Ford Transit

Manufacturer	Ford Motor Company
Production	1965–present
Assembly	Cologne, Germany (1953−1965) Genk, Belgium (1965−2000)[1][2] Langley, UK (1965−1972) Southampton, UK (1972−present) Amsterdam, Netherlands (1975–1981) Kocaeli, Turkey (Ford Otosan, 1976−present)[3][4][5] İnönü, Turkey (Transm. and engine, 1982−present)[6] Płońsk, Poland (CKD, 1995−2000)[7] Obchuk, Belarus (Ford Union, CKD, 1997−2000)[8][9][10] Hai Duong, Vietnam (1998−present)[11] Nanchang, China (Jiangling Motors, 2006−present) Tatarstan, Russia (Ford Sollers, 2012–present)[12]
Predecessor	Ford Thames 400E Ford E-Series (from 2013-)
Class	Van
Body style	3/4-door Van 2-door Pickup 4-door Minibus 4-door Crew cab 2-door Chassis
Layout	Front-engine / Mid-engine Front-wheel drive / Rear-wheel drive / Four-wheel drive
Platform	1st Gen (1965-1986) 2nd Gen (VE6/VE64/VE83) (1986-2000) 3rd Gen (VE184/VE185/VE347/VE348)(2000-present)

The Ford Transit is a range of panel vans, minibuses, and pickup trucks, produced by the Ford Motor Company in Europe.

The Transit has been the best-selling light commercial vehicle in Europe for 40 years, and in some countries the term "Transit" has passed into common usage as a generic term applying to any light commercial van in the Transit's size bracket.^[13]

Although the Transit name has been in use by Ford since 1953, the first definitive Transit platform was launched in 1965. Since then, six million Transits have been produced across three basic platform generations (first debuting in 1965, 1986 and 2000, respectively), with various "facelift" versions of each, carrying various generation and model designators depending on market.

The global, fourth-generation Transit will be officially unveiled in April 2012,^[14] and will partially replace the Ford E-Series range in North American markets.

The Transit is a commercial vehicle, while the Ford Tourneo, however, is a minibus entirely based on the Transit featuring back seats and back windows as an ordinary car. Both the Tourneo and Transit run on parallel, so if for instance there is a new/facelifted Transit introduced, the Tourneo will get the same.

1953–1965 Ford Transit[link]

Known in Germany as the "first generation" Transit

1964 Ford Taunus Transit

Unlike the British-built Transit "family", the first production Ford to wear the "Transit" badge was a van built in Ford's Köln (Cologne) plant in Germany. It was introduced in 1953 as FK 1000 (Ford Köln carrying 1,000 kg). From 1961, this vehicle was called the Ford Taunus Transit. Production of this model ceased in 1965.

Naming system[link]

The German vehicle was not widely exported, and the "Mark 1" tag has commonly been applied, retroactively, to the 1965 to 1978 British model (see below). Whilst there have been three basic Transit platforms since 1965, the various facelifts and upgrades over the years have been referred to using a conflicting range of "Mark" numbers, with some sources counting a facelift as a new "Mark", some not. Ford's own historical look back at Transit production, published for the launch of the 1994 model, avoids the issue by referring to generations of Transit by years produced.^[15] This article attempts to make mention of all the common naming systems.

1965–1978 Ford Transit[link]

UK "Mark 1"; Germany "Second generation"

Mark I long-wheelbase Ford Transit with twin rear wheels and widened arches

Mark I (UK numbering) Ford Transit Minibus post-facelift

Ford Transit Ice cream van with the restyled longer bonnet

The first Ford Transit proper was introduced in October 1965, and has been in continuous production in three basic generations to the present day. The van was produced initially at Ford's Langley facility in Berkshire, England (a former Second World War aircraft factory which had produced Hawker Hurricane fighters), but demand outstripped the capability of the plant, and production was moved to Southampton, where it has remained. Transits have also been produced in Ford's Genk factory in Belgium and also Turkey. Transits have been produced in Amsterdam for the local market from the mid 1970s until the end of 1981. This factory had ample capacity, since the Ford Transcontinental produced there had little success (total production 8000 in 6 years). Although the Transit sold well in the Netherlands, it was not enough to save the factory, which closed in December 1981. The Transit is also produced in China for the Chinese market.

