A staggering 1,500 altered parts have created the new car but it’s what you do not see that has improved it.
The new direct injection petrol engine is not only more efficient and less polluting but it needs only the lower grade unleaded fuel instead of the usual high octane unleaded.
The cheaper fuel, cleaner exhaust and approximately seven per cent extra economy combine to give both immediate and long-term cost of ownership and company car tax improvements.
It is a development of the familiar Duratec engine but with modified head and injection system developed in association with Bosch.
Ford has put a premium price on the 130 bhp 1.8-litre engine but the cost-per-mile savings mean it starts to pay for itself in 18 months. Long before then, the dedicated Mondeo-man will have appreciated the added refinements and sophistication.
With its new six-speed manual gear box, the Mondeo SCi is appreciably quieter and the gear changes are particularly smooth.
Acceleration from low speed is good if a little noisy as higher revs are reached, but cruising is an altogether calmer affair than in the familiar 1.8.
Inside, there’s more use of real wood, high grade leather and more thoughtful soft-feel plastic trim.
The new car is the first in its class to offer ‘chilled seats’ and a sophisticated Sony audio system with Blaupunkt Travelpilot coming later this year. These features join an equipment package which includes air conditioning, rain sensing wipers and the option of rear seat DVD systems.
But the latest Mondeo SCi is more than just a face lift because the nips and tucks treatment includes more radical changes.
Behind the new larger door mirrors, fog-lights, door handles and interior revisions lie more fundamental features intended to enhance driving enjoyment and ownership.
Driving one of the first Mondeo SCi models I noticed a better riding and handling car with appreciably lower noise levels at motorway speed. These benefits would be immediately obvious to owners of the current car.
The new model is a determined effort by Ford to lift the pace in the race for sales.
Behind the scenes a cut in production of 11,000 cars to the end of the year anticipates an expected European decline in sales, and at the same time should hopefully strengthen future residual values.
Whether or not the production cuts and the overall model improvements will lift values, only time will tell, but for now the Ford Mondeo SCi is a significant step down a long road.
The 1.8 SCi direct-injection petrol engine will be offered in Ghia trim from £17,500 and Ghia X from £19,700.
]]>IT is an awesome package on paper – a compact car with a 2.5-litre engine turbocharged to generate 222bhp.
With an asking price of £17,500 this makes for a supercar that is afFordable to many motorists with the added benefit of everyday practicality.
Unsurprisingly the performance is impressive, with acceleration from rest to 60mph in just six and a half seconds and a top speed of 150mph.
With 235lb/ft of pulling power on tap and a six-speed manual shifter the rate of mid-range movement is not to be sniffed at either.
Of course any clever dick can shove an unfeasibly large engine beneath the bonnet of anything small enough to accommodate it but that does not guarantee a good performance car.
In the case of the Focus ST, however, it works well up to a point.
The power can be exploited pretty ruthlessly thanks to a capable suspension system which manages to endow it with sufficient comfort for every day use and enough damping when winding up the power.
The trademark burnt orange colour may not be to everyone’s liking but thankfully there are slightly more subtle reds and blues to choose from.
Economy can be as low as 20mpg and then there is the insurance premium to consider, but in this world you don’t get anything for nothing. There is always a pay-off.
Whose dream car? Anyone who wants a hot hatch to eclipse the new V6 Clio RenaultSport for precisely half the price of the indecently quick but infinitely desirable new Mitsubishi Evo X.
Whose nightmare? Anyone who already has nine points on their licence.
]]>The Ford Focus has been the UK’s top selling car since 1999 and it is the car of choice for many voters living in influential constituencies. Winning over the Focus Family could swing the election.
The Focus appeals to a cross section of society – young and old, male and female, and the Focus Family would make an ideal focus group representing middle Britain.
UK political parties have bought computer programmes that collate postcodes with other commercial data such as reading, viewing and shopping habits, to tell them which voters living in marginal seats should be targeted.
Canvassers out on the streets may now well be looking to target owners of particular cars that fit their political caricatures, says the RAC Foundation, which provides a handy guide socio-political guide to different types of motorist for would be MPs…
Blue-collar entrepreneurs
Self-reliant people, who have worked hard to achieve a comfortable and independent lifestyle. Most likely to drive a Mondeo Ghia or a Peugeot 406 their cars are bought for comfort and convenience and are mostly bought second-hand. Politically, they are most likely to be concerned about costs of petrol.
