Vauxhall has an incredibly diverse range of cars on sale, a few of which stand out above the class average. Add in the fact that it still offers some of the largest Target Price discounts in the market (something it is trying, without huge success, to cut back on), and there are very good reasons to consider buying one of its better models.

However, you need to choose carefully, because it is also a brand in transition. It has a newish parent company – the same one that owns Citroën, DS and Peugeot. And while Vauxhall’s newer models tend to be competitive, some of the others feel dated; a quick check of our star ratings will reveal which is which.

Still, given the recent success of sister brands Citroën and especially Peugeot, each new launch should make its range more appealing to buyers.

VAUXHALL

VIVARO

Ford builds some of the most popular cars in the UK, including the Fiesta and Focus hatchbacks.

This success is partly down to longevity and the fact that there’s a Ford dealer around every corner. However, it’s also because Fords tend to offer good value and be among the best cars in their respective classes to drive.

The company’s huge range also helps; it offers everything from the small – but surprisingly practical – Ka+ to the large and lavishly equipped Edge SUV.

Meanwhile, other highlights of the range include the S-Max and Galaxy people carriers, the Mondeo executive car and the Ranger pick-up.

FORD

TRANSIT CUSTOM

The top-selling Ford Transit Custom is easy to drive and spacious inside, and&nbsp;good value used

Used Ford Transit Custom 2012-present

Medium Van

It's fair to say that the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a> has been a bit of a runaway success - it's the UK's best-selling van.&nbsp;It was launched in 2012, and as a medium-sized van sits&nbsp;below the larger <a href="https://www.whatcar.com/ford/transit/van/review/n18188">Ford Transit</a> and above the smaller Courier and Connect in the admirable Ford&nbsp;range.&nbsp;

Its key competitors are&nbsp;the <a href="https://www.whatcar.com/volkswagen/transporter/van/review/n18205">VW Transporter</a>, the&nbsp;<a href="https://www.whatcar.com/mercedes-benz/vito/van/review/n18152">Mercedes Vito</a> and the&nbsp;<a href="https://www.whatcar.com/vauxhall/vivaro/van/review/n18281">Vauxhall Vivaro</a>, and you can&nbsp;have your Transit Custom with&nbsp;either a standard or long-wheelbase van, with the choice of a regular or high roof. If you’re after something other than a simple panel van, there are Kombi minibus versions capable of carrying up to nine passengers and Double Cab vans with a second row of seats. For the ultimate in people moving, there is also the Transit Custom Tourneo – a premium nine-seat minibus.

The Transit Custom was substantially facelifted in 2019, with a full exterior and interior redesign. The new front-end design featured a high-mounted three-bar grille and slim headlights with distinctive LED daytime running lights.&nbsp; It also increased in-cab storage and updated the infotainment system.&nbsp;

The 2.0-litre EcoBlue engine under the bonnet comes in three power outputs: 104bhp, 128bhp and 168bhp. It was launched with the tried-and-tested 2.2-litre Duratorq engine from the Transit, but in&nbsp;2019&nbsp;it was facelifted inside and out and fitted with the already proven 2.0-litre&nbsp;engine. Indeed the Custom has been&nbsp;updated incrementally with new software and safety features over the course of its life, and that 2019&nbsp;facelift revitalised the model inside and out.&nbsp;&nbsp;

It introduced an even more powerful version of the 2.0-litre EcoBlue diesel, and every Transit Custom got an upgrade, thanks to new turbochargers that increased power and efficiency.&nbsp;A six-speed automatic gearbox was also introduced for the first time alongside the 2.0-litre EcoBlue engine.

A new Transit Custom mHEV 'mild Hybrid&nbsp;Electric Vehicle' package was introduced at the same time, and this was an option on some engines that adds a clever starter-generator system and a small lithium-ion battery pack in an effort to save even more fuel. These vans are badged EcoBlue Hybrid.

There are&nbsp;also&nbsp;four trim levels: Base, Trend, Limited and Sport.&nbsp;Base trim should be disregarded because Trend adds a considerable amount of desirable equipment. Body-coloured bumpers, LED daytime running lights and proper wheel trims improve the looks dramatically, while on the inside there is a DAB radio, the complicated&nbsp;but eight-way adjustable seat, leather-trimmed steering wheel and cruise control, not to mention parking sensors.

