Ford Transit all-wheel drive transmission diagram

To finally consolidate its success in Russia, the Ford Transit light-duty vehicle only needed a modification with all-wheel drive. And this is in our country, where road traffic in many regions directly depends on the time of year! But everything is changing: now Transit with a 4x4 wheel arrangement has become available to Russian customers. Disguised four-wheel drive

If you put a regular rear-wheel drive Ford Transit and its recently introduced all-wheel drive modification side by side, you won’t immediately be able to tell which car is which. You can walk around for a long time, look under the bottom of cars or under the hood, but the mystery will still remain unresolved! Unless you accidentally noticed a small AWD nameplate on the rear door of the cargo compartment of one of the light-duty vehicles, you will be able to give the correct answer to this question. But this hint will not be confirmed when you open the cab door of the all-wheel drive modification and find yourself in the driver’s seat: there are no transfer lever or differential lock buttons here! The question inevitably arises: have Ford really managed to come up with some new design for an all-wheel drive transmission? This is partly true. Compared to its rear-wheel drive counterpart, the Ford Transit modification with the AWD nameplate is only fifty kilograms heavier, and its fuel consumption has increased by less than 10%! So what is this miracle transmission that makes the all-wheel drive Ford Transit unlike other 4x4 small commercial vehicles?

Transmission secrets

The main feature of the Ford Transit light-duty all-wheel drive transmission lies in the unusual design of its front axle, each of the axle shafts of which is connected to the main gear through a hydraulic freewheel. Its principle of operation is no different from the principle of operation of a multi-plate clutch with an automatic drive, only the built-in oil pumps play the role of the latter. As soon as the main gear gear accelerates relative to the speed of rotation of the front wheels due to slipping of the rear wheels, the hydraulic pumps will immediately increase the pressure in the clutches. As a result, the friction discs are compressed and all four wheels are already connected to the transmission. When their rotation speeds are equalized, the clutches unclench and the car continues to move in rear-wheel drive mode. It is interesting to note that the mentioned clutches serve not only as lockable inter-axle clutches, but also as a lockable center differential.

To create a modification of the Ford Transit with a 4x4 wheel arrangement, the developers used a rear-wheel drive vehicle as a base, although the model range of this family of light-duty vehicles also includes front-wheel drive versions, in which the engine is located not longitudinally, but transversely. There is nothing surprising in such a choice: the layout of the power unit and drive wheels of the rear-wheel drive modification is more suitable for converting it into all-wheel drive. It should also be noted that the 4x4 wheel arrangement is only acceptable for those Ford Transits that are equipped with a 2.4-liter Duratorq TDCi diesel engine with 140 hp, a 6-speed manual transmission and rear wheels with single tires.

Pros and cons

In fairness, let's say a few words about the disadvantages of the transmission developed by Ford Motors designers. Chief among them is the impossibility of forcibly connecting the front wheels. In Russian realities, many of the owners of a light-duty truck, having found themselves in difficult road conditions, would feel much more confident if they had a key or lever at hand with which they could engage the all-wheel drive mode themselves, and at the same time lock the differentials. After all, automation, with all its perfection, always works with some delay, which can negatively affect cross-country ability at the most inopportune moment.

Other disadvantages of the all-wheel drive Ford Transit include the ground clearance that has not changed at all, which will make it difficult to drive on any deep ruts, as well as the price that has increased by approximately 20%. However, an increase in the price of the all-wheel drive version relative to the regular one was to be expected.

Now let's move on to the pros

Let's also start with the main thing: the automatic actuation of the front axle couplings allows a driver who does not have certain skills, when faced with difficult conditions, to fully concentrate on the road situation, without being distracted by controlling the transmission. In addition, the transition to all-wheel drive did not lead to a deterioration in the stability, handling, smoothness and dynamism of the light-duty vehicle. That is, by maintaining the curb weight and center of gravity at the level of the rear-wheel drive version, the road characteristics of the all-wheel drive Ford Transit have not undergone noticeable changes, which does not happen often with such a transformation. The car has not lost any in carrying capacity, or in efficiency, or in the size of the cargo compartment, which means it can be used just as successfully in commercial transportation as the basic rear-wheel drive version.

Konstantin Zakurdaev

Specifications Ford Transit AWD

Modification	Van, medium base	Combi, long wheelbase
Overall dimensions, mm	5 230х1 974х2 374	5 680х1 974х2 601
Wheelbase, mm	3 300	3 750
Cargo compartment volume, m 3	7,34	9,69
Curb weight, kg	2 038	2 113
Total weight, kg	3 500	3 500
Diesel	Duratorq TDCi, inline 4-cylinder
Working volume, l	2,4
Maximum power, hp/min. -1	140/3 500
Torque, Nm/min. -1	375/2 000
Type and number of gearbox stages	mechanical, 6
Fuel tank volume, l	80 or 103
Tire size	185/75 R16	215/75 R16

› Ford Transit County 4×4 what the chassis consists of.
Hi all. Thank you for visiting my page. I’ll tell you briefly why I created this post. I'm interested in 4x4 minibuses. I want to build something myself and am looking for a platform. The UAZ is not suitable for me, my family is large and I myself don’t fit in it with my height of 197cm, I don’t feel comfortable for long trips, it’s not convenient, I’m not going to go on rides and I need a minibus for 5 people for traveling and fishing. The choice fell on Ford Transit before 2000 and Gaz Sobol after 2005. boo. Ford Transit is a good, unpretentious car, a good 2.5 diesel, inexpensive for spare parts, as 4x4 specialists say, you need to strengthen the body a little and you can make a 4x4. but the short wheelbase with roof probably weighs about 1.5-2 tons. Gas Sobol 4x4 its weight ranges from 1920kg to 2260kg. .

This is also a constructor. on a frame with a thickness of 4 mm, it really needs to be strengthened by another 4 mm, the front bridge cannot be found in our area and you need to design it yourself from the UAZ-Volga since the distance between the Sobol axles is 1720 mm (the UAZ bridge for reference is 1420 mm). Transfer case and cardans from GAZ-66. In general, I won’t describe much, you can find many examples in Sobol’s thread on the forum.

I did a search on the photos that I found on the Internet of a Ford Transit so tall, how is it built there and found the forum fordtransit.org/forum/viewtopic.php?f=9&t=144284 and photos. Just a monster pendant. Here is the link www.countytransit4x4.co.uk/ Also the Ford Transit 160 County 4×4 is currently said to be very rare and very sought after, especially in this condition and with the Ford 205bhp 4.0-litre V6 EFI engine and 5- step automatic transmission Replaced with a more powerful engine www.countytransit4x4.co.uk/specification.htm Gallery www.countytransit4x4.co.uk/gallery.htm Videos s834.photobucket.com/user…of/library/?sort=2&page =1

I want to know your opinion on which model to pay attention to, Ford transit cargo-pass until 2000. diesel 2.5 (short or long wheelbase), Gazelle 4x4 with diesel kamens engine (expensive to service) (used Gazelle is rare in our region, the base is a truck, converting to a cargo pass is not really expensive in Ukraine, two euros per kopecks per engine cube + registration with the traffic police $100) or Gas Sobol 4x4 only new ones are sold (expensive), used ones are not on sale. (You can buy a used one in a cargo-pass body with an engine, preferably 2.5 petrol-gas, with low mileage from 40t.km to 80t.km and build a 4x4) As one good friend told me, the car should weigh up to 2 tons , then the cross-country ability will be better, there will be no such pressure of gravity on the soil.

