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2015 transit ford


2015 Ford Transit First Drive

Losing The Econoline Just Got A Whole Lot Easier

  •   Engine

    Twin-Turbo 3.5L V6

  •   Power

    310 HP / 400 LB-FT

  •   Transmission

    6-Speed Auto

  •   Drivetrain

    Rear-Wheel Drive

  •   Seating

    2

  •   Base Price

    $29,565

  •   As Tested Price

    $45,415

As a segment, fullsize vans are stealth-fighter invisible on most consumers' radar. Visit a dealership for any of the four brands that offer them and you'll be lucky to find even one on display. These are commercial vehicles primarily, even more so than pickup trucks. Vans are the shuttles for plumbers, caterers, carpenters, concrete layers, masons, electricians, florists and flooring, and a huge part of this country's productivity is accomplished using them. At the moment, Ford is the 800-pound gorilla in that room – fully 41 percent of commercial vehicles wear a Blue Oval. So when Ford announced three years ago it would be ditching its commercial bread-and-butter E-Series, it meant the Transit that would be replacing the Econoline had huge, 53-year-old shoes to fill. We were still a bit nostalgic about Econoline vans going away until going directly from the Transit first drive in Kansas City to an E-350 airport shuttle. Climb up through the Econoline's tiny double doors and bang your head on the opening, crouch all the way to your seat then enjoy a loud, rattle-prone, creaky, harsh ride on beam-hard seats while struggling to see out the low windows. This is an experience nearly every traveler has had. By comparison, the Transits we'd just spent two days with were every bit of the four decades better they needed to be. It cannot be understated just how much better the Transit is in every single way. The load floor is barely more than knee high. There's a huge side door, and hitting your head on a door opening is nearly impossible. Stand up all the way if you're under six-foot, six-inches – no more half-hunching down the aisle. There are windows actually designed to be looked out of. The ride is buttery smooth, no booming vibration from un-restrained metal panels and no squeaks. Conversations can be held at normal levels rather than yelling over the roar of an ancient V8. The seats are comfortable. The AC is cold. There are cupholders. Enough anecdote-laying, what's in a Transit? We're talking about a very fullsized unibody van that's enjoyed a 49-year history in Ye Olde Europe. This latest iteration is part of the "One Ford" initiative, so it was designed as a global offering from the get-go, eschewing the body-on-frame construction the E-Series has used since 1975. Instead, the Transit integrates a rigid ladder frame into an overall frame construction made of high-strength cold-rolled and boron steel. The suspension is a simple but well-tuned Macpherson strut array up front with a rear solid axle and leaf springs. As with the F-Series built in the same sprawling Kansas City Assembly Plant, the Transit offers a staggering number of variations. Transit Assistant Program Manager Milton Wong confirms there are over a million combinations – Ford hasn't yet tallied it up formally. Suffice to say if you want a Transit (or a thousand of them) you can option it/them to precisely the specification best suited for your needs. Mix and match between 129.9-inch and 147.6-inch wheelbase lengths, three overall lengths, three roof heights (83.6, 100.8 and 110.1 inches), cargo or passenger or chassis cab configuration, technology packages (MyFord Touch, Crew Chief fleet management services, etc.), emergency services prep pack, RV prep pack, light duty, medium duty, heavy duty and dual rear-wheel axle, different colors and several other variables.

The term "fullsize" doesn't really do the Transit justice.

Then add in three gas engine choices: The base engine is the same 3.7-liter V6 now offered in the F-150, and it boasts a respectable 275 horsepower and 260 pound-feet of torque. It's also the engine that offers optional hardened valve seats, sensors and programming needed for aftermarket CNG conversions. The hot rod option is the 3.5-liter twin-turbo V6 EcoBoost with 320 hp and 400 lb-ft.

The final engine option is a new-for-North-America 3.2-liter inline-five turbo-diesel borrowed from the global Ranger pickup (which is frustratingly un-global for North America) making 185 hp and 350 lb-ft of torque. It'll run on B20 and boasts a variable-geometry turbo and glow plugs that allow quick start down to -10 degrees Fahrenheit. They work below that, of course, just not in a "quick" manner. It's kind of a brute too, offering 90-percent of peak torque starting at 1,500 rpm. While not the drag racer the EcoBoost is, it'll certainly drag some stuff. The 3.2 is expected to be the prime fuel economy and long-term durability option, and it'd better be considering it's the most expensive. All three engines get paired to a six-speed automatic SelectShift transmission that can be manually shifted, but who are we kidding here?