Limited adds the 8.0in infotainment screen, as well as air conditioning and alloy wheels, and Sport adds a bodystyling kit, stripes and a bit more leather. Trend trim should be sufficient for most buyers, but if you want a few extra gadgets and the connectivity afforded by Sync 3, Limited is probably worth the premium. If you’ll be using the van to tow, we’d also recommend adding the rear-view camera with Trailer Hitch Assist.

You can also choose from the Ford Transit Custom Active and the Ford Transit Custom Trail in post-facelift models.&nbsp;Active models get part-leather seats but more importantly get what Ford calls SUV-inspired styling, with Active decals and 17in&nbsp;alloy wheels.

Trail vans get a much larger overhaul. Full leather seats are the main interior feature, but externally there’s newly moulded front and rear bumpers, side skirts and a matte-black grille with large F-O-R-D lettering.

On the road, the later engine is far more efficient than the first-generation 2.2-litre Duratorq and emits 55% less NOx. However, it‘s not the most refined engine in the market – the 1.6 diesel found in the Renault Trafic, Vauxhall Vivaro and Mercedes-Benz Vito is quieter and just as lively.

The 168bhp engine with 299lb ft is the pick of the bunch if you want masses of pulling power, but all three units are highly competent. There’s plenty of torque across a wide spread of revs so the Transit Custom is a pleasurable van to drive both around town and on motorways. The Custom is also the best-handling mid-sized van, with a pleasantly weighty steering rack that provides you with ample feedback without being tiresome to drive.

The standard six-speed manual gearbox has a nice sharp action and is our preferred choice over the six-speed SelectShift automatic, which is only available with the two higher-powered engines.

Inside, Limited and Sport models get a tablet-like 8.0in touchscreen infotainment system as standard, which is a good attempt at adding premium car equipment into a working vehicle. The system uses the third generation of Ford’s Sync system, which is far simpler than the multi-menued Sync 2 and a welcome upgrade from the 4.3in standard screen on Trend models or the standard AM/FM radio found on Base vans. Sync 3 also supports Android Auto and Apple CarPlay, which allows you to use your smartphone via the screen.

Elsewhere, the Transit Custom’s interior looks neater and less cluttered than before, and it has a particularly ergonomic layout. Thanks to the combination of a rake and reach adjustable steering wheel and a highly adjustable seat, it should be easy for drivers of all shapes and sizes to find a comfortable driving position in the Transit Custom.

Although there isn’t more storage space overall than before, the Custom has far more places to stash things away, including more compartments along the top of the dash. The door bins are more practical, too, with split-level compartments that allow you to store more small&nbsp;items discreetly.&nbsp;

For the 2018 facelift Ford completely turned this around, boosting the functionality of the interior with what it claims is a ‘class-leading’ amount of in-cab stowage.

In the rear, the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a> is highly likely to be able to accommodate whatever you want to put in it because it has one of the largest cubic volumes of any medium-sized van. The short-wheelbase standard roof van has six square metres and the long-wheelbase high roof has 8.3 square metres.

Its load-carrying capacity is also among the best in class thanks to a gross vehicle weight range from 2.6 tonnes to 3.4 tonnes. Maximum payload, depending on body length and height, is up to 1459kg.

The Transit Custom’s large potential operating weight also means that its payload is significantly more than rivals. It can carry 230kg more than the Volkswagen Transporter and 180kg more than a Mercedes Vito; both of these competitors are only available as 3.2-tonne vans.

Maximum load length is 2554mm for the short-wheelbase version and 2921mm for the long wheelbase. Standard height vans are 1406mm tall, and there’s an additional 370mm in high-roof models. Load width is 1775mm with 1350mm between the wheel arches.

Rear doors open to 180deg, but can be locked out at 90deg using a special hinge, while a single side-loading door with an opening of 1030mm is standard on all vans and there’s the option to add a second side door on the driver’s side.

Safety features include forward collision prevention and a rear blind spot assistance system called Cross Traffic Assist. It uses the rear parking sensors to scan the roads to the sides of the vehicle while you back out of a parking space or driveway. It’s a simple but brilliant advancement in safety that is much needed in vans and one we’d thoroughly recommend.

If you're interested in buying a used <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom</a>&nbsp;or any of the other vans mentioned here, check out our <a href="https://www.whatcar.com/used-cars">used cars for sale pages</a>.&nbsp;

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Ford Transit Custom Van

Hatchbacks, SUVs, hybrids, electric cars: Renault makes them all, in a variety of shapes and sizes, meaning&nbsp;it has a line-up designed to tempt pretty much everyone.