Tall, 100% Gazelle. Only the face is different. But it seems.

How tall.

Super. Build a 4x4 like this

Here it is the front beam. Look how heavy it is that they are moving it with a machine. It has a gearbox itself, a bridge from which shafts go into grenades, and a spring suspension.

Manual of what the Ford Transit County 4×4 suspension consists of Part manual s687.photobucket.com/user…CF04052009_00001.jpg.html

Fastening the box and transfer case.

Shaft from the front axle through the shaft into the grenade

Transfer case.

As you can see in the picture of the Ford Transit Spark, the entire 4x4 mount is simple and not the same as in the photographs above. This is how you can do a Gazelle and it already has a leaf spring suspension at the front, but a Ford Transit should be done if the Ford Transit is a single-wheeler with an independent front suspension, with leaf springs this is a rarity and the cars are ruined

The two-liter EcoBlue diesel engine, first demonstrated in the spring, replaces the 2.2-liter engine. It is available in three power options - 105, 130 and 170 hp. Traction characteristics have been improved by about 20% compared to its predecessor, and efficiency by 10%. A start-stop system is optionally available for the new product, with which the average fuel consumption will be about 6.1 liters, that is, the efficiency indicator is already 13% better. Ford even calculated the benefits in money: over 130,000 kilometers of operation, the owner of a 105-horsepower Transit with a 105-horsepower diesel engine will save about 1,600 euros (approximately 116,000 rubles). The motors will also allow you to save on routine maintenance.

In the photo: all-wheel drive Ford Transit

The intelligent all-wheel drive system has been upgraded to work with the new 2.0 EcoBlue: more compact dimensions and a weight reduction of 10 kilograms compared to the third generation. Ford officials said AWD will provide improved traction, including on challenging surfaces; torque is distributed between the axles using a specially designed control unit - in normal driving mode, 100% of the traction goes to the rear wheels, if necessary it can be distributed in a ratio of 50:50. All-wheel drive will be offered on 130- and 170-horsepower versions of the Transit, as well as other models in Ford's commercial lineup, in early 2022.

In the photo: Ford Tourneo Custom with automatic transmission

For front-wheel drive Transit models with 130 and 170 hp engines. A six-speed SelectShift automatic transmission will be available from early 2022. When you select Transit on an automatic transmission, the start-stop system is installed by default. They promise very fast switching - about half a second. The automatic transmission is adaptive, that is, depending on the slope and load, the algorithm of the transmission changes.

Pictured: Ford Transit Custom Kombi with rear air suspension

Ford Transit Custom Kombi M1 and Tourneo Custom until the end of 2016 will receive a segment-unique air rear suspension, which is capable of maintaining a given ground clearance as the load increases or decreases. Also for these passenger models, the stabilization system has been improved, and new assistants have appeared in the list of options - crosswind stabilization system and.

And finally, the list of new Ford products at the Hannover exhibition is completed by the Sync 3 multimedia with a new processor, improved touchscreen and trained voice commands. Compatible with Android and iOS devices. It will be offered on the Transit, Transit Connect and Ranger models.

full time all wheel drive with viscous coupling locking planetary gear differential.

Escort RS2000 center differential

Cross-country ability of the Ford Transit 4×4 awd “from the factory” and its main limiting factors

Hello.
I decided to share my feelings about the level of cross-country ability of the stock all-wheel drive Ford Transit. Even most likely, this will be a post about the most critical places of the car outside of public asphalt roads, because... Everyone has their own level of sensation of “going”/“not going” of a car off-road and so as not to cause class hatred, well, you understand. I’m not a supporter of measuring “clearance” with a tape measure, so don’t blame me, but they won’t be here. So, what are we we have from the factory. The car has a Short Low body. AWD. Rear-wheel drive with automatically connected front-wheel drive. There is also a button on the panel that forcibly connects it, but in fact the difference in the speed of operation of the system in both options is at the level of sensation error. In other words, I didn't notice. Perhaps there are some nuances (if I identify them, I will describe them later). I will also give a detailed overview of the system’s operation later in a separate post. In short, when the wheels of the rear axle slip, the torque is transferred to the front ones. Very fast. Less than half a turn of the slipping wheel. A separate drive for each front wheel and, as a result, the car, even in stock, is able to overcome the “diagonal” And this is in the absence of any electronic assistants such as ESP. Just mechanics and hydraulics.

On standard 205x75R16 (or so) wheels, the car basically drives in the city through snowdrifts (not compacted into stone) of the number level. If only there was a more or less solid foundation under them. For example, previously rolled snow. The photos below show snow that fell overnight at the end of March. Heavy, wet from the rain in which he went during the day. The summer wheels are bald Forwards on which he was picked up. 1st gear and 1500rpm. The transit pulled into a lane for its entire length. I honestly expected less from a car weighing under 3 tons. Distracted...

The places underneath the car that require attention are in order from the most important in my opinion: 1. The beam on which the power unit is suspended. It has a “corrugated” shape along the lower plane, and together with the housing of the front-wheel drive unit located next to it, it is simply an excellent anchor, which, even with a moment on both front wheels, does not usually allow the car to move back after even a careful “landing” of this place on the inter-track or hard snowdrift. The solution, in my opinion, should be to install a crankcase protection that will cover this entire “grater”. 2. The intercooler hangs exactly along the lower edge of the bumper. Despite the fact that initially the car “sits” not on it but on a cross beam under the engine (the difference in the height of its lower edges and the cooler is about 10 cm), it is at the same time open to branches, stones and dirt, which will not have the best effect on its lifespan . And in more severe cases, such as the situation of pulling the car back and the presence of some kind of step under the front end, it is generally possible to break it off. True, in such a situation, most likely the bumper will break off... o_O I see a solution for myself to move it “forward and upward” before assembling the radiators, because it still takes the place of the future electric winch. There is also a less radical solution - the crankcase protection from point 1 also covers the cooler from the back and bottom quite well. 3. Shock absorber mounting brackets on the rear axle. Anchors as they are. Who came up with this anyway? The solution... Well, everything is simple - move the shock absorber attachment points to the bridge a little higher, selecting the shock absorbers of the appropriate length, and saw off the excess length of the brackets.

That’s actually all that, in my opinion, limits the passability of Transit in the first place. For prevention, you can consider installing protection for the fuel tank... but geometrically it is located very high, and for cash-in-transit machines it is also protected around the perimeter by metal.

By the way, Transit is now already riding on 215x85R16 wheels (last photo), but more on that in the next series. Its actual passability at the moment exceeds my moral one, even with the condition of being “overweight”

Signs to Watch for in a Manual Transmission

Since manual and automatic transmissions are different from each other, they also have different symptoms of malfunctions. However, as with an automatic transmission, if you encounter any of the signs of a faulty transmission in your car, we recommend that you have it checked immediately. Ignoring problems only makes them worse.

Rumbling, buzzing and humming

Cars with manual transmission may produce more noise compared to automatic transmission. However, if you hear a buzzing, humming or clanging noise, there is a high risk that there is a problem with the box. It's always a good idea to check for noises, especially if you've never heard them before.