The Transit was introduced to replace the Ford Thames 400E, a small mid-engined forward control van noted for its narrow track which was in competition with similar-looking but larger vehicles from the BMC J4 and J2 vans and Rootes Group's Commer PB ranges. In a UK market segment then dominated by the Bedford CA, Ford's Thames competitor, because of its restricted load area, failed to attract fleet users in sufficient numbers. Ford switched to a front-engined configuration, as did the 1950s by Bedford with their well-regarded CA series vans. Henry Ford II's revolutionary step was to combine the engineering efforts of Ford of Britain and Ford of Germany to create a prototype for the Ford of Europe of today—previously the two subsidiaries had avoided competing in one another's domestic markets but had been direct competitors in other European markets.

The Transit was a departure from the European commercial vehicles of the day with its American-inspired styling—its broad track gave it a huge advantage in carrying capacity over comparable vehicles of the day. Most of the Transit's mechanical components were adapted from Ford's car range of the time. Another key to the Transit's success was the sheer number of different body styles: panel vans in long and short wheelbase forms, pick-up truck, minibuses, crew-cabs to name but a few.

The engines used in the UK were the Essex V4 for the petrol-engined version in 1.7 L and 2.0 L capacities. By using relatively short V-4 engines Ford were able to minimise the additional length necessitated to place the engine ahead of the driver.^[16] Another popular development under the bonnet was the equipping of the van with an alternator at time when the UK market competitors expected buyers to be content with a dynamo.^[16] A 43 bhp (32 kW) diesel engine sourced from Perkins was also offered. As this engine was too long to fit under the Transit's stubby nose, the diesel version featured a longer bonnet. The underpowered Perkins proved unpopular, and was replaced by Ford's own "York" unit in 1974. For mainland Europe the Transit had the German Ford Taunus V4 engine in Cologne 1.7- or Essex 2.0-litre versions. The diesel version's long nose front was also used to accommodate the Ford 3.0-litre V6 in vans supplied to police and ambulance services. In Australia, the long-nose diesel front was used to accommodate an inline 6-cylinder engine derived from the Ford Falcon.

According to the show Top Gear, British police have reported that in the 1970s 95% of all robberies in which the criminals used a vehicle, involved this type of Ford Transit.^[13]

The adoption of live axles front and rear in place of a system incorporating independent front suspension that had featured on its UK predecessor might have been seen as a backward step by some, but on the road commentators felt that the Transit's wider track and longer wheelbase more than compensated for the apparent step backwards represented by Ford's suspension choices.^[16] Drivers appreciated the elimination of the excessive noise, smell and cabin heat that resulted from placing the driver above or adjacent to the engine compartment in the Thames 400E and other forward control light vans of the 1950s and early 1960s.^[16]

Together with the facelifted 1978 version (see below), this would be the longest lived of the Transit platforms, remaining in production for a total of 21 years.

1978–1986 Ford Transit[link]

UK "Mark 2"; Germany "Third generation"

Late Mark II Ford Transit

Ford transit sst

In March 1978, a facelifted version—commonly known in some markets as the "Mark 2" model—debuted with a restyled nose section, new interior, and the introduction of the Pinto engine from the Cortina in place of the Essex V4. Many fleet owners experienced premature camshaft wear in early Pinto units in the Cortina and for two years the Transit 75 was available with the 1.6 L Ford Kent "Xflo" engine. High-performance versions intended for police or ambulance use used the 3.0 L V6 version of the Essex engine, Australian variants had 4.1 L (250 cu in) inline 6-cylinder engines.

In 1984, the York diesel engine was redesigned into the 2.5 L "DI" (direct injection) unit. At this time this generation received a minor facelift including a grey plastic front grille with integrated headlamp surrounds, wrap around indicators, longer bumper end caps and multifunction rear lights incorporating fog, indicator, reversing and side lights for the panel van. This facelift did not commonly result in a new "Mark" number.

