Let's be honest for a second. The first attempt at a hybrid Transit was... well, it was a bit of a weird one. You had that tiny 1.0-liter EcoBoost engine acting as a generator, and while it was clever on paper, it felt a bit like bringing a knife to a gunfight when you actually loaded it up with a ton of tools.
But things have changed. Big time.
The newest Ford Transit Custom plug in hybrid has ditched the lawnmower-sized engine for something with actual muscle. We’re talking about a 2.5-liter Duratec unit now. It’s the same setup you’ll find in the Kuga PHEV, and it makes a world of difference when you’re trying to merge onto a motorway with a pallet of bricks in the back.
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What’s under the hood actually matters now
If you’re a fleet manager or a solo trader, you probably don't care about "synergy" or "holistic energy management." You want to know if the thing can pull.
The heart of the new system is that 2.5-liter Atkinson-cycle petrol engine paired with an 11.8kWh battery. Together, they pump out about 232PS. That’s a massive jump from the old version. It doesn't just feel faster; it feels more relaxed. You aren't constantly hearing the engine scream at 5,000 RPM just to keep up with traffic.
One of the coolest bits is the pure electric range. Ford claims you can get up to 35 miles (about 56km) on just the battery. In the real world? Expect closer to 25 or 30 miles if you’re heavy-footed or it’s freezing outside. For a lot of inner-city delivery drivers, that covers the entire morning shift without burning a single drop of petrol.
The "Invisible" Battery Trick
Usually, when you stick a big battery in a van, you lose space. It’s the classic trade-off.
Ford managed to avoid that here. They tucked the battery pack under the floor, so the load volume remains exactly the same as the diesel versions. Whether you go for the L1 (short wheelbase) or L2 (long wheelbase), you’re looking at:
- 5.8 to 6.8 cubic metres of cargo space.
- The ability to fit three Euro pallets flat on the floor.
- A payload capacity that actually hits up to 1,350kg in some configurations.
That last number is a big deal. Usually, hybrids are heavy and "eat" into your legal payload. Ford lightened the chassis by about 100kg this time around, which basically balanced out the weight of the hybrid tech.
Living with the plug: Charging and Pro Power
You’ve probably seen the little flap on the front bumper. That’s where the magic happens.
Charging isn't lightning fast because this isn't a full EV. It doesn't support DC rapid charging (the kind you find at motorway services), which is a bit of a bummer. But on a standard home wallbox (7kW), you’re looking at a full charge in about 4 hours. Basically, you plug it in when you get home, and it’s ready by the time you’ve finished your first coffee the next morning.
Then there’s the Pro Power Onboard system. This is a game changer for tradespeople. There’s a 2.3kW socket in the back that runs off the high-voltage battery.
- No more carrying heavy generators.
- You can charge your power tool batteries while driving.
- You can run a circular saw or a high-intensity work light directly from the van.
It makes the van feel less like a vehicle and more like a mobile power station.
Driving modes: Don't let the van decide everything
The SYNC 4 system in the cab is pretty slick—13-inch screen, very responsive—but the real value is in the EV modes. You get four main choices:
- EV Auto: The van’s brain does the work. It uses electricity for stop-start traffic and brings in the petrol engine on the bypass.
- EV Now: Forces the van into electric mode. Perfect for those "Zero Emission Zones" popping up in cities like London or Paris.
- EV Later: Saves the battery for later. If you have a 50-mile motorway drive before you hit the city center, use this to keep the battery full for the urban leg.
- EV Charge: The engine acts as a generator to top up the battery while you drive. It's not the most efficient way to get power, but it's handy if you forgot to plug in last night.
Is it actually better than a diesel?
It depends. (I know, everyone hates that answer).
If your day consists of 200 miles of motorway driving at 70mph, stick to the EcoBlue diesel. The Ford Transit Custom plug in hybrid won't be as efficient once that battery is depleted and you’re just hauling the extra weight of the motor.
However, if you do a mix of "b-road" driving and city center drops, the PHEV is a no-brainer. The refinement is on another level. It’s quiet, the automatic transmission is smooth (no more clunky gear changes in traffic), and the tax benefits for business users are usually much more attractive. Plus, you get that 2,300kg towing capacity now, which the old hybrid couldn't even dream of.
Actionable Steps for Potential Owners
- Check your daily mileage: If you do under 30 miles between stops where you can't charge, you’ll rarely buy petrol.
- Audit your tools: See if that 2.3kW Pro Power outlet can replace your portable generators or power banks.
- Measure your garage: The H1 roof height is under 2 metres, meaning it fits in most standard multi-story car parks—something the bigger Transits can't do.
- Download the FordPass Pro app: It lets you see the charge status and even "pre-condition" the cabin temperature while it's still plugged in, saving battery for the road.