Grinding noise when shifting gears

For manual transmissions, the most common sign of malfunction is a grinding noise during gear changes. When the transmission is working properly, you should not hear a grinding noise, and the car should not jerk or shake.

While these may be signs of a bad clutch, they can also indicate a more serious problem in the transmission system. Be sure to have your vehicle checked if you hear grinding noises when shifting gears or if the vehicle shakes.

Noise at neutral speed

When your car is in neutral and you hear a knocking noise, you should check the transmission. This noise can be caused by contaminated fluid or worn transmission parts.

Clutch slipping

When the clutch slips, the driver, pressing the accelerator pedal while in gear, will notice that the engine speed is increasing, but the car is not picking up speed. Slipping may be accompanied by a burning smell. If gears become difficult to shift or stop shifting altogether, then you need to immediately check the manual transmission.

Transit AWD is a second generation all-wheel drive system.

What is the second generation all-wheel drive system on Ford Transit vehicles?

Following the introduction of the AWD G1 system on Ford Transit vehicles, AWD G2 is a new second-generation all-wheel drive system that adds additional electronic control capabilities, increased functionality and increased system responsiveness.

How does the second generation all-wheel drive system work?

Just like the AWD G1 all-wheel drive system, the AWD G2 system has a number of advantages: the ability to connect drive to all four wheels, depending on the need (road conditions).

All-wheel drive is activated after slipping (loss of traction) of the wheels of the rear axle, as a result of which hydraulic pressure arises in the coupling, through which torque is transmitted to the front wheels.

The G1 AWD system uses hydraulics to determine when the mechanical valves close and engage front-wheel drive. The advantage of AWD G2 is that after the rear axle wheels slip, the intelligent electronic controller detects the spinning wheel and acts on the solenoid valves, which allows faster engagement of the front axle and more precise control of all-wheel drive engagement/disengagement.

The second generation all-wheel drive system has automatic and manual switching methods.

With automatic switching, the all-wheel drive system is engaged only when necessary, for example, when the rear wheels slip on a slippery surface. Connection and disconnection of the system is regulated by electronic systems.

When manually switched, the valve closing system leads to almost instantaneous engagement of all-wheel drive, which is activated for the period of time required by the driver.

Button for manually connecting all-wheel drive.

The button is located on the dashboard; manual all-wheel drive is activated by pressing a button. You can engage all-wheel drive at any time (at speeds up to 100 km/h), although it is recommended to do this when the wheels of the rear axle of the vehicle are on surfaces with poor grip, for example: mud, snow, ice, gravel or wet grass. The system is designed to help the driver in difficult road conditions, at a speed of no more than 100 km/h; if the specified speed is exceeded, the system turns off and the car switches to automatic all-wheel drive mode. It is important that the manual four-wheel drive system must be disabled on high-traction surfaces. For driving on asphalt surfaces, it is recommended to use automatic mode.

Benefits of the second generation all-wheel drive system.

Electronic sensitivity and all-wheel drive connection control

Smooth connection of the front wheel axle

Almost instant all-wheel drive connection

The ability to manually connect all-wheel drive when the driver needs it

Deactivation of all-wheel drive with braking.

For all all-wheel drive systems (first generation and second generation in automatic or manual modes), during braking, the system deactivates AWD, disabling front-wheel drive. When the second generation system is operating in manual mode, after pressing the brake pedal, the drive to the front wheels is disconnected, and the next connection of the front wheels will occur only if the wheels of the rear axle slip.

Production of Ford Transit vehicles with the second generation all-wheel drive system began in February 2009.

Differences between all-wheel drive systems.

The figure below shows a comparison of the operation of first-generation and second-generation all-wheel drive systems in automatic and manual modes.

The blue line shows rear wheel slip, with two slip cycles shown for clarity.

The graph describes the following:

Second generation AWD with manual shift. When the button is pressed, the solenoid valves close and hydraulic pressure acts on the front axle coupling. The front wheels will be engaged until the brake pedal is pressed.

Second-generation AWD, with automatic all-wheel drive engagement, uses electronically sensing rear wheel slip. The control system controls the connection/disconnection of the front wheels and allows you to keep the car on slippery surfaces.

In the first generation AWD, the front drive is activated with some delay, after prolonged slipping of the rear axle wheels. As soon as the rear wheels engage the surface, the hydraulic pressure drops and the front wheel drive is switched off.

Ford Transit: new engine, automatic transmission and all-wheel drive

In the photo: all-wheel drive Ford Transit

In the photo: Ford Tourneo Custom with automatic transmission

Pictured: Ford Transit Custom Kombi with rear air suspension

Pictured: Ford Transit Custom

Let us remind you that the production of Ford Transit for the Russian market was launched at the Ford Sollers plant in Elabuga.

Appearance

The design of cars in this category is the least significant criterion when choosing. But manufacturers try to maintain a uniform style throughout the entire line of cars produced. Following the renewal of the exterior of passenger models, the Ford Transit 2017 (all-wheel drive) also underwent a refurbishment. Although outwardly it is no different from its mono-drive counterparts.

Like the Kuga, Focus, Mondeo and other Ford passenger cars, the Transit received complex-shaped optics, an enlarged hexagonal radiator grille and a different hood stamping. Thanks to these changes, the car received a modern and stylish appearance. The cargo compartment door, which has grown in width, stands out on the side. Now it is 1300 mm, which allows you to load Euro pallets not only through the rear gate. At the rear there are even fewer differences - slightly modified optics, and that's all. “Ford Transit” (all-wheel drive) 4x4 is distinguished by the AWD nameplate on the right rear door.

Dimensions

Three base modifications are available for Transit:

L2H2;
L3H3;
L4H3.

The first implies a base of medium length. The total length is 5531 mm, width 2474, maximum height 2550. With a wheelbase of 3300 mm, the cargo compartment dimensions are best in class - 1784*1885*3200 (w*h*d). The capacity is 10 cubic meters. m, and the permissible cargo weight is 1300 kg. Moreover, the “short” version can accommodate 4 Euro pallets.

L3H3 - long-wheelbase modification. Although it can accommodate no more than four pallets, the possible cargo volume reaches 13 cubic meters. m. And the load capacity is up to 1400 kg. The length of such a car is 5981 mm, width - 2474, height - 2786. Body parameters - 1784 * 2125 * 3494.

The L4H3 Extra Long Wheelbase is a true commercial trucking giant! This already fits 15 cubic meters of cargo and as many as five pallets measuring 1200*800 mm. The weight of the transported cargo reaches 2170 kg. The width and height are similar to the long-wheelbase series, and the length is 6704 mm. The cargo compartment extends to 4217 mm, the remaining dimensions are the same as those of the L3H3.

Transmission and drive

Ford Transit with all-wheel drive or one axle is available with a single gearbox. This is a reliable, time-tested six-speed manual transmission. Its simplicity and durability have been proven by millions of kilometers traveled, in a wide variety of road and weather conditions.

For the L4H3 base, only rear-wheel drive is provided. The rest of the Transits can be with all-wheel drive, rear-wheel drive or front-wheel drive. Any commercial vehicle manufacturer can boast of single-wheel drive vans, but the 4x4 formula is a rarity. It is implemented as follows: the rear wheels constantly pull the car, and the front wheels are engaged when the rear wheels slip. Thus, grip on slippery roads and vehicle stability are significantly improved. Not to mention the fact that you can forget about hours of downtime in snowy yards.

