Van sales are in the doldrums, unemployment is rising fast and UK plc seems to have temporarily shut down.

So what can a van manufacturer do?

In the case of Ford, the answer is to launch new models in a bid to plug every available gap in the fleet market.

Soon to come is a new Ford Fiestavan and, in the panel van sector, the Transit now has a set of new brothers.

The Transit has been the best-selling panel van by a mile in Britain for the past 43 years and even if sales are down (everybody’s sales – not just Ford’s), the manufacturer has no intention of letting that lead go.

Ford commercial vehicle director Steve Kimber told Fleet Van: “We are in challenging times but we’ve been here before and no doubt we’ll be here again. Business changes and we are changing with it.”

Mr Kimber said sales were buoyant in the first half of last year but there had been dramatic change in quarters three and four.

He forecasts that sales will remain in the doldrums for much of 2009 but should start heading upwards again by the end of the year.

However, he admitted: “This is just a prediction but does anyone really know?”

One thing is clear though. Mr Kimber said: “The fundamentals of running a fleet of vans haven’t changed. Customers want reliable, cost-effective vehicles and that is exactly what we will continue to offer.

“We remain confident and focused. And now is a good time to go to a dealer – he’s got a good deal waiting.”

As an example of Ford’s cost-effectiveness, Mr Kimber drew up a list of prices which revealed that the Transit costs comparatively less now than it did in 1995, while specification has increased enormously.

A short wheelbase model with 900kg payload cost £12,270 in 1995 – equivalent to £17,001 using the latest 2007 retail price index figures.

A similar van in 2009 costs £14,920 and includes what would have been £3,860 of paid-for extras back in the 1990s, such as ABS brakes, power steering, ESP traction control and a full bulkhead.

Mr Kimber said: “A loaf of bread cost 7p in 1995 and today it is 17 times more expensive. With vans, customer expectations in terms of driver comfort and safety have risen considerably since 1995 but the price hasn’t.”

Max power

Ford has gone above the magic 3.5-tonnes gross vehicle weight barrier – and how.

The Jumbo High Roof features not only a payload of 2,184kg and a load length of 4,107mm but also a stonking 200bhp 3.2-litre diesel powerplant which imbues it with an almost unreal amount of power.

This van, which looks like a Transit after a hefty dose of steroids, features twin rear wheels, 14.3 cubic metres of loadspace and a massive 346lb-ft of torque.

The downside, of course, is that weighing in at 4.6 tonnes gvw, this model is restricted by law so that the roaring tiger suddenly turns into a mewly pussycat at the magic 56mph.

So driving this model is a curious experience. No red-blooded bloke could get behind the wheel without giving it a hefty dose of right foot – and from standing, the Jumbo lurches forward at a staggering pace. It’s so frustrating to get to 56mph in such a short time, only to be pulled up dead and watch as all the cars go by in the overtaking lane.

Well, that’s the law for you and van drivers had better get used to it, because word on the street is that soon, all panel vans will be similarly restricted.

Our test vehicle weighed in at £30,925 ex-VAT, but was specced up with air conditioning, cargo rails in the rear and parking sensors as extras.

Being a Transit, ESP traction control and ABS brakes come as standard and I was pleased to note that among the other standard goodies was hill launch assist, a Quickclear heated windscreen, power windows and mirrors and rain-sensing front wipers.

Max usefulness

Ford is aiming for the local authority market with a very useful double chassis-cab utility truck.

Our test model was equipped with that stonking 200bhp engine, which we wouldn’t recommend here for fleet purposes – the smaller 2.4-litre unit with 100bhp, 115bhp or 140bhp should do very nicely as these vehicles are unlikely to spend much time on long motorway journeys.

In the cab are the usual three seats but the second part features a lockable windowless room which will hold a hefty amount of tools and equipment, hidden well away from prying eyes.

Meanwhile the dropside end will carry 1,152kg while the body length is 2.85 metres – or 9ft 4in to us old uns.

For £27,935 ex-VAT, our test model had the standard items mentioned above plus an appearance and premium visibility pack that included body-coloured front bumper, Quickclear windscreen, rain sensing wipers and foglights.

Max style

Aimed more at owner drivers who want to cut a dash on the roads as well as running a business, the Transit Sportvan certainly looks the part, with sporty stripes at the front, front and rear lower spoilers, 18in alloys and jaunty twin exhaust pipes.

At £20,395 ex-VAT, it’s all about looks as under the bonnet there is a standard 140bhp 2.4-litre diesel engine – and in fact those twin exhausts are purely end pieces there for show.

However, that 140bhp (and, more to the point, 258lb-ft of torque) translate into a very nifty performance on the roads and most drivers, including me, will be delighted with what’s on offer.

Max tippability

Yes, we know there probably isn’t such a word as tippability but how else would you describe a tipper truck that not only sheds loads to the rear but also to each side?

You can’t say Ford isn’t trying to cover every angle, can you?

The standard model weighs in at £21,290 ex-VAT and offers a payload of just under a tonne, with a body length of 3.2 metres.

Max capacity

The Transit box van is for those who need capacity above payload.

It will swallow 17.1 cubic metres of cargo but as a payload figure wasn’t available at the launch event, we can assume it isn’t going to be great as the box body looks fairly hefty.

Standard price is £29,785 and includes an aero cab head for increased fuel efficiency, a birch ply floor and slam-shut slat shutter.

Max efficiency

Ford has introduced a small but effective gadget to help drivers maximise fuel efficiency.

SIL stands for shift indicator light and it’s simple yet effective.

Located in the instrument cluster, it lights up briefly at the optimum time to change to a higher gear.

It doesn’t operate during periods of high acceleration, braking or when the clutch pedal is depressed.

Ford says changing when the light says so can improve fuel-efficiency, cut down on emissions and reduce wear and tear. It comes as standard on the double-cab utility.