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14th March 2002, Page 32
14th March 2002
Page 32
Page 32, 14th March 2002 — 10113 WEN
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Which of the following most accurately describes the problem?

LT 28 TDI

TURBO-DIESEL

Right: The seat trim feels hard wearing: our example came with a fully adjustable Isri driver's seat. Far right: All three occupants get adjustable head restraints and three-point inertia seat-belts.

ON THE ROAD

VW's larger commercials, both the LT and Transporter, still come as standard with that unique five-pot growl. The engine is redlined at 4,000rpm but there's no point going that far. The top of the green band, 3,000rpm, is quite enough and also equates to the motorway limit. With the relatively modest 82hp of this lowest rated LT, acceleration at full weight is more adequate than inspirational, but what it lacks in outright grunt it makes up for in flexibility. It's more than happy to cruise at the legal limit all day, with a bit left over for emergencies or German trips. Our biggest criticism of the engine is that it is very slow to warm up in winter conditions—you could drive round town all day without the temperature reaching normal—but strangely, once on a motorway with more air flowing through the radiator, it rises in no time. This may have some connection with the heavy duty radiator that accompanies the optional air-con.

While Transporter will appeal to the car-driving fraternity the LT feels more like a small truck to drive, which is certainly not a criticism. The clutch needs all of its travel to get a smooth change through the long sculpted lever (unique now the Sprinter has a dashmounted shifter). The steering is precise, perhaps too precise as it gets a little nervous at motorway speed, but the upside is excellent handling through twisty bits. Traction of the single rear wheels is marginal when unladen, despite the electronic difflock incorporated into the standard ABS. The brakes still have their traditionally long travel; mildly disconcerting at first but with highly effective results.

CAB COMFORT

The greatest divergence in the careers of the LT and Sprinter Doppelganger's was the Merc's comprehensively revamped interior early in 2000, while the VW remains largely unchanged from its 1996 incarnation. A dedicated follower of fashion it may not be, but the IT's interior retains its functionality.

Seats are trimmed in a grey cloth with a multi-coloured motif (it feels hardwearing), while the roof-lining is the familiar tweed effect. The plain and simple dash features an instrument panel carrying a clearly marked central speedo with electronic odometer, fuel and coolant temperature gauges on the left, and rev counter with economy band markings and an integral analogue clock on the right.

One area where the cab interior does show its age is the amount of storage space. The passenger airbag takes the space previously occupied by the glovebox, and while there is a small shelf below the centre of the dash and dual-compartment door pockets, there is nowhere suitable for a large drink bottle. The top of the dash houses a small tray with a pen recess and document clip.

Our van came with Seat Pack A—or a fully

adjustable I sringhausen seat with adjustable lumbar support to you and me. Everyone gets height adjustable head restraints and threepoint inertia seat-belts. However, despite the Isri seat, our quest for the perfect driving position was marred by the throttle pedal being too far back for comfort.

The LT has very reasonable levels of wind and road noise; in fact

it's quieter at motorway speeds than it is aro, town. The exception is the heater fan, whic noisy in its second speed and downright am ing in its fourth. Despite the over-cooled eng the heater—with recirculation and the optic manual air-con—does eventually become el five. It's controlled by three rotary heater dial the centre of the dash, near the Blaupu Montreux RDS EON radio-cassette player . the electric window switches.

Apart from the hazard warning lig' which still require the driver to put an z through the steering wheel, most other lij ing and wiping functions are controlled ft the sturdy-feeling column stalks. Mind 3. pressing the button on the end of the ri stalk to operate the blade-mounted was': takes a noticeably Herculean shove.

Given the traditional cost-consciousnes motor manufacturers, it was a surprise find a superfluous interior mirror givin clear view of the anti-vibration carpet pa on the standard unglazed full-height bt head. The electrically adjusted mirrors good but not great: their well-extem mountings giving a decent view down sides but don't have the second anti-bli spot zone we now take for granted.

SUMMARY

So back to our original question—why wo you want to buy a -big" 2.8-tonner? The ol ous answer has to be that you need the car ity for volume but not for weight. By forego nearly 700kg of payload you save your: £2,230 but still end up able to carry near) tonne. If you can't make up your mind I132 splits the difference in cost and paylo Volkswagen's latest round of improl spec per pound, together with the extern low cost of ownership promised by the v. rantyand servicing package, makes the LT irresistible candidate for any short list. yourself a favour, though, and specify 94hp motor—you won't regret it.

• by Cohn Barnett

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