The Mark II was available in 6 body styles: Van, Kombi, Chassis Cab, Parcel Van, Bus and Crewbus all available in short-wheelbase (2690 mm) and long-wheelbase (3000 mm) versions. A selection of 5 engines was available: 1.6-litre OHC Petrol, 1.6-litre OHV Petrol (Kent), 2.0-litre OHC Petrol, 2.0-litre OHC Petrol (Economy) and 2.4-litre Diesel. On top of this were 32 door combinations, 6 axle ratios and options for 12 - 17 interior seats. All of these were available in any combination when purchased with Ford's highly customizable custom plan. At the time this gave the business sector an unprecedented amount of flexibility, which was a major factor in the vehicles' ultimate success.^[17]

1986–1991 Ford Transit & 1991–1994 minor facelift (VE6 & VE64 after facelift)[link]

UK "Mark 3" and "Mark 4" after facelift; Germany "Fourth generation"

Ford Transit 1986–1994

The second generation Transit platform appeared in January 1986 and was notable for its all-new bodyshell which was of "one-box" design (i.e. the windscreen and bonnet are at the same angle), and the front suspension was changed to a fully independent configuration on SWB versions. The engine range was carried over largely unchanged from the last of the 1978-85 generation models, although in 1989 the high-performance 3.0 V6 petrol was replaced by the Cologne 2.9 EFI V6. A subtle facelift in 1992 saw the fully independent front suspension adopted across the range, whilst a redesigned floor plan allowed the use of single, rather than paired, rear wheels on the LWB derivative, further increasing payload—these models are identifiable by the slightly more rounded front headlamps.

This generation of Transit was used by Jeremy Clarkson in Top Gear's Man With Van Challenge, finishing second (vs a tiny Suzuki Super Carry and huge LDV Convoy). This involved buying a van for under £1000, and several tests representing (stereo)typical van use: a quarter-mile drag race (cross-city speed); loading, carrying, and disgorging a load of furniture (space, access); tailgating (visibility, control); replacing a "damaged" door (maintenance); a police chase (handling), etc. The Transit upheld its reputation for agility by performing particularly well in the final chase, "resisting arrest" much longer than the slow LDV and unstable Suzuki, which overturned at the first curve.

1994–2003 Ford Transit (VE83)[link]

UK "Mark 5"; Germany "Fifth generation"

Ford Transit 1994–2000 generation, LWB high roof

A major facelift to the Transit in 1994/5 gave the Transit a new nose and dashboard, along with the 2.0 L DOHC 8-valve engine as found in the 1994 to 1998 Ford Scorpio. It is similar to the earlier Sierra DOHC unit but without the distributor and uses the updated OBD II-compliant EEC-V level engine control unit. Some of Ford's 16-valve engines, such as those found in the Scorpio, Escort RS2000 and Galaxy were also based on this block. At the same time air conditioning, electric windows, central locking, electric mirrors and airbags were all made available as optional extras.

The turbo diesel version came in 85 PS (63 kW), 100 PS (74 kW) and 115 PS (85 kW) version with an electronic fuel pump.

For the 30th anniversary of the Transit in 1995 Ford released a limited edition model called the Transit Hallmark. Six hundred were made and were available in three colours with 200 being made in each.

In Europe the VE83 Transit was available up to 2000, but in Vietnam it was built up to 2003 when it was exchanged in June for the new generation.^[11]

2000–2006 Ford Transit (V184/5)[link]

UK "Mark 6"; Germany "Sixth generation"

Ford Transit 2000-06

Ford Transit 2000-06 generation as motorhome

The next Transit, introduced in July 2000, was the third all-new design, and borrowed styling cues from Ford's "New Edge" designs like the Focus, and Ka. Developed by Ford in the United States, the main innovation is that it is available in either front- or rear-wheel drive. Ford nomenclature makes this the V184 (rear-wheel-drive) or V185 (front-wheel-drive) model. This model features the "Puma"-type Duratorq turbo diesel engine also used in the 2000 Mondeo and Jaguar X-Type, with the petrol versions moving up to the 2.3 L 16-Valve edition of the straight-4 engine. With this engine, the Transit can reach 60 mph (97 km/h) in 21 seconds and reach a top speed of 93 miles per hour (150 km/h), returning it to car-like performance as claimed for the earliest models. A demonstration of this model's speed was shown on Top Gear in 2005, where German race driver Sabine Schmitz attempted to drive it around the Nürburgring in under ten minutes, matching Jeremy Clarkson's time in a turbodiesel Jaguar S-type; she was unsuccessful, but only by a few seconds.