From the roadside, the standout feature of all its cars is design, with them instantly recognisable as members of the Renault family, without being so similar that they fall&nbsp;into the Russian doll trap. However, in terms of ability they're a mixed bag,&nbsp;ranging&nbsp;from very good to no better than average.

Models that fall into the former camp include the Clio small hatchback and Megane E-Tech electric car, while the smaller Zoe electric car is also impressive in most respects; it's just a pity Renault omits key safety kit.

On the other hand, the Captur, Arkana and Austral SUVs are all outclassed by several rivals.

Renault has some exciting new models planned, including a new Scenic (this time it will be an electric SUV instead of a conventionally powered MPV) and two cars that reimagine classic Renaults: the 4 and 5.

RENAULT

Trafic

The Trafic is a really compelling and good value medium-sized van, with strong engines and plenty of kit.

Used Renault Trafic 2014-2019

Renault has spent 30 years topping the light commercial vehicles sales chart in Europe and with good reason. The small Renault Kangoo van helped define the segment while the mid-sized Renault Trafic, first launched in the UK in 1981,&nbsp;has gone on to enjoy great success.

This is the third generation version, built from 2014 and substantially updated in 2019. Built at Renault’s own factory in Sandouville, France, its platform is shared by three other models, the Nissan NV300, Fiat Talento and the Luton-built Vauxhall Vivaro. 

Powered by a 1.6-litre dCi engine, the Trafic is available with four engines producing 94bhp, 119bhp using a single turbo and 123bhp and 143bhp with a twin-turbo version. All four models use a six-speed manual gearbox, but there’s no option of an automatic transmission which key rivals the Ford Transit Custom and Mercedes-Benz Vito do provide.

A range of differing body types are available in addition to the standard and high roof and short and long-wheelbase panel vans, these include double cab Crew vans and Passenger minibus variants that can seat up to nine. 

Three trim levels are available, Business, Business+ and Sport Nav, but Renault is also in the habit of rolling out a fourth special edition model which in the past have celebrated its links to F1 or the Premier Edition which is a tie-up with its football television partnership. 

Business models get the basics, with electric windows, electric heated door mirrors, alarm and immobiliser, adjustable steering wheel, a DAB radio with Bluetooth and a multifunction trip computer. Business+ models get manual air conditioning, the wide-angle passenger mirror, rear parking sensors and the mobile office package that includes a smartphone cradle and a fold-down centre seat back with detachable clipboard. There’s also body-coloured bumpers added to enhance the look of the van. Finally, Sport models get an upgraded dashboard with a closeable upper storage compartment, leather-covered steering wheel, and cruise control and speed limiter. There are also 17in&nbsp;alloy wheels, front fog lights, body-coloured mirrors and metallic paint thrown in. Additional features include automatic headlights and wipers, an upgraded DAB radio with Aux input and USB sockets, but it’s the addition of the MediaNav 7.0in&nbsp;touchscreen navigation system that really boosts the specification of the Sport model. It’s a neat and stylish infotainment system that combines audio, telephone and navigation systems.

Buying a van is often about price rather than performance, but there is a noticeable difference between the single and twin-turbo engines that might have a bearing on your choice. The twin-turbo engine is a definite winner over the single-turbo unit. The entry-level 94bhp unit doesn’t quite have enough power and character to really fit well in the Trafic. The 119bhp is a decent unit and our recommendation in the Mercedes-Benz Vito which shares Renault’s engine, but with two twin-turbo options to choose from in the Renault Trafic range it has to come down to a choice between them. The 143bhp unit certainly has power on its side, but the 123bhp proves to be a better choice for a van of this size capably combining refinement, and economy with its low-down torque. Choose either of the twin-turbo engines, however, in either the Trafic, Vauxhall Vivaro, Fiat Talento or Nissan NV300 and you won’t be disappointed.

The Trafic does lose out to the segments best seller the Ford Transit Custom in the power-stakes, with Ford offering a 128bhp and 168bhp option from its 2.0-litre engine, but the 1.6-litres of the Renault feels a far more relaxed engine which a better power delivery. One area where the Trafic cannot compete with the Transit Custom, however, is in the driving. The Custom is razor-sharp and great fun to drive and while the Trafic isn’t a bad steer it can’t quite live up to the Ford’s dynamics. It still has an accurate turn-in and feels well-balanced, with a ride that is relatively firm but not too harsh.

