From £25,8757

Ford renews its smallest van, using Puma car underpinnings to create an appealing Citroën Berlingo rival

Find Ford Tourneo Courier deals
Offers from our trusted partners on this car and its predecessors...
New car deals
From £25,875
Nearly-new car deals
Sell your car
In partnership with
Powered by

Remember when the Citroën Berlingo was the hottest thing around?

Manufacturers revelled in showing off the clever storage solutions in these compact van-based people carriers. The French even came up with a word for them: ludospace, meaning space to play.

But SUVs came and made them less popular, and then emissions regulations came and killed off most of the combustion-engined versions.

Ford reckons there’s still (or again) a market for them, though, and has come up with the new Tourneo Courier.



ford tourneo courrier review 2024 02

This one is supposed to be more than just a van with windows. To that end, it’s based on the platform of the Ford Puma and built on the same line as the crossover in Craiova, Romania.

As with the Puma, an electric version is coming some time next year. But it has been launched with a single 1.0-litre three-cylinder turbo petrol engine (lacking the Puma’s mild-hybrid assistance), available with either a six-speed manual or a seven-speed dual-clutch automatic gearbox. A sporty ST version would be technically possible, but we wouldn’t bet on it.

You can get LED daytime running lights, but the main headlights are always old-fashioned halogen units. They won’t be as bright at night, but they might just be cheaper to replace.

With its Ford Explorer-inspired face, blocky proportions, blacked-out pillars and optional contrasting roof, the Tourneo Courier even looks quite good. Y’know, for the practical box on wheels that it obviously is.

Inside, it all looks a bit snazzier than your standard work van, with screens for the driver and a multimedia system as standard.

If you’re getting slightly baffled by Ford’s van range, we wouldn’t blame you, because there are quite a lot of them. The Transits are the panel vans, while the Tourneos are the passenger versions. The suffix then tells you the size. The Courier is the smallest, being slightly shorter than the Berlingo. The Volkswagen Caddy-based Connect is slightly bigger than the Berlingo. The Custom is the standard tradesman’s chariot. And the Transit without a suffix is the proper big one that’s also available with rear-wheel drive.


ford tourneo courrier review 2024 08

The Tourneo Courier’s not-a-van vibe is shattered somewhat when you actually step inside, because hard, scratchy plastic abound. The Puma and Ford Fiesta (RIP) are hardly leather-lined cocoons of luxury in isolation, but they are in comparison to the Courier.

It’s also missing the wanton versatility of classic MPVs. Sure, the cubbies and trays are great in number, but most are quite shallow and oddly shaped. Case in point is the overhead tray: it has all sorts of mouldings that presumably add strength but that also decrease its usable volume. Plus, it has holes in the bottom for some reason.

The front passenger gets a grab handle in the Tourneo but not in the Transit. Do van drivers have a particularly smooth style?

There are some good features. There’s a hinge-out bin in the boot that can be taken out. That makes it an ideal spot for odds and ends that would otherwise roam about the floor or for things like dirty shoes, since you can take it in the house to clean it out. Another one is the weird hole next to the centre screen: it’s so you can clip in a phone holder.

The rear seats are set high to create ‘stadium seating’ and reduce the chance of carsickness. However, they don’t slide, fold in a standard 60:40 split and offer just two Isofix points. At 570 litres up to the luggage cover, the boot is pretty vast for a car with this footprint, and if you fold and flip the rear seats forwards, that’s expanded to 2162 litres. If you need a third row, you have to upgrade to the larger, Volkswagen-based Ford Tourneo Connect.

The panel van version, called the Transit Courier, can fit two Euro pallets in the back and has a maximum payload of 680 kg (845kg in optional high-load spec). It also has a load-through bulkhead to allow it to carry very long things.

Usability-wise, the Tourneo Courier is a mix of the very good and the very bad. The lane-keeping assistance and the speed-limit warning can be disabled by respectively double pressing and holding down the relevant button.

Climate control is in a sub-menu on the touchscreen, however, and neither the physical shortcut button nor the voice control is an adequate substitute. On versions without automatic climate control, the latter unhelpfully tells you to use the screen.

What’s slightly grating is that the upcoming electric version will have a larger centre screen with permanent climate controls, but that won’t be offered on the ICE versions. There’s no technical reason; it’s just a question of keeping costs down and simplifying production. We hope Ford reconsiders, because the current set-up is pretty poor.


