On August 9, 1965, Ford started production of a new commercial vehicle in Langley, England. The Ford Transit succeeded the German Taunus Transit and the British Thames 400 E. In fifty years, the Ford customer has turned out to be an important pillar in the commercial vehicle industry. The foundation for its success was unmistakably laid by the first generation.
The new Ford Transit was full of innovations, such as a printed circuit board in the dashboard, an optional steering lock, a cargo door on the side and anchorages for seat belts. Shortly after the introduction, further innovations were introduced, such as halogen headlights, tubeless tires and weight-saving leaf springs. Transit could be fitted with two rear doors or a tailgate and with normal doors or sliding cab doors. Over the years, the options for use and body styles were expanded. Long wheelbase Transits became available and the variety in payloads also increased. This led to the introduction of the variant with a payload of 1976 kilos in 3.250. That impressive power was partly absorbed by the characteristic dual tires, which could also be used during previous construction years.
High Speed Testing
Development of the first Ford Transit was led from Great Britain. The Ford Boreham test track was used for reliability testing. But this track was not designed for high speed testing. This test work was therefore carried out on public roads. The final months of the testing program took place just before a 70 mph (113 km / h) speed limit was introduced in Great Britain. The local police often witnessed the test work where the vehicles were tested at top speed at night. Ford's engineers were regularly dismissed by the police who wanted to know what they were doing.
A new Ford Transit for £ 542
At its UK launch in October 1965, the cheapest short wheelbase petrol engine Ford Transit cost £ 542. The most expensive Transit at the time was a 15-seater version. Fifty years ago the buyer paid £ 997 for it. The competitive pricing - also on mainland Europe - has been one of the reasons that the Transit quickly became successful.
Bet on the world's highest bus routes
Internationally, the Transit was increasingly used by the police, fire brigade and ambulance services. Just months after its launch in 1965, a fleet of Transit buses has been deployed on some of the world's highest bus routes, regularly crossing the Peruvian Andes at an altitude of more than 4.000 meters. The Ford Transit also quickly became popular with musicians and roadies who appreciated the Transit's reliability and speed to quickly travel from gig to gig.
"Britain's Most Wanted Van"
In 1972, the London police made a small mistake in the good name of the Transit by calling the Transit "the most wanted delivery van in Great Britain". A Scotland Yard spokesperson at the time: “Ford Transits are used in 95 percent of bank robberies. Because of the performance and the space for almost 2 tons of loot, the Transit appears to be the perfect vehicle to flee into ... "
Engine range in Europe
Ford naturally shopped in-house for the application of its power sources. On the European mainland, the buyer could initially choose from several V4 engines of the Köln type. The cylinder contents varied from 1,3 to 1,7 liters. The 2.0 liter Essex variant became available from the 1970s and the front of the now successful commercial vehicle could also be fitted with an 2,4 liter diesel engine from Perkins. In Great Britain this Diesel was replaced in 1974 by a "York" diesel. Incidentally, the British customer could also have an 3.0 V6 Essex power source placed in the fore of the first generation of the Ford Transit. The diesel variants and the strongest petrol power source were housed in a larger nose.
More than a million
The first generation of the Transit ran more than a million times up to 1978 and was built in Langley, Southampton, Amsterdam and Genk, among others.
Also read:
- Ford Amsterdam. Ford in the Netherlands
- VW bus and Ford Transit ... van is coming soon
- 100 years Citroën. The company car history. Part One
- 100 years Citroën. The company car history. Part 2 (slot)
- Mercedes MB 100 D: Rarer than a big AMG
Transit, not to die for but very late with power steering, which made parking a trick with muscles
But still a much better van than the Renault Tragic and its clones
I have had a 1700 MK1 transit (fire brigade) with a double rear axle.
I never understood Ford, some parts that didn't matter (like glove compartment flap) were way too solid, while other parts like the rear bumper, are under-dimensioned weak, bumper just hung on the sheet metal (with 0 rear view this quickly damages)
Furthermore, it was much too weakly motorized with the 1700. On the autobahn every truck has to pass because you are too slow, this gave a very unsafe and unpleasant feeling. (Max (short 115 and cruising speed 80)
Typically Ford.
Knaken engineering to the limit.
Usable and not expensive.
But not a classic.
I also had one like a drunk maleier with 1700 v engine with the small tank you drove every day to the pump and the seats were useless after 4 years the springs came through the upholstery, then replaced by seats from a renault relay
the perkinsdiesel was a 1600 cc much too weak the first yorks bad cold start no glow candles but a real small diesel burner in the exhaust and there were even new delivered with a sdtart pilot system a lot of noise and stench but the customers did not know that they were any better very susceptible to rust, but overall still a sales item for Ford
Before you comment on halogen lamps.
The first patent was already on the table in 1933. In 1965 there were indeed cars with halogen lighting.
I don't think this was the first ride. In 1962 my German teacher had one too. Was a competitor of Volkswagen van T1.
Mvg Marcel de Black
Ford Transit 1965 with halogen headlights ?? Seems strong.
In the past, a lot of things went after Turkey such as washing machines and refrigerators, which was almost impossible to get there at the time
Vredeveld in Turkey was able to get a washing machine and refrigerator, but for many people that was unaffordable, so they received one as a gift from the family or the guest worker in the Netherlands. The Transits and Taunussen drove with a gravel tile cruise control on the accelerator every summer vacation to Turkey, across the Alps, Yugoslavia and Bulgaria. Why? Because the Turks loved Fords. They knew them well and every farmer's village blacksmith could repair a Ford. Ford was the largest Turkish car manufacturer. A Ford was to the Turk what a Mercedes was to a Moroccan.
Good buyer; great thing.
But the innovations you mention were already available on orderers from other brands. Maybe just not that circuit board.