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Ford's second generation Tourneo Custom is a smart-looking, well-equipped and economical super-large People Carrier that can seat eight or nine. Though still based on the Transit Custom van, this MK2 model is now far more sophisticated than its big Tourneo predecessor - and as well as the diesel powertrain there's a choice of PHEV and EV options too. If you've progressed beyond the normal seven-seater MPV and need something uber-spacious for family or business, this contender's well worth a look.
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Background
For decades, the Blue Oval brand has offered big car-like MPVs - like the S-MAX and the Galaxy. And since 2013 a big van-like MPV - the Tourneo Custom. That model was replaced in 2023 with this design, just as the S-MAX and the Galaxy finally ceased production. Since then, it alone has represented Ford in the large model part of the MPV sector, so needs to be a much less van-like proposition than its predecessor.Just as well then, that the second generation Transit Custom LCV it's based on is much easier to live with, borrowing much from its maker's passenger car engineering. These two Custom models were developed in collaboration with Volkswagen, which is why this Tourneo Custom's closest rival is its badge-engineered close cousin, the Transporter Shuttle. We've tried both vehicles in full-electric form, so here our focus is going to be on the combustion versions of this Tourneo Custom, a petrol PHEV and, specifically here, the 2.0-litre EcoBlue diesel unit that most buyers still want.
Whatever your drivetrain of choice, standard and long wheelbase versions are offered and you'll choose between eight and nine-seat cabin layouts. Which is more versatile than any Galaxy or S-MAX could ever manage. Sounds promising.
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Range data
| Min | Max |
| Price | 60492 | 86834 |
| CO2 (g/km) | 197 | 197 |
| Max Speed (mph) | 111 | 111 |
| 0-62 mph (s) | 14.9 | 14.9 |
| Electric WLTP-Rated Driving Range (miles) | 35 | 35 |
| Combined Mpg | 37.7 | 37.7 |
| Min | Max |
| Length (mm) | 4972 | 5339 |
| Width (mm) | 2030 | 2032 |
| Height (mm) | 1964 | 1975 |
| Boot Capacity (l) | 514 | 5472 |
| Power (ps) | 136 | 285 |
| Torque (lb ft) | 360 | 360 |
Driving experience
If you've decided that your Tourneo Custom needs to be fitted with the conventional 2.0-litre EcoBlue diesel engine we tried and carried over from this model's predecessor, there's a choice of three power outputs - 136PS, 150PS and 170PS. There are two transmission options, a 6-speed manual or an 8-speed auto, but you only get a choice if you go for the base 136PS version of this unit. The 150PS version's manual-only; the top 170PS variant's only offered with the auto. Diesel towing capacity is 2,500kgs (half a tonne more than the EV version).
Ford would also like combustion engine customers to consider the petrol Plug-in Hybrid option. Surprisingly, this PHEV powertrain isn't a borrowed Volkswagen unit but a development of the set-up that a handful of customers chose late in the production run of the previous generation version of this model. The updates to that unit for this second generation Tourneo Custom see a 2.5-litre petrol engine replace the old 1.0-litre EcoBoost unit, though there's still a belt-driven CVT auto gearbox paired to it, which sees soaring revs when you stamp down your right foot. It's still not particularly suited to towing - with a braked trailer weight of 1,850kg. The PHEV system's electric motor is now powered by a larger 11.8kWh battery which, when fully charged, is expected to be able to take this MPV up to 35 miles without troubling fossil fuel. Compare that to the 202 mile figure possible from the 71kWh battery of the E-Tourneo Custom, a 218PS model with a rear-mounted motor we've covered in a separate film.
But it's the diesel we tried. It benefits from mild hybrid tech in this guise, which doesn't do much expect run the stop/start system and add a negligible boost to mid-range acceleration. Otherwise, this is pretty much the same EcoBlue 2.0-litre unit that was fitted to the previous generation model - and its age becomes evident with the noise you get at tickover and the relative din generated under hard acceleration. The eight-speed auto it's paired with here is at least a relatively slick-shifting 'box. And even in this 136PS form, there's quite enough pulling power (360Nm of torque) to cope with an MPV-full of passengers.
The Transit Custom this Tourneo model is based upon has long been the best medium-sized LCV in the class to drive and those exemplary drive dynamics translate well of course into this MPV. Obviously a vehicle this high-sided and relatively heavy doesn't take kindly to being thrown around, but there's more traction and steering feedback than you'd usually get in a big van-based MPV of this sort and refinement's reasonably for the kind of big People Carrier this is, with wind noise at speed well controlled. But this isn't one of those big MPVs that tries to hide its van-derived roots; in fact, when you power off, a 'trip summary' showing a Transit van appears on the instrument cluster screen.
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Design and build
Ford's attempts to make the previous generation Tourneo Custom look less 'minibus-like' fell rather flat but this Volkswagen-influenced version is a different proposition entirely. The stance is more confident, there's increased visual width both front and rear and it can look genuinely smart when optioned up in 'Active' trim with big alloy rims and wheel arch cladding. If the 5,050mm body length of this L1 body variant isn't enough for you, then as before, there's a lengthier long wheelbase L2 body shape option with another 40cm of length. And the E-Tourneo Custom gets its own unique front grille.
Taking a seat inside up-front clues you into whether you've an eight or nine-seater version of this model; with the nine-seater, the single front passenger chair would be replaced by a more van-like two-person bench. Differences over a Transit Custom van are slight - but people-moving operators might not object too much to that and the van-like two-tier wing mirrors are certainly welcome. The instrument screen is 8.0-inches in size, with a central digital speedo and drive assist graphic.