Comfortable greys
Pensioners who own their own homes or have disposable income beyond the basic state pension. Most likely to drive a Honda Civic or a Nissan Primera, they prefer cars which offer comfort and generous specifications and which have a reputation for reliability. Politically they will be concerned about journey reliability and congestion.
Rural dwellers
People who live not just outside major population centres but deep in the countryside in small communities. Most likely to drive a Volvo or Subaru Legacy. Cars are very important and many families may have two or three. Their cars tend to be old, infrequently replaced and they will clock up a high mileage. Politically they will be most concerned by high fuel and running costs and speeding on rural roads.
Status symbols
They have rewarding careers, live in sought-after locations and are a focus for other people’s aspirations. Most likely to drive a BMW 5 Series, Mercedes SLK or Lexus RX, they drive luxury brands that make a statement. Politically, they are most likely to be concerned about the proliferation of speed cameras and company car tax.
Happy families
They focus on career, home and family. They are mostly younger age groups either married or in a long-term relationship. Most likely to drive a Renault Scenic, Vauxhall Zafira for the “school-gate mums” or a top of the range compact. Politically, they are most likely to be concerned about road safety issues, the cost of motoring and are willing to participate in schemes such as car-sharing.
Semi-detached surburbans
Members of this group live in comfortable homes in mature suburbs with older or independent children. Most likely to drive a Rover 75 or VW Passat which they change regularly. Politically they are most likely to be concerned by illegal and irresponsible behaviour amongst other drivers and what will happen to their Rover warranties.
Close- knits
People in this category live and work within strong local communities mainly within inner city areas or small industrial towns. Most likely to drive a second-hand reliable Vauxhall Astra or Toyota Corolla. Politically most likely to be concerned about running costs and consumer rights.
Metropolitans
Young, well educated people, cosmopolitan in their tastes and liberal in their views. Most likely to drive an Audi A3 or MG F, they drive cars that make a statement and are individualistic in their tastes. Politically, they will be concerned about the environmental impact of road-building schemes and residential parking issues.
Welfare state
This group is comprised of people struggling to achieve the material and personal rewards assumed to be open to all in an affluent society. If they do own a car at all, it is most likely to be a second-hand BMW or old Mercedes and these are treated with loving care. Politically they are most likely to be concerned about car crime and vandalism.
Council estate
People who live on large provincial estates where they are reliant on buses for mobility and television for entertainment. If anything, they are most likely to own an old Fiat Panda or small Kia, maintained by friends rather than garages. Politically they are most likely to be concerned about the costs of motoring and access to reliable public transport.
The RAC Foundation’s executive director Edmund King, says; ” Politicians would be wise to turn their attention to the “Focus Family” rather than “Mondeo man” as they now epitomise middle-Britain. Voters wishing to avoid political canvassers this general election may wish to hide their cars.
“The parties are all targeting different segments of the population to help swing marginal seats. With 32 million motorists out there, pollsters may well utilise the strong parallels between the choice of car and political leanings.
“If any political party can count on the support of the Focus Family then they will be half way to the winning post.”
]]>It takes them to the top of their respective classes at a time when competition has never been so intense.
Before their arrival, the brand was overshadowed in terms of performance and economy by more accomplished rivals such as Volkswagen’s impressive oil-burning Golf, and the diesel-engined Passat and Renault Laguna.
Now Ford has regained the lead in both sectors with sophisticated new turbocharged 1.8-litre and 2.0-litre units for the Focus and Mondeo models.
Elsewhere in Europe, diesel-powered cars are more popular than their petrol equivalents, and pundits reckon that we Brits are about to follow suit.
The improvement in diesel technology has been dramatic in recent years, to the point where cars with them fitted are virtually as smooth, quiet and clean as those with petrol engines.
For private punters it means lower running costs resulting from greatly enhanced economy, and the prospect of the vehicle being worth significantly more when it is time to sell.
For company car users the benefits are more significant, and became even more so when new benefit-in-kind tax liability scheme came into effect.
It means that the amount of tax paid by employees with company cars is be based on the vehicle’s carbon dioxide emissions, measured as CO2 in grammes per kilometre, as a percentage of the vehicle’s purchase price.
This ranges from 15 per cent to a whopping 35 per cent, for petrol models, and from 18 per cent to 35 per cent for diesels.