Conversion of Ford Transit all-wheel drive. Ford Transit: new engine, automatic transmission and all-wheel drive.

Quigley Motor, a company specializing in tuning minibuses and commercial vehicles in off-road versions, installs all-wheel drive systems on these vehicles. Until recently, they tuned Ford E-Series or equivalent GM body-on-frame models. But this was only until recently. Now the focus is on the new Transit model, on which the tuning studio is placing its main emphasis; mainly these models will be modified and used off-road.

These emission reduction efforts should be weighed against the efforts of the engines. The Kuga's capabilities are more developed than one might imagine on wet roads, in mud and on steep slopes in both directions. He certainly doesn't have the incredible lightness of a Ranger pickup truck, that's not his calling. It is useful for users to know its ease, even test it, even if this confrontation with such situations will be rare. Just say “call Katherine” or “set the temperature to 22 degrees” to start it.

His back door opens, swinging his legs under the rear bumper, trading alone in the city and recognizing road signs. Fashion is increasingly focusing buyers on automatic transmissions, and the six-speed mode is well suited for a variety of purposes. Lately the range of traction motors has proven to be very reasonable.

A little earlier, four months ago, a prototype was shown climbing snow-capped mountains. Now the finished version of the four-wheel drive conquers the desert landscapes of Utah.

It is equipped with large wheels and additional inches of suspension travel, which makes it absolutely competent in conquering mud and other types of off-road (at least in comparison with the Mercedes Sprinter 4x4, which comes with all-wheel drive straight from the factory).

The principle of increased mobility

The Swiss choose 37% for transmission on all four wheels.
They are European champions, ahead of the Nordic countries. The car remains two-wheel drive and has advantages. The new differential allows, when a wheel loses traction, to transfer 25% of the power and torque to the other wheel. Specific protection under the engine and under the body: When evolution is carried out on particularly difficult terrain and the limits of evolution are reached, the protective cover provides the necessary protection. It consists of a sheet metal guard and body side protection for the brake and fuel lines. The cost of converting a Ford E-Series minivan into an all-wheel drive version was just under $13,000. The tuning package included pickup truck components to get the system to work properly. But the Transit is a different story, a new car, a different layout, and the tuners probably had to use new technologies to make this van drive off-road.

Therefore, the price tag remains a mystery. Transit may cost $13,000 more than its single-wheel drive version, or it may turn out to be even more expensive. Depending on what components were used and how complex the modernization the minivan was subjected to.

Increased ground clearance: The vehicle can be raised so that it can reach difficult terrain and overcome obstacles. Improved motivation is also used by individuals as well as administrations such as the Gendarmerie. The kit is "lightweight" without differential limited slip or pneumatic path.

Feel free to contact our sales department for more information. Just like a range of innovative technologies make traveling and parking easier. From parking sensors to systems that alert you to obstacles and pedestrians on the road, alert you if you start to stray from your lane and even monitor your driving behavior to detect any changes that could be due to fatigue. It definitely allows you to work smarter, but not in harsh conditions.

Pedestrian protection system

If you don't respond to system warnings, Active Braking fills the brakes and can automatically apply the brakes to reduce the severity of crashes or even avoid them altogether.
Designed to provide a smooth, relaxing ride, especially in stopping situations. This transmission allows you to manually shift gears if you prefer to use the dash-mounted shift lever. It also allows certain speeds to be locked when driving conditions are more challenging, such as on slippery surfaces or steep slopes. In the photo: all-wheel drive Ford Transit

Adaptive cruise control

Once the cruising speed is selected, adaptive cruise control maintains a predetermined safe distance from the previous vehicle. If the sensors detect vehicles in front of you slowing down, the system will slow down automatically.

Advanced system to help you stay in lane

A front camera system that allows you to keep your eyes on the road at all times, Trajectory Stability Assist warns you if you accidentally change lanes. This technology alerts you by vibrating the steering wheel and displaying a visual warning.

In the photo: Ford Tourneo Custom with automatic transmission

Better control during mountain launches

A hill starter temporarily prevents your vehicle from moving backwards while burning. The system holds brake pressure for an additional 2.5 seconds to give you more time and control when transitioning from the brake pedal to the accelerator. This technology is also useful when stopping or restarting on slippery surfaces.

Control technologies that adapt to your load

Load Control adjusts the electronic stability control according to the total load weight.

Crosswind stabilization

This system helps the driver stay in their lane when driving conditions are windy by using the electronic stability control system to detect when the vehicle is exposed to crosswinds.
Pictured: Ford Transit Custom Kombi with rear air suspension

Driver Alert System alerts you when you are tired

The Driver Alert System constantly monitors your driving behavior and is designed to detect any changes that may be caused by fatigue. If you become less and more alert, a warning icon will appear on the dashboard prompting you to take a break.

Sees road signs that might run away from you

Sign recognition technology can read permanent and temporary panels located on or above the road. The icon will flash on the dashboard if you exceed the speed limit or pass through an area where it is prohibited. The optional rearview camera shows everything behind you on a display built into the center console.

Touch system that eliminates parking stress

Parking sensors help you estimate the distance between your car and obstacles, both in front and behind. When the sensors detect an obstacle, they emit an audible signal that gets stronger as you get closer to it.

Windshield wipers that automatically adjust for rain

Rain wipers activate as soon as they detect moisture on the windshield and then adjust their speed to cope with all the weather conditions you encounter. You can choose from six sensitivity levels that detect moisture buildup before intervening with the wipers.

Suspension

The front suspension is multi-link. This ensures smooth handling of uneven surfaces and comfort for people in the cabin. And while driving, the multi-link makes you forget that this is not a passenger car.

There are a lot of rear suspension variations. It all depends on the desired load capacity. The simplest version is equipped with single leaf springs. As the weight of the load increases, multi-sheet ones can be installed. The version with maximum load capacity is equipped with air suspension on the rear axle. Thanks to air bags, the ground clearance does not depend on weight, and the chances of delivering the cargo safely and securely increase. Since this type of suspension softens shocks when driving through large holes and joints much better than springs.

Engines

You won’t have to rack your brains when choosing a power unit. For Russia there are two options, both diesel. And this is good! After all, gasoline engines have an immense appetite for fuel, but they cannot surprise you with thrust.

The well-known and proven engine is a 2.2 turbodiesel. It produces a modest 125 horses and 350 Newtons of thrust, but this is quite enough for the city and commuter flights. It is famous for its unpretentiousness and durability. With timely maintenance, you can simply forget about this engine. Installed on all versions except extra-long. Only with this “heart” can the Ford Transit have all-wheel drive.

The second option is a modified first. The same volume of 2.2 liters with a turbine develops 135 liters. With. and 355 N/m. The numbers haven't changed as much as the driving experience. Confident start and acceleration in almost any speed range, even when the body is fully loaded.

The fuel efficiency indicators of these engines are encouraging. In the combined cycle of the Ford Transit with all-wheel drive, consumption shows only 9.7 liters per hundred. Single-wheel drive versions consume 8-9 liters per 100 km.

