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by Stephen Gray pictures by Harry Roberts THE introduction . by
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Volkswagen of the LT range of light commercial vehicles last year marked that company's diversification into the over one-ton market.
Previously VW's only commercial was the type 2 delivery van which used a rear mounted fiat-four air cooled petrol engine driving the rear wheels via a trans-axle unit.
The LT is a complete reversal of ttlat design, having a water cooled engine mounted at the front and driving the rear wheels through a four-speed gearbox, prop shaft and rear axle.
When the LT was first Imported into Britain, it was available only with a two-litre (122cu in) petrol engine derived from the then Audi 100 car series Since the middle of this year, however, a 2 7-litre (156cu in) Perkins diesel engine can be specified for an additional f.:554 including VAT.
Fuel consumption
• The fuel consumption of the petrol engined LT31 which CM TESTED (March 5, 1976) was disappointingly high, but a recent test of the LT 35 panel van fitted with the diesel unit showed just how much more economical it is.
Over our Midland test circuit it returned a creditable 10.9 litre/100km (25.8mpg) which makes the 17 5 litre/100km (16,1mpg) brought in by the petrol version look very poor indeed. Admittedly the LT31 was fitted with a Luton boxvan body, while the 35D was a panel van, but nearly 7.0 litre/100km (10.0mpg) difference is remarkable especially as the 35D is the largest vehicle in the range.
For some reason it was most economical on the section of our test circuit between Minster Lovell and Hemel Hempstead. Here it returned an impressive 9.5 litre /100km (29,6mpg) when driven at an average speed of 59.9km /h (37.2rnph). Traffic was very light but this part of the route has several steep hills including Amersham Hill out of High Wycombe.
On the first part of the test, along M1 from Hemel Hempstead through to the end of the M45, the VW recorded its worst fuel consumption figure of 12.5 litre/100km (22.6mpg), although this was at the high average speed of 90.9km / h (56.5mpg). Between the M45 and Minster Lovell, the figure rose to 11.1 litre /100km (25.4mpg) and this is probably a fairly representative consumption as the route encompases both urban and rural conditions. It was on this part of the Midland circuit that my chief complaint about the Volkswagen was highlighted.
The gear ratios, which are the same for both petrol and diesel models, seem poorly chosen especially the wide gap between second and third.
Any four-speed gearbox tends to be a compromise on ratios in order to get a reasonable fuel consumption while still remaining acceptable speeds in gear and acceleration figures. However, the VW ratio spread meant that the engine was on the governor in second climbing Fish Hill but was totally unable to pull third.
The situation occurred on several occasions during the test. It would be interesting to see what difference a five-speed box would make, especially as the Volkswagen returned good fuel figures with the four speed.
Another feature of the gearbox which I disliked was the change itself. Unlike the smooth precise change of the VW Type 2 one-tonner, the LT's is stiff, notchy and needed great movements between gears. So large is the travel between first and second, that the lever hits the dash going into first and the engine cover going into second unless care is exercised.
I have driven left-hand-drive versions of the LT and found the gear-change on these so much better. For right-hand models the linkage is brought across to .the centre of the floor in front of the engine, and seems to lose something in the translation.
Driving comfort
• Apart from these criticisms, the LT is a very pleasant vehicle to drive. It is comfortable and offers the driver an excellent view of the road ahead. The door mounted mirrors are not so good and would benefit from being turned through 90 degrees to bring them upright and give a better view of the road behind.
Both the clutch and brakes were very light and smooth in operation. The brakes in particular, which are servo assisted with discs up front, were excellent bringing the vehicle to a halt quickly and without fuss. At MIRA they recorded good deceleration figures andshort stopping distances (see test results) without deviation. They were so good that the load, consisting of sand bags, shifted forward considerably during a full pressure stop from 48km/h (30mph).
Steering
• Like the brakes, the steering too was light and positive making driving over the 312km (194 miles) of the test circuit very comfortable and tireless. A good steering lock also made the LT easy to park. All the driving controls seem well placed and the two main instruments, the speedometer and a combined fuel and temperature gauge are deeply sunk into the dash to prevent surface reflections.
Minor controls such as the light switch, washer switch and hazard warning are tumbler operated mounted in front of the driver. A stalk on the left of the steering column operates the two-speed wipers and screen washers. It incorporates a flick wipe facility. To the left of the column a second stalk 'controls the indicators and headlamp flash.
With headlamps on, the headlamp flash becomes the dip switch.
The handbrake lever is located on the driver's right hand side but it is not at all in the way when entering the vehicle. Wide opening cab doors make this an easy task and a step is provided in the door well. Inertia reel seat belts were provided on the test vehicle but they were difficult to fasten with one hand as the second half of the belt, which incorporates the release button, is tucked away behind the seat.
Load area
• The excellent VW sliding side door is retained on the LT and certainly makes loading from the kerb much easier. Unlike other side doors it runs back parallel to the body and does not obstruct the footway when open.
At the rear, two large doors are fitted and are retained by fabric check straps. Metal stays are provided to keep the doors in the open position, but the straps can be unhooked allowing the doors to open through .130 degrees.
Inside the van there are only two small round wheel arches and the spare wheel to form any sort of obstacle to loading. The spare is mounted vertically on the offside right at the back but it is tucked away behind the rear pillar and so presents no real problem.
Maintenance
• It would seem that all chassis service points can be easily reached from the underside of the van. For full access to the power unit, the engine cover can be completely removed, although removal and replacement are not the easiest of tasks.
The cover itself is too big, making it difficult for one man to handle. added to this, there is little room around it because of the seats, and little or none at the front as the gear lever gets in the way. Once removed, there is the problem of where to put it, and I found it easier to heave it over into the load area.
This of course would be impossible if the van were full loaded up to the roof, and I can imagine a poor mechanic struggling at the side of the road to get the cover out through the side of the van. For simple level checking, a hinged flap is located at the front of the cover through which the coolant and oil can be checked. With the engine cover off all is revealed, and all items are readily reached.
However, the fuel lift pump is awkwardly placed close to the exhaust manifold.
Overall though, the fuel filters and general service items present no problems. On the dash top a plastic plate can be taken off to gain access to the brake reservoir and the servo is mounted behind the pedal cluster.
Summing up
• Without doubt, for a first attempt at producing a competitive vehicle in a weight range dominated by three or four experienced manufacturers, Volkswagen has done its job very well. The basic box shape is useful from a load point of view but is not unpleasantly styled.
Driver comfort is excellent and the van is easy to handle. If the gear-change is improved, the ratios sorted out or a fifth speed added and the engine cover redesigned VW could have a vehicle to challenge the very best on the market. The price of the model we tested was f:4.475 excluding VAT.