Faster Fiestas earn their stripes

February 19th, 2012

THE big question facing makers of hot hatches is exactly how far to turn up the heat.

Arch rivals Peugeot and Renault have been caught in an on-going battle to out-do each other, resulting in the latest 206 GTI sporting no less than 180bhp while the Clio has edged ahead marginally with a 182bhp version. And Mini has a range of engines offering up to 200bhp.

Ford -remember the XR2? – will burst back on the scene at the start of next year with a racy three door version of the Fiesta. The first offspring of the newly formed TeamRS, it bears the initials ST which stands for Sports Technologies and aims to provide ‘afFordable, dependable performance,’ says team director Jost Capito.

TeamRS has chosen a middle path in turning the Fiesta ST out with a mildly tweaked version of the Focus 2.0-litre engine, which produces150bhp.

Although it gives away some ground in the raw power stakes, Ford sees it as the best method of following its principle of not sacrificing everyday driving practicality. And it has to be said the performance statistics of zero to sixty in under eight seconds and a maximum of nearly 130mph are only marginally behind the brat pack.

No hot hatch is complete without the right visual cues and the ST certainly pushes the right buttons without being overly brash.

There is a new front bumper and air dam moulding with deep mesh covered trapezoidal grille flanked by circular fog lights at each side. And beneath, a small lip spoiler under a front air dam. Discreet side skirts aid the profile as do chunky 17-inch multi-spoke alloys. At the rear, there’s the ubiquitous spoiler and a remodelled bumper.

The emphasis is on subtlety and understatement….unless, of course, you want to fork out extra for broad go-faster stripes over the car’s full length, which would seem to negate the ST’s rather tasteful design.

The cabin gets sporty red or blue cloth seats trimmed with black leather with the ST symbol embossed and there are dashes of aluminium and a leather covered steering wheel. There’s still a bit too much black shiny plastic around, though.

Behind the wheel, the ST really lives up to its promise with an eager engine that just loves to rev even if it doesn’t really have to. A racy snarl reminds you of its sporty role, but refinement is high on the list of priorities and it’s capable of pulling strongly from low speeds in high gear thanks to substantial torque.

This is a comfortable mile-eater rather than a frenetic skateboard, yet its chassis has the poise and cohesiveness to reward the most demanding driver.

Show it a sweeping mountain road and it will respond like a thoroughbred, yet it is as tame as a shopping trolley around town. Significantly, around Lommel, Ford’s European test track, it was as fast as the highly acclaimed and more powerful Focus ST 170.

Price of the Fiesta ST, which comes only as a three door, is from £13,505 and it is in insurance group 13E

Less expensive at £11,595 – and also less rapid – is a ‘warm’ Zetec S version of the Fiesta which shares many of the sporty styling features of the ST but has a choice of either 100 bhp 1.6 litre petrol engine or 16v, 90 bhp turbodiesel.

The diesel carries a £900 premium, but with a 112mph top speed and a potential 62 mpg, the Fiesta is joining the growing band of racy oil-burners.

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Ka keeps repair prices down

February 18th, 2012

MORE than £1.6bn was paid out by a leading warranty company to repair cars in the UK last year, with the average garage bill ranging from £85 to £1,623.

Analysis of claims paid by independent warranty provider Warranty Direct on cars aged between three and ten years old found the Ford Ka to be the cheapest to repair with an average £86.50 bill for each visit.

At the other end of the scale more than a third of Subaru Impreza repair bills added up to more than £1,000.

Most new cars come with a three-year warranty to protect against bills.

However, with about 12 million vehicles more than three years old, the claims show that the chances of failure are more than a third. The average bill last year was £380.

Although Britain’s biggest selling model, the Ford Focus, shows an average spend of £143, the biggest waranty claim stood at £353.

Three Ford models, the Ka, Mondeo and Focus, fall inside the Top Ten of cheapest cars to repair, at an average of £195.

Warranty Direct spokesman Duncan McClure Fisher, says: “The figures give an indication of the cost of repair.

“It is a valuable guide for people looking at a new car, so that they can make a more educated judgement on future running costs.

“Repair bills vary dramatically but as a rule of thumb the bigger, more complicated the vehicle in terms of electronic wizardry, the more expensive it is likely to be to put things right.”

In terms of market segment, Warranty Direct figures show that older superminis cost an average of £197, which is less than half the average £414 bill faced by 4×4 owners.