If you're a business owner running two Econolines, they might be replaced by one Transit.

The term "fullsize" doesn't really do the Transit justice. For the most basic configuration, the short wheelbase, low roof model, it's really only a little bit larger than the outgoing Econoline. However, the maximum wheelbase, maximum roof height, maximum overall length version with dually rear axle we chose to review – "Jumbo" as it's called – is the size of a small warehouse. Full-service motorcycle shops have less floor space. It boasts shades of the Grumman box van in this configuration. For comparison's sake, versus the biggest factory-available E-Series, this maxi-Transit boasts a staggering 75-percent more interior volume, for a total of 486 cubic feet. Roll that figure around in your head. That's a cube nearly eight feet to a side. If you're a business owner running two Econolines, they might be replaced by one Transit.

Getting to that generous volume is exceedingly easy – the dual swinging barn doors at the back open wide, up to 270 degrees with magnetic stays, and the sliding side door at the side is 50-percent larger than the largest E-Series opening. Both doors will accept a fully laden pallet. Total payload for our Jumbo 350 dually tops out at 4,650 pounds. Only the mega-Sprinter boasts better payload at 5,485 pounds. Towing isn't bad, either, in the event you needed to tote even more stuff. Max tow rating isn't into the silly stratosphere that light-duty trucks occupy, but it matches Sprinter's rating of 7,500 pounds – about the weight of a trailer, a racecar and spares to go with your mobile speed shop.

It's not quite sporty, but it's well short of the "ponderous" adjective we expected.

The Transit does all the beefy man-work stuff well, but the whole thing is designed in such a way that it's astonishingly easy to drive and live with. If you're familiar with the Fiesta, Focus or the F-150, you'll recognize the Transit's interior bits. The bucket seats are basically plucked from the F-Series and offer all-day comfort; the steering wheel, turn signal and wiper stalks could be from any Ford car, and the dash is a jumble of Fiesta and F-150. A MyFord Touch/info screen sits up high with stylized buttons below, while the shifter is dash-mounted to the right of the tiller and there's great space in the center console that can be spec'd with a mix of two or three USB charging ports, aux-in, auxiliary power switches, two 12-volt power ports, trailer brake controller, three cupholders and seven lords a-leaping. In any model with more than the lowest roof, there's an overhead storage shelf much like the one found in the Transit Connect (a vehicle we have a sneaking suspicion might fit inside the Jumbo Transit with a bit of persuasion). There's a little cubby to the right of the steering wheel that's perfect for stashing a phone. Near the floor-mounted hand brake you can get an optional 110-volt plug running from an inverter. There's lane departure warning, automatic rain sensors, an automatic headlight option, and perhaps most interestingly, the Transit will detect a drowsy driver by using the forward camera to watch the vehicle's position in the lanes, comparing it against steering inputs over time. Start to nod off and it'll vibrate the wheel.

Ford set up a "low speed city demonstration area" in an empty parking lot. In our eyes, what they laid out was an autocross course to push the half-loaded vans to their limits. The short-wheelbase 3.7L-equipped Transit was the most nimble and the diesel seemed to have the most entertainingly restrained stability control programming, but the EcoBoost was definitely the quickest. We shouldn't call the hydraulic steering "precise" but the wheel offers solid feedback, and putting the front tires exactly where you want them is easy. At the adhesion limit, the Transit's handling is completely predictable while running at too-fast speeds. The e-nannies step in exactly when you've done something stupid and apply just the right amount of correction. Body lean is certainly a thing, but we were expecting much, much more. The turning radius is weirdly tight for such a long machine – Jumbo easily managed a three-point turn in a two-lane street, and there was never a worry about making a corner. Brakes are scaled to stop somewhere around 15,000 lbs, so they're darn powerful. Dare we say that for a mountain of a vehicle, this Ford is almost sporty? Not quite sporty, but well short of the "ponderous" adjective we expected.

The Transit is so good that our pangs of nostalgia for the death of the Econoline have been put to rest.

