Reasons to stand by your van

The Ford Transit may sound like a diesel, but handles more like an SUV.

Commercial vans are so much part of the landscape they're easy to ignore. But where would businesses be without the five million Ford Transit vans sold since 1965 in some 79 countries?

Vans aren't exciting, but we need them to do their job well. Hence the latest version's novel approach, with an upgrade to the engines, the cabin, the wiring and the charging system - but not the rear. This Transit is identical to the old from the A-pillar back, so if yours is fitted with custom shelving it slots straight into the new van.

Climb aboard and the first thing you notice is a surprisingly car-like cabin. The seats are comfy and the controls familiar. But this is better than a car - it has to be, for many users spend their whole working day behind the wheel.

As well as the usual stuff there are two holders for two-litre bottles, the dash-top cubbies include one with an extra powerpoint, one of the gloveboxes will hold A4 suspension files and there's a flip-down desk.

Turn the waterproof key - this is a workhorse and it may have sat on site in the rain - and a 2.4-litre common rail diesel fires up. This power-plant comes courtesy of the ongoing co-operation with PSA Peugeot-Citroen and is designed for commercial use.

The short-wheelbase Transit has a low-tune, 74kW and 285Nm version that sips fuel at a frugal 8.1l/100km. The long-wheelbase versions also sit at 2.4 litres, but different turbo injection systems boost figures to 103kW and 375Nm of torque, with fuel claims from 8.7 to 9.1, depending on the Transit's size.

There's almost one for every buyer, with the 16-variant basic list including cab-chassis, traditional van and even a 14-seater bus.

With its cement load, our mount will be thirstier than claimed. But when the Transit was snicked into gear with the stubby, short-throw dash-mounted gear lever it still felt like a car.

On the motorway it became schizophrenic. The aural cues were of a large, one-box diesel, the half-empty rear echoing through the standard cargo barrier that protects the driver from flying loads. But the feel was more SUV. Soft, yes, but not uncontrolled or agricultural.

Semi-laden, it was keen enough that you had to keep an eye on the speedo, and even the wheel felt familiar.

The fact that any driver will quickly feel at home will prove a boon for companies and rental fleets sending Transits to householders in need.

Those householders will be happy to hear that the standard specification for even the base short-wheelbase, low-roof, $42,790 Transit includes a driver airbag (passenger side optional) and ABS brakes.

They're likely to be most appreciated with the full load aboard, especially when it's the $60,290 jumbo Transit you're piloting - it can carry over two tonnes, and even the smallest model can tow that weight.

No wonder they sell so well. Toyota's Hilux is king of the hill, with Mitsubishi's L300 in second, but Transit is holding steady in third place after 40 years on the road.