Small family models such as the Ford Focus cost £221 on average, executive models £335, sports models £328, and people-carriers such as a Renault Espace, £325.

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Funky and versatile Fusion

February 18th, 2012

AT HEART I am a simple soul who likes things to be uncomplicated. I fear, however, that car firms are going to have to start putting a directory of acronyms into every new car they sell as I am getting a mite confused.

I can get my head round MPV (multi purpose vehicle) and just about understand SUV (sport utility vehicle). But now we have the Ford Fusion, claimed to be the world’s first UAV (urban activity vehicle) which, according to Ford marketing speak, ‘combines the best elements of an SUV and an MPV into a compact package’. Help, pass the aspirins!

Actually, I am not sure Ford is the first in this genre – the Citroen Berlingo and Renault Kangoo may have been there some time before them.

The Fusion is based on the new Fiesta, but aims to appeal to trendy town dwellers with its chunky looks and larger, more versatile cabin.

There are several versions, helpfully badged Fusion 1, 2 and 3, depending on engine type and trim, but all target young couples with children and tries to convince them that a Fusion is a utilitarian object with street cred.

Given that objective, it is a bit strange that Ford opted for such a conservative styling. After the radical shapes of the Focus and Ka, the Tonka shaped Fusion looks to have been designed by committee.

Not that it doesn’t work well – because it does.

The Fusion shares the Fiesta wheelbase but is longer, wider and taller. The increased height creates a more upright driving position, which has packaging advantages and helps give an SUV feel. The driver gets a commanding, therefore safer view of the road and you can see all four corners, which makes parking a doddle, especially when it’s combined with power steering.

The fascia, though, is a letdown. Overall, I think it lacks imagination, and although build quality is very good, there is far too much hard-feeling plastic trim.

Three trim levels are available. Fusion 1 does not have electric windows but it does have twin front airbags and central locking. Fusion 2 adds £1,000 to the price but gets air con, powered windows and mirrors, heated front windscreen and a CD player.

The flagship Fusion 3, which we tested, boasts an uprated CD, alloys, an alarm and front fogs for its fiver short of £12,000 price tag. Pity though that anti-lock brakes and side airbags are only options.

The boxy shape helps make best use of interior space. Both passenger and luggage room is much better than the Fiesta. The low load lip and near vertical tailgate provides a generous and versatile load area.

The test car was powered by a 1.6-litre engine developing 99bhp. It’s fairly sprightly without being a boy racer’s dream, as the 10.9 seconds acceleration time testifies.

The suspension system is shared with the Fiesta, although it has been reworked to increase its travel in line with the car’s urban ambitions. Ride quality could be better because every road imperfection is felt.

The Fusion has kept the Fiesta’s handling attributes. It’s fun to drive with crisp, accurate steering, plenty of grip and minimum body roll. As a tool for nipping around the urban jungle, it has a lot to commend it.

It’s just a pity the aesthetics are so disappointing. It should be radical and stylish, as useful as it’s fashionable. It doesn’t quite make it

– Alistair Coull

Ford Fusion is by no means the first model to flex its muscles in the new niche of the Urban Activity Vehicle.

But its arrival in this UAV sector shows it already has the potential to be a class leader. Others have entered the fray, but none quite so impressively as the blue oval badge contender.

A cross between a sports utility and a mini-MPV, it goes a long way to fulfilling the desires of those who want a small adventure type car but demand the flexibility and ease of a family runabout. This Ford model has it.

The Fusion also has good road presence and a certain curiosity value, but it’s not what you would describe as a bobby dazzler in design terms.

Nevertheless, it is funky and phenomenally functional, and that’s what really counts in this particular segment.

The Fusion does what its title suggests – fuses the attributes of an all-round, multi-purpose model and injects a hint of ruggedness. The car also handles well and returns frugal fuel figures: it’s official combined figure is highly respectable at just under 43mpg.

Based on the all-new Fiesta chassis, the Fusion test vehicle was powered by the 1.6 16-valve petrol engine which pumps out 99bhp at 6000rpm.

It ensures a fairly lively response, though you need to work the gears on the more demanding roads around the Pennine foothills to keep up the momentum, especially with four people on board.

The UAV is pretty nimble on corners and zooms along quite happily in the urban jungle. Take it out on the motorway and it is a relaxing affair at the wheel.

The ride may appear on the firm side, yet it is reasonably comfortable. The chassis soaks up some, but not all potholes, and the UAV displays lots of composure even on tricky, contraflow sections.