It’s also a quiet van to drive, with good sound deadening from the road and engine but wind noise can be quite noticeable compared to other vans. 

We like the visibility in the Trafic which is greatly improved by the option of the wide-angle passenger mirror within the sun visor. It’s an option that appears on the Trafic and Renault Master and although it does take some getting used to with practice you can flip it down to the right angle very quickly and get a much clearer view of any approaching traffic at awkward junctions.

The three-tier system makes comparing the trim level to that of the Vauxhall Vivaro quite difficult as it has just two options, but above the entry-level Business the Trafic does prove to be good value for money when it comes to the level of equipment when compared to other sector rivals like Mercedes and Volkswagen. The interior is not as sophisticated as its German adversaries with a coarser grade of plastic used liberally inside, but it is well thought out and ergonomic. 

Storage could be improved, with just one large central dash area suitable for folders or papers, and an averagely sized glovebox. If you need the additional storage, the addition of the lidded upper glovebox on the Business+ vans is of value if wanting to keep items out of sight. 

Throughout the generations of the Renault Trafic the overall size of the vehicle as well as the space for the occupant has gradually increased but Renault has been careful to maintain the integrity of the loadspace to ensure that it remains just as productive as ever. 

The new generation in 2014 saw an increase to the length which was translated into the useable space in the rear with an additional 216mm added to the length. That brings the overall length to 4998mm and 5398mm respectively for standard and long-wheelbase models, while the internal storage lengths range from 2537mm to 2937mm. For longer loads, there’s also a load-through bulkhead which extends maximum carrying length in short-wheelbase models from 2537mm to 3750mm and in long-wheelbase variants from 2937mm to 4150mm. 

Load volumes peak at 8.6m3 which is slightly more than the biggest Transit Custom which can carry 8.3m3, while maximum payload is 1,075kg in 2.8-tonne short-wheelbase models and 1,280kg in 3-tonne gross vehicle weight vans. A passenger-side door is fitted as standard and the rear doors open to 180-degrees.

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Renault TRAFIC Van

The Vauxhall Vivaro is a great all-rounder, and excellent value as a used buy

Used Vauxhall Vivaro 2014-2019

Some people, wrongly, as it turns out, believe that <a href="https://www.whatcar.com/make/ford">Ford</a> builds its vans in Britain. Unfortunately, full production of the Transit switched to Turkey in 2013, leaving just one commercial vehicle manufacturing facility left on these shores: the Vauxhall Vivaro factory in Luton.&nbsp;

Much is now made of the Vivaro’s “Built-in-Britain” status, and understandably so. Since the PSA Group bought Vauxhall, Luton has convinced its new owners of its worth and secured another 1400 jobs to build the current Vivaro. But here we’re going to take a look at the version it replaced, the previous-generation Vivaro, a van that was, in its day, one of the most popular on the market.

Anyone after an automatic gearbox will have to look elsewhere though, because all Vivaro’s use a six-speed manual. However, you can choose from two 1.6-litre diesel engines: a single turbo version available with 94bhp or 119bhp, and the CDTi BiTurbo, with 123bhp or 143bhp, all of these the later Euro 6 versions, introduced to the range in 2016.

Like its biggest rivals, the <a href="https://www.whatcar.com/ford/transit-custom/van/review/n18288">Ford Transit Custom </a>and <a href="https://www.whatcar.com/citroen/dispatch/van/review/n18249">Citroën Dispatch</a>, it’s also available in two lengths and two heights – as are the closely related but French-made Fiat Talento, <a href="https://www.whatcar.com/nissan/nv300/van/review/n18189">Nissan NV300</a> and <a href="https://www.whatcar.com/renault/trafic/van/review/n18803">Renault Trafic</a>. Meanwhile, other versions of the Vivaro include a double cab van and a Combi minibus that can seat up to nine.

Vauxhall offers just two trim levels – Vivaro and Vivaro Sportive. The standard Vivaro gets a DAB radio with USB connectivity and Bluetooth, in addition to steering wheel-mounted audio controls, stability control and a trip computer. However, it’s the Sportive that you should really be looking at, because this adds air conditioning, LED daytime running lights, cruise control, parking sensors, the all-important load-through bulkhead, and metallic paint with colour-coded bumpers.