In more realistic highway and around-town settings, the Transit is a puppy dog. It's remarkable how quiet this van is. There's virtually no wind noise at any speed and the racket that normally comes with a naked interior is mercifully absent. Credit the mastic glue laid down between structural beams and sheetmetal with sound deadening patches that have been stuck in where needed. In a rainstorm, we could hear the pitter-patter of droplets on the roof, a realization that says a lot about how quiet the rest of this van is. It was easily capable of merging into freeway traffic with cargo, passing was effortless, and huge, two-part wing mirrors mean you can pretty well see what's going on behind and to the sides. Forward visibility is excellent although our windowless cargo layout meant backing up was exceedingly challenging, even with a rearview camera. Basically, you're driving backwards while looking down a tunnel, though that's not to say that's different than other vans. It may sound silly, but the step-in and seat height is one of the Transit's best aspects. Here the combination of a generous step, low-ish footwell height, easy grab points, and a minivan-like hip-point means that for a driver hopping into and out of the van all day long, there's going to be much less fatigue. By comparison, the Sprinter practically requires mountain climbing gear to reach the helm. The lone weakness of the Transit's control room is the tight distance between the driver's seat and the center console. Our size-eleven Red Wing boots were held up every time we tried to pass directly to the cargo area.

It was always assumed the last E-Series would be built shortly after the heat death of the universe. That may still come to pass since Ford will continue building the heavy chassis cab version until at least the end of this decade. With that said, the Transit is so good that our pangs of nostalgia for the death of the Econoline have been put to rest. Amongst the latest crop of Eurovans, the Transit exhibits the best combination of capability, creature comfort, thoughtful features, technology and powertrain options. Plus, just think about how huge the airbrushed murals can be.

Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own — we do not accept sponsored editorial.

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Ford Transit 2015

Новая коммерческая «лошадка», с которой работа станет проще и комфортнее.  Сегмент полномасштабных грузовых фургонов пополнился еще одной новинкой – Ford Transit 2015 года.

Подобные автомобили очень востребованы во многих сферах услуг и сервисов, начиная от сантехников и строителей, заканчивая сферами общественного питания. 

Новое поколение Форд Транзит получило обновленный дизайн. Передняя часть выглядит слегка футуристично за счет «растянутых» фар и шестиугольной радиаторной решетки с тремя овальными секциями, окрашенными в матово-черный цвет. Стоит обратить внимание на практически полное отсутствие капота, что свидетельствует о расположении части двигателя внутри салона. Сбоку, массивный кузов получил несколько дизайнерских штрихов в виде форм и изгибов. Которые на самом деле являются заводскими функциональными «заготовками». Благодаря большому стеклу и боковому зеркалу, водитель получает хорошую обзорность. А весь периметр кузова специально обнесен черным пластмассовым бортиком, для защиты от мелких повреждений. Сзади автомобиль получил огромные как сарай, распашные двери. Угол, на который они открываются, равен 270 градусам. Стоит отметить, что мощный стальной кузов Transit вмещает груз объемом до 15,1 кубических метра, а его мощности хватит, чтобы буксировать прицеп весом в 3,5 тонны. 

Интерьер фургона радует хорошей шумоизоляцией, позволяющей спокойно разговаривать пассажиром на больших скоростях. Также, интерьер предоставляет два удобных сиденья, подстаканники, розетки на 12 и 110 Вольт, USB порты, кондиционер и система MyFord Touch с небольшим дисплеем, «утопленным» на вершине центральной консоли. Довольно оригинальным выглядит «кармашек» для телефона, расположенный справа от рулевого колеса. Список вспомогательных систем включает датчик дождя, датчик света, систему предупреждения столкновений при движении через перекресток, систему контроля за мертвыми зонами и систему контроля за усталостью водителя, которая в случае необходимости заставить вибрировать руль.

Под капотом одной из версий маневренного тяжеловеса находится 3,5-литровый двигатель V6 с 310 л.с. мощности и 542 Нм крутящего момента. Подобными характеристиками способен похвастаться не каждый спорткар. Двигатель комплектуется 6-ступенчатой автоматической трансмиссией SelectShift с возможностью ручного переключения передач, которым вряд ли вы будете пользоваться. Подвеска довольно простая и надежная: передние стойки Макферсон и задние рессорные. 