This version won the International Van of the Year 2001.

The Durashift EST automatic transmission (optional on all rear-wheel-drive models) features controls mounted on the dashboard, a specially adapted manual mode, tow-haul mode, economy mode and winter mode.

2002 saw the introduction of the first High Pressure Common Rail diesel engine in the Transit, with the launch of the 125 PS (92 kW) HPCR 2.0-litre in the FWD. Production of the van started at the new Ford-Otosan plant in Kocaeli, Turkey which saw the end of all production at the Genk, Belgium plant which had been producing Transits since 1965. This coincided with the introduction of the Transit Connect (also produced in Kocaeli), a smaller panel van based on the C170 (Focus) platform and aimed at replacing the older Escort and Fiesta based models. Despite the name, the Connect has no engineering commonality with the full-size Transit.

2003 saw a new instrument cluster with a digital odometer.

2004 saw the launch of the first RWD HPCR, the 135 PS (99 kW) 2.4-litre variant that also introduced the 6-speed MT-82 RWD gearbox.

The five millionth Transit rolled off the Southampton line on Monday, 18 July 2005 and was donated to an English charity.

2006–present Ford Transit[link]

China (VJX6541DK-M)[link]

Ford Transit

Production	2006–present
Platform	JX6541DK-M
Wheelbase	140.55 in (3,570 mm)
Length	213.31 in (5,418 mm)
Width	77.27 in (1,963 mm)
Height	87.87 in (2,232 mm)
Kerb weight	1,920 kg (4,233 lb) to 2,030 kg (4,475 lb)

The Ford Transit VJX6541DK-M is the Chinese version and it based on its predecessors of the fourth and fifth generation. This generation is only built in Nanchang by Jiangling Motors and is reserved for the Chinese domestic market. Remarkable are the much larger headlights and the larger grille. The model was launched to the market in 2006. Overall, the generation have 70 improvements to its predecessor. The interior has been changed and made more ergonomic. Power windows are standard, but ABS is optional. The Chinese Transit is available with two diesel engines and one petrol. One of them has a power of 67.6 kW (Type JX493ZQ3), the other 68 kW (JX493ZQ4). Both diesels have a capacity of 2771 cc. The Petrol version uses a Ford Barra engine 190 kW inline-6 motor. The top speed is specified at 68.35 mph (110 km/h). The Chinese Transits have a VIN in following form: LJXBMCH1××T××××××.

The European 2006 Ford Transit went into production in 2008. On the Chinese market it is known as the New Transit. It is offered parallel to the 2006 China generation. The two facilities are currently manufacturing 300,000 units annually. Ford and Jiangling want to open a third plant in late 2012 to increase the annual production to further 3,000 units.^[18]

In January 2010, the Toyota recalls affected the products of the Ford Group because Ford used the same supplier (CTS Corporation). It was suspected that the accelerator pedals were defective and posed a danger. About 1600 Ford Transits of the 2006 China generation were affected by the recall.^[19]

The European models of the VE6 and VE8 generation can be given an aftermarket facelift to the Chinese version. This needs the Chinese components and manual skills.^[20]

Europe (V347/8)[link]

Ford Transit

Production	2006–present 2008–present (China)
Engine	2.2L Duratorq TDCi I4 2.4L Duratorq TDCi I4 3.2L Duratorq TDCi I5 2.3L Duratec I4[21]
Transmission	5-speed manual 6-speed manual
Wheelbase	147.6 in (3,749 mm) – 170.0 in (4,318 mm)
Width	80.0 in (2,032 mm)
Kerb weight	1,800 kg (3,968 lb)[22] (2.2L Duratorq, medium wheelbase, medium roof, panel van)