Keyless entry and start are options, as is a Navi 80 IntelliLink sat-nav system. It has free TomTom Live traffic updates, but best of all it declutters the central dash replacing all of the radio controls with a 7.0-inch touchscreen.

On the road, there’s a clear difference between the four engine outputs. The 94bhp is understandably a little lacklustre when loaded but is fine for light work. However, the 119bhp is a significant improvement, which is why we also recommend its slightly modified sibling in the Mercedes Vito. Sadly, for Mercedes, it doesn’t get the twin-turbo engine because while the 119bhp is good, the 123bhp is excellent; there’s a wide power band, including 236lb ft of torque from very low down, plus it returns 47.1mpg in the older NEDC official tests. We’d actually choose it over the 143bhp version. True, the Ford Transit’s 2.0-litre engine seems to have the upper hand on paper, with 128bhp or 168bhp, but in reality, it’s the Vivaro that’s the better performer; it’s quieter and has a smoother power delivery.&nbsp;

Where the Vivaro isn’t as good as the Transit is in the way it handles, feeling less agile. Yet it still behaves well, with an accurate turn-in and a well-balanced ride that is on the firmer side, but not overly harsh.

It’s just a pity the gearchange is a touch notchy and wind noise is more noticeable than in other vans.

All Vivaros come with a fully adjustable driver’s seat and steering wheel, which makes it easy to find a comfortable driving position. What’s more, visibility is great, aided by the option of a wide-angle passenger mirror within the sun visor; with practice you can flip this down to the right angle very quickly and get a much clearer view of any approaching traffic should you come to an awkward junction.

Just don’t expect the Vivaro to feel as classy as the Volkswagen Transporter, because the plastics are noticeably coarser. The instruments are a little odd, too – they’re reminiscent of staring down a pair of binoculars – but they do at least give plenty of information.

There’s also a lidded upper glovebox on the passenger’s side – a rare and valuable feature for keeping valuables out of sight but close at hand – but otherwise storage is limited to one large central dash area suitable for folders or papers, a conventional lower glovebox and rather shallow door pockets.

Van makers usually keep their rear load spaces pretty consistent between generations, but when this Vivaro was updated in 2014, Vauxhall increased the length and as a result the overall capacity. It was extended by 216mm to 4998mm and 5398mm for standard and long-wheelbase models respectively, while storage lengths range from 2537mm to 2937mm.

At the same time, a load-through bulkhead – introduced first by Ford but now adopted almost universally across mid-sized vans – that allows items to pass under the passenger seat and right into the footwell extends maximum carrying length in short-wheelbase models from 2537mm to 3750mm and in long-wheelbase variants from 2937mm to 4150mm.

The maximum load volume of 8.6m3 is fractionally more than the biggest Transit Custom offers (8.3m3). Meanwhile, payloads of up to 1056kg are possible in short-wheelbase vans rated at 2.74 tonnes and 1246kg in the heavier 2.96-tonne gross vehicle weight models.

A passenger-side door is fitted as standard and the rear doors open to 180-degrees, but if you have the longer L2 body they can fold flat along the sides which really improves access.

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&nbsp;

Vauxhall Vivaro Van

The VW Group famously spends more money on research and development than any rival – and as a result, perhaps it should be no surprise that our testers rate its cars so consistently highly.

The fact that many of those cars use the same underpinnings also helps, because it means that if they get it right once, they have the foundations to keep on getting it right.

However, the Volkswagen brand faces plenty of tough competition, often from within, because the rapidly rising Seat and Skoda brands that are also part of the group have access to the same technology.

VOLKSWAGEN

TRANSPORTER

Strong, solid and extremely versatile, the VW Transporter is one of our favourite vans.

Used Volkswagen Transporter T6 2016-2019

With short and long wheelbases, standard, medium and high roof heights and four trim levels – Startline, Trendline, Highline and Sportline – as just the basic choices, the Volkswagen Transporter T6 is understandably known as a versatile model with hundreds of different configurations and options.

Throw in 4Motion four-wheel-drive variants, as well as single and double-cab chassis, crew vans, minibus and executive shuttle buses, and the possibilities soon become seemingly limitless.