Новый Ford Transit 2015 модельного года обойдется минимум в 1 147 000 рублей. За эти деньги, Вы приобретаете возможность перевезти любые грузы в любое место.

car4play.ru

2015 Ford Transit: A Well-Behaved Whale, No Matter How Hard You Push It

The ubiquitous Ford E-Series van is finally bowing out to the 2015 Ford Transit, synchronizing Ford's van lineup around the world. The new Transit is a great hauler, but don't be fooled by the car-style dashboard, it's a van alright. We know, we autocrossed it (Sort of).

(Disclosure: Ford flew me out to Kansas City, stuffed me full of beef and let me put all the hotel coffees I wanted on their tab just so I could tour the Transit factory and drive everything in their new van lineup.)

Ford began introducing us to the 2015 Transit van with a tour of the mighty Kansas City truck plant where it's assembled. The floor looks clean enough to eat off, a tribal dance of robots whip the big parts of the van together in a flurry of mighty hydraulic arms while human helpers leisurely tack in they tiny bits.

I was told robot hands are too cumbersome for detail work like interior fittings. Wonder how much longer that will be true.

Can you tell which side has just been remodeled? The older-looking half is where F-150s are born, and will be redone soon enough to commence construction of the 2015 bodystyle.

The 2015 Transit is being built in seven sizes for the US market, broken down in the chart below. Customers will be able to pick between passenger and cargo variants, but they can't be mixed-and-matched so easily once they leave the factory; Floors in passenger models are four inches higher to accommodate mounting points, heating ductwork, and seatbelt integration.

But from the driver's perspective, the biggest discernible difference between the Transit variants are the engines. Choices are a 3.7 V6 (270 HP and 260 lb-ft), a 3.5 EcoBoost (310 HP, 400 lb-ft) or a 3.2 five-cylinder Power Stroke diesel (with 185 HP and 350 lb-ft of torque). Each is mated to a 6-speed automatic with rear-wheel drive.

Ford has no plans for an AWD or 4WD Transit, nor do they have any interest in dropping that little diesel in the new F-150. I promise, I asked several people for you.

Here's how each engine performed around Kansas City, on the highway, and around a miniature autocross course Ford made out of cones in a large parking lot. Each van in the test was carrying half it's maximum payload; which equated to about 2,000 pounds of construction materials strapped to the cargo floor.

3.7 V6

The pedal-action-to-power responsiveness reminded me of an older minivan. That's pretty reasonable for a full-sized work van with a metric ton of junk in the trunk. It's hard to get creative describing the experience of driving this; it was exactly "fine."

3.5 V6 EcoBoost

I was disappointed to note that the big, satisfying turbo woosh isn't as audible here as it was in the F-150 Tremor but a boot in the throttle gives this thing serious motivation. With the cargo load, it's reasonably brisk in the context of a van. With nothing behind the cockpit but empty seats, this thing properly hauls ass and happily eats rear tires.

This engine's been proven as a great base for tuning in other applications... if you're looking to build this generation's A-Team van I reckon you've just found where to start.

The 3.5 was also the only engine Ford wanted to talk fuel economy on; they say the EPA estimates 14 MPG in the city and 19 on the highway. I can only tell you it does "less well" at full throttle for half an hour.

3.2 I5 Power Stroke diesel

The most noteworthy thing about this Ford-made engine is that it's not unusably anemic. I mean, it doesn't let you forget it's a diesel — put the pedal to the floor and the engine will turn around, raise an eyebrow at you, then make a little more noise. But compared to other oil burners it would be an easier engine to transition to from gasoline.

The rest of the vehicle's attributes have more to do with size and payload preparation than engine output.

Appearance

The 2015 Ford Transit face is inoffensive, if a little fish-like. But for overall appearance points it's a Goldilocks situation for sure: The medium-wheelbase, medium-roof model looks "just right." That said you can't blame Ford for an awkward-looking high-roofed van, though, there's only so much swagger you can get of something that's almost 110" tall and still fits in a highway lane.

Ford fans will find the interior familiar; the dash, gauges, and infotainment screen look pulled straight out of a last-generation sedan. The styling works for me, it's certainly prettier than the outgoing E-Series but I'm sure there will be those who lament the loss of the "total utilitarian" look. The 7" MyFord Touch interface in the range-topping XLT is especially useful as a back-up camera.

The XL lacks that and a few other niceties, but the big screen is all you really miss in the cheaper model. Without it, the camera is only displayed through a tiny viewer the size of a business card that isn't too easy to make sense of.