Such is the efficiency of the Focus TDCi that it falls into the lowest bracket, despite being a 120mph performer.
This gives the user a benefit-in-kind tax liability of 18 per cent of the purchase price, which ranges from £14,345 for the TDCi Studio to £18,125 for the lavishly-equipped TDCi Titanium.
The low tax liability rating is because the clean-burning engine has a CO2 figure of just 140 grammes per kilometre, together with economy of more than 50mpg.
However, the clever bit has been to combine such environment friendliness with the sort of driving dynamics that have consistently kept the Focus as the nation’s favourite.
In normal use the 113bhp Focus generates 184 lb ft of pulling power, which is more than enough for most driver’s needs.
However, floor the throttle and a feature called transient overboost comes into play momentarily, which sends the pulling power rocketing to 207 lb ft, giving the car dramatic overtaking prowess when it is needed.
The figures are just as impressive in the case of the 2.0-litre Mondeo, which cleverly offers three different power outputs from the same engine.
The standard engine produces 89bhp, which increases to 113bhp in the case of the £16,195 LX and goes right up to 128bhp before handing over to the larger 2.2-litre versions.
They develop 153bhp to give an attractive combination of 140mph performance and 45mpg economy.
Consider that every single model comes with a minimum specification of cruise control, air con, front, side and curtain air bags plus electric windows and a CD player and they seem extraordinary value for money.
While no one is pretending that competition remains anything but fierce in the all-important diesel sectors of the car market, few could disagree that the most fierce competition of all now comes from Ford.
]]>The Iosis concept car not only shows how Ford is viewing its future – it is also a broad hint of what the next generation Mondeo could look like.
Due to be unveiled at the Frankfurt Motor Show the week after next, the Iosis concept is a bold statement from the Big Blue Oval and uses many a space age feature.
There are no mirrors. Instead rearward facing cameras are fitted to maximise the driver’s field of vision around the vehicle.
And the doors themselves open upwards and outwards to make getting in and out as easy as possible.
The Iosis concept – iosis is an alchemic term referring to the final stage of the transformation of base metal into gold – also makes use of high intensity LED lighting front and rear.
The dramatic design has been created by Martin Smith, Ford of Europe’s new executive design director, who joined the company from Vauxhall where he had been responsible for masterminding the new Astra, the car hailed as marking Vauxhall-Opel’s design resurgence in Europe.
“Iosis is more than just a show car, it is sending a message about how Ford of Europe’s future design will be redefined,” says Smith. “It sends a bold message because that is the way we are going.”
The car is Mondeo-sized and although it has a coupe-like profile it is a true four door with the same amount of interior room as a saloon.
It follows on from the SAV Concept that Ford unveiled at the Geneva Motor Show earlier in the year and the front end styling with a distinctive air intake below a chromed grille is likely to become Ford’s trademark in future models.
Another element that was considered an imperative by Smith’s design team is the further development of the well defined wheelarch lip originally seen on the Focus in 1998.
“Ford has been producing vehicles which are great fun to drive and set the bench mark in driving dynamics, the best gear change, quickest steering and superb handling but you don’t know that until you get into them,” says Smith. “Our task was to create compelling design that harnesses this energy in motion and visualises it.”
The car is undoubtedly futuristic but has many practical features.
For example, the front lamps on the Iosis have an inner, circular turning LED for low beam with a vertical day time running light, separating it from the turn signal on the outer edge and beneath all of that are ten main beam LEDs, emerging when lit from tubes like a series of lasers.
The theme is echoed in the rear light cluster with its new design of tail lights employing a circle with a flattened top, flanked to the outside by the indicators and inboard by the stop lights. In addition to the obligatory high mounted stop lamp, there’s an additional series of LEDs running above the venturi that automatically increase in intensity according to weather visibility or the driver’s braking effort.
“Ford is a pan-European brand, not German or British, and we want to be recognised as such. My aim is that we will deliver products which will have a distinct European flavour and appeal,” adds Smith.
Lewis Booth, Ford of Europe chairman, says: “This vehicle represents not so much a new chapter, but a new book for Ford of Europe. Get used to this – it is our future.
“We want this design language to make our cars irresistible for customers, so that they turn heads when driven down streets. Not because they’re extravagant but because they’re the best-looking cars in their class.”
]]>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.
]]>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.
]]>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
]]>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.”
]]>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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