Infotainment's taken care of by a 13.0-inch SYNC 4 display, angled towards the driver for ease of use, which is powered by a 5G modem for superfast connectivity to the Ford Pro tech stack. As with the Transit Custom, a clever extra-cost touch is a tilting steering wheel whose rim can be flipped up so that it lies flat and horizontal. You can then put a tray onto it to create a little table for working or eating; neat.
All well and good but the reason you choose a big MPV like this is for passenger space, so let's take a look at that. You can specify the twin manually-sliding side doors in powered form if you wish. And they pull back to reveal a vast rear cabin with six individual and sliding seats - two rows of three - all mounted on a track-based rear seating system. You can have the second row conventionally facing forward. Or turn them around to face the seats behind.
What about luggage space? To access it, you've to cope with a heavy van tailgate which when raised in the L1 model reveals between 514 and 787-litres of space up to seat back height - it'd be 632 to 999-litres in the L2.
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Market and model
Expect a rise in pricing compared to the previous generation model, which started from around £45,000. This model is priced from around £60,000 and there's a wide range of trim levels - 'Zetec', 'Titanium', 'Titanium Luxe', 'Active', 'Titanium X' and 'Titanium X Luxe'. Prices range up to around £70,000 and there's a choice of a conventional 2.0-litre EcoBlue diesel, a PHEV petrol or a full-electric version.
The vehicle is being sold by 'Ford Pro', the Blue Oval brand's commercial vehicle division and there's a choice of short or long wheelbase body shapes. You'll need to budget for around £1,900 more with the 136PS diesel model if you want the optional 8-speed automatic gearbox: the 150PS version comes only as a manual, while the 170PS variant comes only as an automatic. Auto transmission is standard with the PHEV drivetrain.
Even base versions come with features like navigation and alloy wheels. Expect to find equipment features on plusher models like 19-inch alloy wheels, synthetic leather upholstery and matrix LED lighting. A panoramic glass roof is an option, as are power-operated sliding doors (which can be operated with a kicking motion if you're approaching laden down with bags). In addition, you can fit a 14-speaker B&O Sound system, 3-zone climate control and multiple USB ports. Choose an electric or a PHEV version and your Tourneo Custom can also feature vehicle-to-load power sockets up-front, allowing you to tap into the vehicle's battery in order to power devices up to 2.3kW, like laptops or kettles.
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Cost of ownership
You'd hope that in this day and age, the diesel engine in use here would feature some degree of electrification and the 2.0-litre EcoBlue unit in question does, Ford's mild hybrid system, which uses a belt-driven integrated starter/generator, the 'BISG', to replace the usual alternator, enabling recovery and storage of energy during vehicle decelerations, and charging a 48-volt lithium-ion air-cooled battery pack. The BISG also acts as a motor, using the stored energy to provide torque assistance to the engine under normal driving and acceleration, as well as running the vehicle's electrical ancillaries.
The EcoBlue diesel's Auto Start-Stop technology operates in many situations, including when the vehicle is stationary in gear, and when the vehicle is coasting to a stop. The driver can adjust the coasting speed at which Auto Start-Stop operates, between 7mph and 12mph. The CO2 reading for this diesel in the base 136PS auto form we tried is rated at 197g/km, with a combined cycle fuel figure of 37.7mpg. You'll save about 10% on those figures if you choose either of the two manual gearbox diesel models. Compared to the 136PS derivative, there's very little efficiency downside in going for the top 170PS 2.0 EcoBlue auto version. All Tourneo Custom diesels come with a 20-litre AdBlue tank, the filler for which you'll find down near the passenger-side door. The AdBlue additive is as usual there to reduce NOx emissions from the exhaust and ensures that this Ford's engine qualifies for the Euro 6.2 emissions standard.
If you want to do better in a combustion-powered Tourneo Custom, then you'll need the petrol PHEV version, which has an 11.8kWh battery offering up to 35 miles of EV range. This Plug-in Hybrid is rated from 40g/km of CO2, with a combined cycle fuel figure (when fully charged) rated at up to 176.6mpg (though that'll drop to just 39.8mpg when you're purely running off the engine). If you keep the vehicle regularly charged up, you'll probably record running cost figures similar to those you'd get with the diesel. Charging time is around 4 hours using a 7.4kW AC home wallbox. Unfortunately, DC charging isn't supported. For that, you'll need the full-electric E-Tourneo Custom model we've covered separately. This model has a 202 mile range from its 71kWh battery, can DC-charge at up to 125kW from 10 to 80% capacity in 39 minutes. At home, AC charging an E-Tourneo Custom takes 10.1 hours using a single-phase 7.4kW wallbox - or 6.7 hours using a three-phase 11kW wallbox.
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Summary
This is such a different kind of Tourneo Custom that you wonder why Ford didn't use it to reinvent the abandoned Galaxy MPV model line. Much will depend on whether folk who previously owned Galaxy and S-MAX models find this new generation design car-like enough to graduate on to. We certainly think this Tourneo Custom is good enough to convert them.
You might still feel there's a whiff of 'minibus' about this big Ford and if so, you'll be more interested in models in this class like Volkswagen's Caravelle. But for other customers, that bus-like vibe will be all part of this Tourneo Custom's appeal. It's moved on, but it's still very much a practical People Mover. Exactly as it should be.
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