Ford’s Sync4 multimedia system is otherwise quite excellent, with big buttons on the responsive screen, a permanent shortcut bar and logical menus. Apple CarPlay and Android Auto both work wirelessly and are integrated well.

Sat-nav is part of a £960 option pack that also includes adaptive cruise control, blindspot monitoring, front parking sensors, a synthetic-leather steering wheel and power-folding door mirrors.


ford tourneo courrier review 2024 19

On the plus side, the Tourneo Courier is lovely to drive, feeling much like a Puma with a roofbox. The Ecoboost engine is characteristically eager and feels quicker than the 13.0sec 0-62mph figure.

Once you’ve got used to the slightly bitey clutch and brakes, the manual gearbox is wonderful and snicks easily between gears. The auto got a bit flustered when we were caning it in the mountains, being a bit too keen to shift up when we released the throttle, but in normal use it’s smooth, responsive enough and generally quite agreeable.

The brake pedal felt quite grabby in the petrol manual but more progressive in the petrol auto and the diesel. You get used to it in any case.

The Transit van can also be specified with a 99bhp version of the 1.0-litre petrol engine or a 99bhp 1.5-litre four-cylinder diesel. Both are manual-only. We tried the diesel and, like the petrol, it doesn’t feel anywhere near as slow as its yawning 14.0sec 0-62mph time suggests. In fact, the big lump of torque makes it nice and effortless to drive, even when loaded with 250kg of sandbags.

The gearbox isn’t quite as sweet but is still pretty good, and on a short loop on the motorway and in town, the trip computer was showing 60mpg.

Driving a petrol manual Tourneo and a petrol automatic Transit back to back showed that 250kg of load noticeably dulls the performance but not problematically so.

If you’re wondering why our test vans were lugging around 250kg of sand, this is a pretty common thing to do, as commercial vehicles can feel quite bouncy with no load in the back.


ford tourneo courrier review 2024 23

The Puma DNA shines through in the ride and handling of the Tourneo Courier as well. It rides quite smoothly and stays composed in the corners, and while the Ford-typical springy steering leaves you guessing about grip levels, there’s plenty of it to make swift and enjoyable progress.

The Transit van naturally loses a bit of ride sophistication, because its springs and dampers are beefed up to deal with heavy loads. Handling is largely unaffected, though.

The seats are all manual but still manage to offer adjustable lumbar support.

Although they don’t look like much, the seats are very comfortable, even for tall drivers. And while the big mirrors and tall forehead cause a whisper of wind noise, the Courier is pretty quiet at speed as well.

While our Spanish test route didn’t offer much opportunity to test the assisted driving features, wider test experience of Ford products suggests they should be very good. And as previously mentioned, the annoying mandated parts are easy to disable.


ford tourneo courrier review 2024 26

There were some early murmurings that the Tourneo Courier would indirectly replace the Fiesta at the bottom of the Ford range, but it has turned out to be very slightly more expensive than the Puma, at £25,865.

Given you get a load more practicality, that’s probably fair, and the less richly equipped Berlingo costs roughly the same.

What of the Dacia Jogger, though, which costs just £20,595 in its poshest trim and comes with seven seats as an option? The Ford feels more modern, is quieter on the motorway, has better assisted driving and multimedia tech and probably has a nicer rear passenger area. So while there's a big jump in price, it could just about be justified.

In short, the Tourneo Courier is spacious and drives very well, but the interior suffers from some poor design choices that means it’s a little more annoying to use than strictly necessary, not quite as versatile as it could be and rather too workmanlike in its material choices.

That said, with the passenger versions of the ICE Renault Kangoo and Peugeot Partner long gone, it’s good to have another petrol-powered option in the shrinking segment of wheeled Tardises.

Illya Verpraet

Illya Verpraet Road Tester Autocar
Title: Road Tester

As part of Autocar’s road test team, Illya drives everything from superminis to supercars, and writes reviews, comparison tests, as well as the odd feature and news story. 

Much of his time is spent wrangling the data logger and wielding the tape measure to gather the data for Autocar’s eight-page road tests, which are the most rigorous in the business thanks to independent performance, fuel consumption and noise figures.