Ride & Handling

The van is planted enough for driving like an idiot with confidence. I felt compelled to test that for you because "it drives fine if you drive it slow, like a cargo van should be driven," isn't as fun to read. So, you're welcome.

Last-minute lane changes are executed without egregious bodyroll, and understeer doesn't really rear its head until you dive into a corner at full tilt with traction control off. Speaking of which, T/C can be deactivated but the background driver aids cannot. Anti-roll computers even step in seamlessly with a big wheel-jerking handbrake turn to keep the sail-shaped whale stable. So while flipping the switch puts the tires to work a little harder, the van will fight for its life to keep composure no matter how hard you hammer on it.

That's great news for folks who have to trust their fleets of vans to goofballs on their staff or worse; renters. Obviously bald tires would make murdering the Transit a little easier, but for the most part its will to live is strong.

Passenger variants are plenty smooth, and while the dually hauler was significantly stiffer it didn't feel any worse than a heavy duty pickup. Let me translate if you've never driven one of those either; your grandma would complain straight away but a younger driver with any leaf-spring experience probably wouldn't notice the extra jostling until they hit a nice big juicy pothole.

Hauling & Towing

Even the smallest Transit has more space than I'd know what to do with, and the rear doors opening all the way out is a great feature for loading. Here are the complete dimensions for those who are cross-shopping against other vans.

Configuration key:

MWB LR = Medium wheelbase, low roofMWB MR = Medium wheelbase, medium roofLWB LR = Long wheelbase, low roofLWB MR = Long wheelbase, medium roofLWB HR = Long wheelbase, high roofLWB EL HR SRW = Long wheelbase, extended-length, high roof, single rear wheelsLWB EL HR DRW = Long wheelbase, extended length, high roof, dual rear wheels

Models are broken down even further by windows, seating configuration, doors, and the like so there's too much variance between then to provide a comprehensive price list. But MSRPs start in the mid-$20's and go all the way up to over $50,000.

The 2015 Ford Transit would be a pretty absurd choice for personal use unless your entire extended family lives together, but it's reasonably refined for a work vehicle has a lot of room for customization.

As always I'm happy to answer follow-up questions on aspects I might have glossed over, especially if you're looking to try one out when they hit showrooms in a few months.

truckyeah.jalopnik.com

Новый Ford Transit 2015: цена, фото, характеристики Форд Транзит 2015

В Елабуге (Республика Татарстан) на заводе компании Ford началось производство нового поколения коммерческого автомобиля Ford Transit 2015.

Из наиболее значительных изменений отметим следующие:

  • грузовой отсек имеет более вертикальные боковые стенки, увеличенную длину и новую конструкцию проема двери;
  • объем грузового отсека увеличен на 11%;
  • ширина открытия боковой погрузочной двери теперь составляет 1300 мм;
  • появилась интегрированная в задний бампер подножка;
  • установлена светодиодная подсветка грузового отсека.

Фото нового Ford Transit 2015 российской сборки

Технические характеристики

Под капотом автомобиля расположился дизельный мотор Duratorq TDCi объемом 2,2 л, мощность которого может составлять 125, 135 и 155 л.с. В паре с двигателем будет работать 6-ступенчатая механическая КПП.

На российском рынке Transit 2015 с максимальной максимальной разрешенной массой от 3,1 до 4,7 т будет предлагаться в следующих версиях: цельнометаллический фургон, шасси, 9-местный комби и 18-местный автобус.  Фургон будет доступен с двумя вариантами высоты и тремя типами длины кузова.

фото багажного отсека

В салоне автомобиля обновлена приборная панель, увеличено пространство на уровне плеч и над головой, рулевая колонка теперь регулируется по высоте и вылету, кроме того была улучшена шумоизоляция и  появилась полка над головой по всей ширине кабины.

В списке опционального оборудования значатся программируемый предпусковой отопитель, подушка безопасности пассажира, кондиционер и усиленная передняя подвеска.

Цена

В России новый Ford Transit 2015 будет доступен с передним, задним и полным приводом по цене от 1 200 000 рублей.