You couldn’t call this a fun vehicle – unless your definition is of a model where you can cram in most things bar the kitchen sink on a family trip to the beach or countryside.

The Fusion, even the 1.6 version, is not designed to pin you in your seat. Instead, it concentrates on getting its occupants from A to B in reasonable style and comfort – with the advantage of a bird’s eye view all round, which is excellent.

Another good thing about the Fusion is that you can slide into your seats without ‘dropping down’ into the cabin.

Access and exit is much easier than in conventional saloons, and the commanding view it provides of the road ahead is more pleasant – as well as being an added safety feature.

Inside, the Fusion is surprisingly spacious. Many will be impressed by the roominess, and the fascia is neat and very contemporary looking, if a little plasticky.

I didn’t find the fuel gauge as clear as perhaps it should be, but apart from this, controls and switchgear was straightforward and user-friendly.

Ford appear to be focusing the Fusion on a young market, but in fact, it is the kind of useful, rugged runabout which will appeal to a wide range of people, irrespective of age or background.

With cashback offers ranging between £500 and £1,000 on Fusion l, 2 and 3 models as well as the option of zero per cent finance, Fusion is a tempting proposition.

– Val Jessop

FAST FACTS

Ford Fusion 3

Price: £11,650

Mechanical: 99bhp, 1,596cc 4 cylinder petrol engine driving driving front wheels via 5-spd manual gearbox

Max speed: 112mph

0-62mph: 10.9 secs

Combined mpg: 42.8

Insurance group: 6

CO2 emissions: 157g/km

BiK rating: 15%

Warranty: 3yrs/ 60,000 miles; 6yrs anti-rust

PRICE: £11,995

RS badge for extreme Fiesta

February 18th, 2012

THE ULTIMATE high performance Fiesta has at last broken cover – and Ford says it could be ready for the road in under two years.

Tagged RS – the badge now reserved for the fastest Fords – this new 180bhp-plus road burner is said to be a concept, but the clamour from enthusiasts will be such as to virtually guarantee that it will end up being a production reality.

Ford has suffered from a lack of top-end hot hatches and sporting models in recent years and the fact that Vauxhall is known to be developing extreme versions of both the Corsa and Astra will also spur Ford bosses into making an early decision.

Unveiled at the Geneva Motor Show alongside the new Fiesta ST “warm hatch” and the Fiesta Junior World Rally Car, the Fiesta RS is the car which Ford says will “put the spice back into small Fords”.

Although the project is still in its early stages of development and – according to Ford “public reaction will help determine its progress”, this will be a true hot hatch with a zero-to-60mph figure of around seven seconds.

“We aren’t going to finalise technical specifications until we hear the feedback from potential customers,” says Ford TeamRS director, Jost Capito. “But, we’re fully aware of the performance expectations for this type of vehicle and what our RS customers expect. As we look to fine-tune the concept we’ll make sure we don’t disappoint them.”

The Fiesta RS has been developed as a direct result of the positive reaction to the Fiesta-based Ford RallyeConcept which was first seen in 2002.

Says Capito: “We decided that this car could be the basis for three fast Fiestas, and this became our first major project. The links between the original RallyeConcept, the new Junior World Rally Car, the Fiesta ST and the Fiesta RS concept are unmistakable – and they’re not just skin deep.”

Key styling features first seen on the RallyeConcept have been retained, including distinctive cooling vents in the front bumper, deep side rockers and the bold rear spoiler.

Like the RallyeConcept and the Fiesta JWRC, the Fiesta RS concept also sports white ceramic-coated brake callipers and exhaust tips.

It has a wide, low stance with 18-inch alloys and low-profile performance tyres sitting in flared, extended wheelarches. Suspension settings are said to be overtly sporting.

Under the bonnet, there’s a two litre engine derived from the unit that is a mainstay of the Mondeo range. Ford engineers have already used it as the basis for the 150bhp engine for the Fiesta ST and are aiming to eek at least another 30bhp out of it for the Fiesta RS. And if that’s not enough, they reckon that specialist tuners could build even more powerful versions.

Capito adds: “We are staying true to the very roots of the Ford RS brand, with products that will appeal to the more extreme performance car enthusiasts.”

Ford’s Transit beats congestion charging

February 15th, 2012

Ford has added bi-fuel versions to its Transit Connect range of vans, which are so environmentally friendly that operators do not even have to pay the London congestion charge.