Salon

Once inside the van, you immediately forget that you are not in a passenger car. Engineers transferred and scaled the Focus's decoration into the Transit cabin. The same steering wheel, the same keys and dashboard. Even the multimedia system with a color touch display is the same. Adjustable driver's seat in eight directions and the ability to change the position of the steering wheel in height and depth make it possible to make the trip comfortable over long distances. After all, drivers of this type of transport often spend the whole day behind the wheel.

Safety

An abundance of all kinds of electronic assistants will be able to correct any flaws of an inexperienced driver.

The Hill Start Assist system will help you get going on an incline. It holds the car on the brake for 2.5 seconds after the driver releases the pedal.

Dynamic Stability Control (ESC) automatically distributes torque between the wheels when the car skids in a corner.

Emergency Brake Assist will help stop the car if the driver is not applying enough effort.

Vertical stability monitoring - the system will help level the van when it rolls, acting through the brake or, conversely, adding traction.

The traction control system increases traction. Especially useful when starting on slippery surfaces.

Adaptive load control builds an algorithm for the operation of all of the above systems, depending on the weight of the cargo.

The cost of this truck is quite affordable. This is justified by the localization of large-unit assembly in Yelabuga. There are no complaints or complaints about this plant: samples of decent quality come out of the assembly line.

The price of a Ford Transit with all-wheel drive starts at 2.371 million rubles for a medium base and 2.407 million rubles for a long one. With front or rear wheel drive you can drive for 1.856 million rubles. The extra-long base starts at 2.137 million rubles.

Transit

Automatic all wheel drive. Normally rear wheel drive vehicle. When rear wheels slip, torque is transferred to the front wheels via two multi plates, installed in the front axle — one clutch for each of the front wheels. Each clutch incorporates an Eaton-type oil pump.

Just like the AWD G1 all-wheel drive system, the AWD G2 system has a number of advantages: the ability to connect drive to all four wheels, depending on the need (road conditions). All-wheel drive is activated after slipping (loss of traction) of the wheels of the rear axle, as a result of which hydraulic pressure arises in the coupling, through which torque is transmitted to the front wheels. The G1 AWD system uses hydraulics to determine when the mechanical valves close and engage front-wheel drive. The advantage of AWD G2 is that after the rear axle wheels slip, the intelligent electronic controller detects the spinning wheel and acts on the solenoid valves, which allows faster engagement of the front axle and more precise control of all-wheel drive engagement/disengagement.

The second generation all-wheel drive system has automatic and manual switching methods. With automatic switching, the all-wheel drive system is engaged only when necessary, for example, when the rear wheels slip on a slippery surface. Connection and disconnection of the system is regulated by electronic systems. When manually switched, the valve closing system leads to almost instantaneous engagement of all-wheel drive, which is activated for the period of time required by the driver.

The figure below shows a comparison of the operation of first-generation and second-generation all-wheel drive systems in automatic and manual modes.

The blue line shows rear wheel slip, with two slip cycles shown for clarity. The graph describes the following: Second generation AWD with manual shift. When the button is pressed, the solenoid valves close and hydraulic pressure acts on the front axle coupling. The front wheels will be engaged until the brake pedal is pressed. Second-generation AWD, with automatic all-wheel drive engagement, uses electronically sensing rear wheel slip. The control system controls the connection/disconnection of the front wheels and allows you to keep the car on slippery surfaces. In the first generation AWD, the front drive is activated with some delay, after prolonged slipping of the rear axle wheels. As soon as the rear wheels engage the surface, the hydraulic pressure drops and the front wheel drive is switched off.

Opinion of car owners

Reviews from drivers about the Ford Transit with all-wheel drive are very controversial. But among them we can highlight the main negative and positive characteristics of the car.

cost of maintenance (after all, this is a vehicle for business, and owners want to spend less and earn more);
cabin soundproofing;
Quite a controversial claim for the plastic floor in the cargo area.

The advantages of this car for drivers include:

high-torque and economical engine;
interior ergonomics;
luggage compartment capacity;
excellent performance of the braking system;
operation of optics (low/high beam);
behavior on the road;
ease of loading and unloading.

Ford Transit and Transit Custom received “crossover” variants

The fashion for pseudo-off-road versions among passenger car manufacturers has been going on for a long time. The recipe for such modifications is simple: you hang the car with elements made of unpainted plastic, install larger wheels, slightly increase the ground clearance and add something like “Cross” to the name - and that’s it, you can go storm the curbs of the urban jungle or smooth graders near summer cottages. Commercial manufacturers have long stayed on the sidelines in this regard - but only until recently. Thus, Ford presented two “crossover” families for its Transits.

All-terrain motorhome from a regular Ford Transit

Very interesting concepts are sometimes born from unconventional technical solutions. For example, you can cross a minibus-motorhome and an SUV, resulting in a very original device.

For some time now, off-road travel has become a fairly popular form of recreation in our country. This is understandable: there are many times more beautiful places than roads leading to them. Most often, travelers use large, roomy SUVs for their trips, but the representative of the Chekhov off-road club, Andrei Sokolov, followed his own path. At first, he rode around the country with his wife in a small KIA Sportage, but now his grandchildren grew up (Andrey has three of them), and the family became cramped in the small cabin. Then Andrey purchased a motorhome from Westfalia, built on the basis of a Ford Transit. The car was equipped with a simple and economical naturally aspirated diesel engine with a mechanical fuel injection pump, producing 80 hp. Despite the 1988 model, it was in excellent condition and had a low mileage of 75,000 km, as it was used for rare trips around Europe - a common story for a motorhome.

Let's cross bridges. The articulation of the new suspension is more than sufficient for driving on rough terrain, for example, in search of the best place to camp

“Wait a second,” the attentive reader will exclaim, “but Transit is a rear-wheel drive car!” Indeed, the car was intended for use on asphalt roads and had nothing to do with off-road conditions. But Andrey looked at the problem from a different angle. There is a frame, which means there is an initial structure on which the necessary components can be placed: continuous axles and a transfer case. After all, only these three components, by and large, distinguish a utilitarian SUV from a city single-wheel drive car. In addition, Andrei’s family conveniently owns an off-road tuning center in their native Chekhov, so all that was needed was a concept, and there were no special problems foreseen with its implementation.

Coupe. The front seats rotate 180 degrees, the folding table rises, and the salon turns into a cozy wardroom

Lay it out. At night, the rear sofa transforms into a full-fledged double bed, while the living module is still spacious

Galley. At the rear there is a convenient kitchen with a gas stove, sink and refrigerator. There is a bathroom nearby

To begin with, Spicer axles were purchased from UAZ Patriot, and the transfer case was taken from Gelandewagen. In terms of the direction of rotation of the cardans, the 463 model was ideal. Special subframes were welded into the front and rear parts of the minibus frame, on which new axles and suspension elements were placed. It also required the manufacture of a traverse for the transfer case. To facilitate the joining of foreign components with the original gearbox, the standard driveshaft was modified into an intermediate one.

And now the car was assembled, and sea trials began. It immediately became clear that the German transfer case would apparently not take root. The problem was the strong noise that the unspring-loaded synchronizers made when running freely. As a result, the transfer case was replaced with a helical one from the same UAZ Patriot. True, we had to make the front cover, since on the UAZ the gearbox and the gearbox are a single module. Thus, the issue with the transmission was closed once and for all. The minibus received wheels in the original size of the new axles - 245/70 R16.