AutoMpv.ru

Ford Transit 2015 - Размеры колеc и шин, PCD, вылет диска и другие спецификации

Внимание! Выделенные записи означают заводские размеры, остальные - это возможные варианты замены

Ford Transit 2015 3.2TDCi
– Поколение: IV [2014 .. 2018] – Мощность: 185 hp | 138.0 kW | 188 PS

– Двигатель: l5, Diesel

– Годы производства: [2015 .. 2018]

title=Шина> Шина 

Rim width (in) x rim diameter (in) J is mounting flange type. ET35 is positive offset of 35mm. It is vital not to deviate too far from the offset of the wheel originally fitted to the vehicle. title=Диск> Диск 

PCD измеряется в мм. Например 4x100 означает, что колёсный диск имеет 4 отверстия для крепления и диаметр воображаемой окружности через центры крепёжных отверстий равен 100 мм. title=Сверловка> Сверловка 

data-original-title= data-placement=bottom title=Шинный калькулятор class=_popover>

195/75R16 6Jx16 ET60
235/65R16 6.5Jx16 ET60
235/65R16 6.5Jx16 ET50
Ford Transit 2015 3.5GTDi
– Поколение: IV [2014 .. 2018] – Мощность: 310 hp | 231.2 kW | 314 PS

– Двигатель: V6, Бензин

– Годы производства: [2015 .. 2018]

title=Шина> Шина 

Rim width (in) x rim diameter (in) J is mounting flange type. ET35 is positive offset of 35mm. It is vital not to deviate too far from the offset of the wheel originally fitted to the vehicle. title=Диск> Диск 

PCD измеряется в мм. Например 4x100 означает, что колёсный диск имеет 4 отверстия для крепления и диаметр воображаемой окружности через центры крепёжных отверстий равен 100 мм. title=Сверловка> Сверловка 

data-original-title= data-placement=bottom title=Шинный калькулятор class=_popover>

195/75R16 6Jx16 ET60
235/65R16 6.5Jx16 ET60
235/65R16 6.5Jx16 ET50
– Поколение: IV [2014 .. 2018] – Мощность: 275 hp | 205.1 kW | 279 PS

– Двигатель: V6, Бензин

– Годы производства: [2015 .. 2018]

title=Шина> Шина 

Rim width (in) x rim diameter (in) J is mounting flange type. ET35 is positive offset of 35mm. It is vital not to deviate too far from the offset of the wheel originally fitted to the vehicle. title=Диск> Диск 

PCD измеряется в мм. Например 4x100 означает, что колёсный диск имеет 4 отверстия для крепления и диаметр воображаемой окружности через центры крепёжных отверстий равен 100 мм. title=Сверловка> Сверловка 

data-original-title= data-placement=bottom title=Шинный калькулятор class=_popover>

195/75R16 6Jx16 ET60
235/65R16 6.5Jx16 ET60
235/65R16 6.5Jx16 ET50
Ford Transit 2015 2.2TDCi
– Поколение: IV [2014 .. 2018] – Мощность: 153 hp | 114 kW | 155 PS

– Двигатель: l4, Diesel

– Годы производства: [2014 .. 2018]

title=Шина> Шина 

Rim width (in) x rim diameter (in) J is mounting flange type. ET35 is positive offset of 35mm. It is vital not to deviate too far from the offset of the wheel originally fitted to the vehicle. title=Диск> Диск 

PCD измеряется в мм. Например 4x100 означает, что колёсный диск имеет 4 отверстия для крепления и диаметр воображаемой окружности через центры крепёжных отверстий равен 100 мм. title=Сверловка> Сверловка 

data-original-title= data-placement=bottom title=Шинный калькулятор class=_popover>

215/65R15 6.5Jx15 ET60
195/75R16 6Jx16 ET60
215/65R16 6.5Jx16 ET60
235/65R16 6.5Jx16 ET60

Внимание! Нашли ошибку в данных? Есть вопросы по размерам колес и дисков на Ford Transit 2015? Напишите свой комментарий! 

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Шины для Ford Transit 2015
  • Диаметр: 15.0'' - 16.0''
  • Ширина (мм): 195 - 235
  • Профиль шины (%): 65 - 75
  • Самый маленький размер шин: 215/65R15
  • Самый большой размер шин: 235/65R16
Диски для Ford Transit 2015
  • Сверловка 5x160
    • Диаметр: 15.0'' - 16.0'';  
    • Ширина (дюймы): 6 - 6.5;  
    • Вылет (мм): 50 - 60.

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