The long wheelbase Transit Connect is the only vehicle with a factory fit petrol/LPG bi-fuel system, even as an aftermarket option.

Gary Whittam, Ford’s commercial vehicle director says: “With congestion charging and about 1300 LPG filling stations across the UK, demand for LPG is increasing.

“The current demand is around four per cent of total sales, but this is now an emerging segment.”

The tank holds 59 litres of fuel, and is located in the spare wheel recess, with the spare wheel then fixed to the load area side wall. Servicing is the same as that of petrol-only models, which is every 12,500 miles or 12 months.

The 1.8 petrol/LPG bi-fuel 115PS engine comes in three Transit Connect models: T200 SWB, T200 SWB LX, T210 LWB.

The engine has a hardened valvetrain for extended durability with LPG operation and a new intake manifold system with a production-fit secondary injector system.

All models are in Band 4 on the Powershift register, which means they are exempt from congestion charging.

The LPG versions cost £1,800 more than the equivalent petrol models, but after applying for the 70 per cent Powershift grant, the actual cost is £40 over the diesel models.

With LPG at around half the price of diesel, operators can be saving after a few hundred miles, plus congestion charge savings.

However, it remains to be seen what tax hikes the Chancellor has in store for LPG in the longer term.

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Top engine for Ford’s MPV twins

January 27th, 2012

Ford‘S top-of-the-range MPV twins, the S-MAX and Galaxy, are the latest models in the blue oval brand’s line up to offer the company’s new flagship 175PS TDCi engine.

Developed for performance, and with 400Nm of torque or pulling power at 1,750rpm, the 175PS 2.2-litre Duratorq TDCi engine is the largest displacement and most powerful diesel engine available in Ford‘s passenger cars.

Meanwhile, two-litre diesel S-MAX and Galaxy models equipped with an automatic gearbox have been given a 10PS power boost – up from 130PS to 140PS – and a two-litre flexifuel engine which is capable of running on any mix of bioethanol and petrol in the same fuel tank has also been introduced for both ranges.

Fixtures and fittings have also been improved with wireless Bluetooth mobile phone connectivity now standard across the range while the range-topping S-MAX Titanium benefits from even more standard equipment in the shape of a Solar Reflect Windscreen, ambient lighting and chrome door handles. The optional Titanium X pack now includes bi-xenon lights.

Extra kit for the Galaxy Ghia includes new 10-spoke 17-inch alloy wheels, Solar Reflect Windscreen, ambient lighting and rear compartment air conditioning.

A new Ghia X Plus Pack is now available, with 18-inch alloys, bi-xenon lights and powered rear quarter windows to complement full leather trim and glass panorama roof.

To complete the changes, entry-level versions of the S-MAX and Galaxy now become Edge models instead of LX, in line with changes to other Ford products.

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Ka can make a reat used buy

January 27th, 2012

WHEN the Ford Ka first appeared at the motor show I thought it was as ugly as sin, but its cheeky, up-front styling very quickly became part of our consciousness.

Now it is even more ingrained in the country’s psyche, and I must admit that the shape has grown on me.

That strong, sharp edged design was well chosen by Ford, and it now adorns almost every model in the range, all of which are selling like hot cakes.

Of course, Ford’s cars have improved beyond all recognition since the early 90′s and they are well worth a wedge of anyone’s money.

I would rather have a Ka than a VW Lupo, SEAT Arosa or Fiat Seicento in the ever-widening city car class. That’s not to say it’s perfect, mainly because the interior is so small, but it does do most things very, very well.

And later models with body coloured bumpers look so much better than the early offerings with their vast areas of black plastic front and rear.

The Ka was designed on the Fiesta chassis to save development time, and so has exactly the same wheelbase. Of course, the stalks and some of the switches also come from the Ford main parts bin, but it does feel different and individual inside.

There was only one engine choice until the last year – the venerable 1.3-litre unit from the Fiesta which has been around for a long time. It produces 60 bhp and doesn’t like to be revved very hard, where it quickly runs out of puff.

But it produces decent performance for a small car, in what is quite a light body – performance which certainly betters that of other city cars.

It drives the front wheels through a standard five speed gearbox, with a light clutch and excellent brakes. There’s no power steering (PAS) in the ealy Ka models. This did not arrive until the better equipped Ka2 and Ka3 came out. But it was available as an option on the base model and many owners added it to the spec.