Since instead of an independent front suspension there was now a body axle, the steering gearbox was replaced with a more suitable one from the Jeep Grand Cherokee.

Power base. The subframe for the continuous bridge is made with high quality and conscientiously. On the move, the suspension works like its own - no knocks, no squeaks

No pitching! The rear axle shock absorbers were placed vertically, and the car became less rolly

And when the technical part was completed, and Andrey was completely satisfied with it, it was time to start off-road training. For starters, the Transit has a front electric winch with a traction capacity of 12,500 lbs. Side and rear lights appeared on the roof, and to increase the useful volume of transported belongings, an external cargo trunk was assembled on the rear, the concept of which was borrowed from intercity buses. But they didn’t stop there and prepared a cargo trailer, in which a rubber boat, a motor and... a scooter travel during travel. Why not? After all, after the camp is set up, the car turns into a stationary house, and in order to drive around the surrounding area, it is easier to ride a scooter than to fold a camp deployed from a minibus. In the camping position, the interior is completely transformed. The front seats rotate 180 degrees, and a table folds out between them and the rear sofa. In the back of the car there is a kitchen completely ready for use; all that remains is to lift the covers of the stove and sink. The roof rises up, giving access to a three-size bed, and at night the lower sofa turns into a wide bed. Outside, from the side door, an awning canopy stretches. In this form, the car becomes a comfortable bungalow anywhere in the world, and all that is required is to choose a picturesque place for camp. But you still need to get to this picturesque place. How does the motorhome fare with cross-country ability? She's fine! The car has sufficient suspension articulation for driving on terrain and a high-torque diesel engine that easily rotates the standard UAZ wheels. The weight of the car does not exceed 2,800 kg, consumption on the highway is kept within ten liters. Cruising speed is 80 km/h, with a maximum comfortable speed of 115 km/h.

All-wheel drive Ford Transit Van, 2.4 TDCi, 140 hp, AWD, 2008 ⇐ Transit. Transmission

How it all began Sometime in the summer of 2008, a decision was made: to meet the needs of the service department (transportation of oversized cargo, spare parts, large volumes of oils, installation of a diesel generator, etc.) to purchase a cargo minibus. The main requirement is the presence of all-wheel drive (feature of operation). After considering several commercial proposals, the company management decided to purchase a Ford Transit Van, Duratorq 2.4 TDCI 140 HP, 330S, AWD.

Ford Transit Van, 2.4, AWD The car was driven from Moscow in early July 2008. Having received the car and recovered from the shock, “...I should drive this. "(my first minibus) started studying the contents, i.e. configuration. As a result: short wheelbase, low roof, high floor, 2.4-liter turbodiesel engine, 140 horses, 6-speed MT-82 gearbox, air conditioning, rain and light sensors, electrically controlled and heated mirrors, heated windshield, driver airbags and passengers, only an FM radio (very depressing), fog lights, hinged rear doors with an opening angle of 180 degrees, a sliding right door, an unlined van from the inside, hinges for securing cargo, a solid bulkhead between the cabin and the cargo compartment, stamped wheels, decorative caps, and the main thing is ALL-wheel drive. Once in the driver's seat, the first thing I decided to do was deal with the all-wheel drive system. Of course, I didn’t expect any levers, but I didn’t find a button for controlling the connection of the front wheels either. It was useful to study the manual for the car, it turned out that it connects automatically. When the rear wheels slip, the car's clever systems give a signal to temporarily connect the front drive. At the same time, the inscription “AWD” on the plug to the left of the hazard warning light button lights up. Yeahhh…. But, in the end, this is not an SUV, but a commercial vehicle that gives an advantage on slippery or icy surfaces. Okay, so it is intended to be used not in “sterile” conditions, but the first look under the bumper and..... NO protection. A broken lower bumper skirt and a dented intercooler (collision at night while driving from Moscow with an unknown Bobby, who, while introducing himself, still managed to do something dirty. Of course, I feel sorry for the Bobby). At the same level with the lower edge of the bumper, the air conditioning and intercooler pipes, the KV pulley sticking out, are terrible, considering the conditions of future operation. The only slight consolation was the presence of a powerful beam, behind which are the oil filter housing and the engine crankcase (the location is not the same as in the lfxybr photo, due to the difference in the engine and drive). Put up protection urgently. Naturally, the protection was not installed on the first day; the rut caught several times, but the beam took over everything. The salon pleased me, everything was at hand and convenient. The driver's seat has several mechanical adjustments, so it can be adjusted for almost any driver (I'm 176cm, my partner is 185cm). It's a pity that when you recline the seat, it hits the bulkhead. It's difficult to find a position to sleep while standing on the side of the road. I don’t want to talk about the passenger sofa, you don’t know how to sit down after an hour’s drive, I’m really sad (I’ve ridden it several times). The steering wheel seemed comfortable to me, especially when maneuvering in the city, on small areas, in a field or on a broken dirt road (it’s comfortable to hold both on the highway and in the city, it’s very easy to rotate). I really didn’t expect such maneuverability from a minibus. Instrument panel with easy to read scales. In general, I like the interior, but... it’s a little cold (I had to seal the ventilation holes in the lower part of the bulkhead), I have to often bend over to control the entire field of view when driving. Exploitation. I quickly got used to the dimensions (the amazing maneuverability helped), almost like a passenger car, but I had to forget about looking back or at the interior mirror when moving backwards. The engine has excellent traction both at the bottom and at the top. I can start with a load of 800 kg on a level surface from 2nd speed, and at 3000 rpm, when you press the gas, you feel the acceleration of the car. One gets the feeling that the car does not feel the weight of the load at all (when starting from a stop, when driving along the highway, or when climbing a mountain). In general, a very dynamic bus; at a traffic light (depending on my mood) I can tear apart a lot of people (without a load). Its cruising speed is 120 km/h at 2900 rpm. Of course, I accelerated to 145 km/h at 3500 rpm, but I try not to rev the engine above 3000 rpm. 7th speed is missing. One negative point is that the engine cools down quite quickly when stopped and down to 60 degrees. at idle. There are no comments about the gearbox, the gears shift smoothly. Reverse gear is engaged by lifting the latch under the gear knob and, holding the latch, sticking the gear knob into first gear. When starting at -23 degrees, there were no problems; you turned the starter a little longer, and the gears were engaged clearly. I really liked the heating systems for the windshield and mirrors; by turning on one button and waiting 5 minutes, the problem of scraping the glass with a scraper is solved. You press the button, wait, turn on the wipers, and remove everything frozen overnight onto the glass (of course, not a 10 cm layer of snow). Heating the windshield helps a lot with high air humidity, after about 20-30 seconds. foggy glass becomes clear. I didn't like the location of the washer reservoir outside the engine compartment. At -15 the “anti-freeze” froze 2 times. All-wheel drive on this car is an interesting thing. Many times I tried to find the moment to turn it on when moving away, playing with the gas while moving, but I didn’t understand the clear algorithm for turning it on. However, on hard surfaces the connection occurs at the right time. I tried to take a corner with a controlled drift at speed outside the city, but it didn’t work (the all-wheel drive is turned on, the car moves in a clear arc). When driving in mud, up to 10 cm deep, the rear wheels begin to slip, 1-2 seconds pass, you feel a slight jerk, see dirt flying onto the mirrors and confident movement begins. The same thing happens when driving through slushy snow. When driving through virgin snow, I shoveled the snow with the bottom of the bumper at constant gas and drove several hundred meters to the goal. However, when it hits the sand, the car instantly buries itself; all-wheel drive does not help. When trying to get out, the clutch starts to burn, which does not happen when slipping in the snow. I understand perfectly well that this is not an SUV, but it’s so interesting to find the limit of cross-country ability. On an icy road or slushy snow, when you start abruptly, the rear end skids slightly, but all-wheel drive is engaged, and the car grips the road like dry asphalt. All that remains is to correct the trajectory of movement with the steering wheel. In any case, it is necessary to adequately assess the surface on which you have to move. In the city, several times I turned 30-40 degrees on icy slopes during the first frosts (piloting errors, my first car with main rear-wheel drive, before that only all-wheel drive) the all-wheel drive simply did not have time to connect. But on the highway, you go through icy climbs or turns without feeling anything, only sometimes out of the corner of your eye do you notice the illuminated “AWD” sign. The all-wheel drive Transit has a big advantage over its rear-wheel drive classmates, especially in winter. Several times I pulled “Gazelles” and many passenger cars out of snowdrifts and porridge. After a snowfall, the morning begins with pulling out 2-3 cars, because... It turned out that I was the only one in the yard with all-wheel drive and a manual transmission. I would not want anyone reading this article to get the impression that the all-wheel drive Transit is a diesel locomotive running on rails. All “road tests” and operation are carried out by adequate people who realistically assess the road situation and the surface on which they will be driving. An all-wheel drive Transit will not pass where the UAZ-469 passes on military bridges with a low gear. Any car can be put on its side or skidded. The all-wheel drive Ford Transit gives you more confidence and peace of mind in difficult road conditions, and better navigates those areas where its front- or rear-wheel drive classmates begin to slip. The disadvantages include the inability to engage all-wheel drive in advance before driving in difficult road conditions (this will be fixed after the warranty expires). Often, all-wheel drive is engaged too late, when the rear wheels have already dug in. The fairly frequent replacement of brake pads is unpleasant; the car was used for 50,000 km; the front ones were replaced once, the rear ones 4 times. The first replacement during TO20000 was the front and rear ones. Malfunctions 1. Cracked oil filter housing (crushed during maintenance at the dealer). 2. Leaking vacuum pump (fixed under warranty by the dealer). 3. The windshield washer did not work (fuse No. 67, restored independently, thanks to Diamant2004 in the “Electrics Transit 2.4 TDi 2008” thread https://www.mikrob.ru/viewtopic.php?f=123&t=27638

