Ford Transit Mk1 and Mk2 (1965 to 1986)

The Transit was the van that reshaped Britain's light commercial market. Developed jointly for Ford of Britain and Ford of Germany under the name Project Redcap, it replaced the Thames 400E, and the first production example came off the line at Langley in Berkshire on 9 August 1965. Its key idea was simple: put the engine in front of the cab rather than between the seats, make the body wider than its rivals and use as many car parts as possible. The result was a van that was roomier, quieter, easier to service and more car-like to drive than anything else in its class, and it sold in huge numbers as panel vans, pick-ups, chassis cabs, crew cabs, minibuses and the basis of ambulances, police vans and campers. The one-millionth was built in 1976.

The Mk2 of 1978 kept the body behind the front seats but brought a new nose, a more modern cab and overhead-cam Pinto petrol engines, lasting until the Mk3 replaced it in 1986. Driven today, an early Transit feels honest but dated: vague steering, a high clutch and brakes that need planning. Survivors are scarce because most were worked hard and scrapped, and panel supply is poor, so condition is everything.

• Years: Mk1 1965 to 1977 or 1978; Mk2 1978 to 1986. Ford's own history labels a 1975 update as the Mk2, while most sources reserve that name for the 1978 new-shape model.
• Body styles: short and long wheelbase panel vans, pick-ups, chassis cabs, crew cabs, high-roof vans and minibuses (a 15-seater from launch), with rear doors or a tailgate and hinged or sliding cab doors.
• Mk1 petrol engines in the UK: Essex V4, 1.7 litres (74PS) and 2.0 litres (86PS) according to Ford. A 3.0-litre Essex V6 was available; Haynes places it in the Mk1, whereas Parkers describes the V6 as arriving with the Mk2.
• Diesel engines: Perkins 4/99 at launch (44PS per Ford), then Ford's own York diesel from 1972 according to Ford (55PS short wheelbase, 62PS long wheelbase). One Dutch history gives 1974 for the York diesel.
• Mk2 engines: Pinto overhead-cam petrol in 1.6 and 2.0 litre forms, plus diesel; a direct-injection diesel arrived in 1984, according to Parkers.
• Gearboxes: four-speed manual; an automatic was offered with the 1978 model.
• Production: Ford gives one million by 1976. No reliable separate Mk1 or Mk2 totals were found.

• 1965: launch with V4 petrol and Perkins diesel; diesels and the larger engines need a longer nose.
• Around 1970: clutch operation changes from a solid rod to a cable, and the pedals move from floor pivots to the bulkhead, according to a detailed owner restoration record.
• 1971: revised grille.
• 1972 or 1974: York diesel replaces the Perkins in Britain.
• 1973: radial tyres standardised.
• 1974: a one-tonne model with single rear wheels.
• 1975 to 1976: the "black look" update with black grille and bumpers, more cab legroom, a longer steering column and servo front disc brakes (short wheelbase in 1975, long wheelbase in 1976). A 3.5-tonne model arrives.
• March 1978: Mk2 with a longer, smoother bonnet, Pinto engines, more instruments and pendant pedals. Haynes notes round headlamps on early cars and rectangular units on later ones.
• 1984: direct-injection diesel and minor trim changes.
• 1986: replaced by the Mk3.

Bodywork and structure

Panel supply for the Mk1 is the biggest problem: new floor sections, wings, door skins and step panels are largely unavailable, so repairs often have to be fabricated or made from used parts. Check the cab door steps and sills closely, as they rot and come loose, along with the chassis sections beneath them. Look at the cab floor under the rubber mat, the inner wings, the engine bay landing panel at each end where water runs down from the wing channels, the front crossmember, the front valance and the box section behind it, the bumper iron mountings and the headlamp bowls. Door bottoms, A-pillars, door pillars and screen surrounds are all vulnerable, and filler is common. Look at the rear spring shackles and the load floor. Coachbuilt bodies such as campers and ambulances can hide rotten timber framing. Many working vans have been patched repeatedly, so look for the quality of past repairs as much as current rust.

Engine

The Essex V4 relies on a balance shaft, which wears and causes vibration and noise. The fibre timing gear is a known weak point and can strip after overheating; later nylon and steel replacements exist. Listen for piston slap when cold, heavy knocking, and look for blue smoke and oil in the coolant. Pre-1968 V4s are generally regarded as the least robust and some internal parts are no longer made. Ford fitted Pinto engines to the Mk2 partly to improve reliability, so the later vans are generally less troublesome. Many vans have had later engines fitted, so confirm what is under the bonnet.

Gearbox and drivetrain

The gearbox should be quiet and the clutch should not slip, as some replacement parts are hard to find. Rear axles can whine, especially on the overrun. Long wheelbase vans have a two-piece propshaft, so check the centre support for play.

Suspension, steering and brakes

Leaf springs sag with age; look for reasonable clearance between bump stops and axle. Check kingpins and bushes by rocking the front wheels. Steering is vague by modern standards, but excessive play points to wear. Early drum-braked vans have hydraulic parts that are harder to find, and many vans have been converted to later discs and servos.

Electrics and interior

Wiring is basic but often modified on working vans. Check lights, gauges and the instrument panel's printed circuit. Original cab trim, door handles, light lenses, steering wheel trim and dashboard parts may be hard to replace, so check what is present.

Identity and paperwork

Many Transits have been rebodied, re-engined or converted to campers. Check that the V5C matches the body type, engine size and wheelbase, and that any conversion is recorded. Ex-utility, police or ambulance vans should ideally come with documentation of that history.

Mechanical parts for V4 and Pinto engines are reasonably available through specialists, and Mk2 and Mk3 parts are easier to find than early Mk1 items. Body panels are the weak point; some glassfibre wings and bonnets are made, but much steelwork must be fabricated. Buying advice from published sources for these vans is thinner than for classic cars, so the club is the best route to model-specific knowledge. The Transit Van Club (https://www.transitvanclub.co.uk), founded in 2005, offers technical advice, a parts department and events.

• Which engine and gearbox are fitted, and are they original to this van?
• What welding has been done to the steps, sills, floor and front crossmember?
• Has the van had a camper or other conversion, and is it recorded on the V5C?
• Has the timing gear on a V4 been replaced, and with which type?
• How long has it been stored, and when did it last run and drive?