range starts at £23,500, but you’ll need to spend at least £28,550 if you want a plug-in hybrid version. Our test van is a £30,550 investment, which sounds like quite a lot of money, but the government’s plug-in van grant can bring the cost down.

A £2,500 grant is available for the L1 van, while the larger L2 model attracts a £5,000 grant, making it cheaper than the equivalent diesel model. You’ll get better real-world fuel economy than the diesel models can manage, and avoid many congestion or clean air zone charges.

Two trim levels are available. My top-spec Limited trim includes smart bits of chrome and piano black plastic around the van, adaptive cruise control, LED lights in the cargo bay, and a handy fold-flat passenger seat. The entry-level Trend van is hardly underequipped, though.

Verdict

If you’re not ready to go fully electric yet — and there are plenty of use cases where an eLCV isn’t the right option — then a plug-in hybrid is a solid stepping stone. Opt for the right model and, with government support, it’s cheaper than a diesel to buy and more economical to run.

All of which means that it makes sense financially. The fact that the van is a smart, capable, well-equipped, and nice-to-drive model is the cherry on top.