Add. equipment 1. Crankcase protection (ideally fits neither front-wheel drive nor rear-wheel drive. It was modified by installing spacer washers) 2. Alarm system “Sherkhan 8” with turbo timer. 3. Central locking of the front doors, locking from the signaling. (they didn’t install the sliding and rear ones, citing the warranty and hemorrhoids (I think the opposite), a friend has a front-wheel drive with central locking on all doors, they installed “Kulibins” and everything is OK) 4. Floor mats (universal (for VANs & SUVs) to- t 2 pcs, cut out locally) 700 rub. 5. DJ-wheels alloy wheels/ 6. 10 mm plywood floor, lining the lower halves of the sides with the organization of niches for storing small items. The total cost of equipment and work for points 1-3 at the dealer’s office is 23,000 rubles.

It is planned 1. Installation of an autonomous heater (Webasto or Eberspecher) 2. ESP 3. ShVI 4. Thermal insulation and lining of the van from the inside 5. Relocation and replacement of van lighting lamps. 6. Replacement of radio and acoustics, installation of a 1 din adapter 7. Possibility of forced inclusion of all-wheel drive (Electrical diagram needed. HELP!) PS I would like to express my deep gratitude to the forum moderators, as well as forum members for accurate and quick answers to emerging questions. In particular, lfxybr and Diamant2004 . I apologize in advance for any possible inaccuracies in the description. The opinions expressed in the article are my subjective ones.

There are two types of transmissions: automatic and manual. Regardless of whether your transmission is automatic or manual, ignoring signs of transmission failure can cause even greater problems with the performance and safety of your vehicle. However, by monitoring the condition of the box, along with caring for it, problems can be addressed early before they cause further damage.

To better understand the reason why the gears do not engage, we suggest that you briefly familiarize yourself with the principle of operation of the box.

Automatic transmission

An automatic transmission (AT) is the most common type of transmission found in most new cars. However, it is also more complex. To transmit torque from the engine to the wheels of the car, a torque converter is used - a torque converter.

The torque converter is a complex system based on the transmission of torque from the engine to the transmission through recirculating fluid flow without a rigid connection. The gears in an automatic transmission are connected to the engine through a series of internal clutches, which also rely on the electronic transmission control system and hydraulic system. Together, this complex system determines the gear ratio that connects the corresponding shaft to the wheels.

Mechanical transmission

A manual gearbox (MT) is considered simpler both in design and functionality. The basic structure of a manual transmission comes down to a set of gears, as well as input and output shafts. The input shaft gears mesh with the output shaft gears.

Manual transmission owners can select their own gears by moving the shift lever. Moving this lever controls the gears on the input shaft. This allows the vehicle to move at the selected speed.

To change gears, the driver needs to press the clutch pedal. The driver then selects which gear is required, first, third, reverse, etc. By releasing the clutch, the car will start moving at the selected speed.

While an automatic transmission relies on a torque converter, a manual transmission relies on a clutch, this is the main difference between the two. If you find any signs of a malfunctioning manual transmission, you should have it checked as soon as possible.

Ford Transit: what engines and gearboxes are available, configurations and prices

Today, Ford Transit is the best-selling foreign-made light commercial truck in Russia. The popularity of the model is explained by a wide selection of modifications, moderate maintenance costs and good equipment of the car. The car first rolled off the assembly line in 1953, and for some time bore a completely different name - FK 1000. The first real Transit appeared only in 1965. It was initially assembled in Berkshire, England, after which production was moved to Southampton in 1978.

The model gradually improved and became better. So today the eighth generation Ford Transit is offered to buyers. This generation has been produced since 2013 as part of the One Ford global vehicle program by divisions in Europe and North America. In Russia you can purchase a model in different body styles: van, truck, bus. Often a car is purchased for the purpose of subsequent conversion into a mobile car service.

Ford Transit engines

Over the entire existence of the car, a dozen different power units were installed under its hood. As for the greatest demand, it affected 2.0 and 2.2 liter diesel engines. They are distinguished by the presence of a conventional electronic injection pump manufactured by Bosch until 2002 and with a Common Rail, which was manufactured, again, by Bosch and also Delphi. A 3.2-liter turbodiesel, like a 2.3-liter gasoline power unit, is quite a rare occurrence on our roads. We should also talk about the 2.2-liter diesel engine. It has various boost levels - from 100 to 150 horsepower. Installed on all modifications of commercial vehicles sold in Russia. Available in several versions, marked differently depending on the number of horses - USR6, CVR5, P8FA, SRFA. There is also a 125-horsepower Duratorq TDCI for front-wheel drive and a 136-horsepower modification paired with a manual gearbox for rear-wheel drive. Duratorq-TDCi engines are equipped with a Common Rail fuel system manufactured by Delphi.