UK "Mark 7"; Germany "Seventh generation"

In August 2006, the Transit received a facelift to the body, including new front and rear lights, a new front end and a new interior featuring the gearstick on the dashboard and Ford's new corporate radio design. Besides the styling changes, the powertrains were revised. The old petrol engine was replaced with one from the Ford Ranger, the front-wheel-drive diesel went from 2.0 to 2.2 litres capacity, and all diesel engines gained high-pressure common rail (TDCi) systems. The powertrains were changed to meet new emissions legislation. The new version (Ford nomenclature V347 for front-wheel drive and V348 for rear-wheel drive) won International Van of the Year for 2007 despite tough competition from several all-new rivals.

Ford Transit Sport

Mid 2006 saw the launch of the "Sport Van", a limited production Van featuring the 130 PS (96 kW) engine with additional styling parts, "Le Mans" stripes and 18-inch alloy wheels.

Late 2007 saw the launch of the 140 PS (103 kW) engine for front wheel drives (replacing the 130 PS) complete with the VMT6 6-speed transaxle to cope with the extra power.

The 6-speed transaxle was introduced on the mid-power FWD in late 2008 when the 110 PS (81 kW) engine was upped to 115 PS (85 kW).

In late 2008, the "coated Diesel Particulate Filter" (cDPF)—designed to meet higher emission standards than the current Euro IV requirement—was introduced as an option on all diesel engines.

Special editions[link]

County 4x4[link]

Mk3 County 4x4 Transit

A handful of companies offered four-wheel-drive conversions, such as County Tractors of Knighton in Powys,^[23] who converted vans on behalf of Ford as a Special Vehicle Operations factory option. The first Transit County models were based on the Mk2 Transit model, both long and short wheelbase. The conversion used a Dana 44F front axle and a NP208 transfer box, both lifted from the Ford Bronco, coupled to the regular Transit engine, gearbox and rear axle using three custom propshafts. The Transit rear axle was retained, mounted to a rear subframe or 'lift cradle' to give the extra ride height. Other modifications were 16-inch wheel rims, locking front hubs, a heavy-duty steering box and 305 mm diameter front brake discs.

With the introduction of the Mk3 Transit in 1986 came the next generation of the County 4x4. This would prove to be a very popular and successful version of the County Transit 4x4, and the last to use the Dana beam axle layout. Later County 4x4 models switched to using an independent front suspension setup which was inherently more complex in design than the earlier beam axle models. Later panel vans also lost the twin-wheel rear axle that had been fitted on earlier LWB versions.

Mainly used by utility companies such as National Grid, the Ministry Of Defence, and by mountain rescue teams, the Transit County 4x4 proved to be a capable vehicle both on and off road, with the ability to carry both crew and equipment just about anywhere.

Design and supply of drivetrain components for County 4x4 models passed to Countytrac, a division of M.J. Allen Ltd, who are still involved in the development of the latest Mk7 AWD Transit and Connect models.

Transit XXL[link]

Ford Transit XXL

To celebrate the Transit's status as International Van of the Year 2007, Ford built this stretch style van — the Transit XXL. It is a unique special that is among the most expensive Transits ever.^{[citation needed]}

2013 Ford Transit "prototype" (North America: T-Series)[link]

UK "Mark 8"; Germany "Eighth generation"; North America "T-Series"

In September 2011 a prototype Transit was spotted in the Austrian Alps being road tested.^[24][25] Designed by Paul Campbell of Ford of Europe,^[26] in March 2012 Ford showed the first official shots of the van in Tourneo (passenger) format.^[27] This revealed that the external design takes styling cues from Ford of Europe's Kinetic Design philosophy, with a cab and dashboard design showing influences from the third generation Ford Focus.