The T6 was replaced by the <a href="https://www.whatcar.com/volkswagen/transporter/van/review/n18205">T6.1</a> version in 2019. You’ll often hear people refer to Transporters as T1, T2, T3, T4, T5 or T6. These are the various generation of vans, T6 being the sixth, but can easily be confused when people label Transporters as T26, T27, T28, T30 or T32. In that case, they are referring to the gross vehicle weight and size of the van.

As a van, the Transporter has many rivals, including the Ford Transit Custom, Mercedes-Benz Vito and Vauxhall Vivaro. However, one version of the Transporter stands alone: the Volkswagen California campervan, which uses the Transporter's chassis and engines, and is for many the ultimate motorhome. For that reason, the Transporter van carries a certain cache that other brands struggle to emulate.

Powered by a 2.0-litre four-cylinder diesel engine, the output options for the Transporter are as numerous as the body types. Outputs of 83bhp, 102bhp and 148bhp are available with a single turbocharged engine, or there’s a 201bhp version with twin turbos. Volkswagen also offers a 2.0-litre petrol engine, producing 148bhp or 204bhp, that's favoured by retail customers wanting a van for occasional use or motorhome conversions.

Most Transporters come with a six-speed manual gearbox, except the 83bhp and 102bhp diesels, which get five ratios. However, for those seeking an automatic,&nbsp;the seven-speed dual-clutch DSG gearbox is the best in the mid-sized van sector. The drawbacks are that it’s pricey to buy and you run the risk of serious costs should it fail out of warranty.

The 204bhp petrol is definitely the most entertaining of the engine choices, with all the power being delivered through the front wheels. However, our recommendation would be the 148bhp diesel, because its balance of power and 251lb ft of torque, combined with the six-speed gearbox, makes it the best option for both low-speed city driving and motorway miles.

Reducing the vibrations that get inside was a big priority for Volkswagen with the T6, and it has certainly done a good job. However, much of the sensitivity of the steering and its connection to the road have also been numbed by its lightness. The ride is smooth, though, and with a partial load on board, the Transporter feels much more secure on the road.

Volkswagen commercial vehicle interiors have often been a bit dreary, because they tend to prioritise functionality over appearance. The T6 adheres to that principle, although there are touches of refinement across the cab, such as two-tone top and bottom dashboard sections, splashes of chrome trim and many different grades of plastic.

Storage is ample, with an A4-sized tray housing a 12V socket on top of the centre console and three well-sized sections in the passenger-side dashboard above a modest lockable glovebox. Two cupholders can also be found at either side of the dash, but beware of their shallowness.

There’s a USB port next to the lower part of in-dash space that enables you to plug in a smartphone and use it via Apple Car Play or Android Auto on the van's 5.0in touchscreen. There’s also a simplistic but neat heating control panel between the gearshift and the touchscreen. With so many open compartments, concealed storage is an issue, but overhead storage is an option.

The seats are fully adjustable, but the bases are very firm and can be uncomfortable on long drives. Electric windows and heated electric mirrors are standard, but Trendline adds an armrest, side door storage and additional sound deadening. Opting for top-spec Highline adds a heated windscreen, automatic lights and wipers, climate control and a leather-covered steering wheel.

This T6 Transporter maintains the exact same loadspace dimensions as the T5 – this is in order to allow racking and other modular systems to be easily transferred. That means a 1410mm height for the standard vans, 1626mm for medium vans and 1940mm for the high roof versions. Length ranges from 2572mm for the short models to 2975mm for the long-wheelbase vans. &nbsp;The shorter Transporter is 50mm longer than the equivalent Ford Transit Custom, while the longer version is 50mm shorter than the long-wheelbase Transit Custom.

Load volumes range from 5.8m3 to 9.3m3, which for the short-wheelbase Transporter is in-line with its rivals, while the long-wheelbase high-roof option has the largest capacity of any vehicle in this segment. The maximum usable width across the loadspace is 1175mm, while the width between the rear wheel arches is 1244mm. Payload ranges from 685kg to a maximum of 1217kg. A single sliding side door and twin rear doors are fitted as standard.

The Transporter was one of the first vans to bring passenger car safety into vans, adding features such as city automatic emergency braking to prevent low-speed bumps and automatic post-collision braking to reduce follow-on and secondary accidents.

Both are fitted as standard on all Transporters, along with Brake Assist (to increase braking force in an emergency) and a driver tiredness alert system.

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