VOLKSWAGEN CADDY
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Avehicle badged as the Caddy has been around for some time with a more than passing resemblance to a high-cube van—this was the old Caddy pickup fitted with a Windfoil GRP top. The old Caddy might still be around but for outside factors halting its production in Sarajevo. The new Caddy is Volkswagen's first purpose built high-cube van and first entry into a highly competitive market against the Ford Courier, Vauxhall Combo and Seat Inca.
Following the traditional highcube formula, the front of the van is car-derived—in this case engine, transmission, dashboard and doors are from the Polo— while the rear is specifically designed to carry loads.
A choice of three engines is offered: a 1.4-litre petrol model, the 1.9-litre indirect-injection diesel unit tested here and, soon, a 1.9-litre direct-injection diesel.
How good the Caddy will be is somewhat anticipated by the fact that it's essentially the same vehicle as the Seat Inca—which we found to be a good van (CM 28 March-3 April), For a couple of hundred pounds more, VW offers slightly better specifications and a wider choice of options.
The Caddy returned a laden fuel consumption of 40.1mpg on our Kent test route. That this is some three miles per gallon short of the Inca can be explained by the atrocious traffic on the M25 and the temptation of the air conditioning which remained on. If we give the Caddy the benefit of the doubt and add a few miles per gallon it turns out to be a good but not great figure— less than the more expensive Courier and Combo, more than the cheaper Fiorino.
The Caddy's real strength is in its payload. While 550kg represents a class-leading figure (apart from heavy-duty versions of the Combo and Extra), the load area itself exudes quality and durability. There are no intrusions into the load area bar the necessary ones from the rear wheels. Six tiedown points look indestructible and a fitted rubber load mat and half height liner come as standard.
The load volume according to VW is 2.9m3 but this is the optimistic SAE figure rather than the more practical VDA measurement. The Inca's VDA is 2Ani:', and this is the better guide to the Caddy.
A moulded plastic bulkhead is included —it's solid up to half way, the rest is mesh. The whole thing is fairly solid. It doesn't cut out any of the noise from the load area but should provide adequate protection for driver and passenger.
The asynunetric rear doors are of dubious benefit. The thinking is that they allow you to open just one door for loads of medium size. But being designed for left-hand drive, the larger door forces the driver almost on to the road instead of loading from the pavement. However, rear visibility is slightly better than it would he with samesize doors.
As you would expect from VW, the overall build quality of the load area is excellent. The doors, which open to 900 or 1800, are solid and the rear windows come with heater and wash/wipe.
One of the problems faced by van makers is the balance between the laden and unladen performance of the vehicle. What you get with the Caddy is very little difference between the two. This has its upsides and downsides.
On the upside the acceleration doesn't suffer much. We didn't do any comparative time tests but the feeling of gaining speed is only slightly less. The downside is that the ride doesn't calm down. The double leaf springs at the rear bounce you around a fair bit and you hope things will be noticeably different when laden. Not so. There's a little less trampoline effect but overall the ride is firm compared with Ford's Courier and Vauxhall's Combo.
If the ride lets the Caddy down, the handling goes some way to making amends. Anti-roll bars at the front do their job and the little van goes around corners fast enough with just a little predictable understeer.
The brakes are again unaffected by the load and work well once engaged, but there's a little niggle here with the pedal travel. You do get some response from a feather touch but serious performance from the front discs and rear drums comes much further down.
Other factors that make up the driveability of the Caddy are very satisfying: power-assisted steering that gives the right amount of assistance; a smooth gearbox (barring a slight baulking into second); and good visibility from the neat double stalk-mounted mirrors. These are also adjustable from the inside.
What to say about cab comfort? It's hard to remain objective as our test vehicle came with air conditioning during the week that heat Corfu for heat. Now's not really the time to offer a eulogy to
air conditioning especially when it's not standard. But if you've got £700 to spare, splash out.
Full marks for the stowage space. A compartment under the steering column is particularly welcome. hut you also find an overhead document holder, glovebox, cubbyhole under the radio and door pockets.
In general everything is well laid out but something has to be said about the position of the horn. The two buttons either side of the column are presumably to allow easy use. The only problem is it's too easy. It took our tester a while to work out it wasn't other people honking him during threepoint turns!
So not many surprises here. Like its near twin sister, the Inca, the Caddy is an accomplished allround van. Two related questions remain according to your viewpoint: why buy the Caddy when you can get the same model for £200 less, or why buy the Inca when, for £200 pounds more you can get a Volkswagen? The main things to bear in mind, if you're not sure, is that the Caddy is slightly higher spec and has a wider range of extras.
The Inca has a three-year unlimited mileage warranty plus AA recovery and Home Start service, while Volkswagen only has 12-month warranty and threeyear Van Centre Rescue service.
Finally, Volkswagens have a fair reputation for holding their value . It will he interesting to see if this will tip the balance in the Caddy's favour.
L by Charles Young