Cars without PAS are still reasonably light of steering except when parking, and some drivers prefer them at speed because they give better driver feedback. The standard Ka got PAS in 1997.

Handling and roadholding are excellent, with neutral balance tending to understeer on the limit, but excellent safety with strong grip.

The ride too is very good – again much better than some other city cars – taking the worst of surfaces in its stride, and particularly the bump and grind of city streets at low speeds.

Equipment in the base model includes tinted glass, stereo cassette, split-fold back seat, driver’s airbag and immobiliser. Ka2 adds the PAS, plus electric front windows, central locking and height adjustable driver’s seat. Ka3 adds air conditioning, alloy wheels, leather covered steering wheel and up-rated audio equipment.

Insurance is a very reasonable group 2, economy should be around 42mpg and servicing – which can be handled by any garage – is every 10,000 miles.

Pay about £2,245 for a ’96 P-reg Ka, £2,820 for a ’97 R-reg Ka2, £3,460 for a ’98 S-reg Ka3, or £6,190 for an ’01 Y-reg LuxuryKa. All prices are from a dealer.

FORECOURT FACTS

Model: Ford Ka

Driving: Nippy, agile and comfortable

Performance: Decent acceleration and can keep up on motorway

Economy: 40+ is good, but later engines from other makers are better

Safety: Driver’s airbag, ABS optional

Recommended Buy: Ka2

Alternatives: Daihatsu Cuore, VW Lupo, SEAT Arosa, original Mini

Hit:

Miss:

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All set for a rallying Fiesta

January 27th, 2012

Ford has taken rallying back to the future by launching an afFordable competition car that gives WRC thrills at road car money.

The Fiesta ST Group N is a showroom specification version of Ford’s supermini that has been developed for rallying by the Blue Oval’s competition division, M-Sport.

Their brief was simple: a fun, reliable but safe rally car that would enable beginners and enthusiastic amateurs to compete without breaking the bank. “We wanted to revisit the days when an enthusiastic amateur driver could take a standard car from a Ford dealer and use the parts kit supplied to build a competition car,” says M-Sport boss Malcolm Wilson.

To achieve their goal the M-Sport engineers used technology from the super successful Focus World Rally Championship car.

As soon as you climb into the cockpit through the complex metal framework of the roll cage, the attention to detail is striking. Special efforts have been taken to protect the occupants’ heads while Sabelt racing seats compatible with the Head And Neck Safety device that’s being used increasingly in motorsport have also been slotted in.

To ensure that driver and passenger stay firmly in place as the car storms through the stages, there’s a six-point Sabelt harness.

If you think this is taking safety a step too far, the project’s business manager Andrew Wheatley explains: “We haven’t compromised safety at all. We imagine this will be run predominantly by young drivers and they are going to make mistakes.”

Mistakes or not, the car still had to be fun to drive. As soon as the two-litre motor is fired, its rumble reverberating through the stripped out cabin, you have some idea of what this car is capable of.

The M-Sport engineers hiked power by fitting a new air filter and exhaust system and working on the Electronic Control Unit and electronic fly-by-wire throttle. This not only boosted the 150bhp motor’s output by 10 per cent but also improved response and engine torque in the lower gears.

A new gearbox was also fitted. This does away with synchromesh and has a ‘dog’ engagement. It cuts change time in half so even if you wanted to use the clutch to swap cogs, once you pull the lever the ‘box will be in the next gear before you have time to dip the pedal. It means you can move up through the five-speed gearbox with an almost seamless flow of power to the front wheels.

Ford’s boffins were starting from a position of power as the Fiesta ST has already been universally praised for having the best handling in its class. But still the engineers felt they could improve on it. They added adjustable Reiger dampers, strengthened the rear axle and made the steering quicker to improve the car’s turn-in.

The results are astonishing. When you’re pinned into the driver’s seat by the harnesses you could be in a shrunken version of the Focus WRC. Only the largely untouched dashboard in front gives away this machine’s relatively humble beginnings.

The engineers have managed to transform this into possibly the most focused Fiesta ever built. A twitch on the steering wheel is sufficient to change direction while the suspension still manages to cushion bumps even though body roll has been virtually eliminated.

Head into the rough stuff and it does exactly what the engineers wanted. Former Formula One star Mika Salo drove the first version as a course car on the 2005 Rally Finland in August. He reveals: “It’s fantastic fun. As long as you have a nimble chassis that turns in well and that you can balance easily you don’t need to have masses of power.