The main problem of the 2.2-liter diesel engine is the lack of a number of spare parts in mass demand. It is not easy to find oil cooler gaskets individually. You can find cooling system hoses, but the price is steep, and the quality is far from ideal. The situation is especially complicated by the fact that there are virtually no analogues for certain items on the market. You have to choose from what is available, so consumables from KamAZ itself are often used - harnesses, rings, pipes. There is also a family of two-liter D3FA/F3FA/ABFA, but they cannot be found in Russia. The problem with a diesel engine is its tendency to drive chips into the injectors and return. At least the good news is that the pump is easy to repair, and Delphi injectors have now learned how to repair them. Engines with a double-row timing chain are quite reliable, but by the 200 thousand km mark you should be prepared for the upcoming chain replacement. Already after 50-100 thousand km the engine may start knocking. It rarely comes to piston repairs: either in the case of a completely “cosmic” mileage, or after overheating. In general, Ford Transit engines run 250-300 thousand km, but this figure is purely individual.

Signs to watch out for in an automatic transmission

Ignoring automatic transmission problems leads to wasted time and money fixing the problem. If any of these signs are detected, we recommend that you check the box immediately. A quick decision will help you save money in the future.

Rough switching

One of the first signs when an automatic transmission requires repair is rough gear shifting. This may not be very noticeable at first, but will become more obvious over time. You may also notice that it has become more difficult for the car to gain momentum.

It is difficult to say exactly what the problem is, since there may be several reasons. This could be a problem with the fluid, mechanical, hydraulic, or electronic transmission control system.

Liquid leak

An automatic transmission is a closed system unit. The fluid in the transmission system lubricates all working mechanisms and cools it. Therefore, fluid leakage can cause more serious problems. If puddles or stains are found under the car, then a leak is likely. The fluid in the transmission system appears pink, red, or even dark brown. It may have a sweet smell when everything is working properly, or a burning smell, which indicates the fluid needs to be replaced.

If you suspect that there may be a fluid leak, we recommend contacting a reliable auto repair shop. Continuing to operate a vehicle with signs of leakage can cause irreparable damage to the transmission.

The smell of burning

A burning smell is a clear sign of a problem with the box. When transmission fluid is dirty and overheated, it doesn't do a good job of lubricating or cooling parts. If you continue to drive with dirty transmission fluid, the transmission may fail.

Beware of the Check Engine Light

A flashing Check Engine light does not necessarily mean there is a problem with the transmission. But when this light comes on with one or more of the symptoms we mentioned above, it could indicate a serious problem. In this case, it is best to have the transmission checked before the problem gets worse.

Ford Transit gearboxes

As for the gearboxes, everything is quite simple - a manual 5- and 6-speed gearbox is offered. The “transverse” modification, that is, the unit for a van with a transverse engine, is the VXT75 - a reliable five-speed. On cars with a longitudinal internal combustion engine they installed MT75. This is exactly the same five-speed manual, a real “veteran” in the world of transmissions, since it was equipped with Sierra and Scorpio. The version with a 2.4-liter engine was often equipped with a 6-speed manual gearbox labeled MT82. In general, the mechanics themselves are a reliable unit, and in the Ford Transit they have a colossal resource. Many motorists have managed to change 2-3 engines while the gearbox has been installed since the factory.

If you pour normal oil and monitor the level, then even the clutches and synchronizers will remain in good condition after a run of 400-450 thousand km. The only problem area is the manual transmission bearing. Although it can be called a conditionally problematic place, since few owners of Ford Transit noted extraneous noise at low mileage (100-150 thousand km). On early generations, vibration and noise were observed in the cabin due to the box. In the seventh generation of commercial vehicles, this problem has been solved: a new cable drive has been installed, which is heavy and expensive to replace in case of failure. The clutch lasts 125-150 thousand km, sometimes less, again, depending on the operating conditions. But the cost of the original clutch kit is frankly scary. True, there are analogues produced by LuK SACHS, which cost several times less.

Ford Scorpio

full-time all wheel drive with viscous coupling locking planetary gear center differential. 37/63 front/rear ratio.

The constant drive was realized as follows. Behind the common 5-speed gearbox, the ZF transfer gearbox with interaxle differential was mounted. Planetary gear set of the interaxle differential distributed the torque in 37/63-front/rear ratio. The differential included viscous coupling with lock-function. To the rear, the transfer gearbox extended in two-section cardan shaft propelling the rear axle with bevel gear differential and axle shafts with CV joints. The rear axle differential included viscous coupling with lock-function for improved traction. Front axle propulsion comes out of the transfer gearbox aside the engine ax. There is a 1:1 chain transmission. The transfer gearbox is connected to front bevel gear differential using short cardan shaft. The front differential is mounted on crankcase, therefore the propulsion of front left wheel must have been constructed using a shaft leading through crank case. The shaft was split into two parts to ensure smooth and reliable operation. The parts used in this configuration are rather special and therefore expensive. On all 4WD cars, the most powerful motors were mounted only, at first 2.8 (till 1987, very rare car), then 2.9litr (engine equipped with catalys. has torque - 229 Nm, than 222 Nm, at standard engine). Also You can understand that you have business with 4×4 before 1990, thanks to black window ornament. Also 4×4 version was produced as GL and as Ghia set. After 1990 only in GL version (not in England). All 4×4 cars were equipped with 5-speed manual gearbox. Main body was: hatch and saloon, but there was also Tournier version, but it’sa very rare car, I have met only 1 in my life. Oh, yes, 4×4 technic was designed by Fergusson, it's very famous firm, and it's helped to Ford with Sierra 4×4 also.

Ford Transit trim levels

Since the car is offered in several body variations, that is, the cost directly depends not only on the configuration, but also on the modification.

Currently, new Ford Transits are known on the Russian market in the following body types:

Ford Transit Combi;
Ford Transit Van;
Ford Transit minibus;
Ford Transit cargo (2 doors/4 doors).

The minimum you should expect when purchasing a Ford Transit from the model range is 1 million 970 thousand rubles for the CUSTOM version. The price of a Ford Transit van starts at 2 million 155 thousand rubles, the price of a Ford Transit in a minibus body starts at 2.3 million. The cost is also affected by the level of technical equipment, as well as additional options offered by the company to customers.

In general, the car received good equipment:

pre-heater;
built-in trip computer that allows you to plan your journey in advance;
a smart hill climbing assistance system and many other necessary functions;
heated seats;
electric mirrors;
headlight level corrector;
Rear View Camera;
heated windshield.

The car is really well equipped, which is especially important for motorists who spend most of their time on the road. Comfortable trips with Ford Transit are guaranteed.

ControlTrac

ControlTrac 4-wheel-drive™ is the brand name of a selectable part-time/full-time four-wheel-drive system offered by Ford Motor Company. The four-wheel-drive system was designed and developed at BorgWarner in the mid 1980s. BorgWarner calls the system torque-on-demand (TOD). ControlTrac was the first automatic part-time/full-time system to use software control and no planetary or bevel geared center differential. Instead of a planetary or bevel geared center differential the system uses a infinitely variable electromagnetic multi-plate clutch pack based center differential.