The global launch of the fourth generation Transit will take place at the 2012 Commercial Vehicle Show at the National Exhibition Centre in Birmingham, England.^[26][28]

From launch, the Transit has never been officially sold in North America, despite in part being developed by Ford of Europe engineers at Dearborn. The model's only foray into the Americas so far has been in Mexico where the Transit debuted in 2007. Ford has stated that the fourth generation Transit platform will be global, also acting as a replacement for the long running E-Series range in the United States and Canada.^[29]

In October 2011, Ford confirmed the North American version, as the United Auto Workers revealed the retooling of the facility in Kansas City, Missouri for its assembly. Ford also registered trademark applications for Ford T-250, T-350, T-450, and T-550, which indicates that the Transit will likely follow the same naming scheme as the E-Series to differentiate itself from the smaller, mechanically unrelated Transit Connect that was introduced in North American in 2010.^[30][31]

Due to its four-cylinder diesel engines, manual transmission, lower weight and more aerodynamic design, the Transit is considerably more fuel efficient, although less powerful than the E-Series, which is a mainstay with a V8 and automatic transmission. Currently the E-Series competes in North America with the Mercedes-Benz Sprinter, one of the Transit's main rivals in Europe.

Media[link]

A number of promotional Supervans were built, combining the outline and appearance of the Transit with the chassis and performance of a sports racing car.

A Mark 6 Ford Transit was used in a segment on BBC's Top Gear TV show. The show was broadcast on 10 July 2005. In the segment, Sabine Schmitz drove the Transit around the Nurburgring to see if she could beat presenter Jeremy Clarkson's time in a Jaguar S-Type Diesel of 9 minutes 59 seconds. However, her best time was 10 minutes 8 seconds despite reducing the weight of the van.

A modified Mark 3 Transit was also used in Top Gear Australia's Ashes Special and Top Gear series 16 episode 2, where Richard Hammond (UK) raced the van against a Holden VE Ute driven by Shane Jacobson (Australia) in a drag race. Unknown to Hammond and the Australians, the van was powered by a turbocharged Jaguar XJ220 engine.

References[link]

External links[link]

Wikimedia Commons has media related to: Ford Transit

• Ford official website

Sabine Schmitz
Schmitz, in 2007
Born	(1969-05-14) 14 May 1969 (age 43) Adenau, Germany
Other names	Sabine Reck, SpeedBee, Queen of the Ring
Occupation	Racing driver, Television personality
Website
http://www.speedbee.de

Sabine Schmitz (Sabine Reck while married; born 14 May 1969), is a German former professional motor racing driver for BMW, now known for driving the BMW "Ring taxi" around the Nürburgring race track as well as being a television personality. From the start of 2011, Sabine no longer drives the BMW Ring Taxi.

Biography[link]

Born to the local hotel and restaurant owning Schmitz family, Sabine and her two elder sisters grew up in the "Hotel am Tiergarten" (in the basement of which is the Pistenklause restaurant) in Nürburg within the Nürburgring Nordschleife.^{[1][dead link]}

Schmitz trained as Hotelfachfrau and Sommelière. During her marriage to a hotelier she lived in Pulheim, but after her divorce in 2000, up until 2003, she owned a bar-restaurant in Nürburg named the Fuchsröhre (Foxhole) after a track section. In 2004^{[citation needed]} she qualified as a helicopter pilot.^[2]

Following occasional drives with the family car on the Nordschleife, all three sisters started racing, but only Sabine continued and collected victories. Schmitz won in CHC and VLN race events, the VLN endurance racing championship in 1998, and is the first woman to win a major 24h race, the 24 Hours Nürburgring, in 1996 and 1997, all with a BMW M3 entered and co-driven by local veteran Johannes Scheid. In 2006 Schmitz and Klaus Abbelen drove the #97 Porsche 997 in the Nürburgring VLN endurance racing series, entered by Land Motorsport. They finished a strong third in the 24h 2008, beaten only by the factory-backed Manthey-entered winners of 2007 and 2006.

Nürburgring[link]

Schmitz came to mass public attention driving one of the two BMW M5 "Ring taxi" around the 20.8 km long race track in an entertaining manner.

According to her own estimates, Schmitz has gone around the track more than 20,000 times, increasing by approximately 1200 per year. Her familiarity with the circuit earned her the nicknames "Queen of the Nürburgring" and "the fastest taxi driver in the world". She says her favourite parts of the track are Schwedenkreuz and Fuchsröhre.^[3]

Claudia Hürtgen is her main rival, winning the championship in 2006, and scoring pole and victory in the third VLN race of 2008, with a BMW Z4.