“This car does just what you’d expect. It’s predictable and easy for a rally novice like me to drive. I’d love to have a go against other competitors now!”

He might not have to wait too long. Malcolm Wilson plans to set up a one-make series with the Fiesta ST Group N to run alongside the WRC and act as a feeder for the Junior WRC.

Cost-wise, the car is right on track to make that happen. The modifications come at a price, but it’s a relatively modest £9,100.

And even though this boosts the standard road-going Fiesta ST’s price to £22,695 this could still be by far the safest and cheapest way there is of getting on the first steps of the ladder to a career in top flight rallying.

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More cars on the road

January 4th, 2012

IT looks as though there are going to be more cars than ever on UK roads this year, thanks to the rail operators.

The simple fact of life is that it is now so absurdly expensive to travel anywhere by train that anyone with a car will use it unless there is an alternative air route.

Expecting punters to pay literally hundreds of pounds to travel between UK cities by train is just not realistic if they can do the same journey in the comfort of their own cars for a fraction of the cost.

For the last couple of weeks I have been driving one of the UK’s most common and ordinary cars yet it is a comfortable, air-conditioned, roomy and supremely economical form of transport.

Its full title is Ford Mondeo 2.2 TDCi 155 Titanium estate. Endowed with a long-legged six speed manual transmission it performed effortlessly at the motorway maximum and with the cruise control on it was just as easy as sitting in a train carriage.

Economy averaged 46mpg to give a range between fill-ups of more than 500 miles at a cost of under £40.

Despite being a diesel it boasted a top speed of almost 140mph with lively acceleration to 60mph in just over eight and a half seconds.

It costs £160 a year for road tax and the official cost of fuel for 12,000 miles of motoring is just over £1,000.

True, you have to fork out about £18,000 for the car in the first place but the argument facing travellers is not whether to buy a car at all but whether to use the train instead of the car that they already own and use on a daily basis for shorter journeys.

AfFordable air travel is only a viable option for those journeying between cities with major airports, whereas the majority of the UK is accessible by the rail network.

It seems incredible in the year 2006 that a nation claiming to be one of the most developed in the world has a rail network that is not only notoriously unreliable and overcrowded but is now forcing even more of us on to the roads by the latest utterly unrealistic price hikes.

Of course it is a delicate balancing act for the government because those of us who use the roads generate vast amounts of revenue in fuel duties and the Chancellor does not want to lose that.

On the other hand the government appears to feel the need to persuade us to use the roads less in order to hit C02 targets, which when you consider what is happening elsewhere in the world are totally meaningless.

Look at any factory, aeroplane or herd of cows and you see that the amount of ozone-destroying emissions from cars in the UK is pretty inconsequential.

Perhaps the answer lies with the lead being shown by UK health trusts.

If they are in danger of failing to hit their waiting list targets they simply send letters to those on the waiting list telling them that they are no longer eligible for treatment.

As there is no one left on the waiting list it enables the health authority to hit its target and if those patients happen to die as a result then there are even fewer people in need of treatment.

I am currently awaiting my letter from The Department for Transport informing me that I am no longer eligible to use my car so that Johnny “Two Jags” Prescott and his merry men can meet global emissions targets by banning all motorists.

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High speed Transit

January 4th, 2012

IT’S vantastic – and white van man would kill for it.

Ford has taken a Transit Connect van and dropped a Focus RS engine under the bonnet.

The result is the Transit Connect X-Press – the fastest and most dramatic version of Ford‘s commercial van to hit the road.

With a top speed of 130mph and a 0-60 acceleration time of less than seven seconds this is one van even hot hatch enthusiasts would like to get their hands on.

But this is a one off developed by a group of Ford engineers based at the company’s Lommel Proving Ground in Belgium.

And because it was built in Belgium it is a left hand drive vehicle, which adds to the strange feel of it when you get behind the wheel.

Inside the cabin is nothing like any other Transit Connect. There are Sparco race-style leather and Alcantara bucket seats in black and white and the whole of the dashboard has a black flock covering.

And just in case someone gets a little too enthusiastic there is a “race-spec” roll cage fitted.

Get behind the wheel and its hard to believe you are driving a van. The performance is dynamic and the handling true sports car. If ever it is marketed it will become a best seller – although I doubt if many fleets would be happy to pay the insurance.

Since it was built the Transit Connect X-Press has been featured at motor shows and Ford events all over Europe.