Her company, Nürburgring-based Sabine Schmitz Motorsport, offers advanced driver training and a "Ring Taxi" service for passengers.

Television career[link]

As a result of her popularity as "the fastest taxi driver in the world", and charisma, Schmitz became an occasional motorsport guest commentator, known for her gleefully dry descriptions of driving incidents. Since September 2006, Schmitz has co-hosted a motoring show on German television, D Motor on the DMAX TV channel. In each show, Schmitz takes on another challenge, for example Schmitz in a Ferrari 360 vs. a 1200 hp Race Truck, or Schmitz in a Formula Renault race car vs. a race sidecar.

In December 2004, Schmitz gained recognition in the United Kingdom after appearing in the BBC television show Top Gear with presenter Jeremy Clarkson. After Clarkson (under her tutelage) set a lap time of 9 minutes 59 seconds around the Nürburgring in a Jaguar S-Type diesel (Season 5, Episode 5), she castigated his best lap with the comment "I tell you something, I do that lap time in a van". She did a lap in the Jaguar S-Type, and set a time of 9 minutes 12 seconds, beating him by 47 seconds. When trying to film Schmitz as she drove the S-Type, the film team couldn't keep up so they used Jaguar test driver Wolfgang Schubauer to drive the Jaguar S-Type R chase car,^[4] which means that much of the lap shown on the episode was not the first lap where she set the 9 min. 12 sec. lap time.

Thus, in her second appearance on Top Gear, she actually drove a Ford Transit Diesel in an attempt to beat Clarkson's time set in the Jaguar S-Type diesel. Her final time with the Transit was 10 minutes and 8 seconds (Season 6, Episode 7). For this final lap the van was stripped and streamlined at the front with gaffer tape (Schmitz's belt, hubcaps, spare wheel, toolkit and Richard Hammond were removed) and a Dodge Viper was driven in front to help keep the "air clean" by providing a good slipstream to travel through.

Her first appearance on British television, however, was on the 2002 BBC programme Jeremy Clarkson Meets the Neighbours, where she takes Jeremy around the Nürburgring in the "Ring Taxi".

Her third appearance was at the 2005 Top Gear Awards to collect the award for 'Best German' (Season 7, Episode 6).

In 2007, she appeared in Clarkson's Supercar Showdown DVD where she raced an Audi R8 against The Stig in a Porsche 911 GT3 (the Stig won).

Schmitz also appeared in the sixth episode of the Top Gear's 11th series, in a competition between the German motoring equivalent of Top Gear, on which she features, and the British Top Gear team. Both groups engaged each other in a series of challenges, in which Schmitz raced the Top Gear team in a double decker car race, and Clarkson in a one-on-one Mini challenge. She was victorious in both her events; however, due to the timely intervention of James May (dressed suspiciously like The Stig), the overall result was a win for the Top Gear team.

It is rumoured that Schmitz has taken on the role of the Stig in BBC 2's Top Gear in place of 'outed Stig' Ben Collins.^[5]

Race results[link]

• 24 Hours Nürburgring: Overall winner in 1996 and 1997 (BMW), third in 2008 (Porsche), ninth in 2011 (Porsche)

References[link]

External links[link]

• SpeedBee (formerly Sabine Schmitz Motorsport)
• BMW Ring Taxi review by Ian Bevis
• 2006 Team website
• Report on "Ring-Taxi"
• The Fastest Taxi Driver In The World
• BMW Ring-Taxi

Video footage[link]

• Schmitz on the Nürburgring followed by a Porsche 996 GT3 Google video
• Schmitz at the ring, tuned Porsche GT2 vs Caterham CSR260 YouTube video, German
• Nordschleife Tours - Nürburgring Google video, English, Sabine Schmitz at 10:02,20:00
• Part 1, Part 2 One Lap with Ford Transit (diesel) in 10:08 at TopGear
• Dmotor challenge: Schmitz in a 500hp Dodge Viper vs. a 164hp race kart with a Honda CBR 1100 Blackbird engine YouTube video, German