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HIGH FIVE
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Now in its fifth incarnation, Volkswagen's revamped Transporter has a
lot going for it, from a refined, thrifty engine to class-leading loadspace.
Ifs going to take some beating.
If you were in the market for a household appliance, which European country would you like it to be built in? France? Well it might look individual but it probably won't be renowned for its longevity. Britain? A patriotic choice — but there's not much chance of it being cutting edge as all the clever people have moved abroad to work. Italy? For all their passion and flair they often trip up on getting the basics right.
So how about Germany? If you're looking for utter reliability coupled with a design that might not be avant-garde but will probably be attractive in a functional sense, look no further.
And as much as the CM test team would like to think that vans are closely related to performance cars, they're not.They have a different set of design priorities and the decision to buy is based primarily on logic rather than emotion.This puts them into the 'appliance' category, which brings us back to Germany and its devotion to research and development.
The 2004 European Van of the Year award has certainly given the Volkswagen Transporter a high profile.The judging panel didn't take the new Mercedes Vito into consideration — was its launch delayed to give it a better shot at next year's award? We've already put the latest Vito through its paces (CM 19 Feb 2003) and passed God-like judgement over it. It excelled in most areas so it's all to play for.
The Transporter has a long history: the previous model was the fourth generation (T4) and lasted for 13 years. It was also the first model to have its engine mounted at the front. The T5 Transporter is larger (the standard wheelbase has grown from 4.7m to 4.89m) and the extra volume is matched by higher payloads. The engines are said to be more fuel-effi
cient and the level of standard equipment has been improved.
The new Transporter is available with short and long wheelbases with payloads of 2.6, 2.8, 3 and 3.2-tonnes. Load volume ranges from 5.8m3 for the short-wheelbase/low-roof model to 9.3m3 for the high-roof/long-wheelbase version. As well as a panel van the Transporter is offered as a Kombi (second row of seats combined with load space), window van and single or double chassis-cab — tippers, boxes, drop-sides and refrigerated bodies are all available. Single and double-cab versions, designated T30s, come with a ladder chassis and galvanised bodies.The single-cab seats three;
the double cab can accommodate a crew of six. Engine options run to four turbo-diesels: a 1.9-litre four-pot rated at 84hp or 103hp and a 2.5-litre five rated at 129hp or 173hp (our test vehicle has the 84hp option). The four-cylinder engines get a five-speed transmission; the fives
drive through a completely new six-speed box. Van manufacturers are realising that they don't do themselves any favours by skimping on standard equipment —VW has done enough to stop driv ers grumbling by fitting independent suspension,ABS with TCS
traction control and a multi-adjustable driver's seat and steering wheel. The braking system also features EBD electronic brake-pressure distribution (which au
tomatically alters front/rear braking effort to maximise braking performance) and an electronic differential lock (EDL).Also included as standard is a driver's airbag and a radio-cassette. Electric windows would be nice, but you can't have everything.
Options include five-door packs; choose between a tailgate, wing doors, and one or two side doors.The list also includes a six-disc CD autochanger, alloy wheels, sat-nay, an alarm, steering wheel lock, roof rack, towbar and waterproof seat covers. Productivity All Transporter diesel engines incorporate the company's Pump Duse (unit injector)
technology which allows the fuel injection system to operate at higher pressures, allowing more fuel and air to be burnt more cleanly.This is said to yield extra torque with little or no change in fuel consumption. Whatever the reason a laden run round our Kent test route produced a fuel figure of 37.2mpg, which beats everything in its class except the Vauxhall Vivaro which managed 37.9mpg. For the record Merc's Vito
did 35.3mpg. On the unladen run—just as important as few vans run fully loaded very often — a commendable 42.6mpg was achieved, wiping the floor with the competition includ ing the Vito (36.4mpg) and the Vivaro A
(39.4mpg). It's also a class leader in load volume,
with a capacious 5.8m3.The standard Vito has 5.2m3; the Vivaro offers 5m3. Load access is good, with twin side sliding doors (offside is optional) and rears that open to a full 270°.The side panels are near vertical, which helps to maximise the useable load-space. Ownership should be hassle-free thanks to Volkswagen's LongLife servicing system. Most manufacturers have fixed time or mileage parameters but the Transporter's builtin sensors continually monitor oil quality so a smart chip decides when a service is due. Intervals are
determined by driving style and patterns. The upshot of all this is that servicing can vary between a minimum of 9,000 miles/one year up to a maximum of 18,000 miles/two years.All new Transporters come with a threeyear/100,000-mile warranty On the road Starting up the engine we were immediately struck by its refinement as it idles steadily with minimal noise penetrating the cab. Road and wind roar is suppressed, to a point: we recom
mend specifying the bulkhead if you're going to be cruising for long periods of time. There was a good spread of torque when pulling away but a bit more power would have been useful when fully loaded. Compare the laden M20 hill climb test of Inin 57 to the 1.9
litre Vito and Vivaro's Inin 46. This engine really does have to be worked when the van's fully loaded. Fortunately it takes it in its stride, but if you're going to be carrying heavy loads on a regular basis it might
be worth considering the 103hp version. Contributing to the engine's cause is the dashboard-mounted gear shift. It positively snicks through the gears with minimum fuss and little resistance, feeling more like a hot
hatch than a workaday van. When it comes to the corners the Trans porter keeps the good news coming with little body roll and a high level of grip, even
when fully loaded. Granted it does have its limits, but when pushed it understeers gradually, always feeling controllable.This is enhanced by nicely weighted steering that has a good degree of feedback and gives the driver the impression that he really is in control.
Cruising at speed on motorways and A-roads is an enjoyable experience with the Transporter's overall solidity enhancing the suspension's surefootedness.
Braking, with all that extra technology like EBD, was as strong as expected but the pedal could have been a bit more progressive. Cab comfort
The days when cab comfort meant an ashtray as standard are long gone.A modern van is expected to provide a practical yet inviting interior. And, as it's universally accepted that the cabin will be put through the type of abuse that even modern machines cannot begin to simulate, then all the screws should be fully tightened as well. It's a little-known fact that the loudest noise ever recorded was from a van door slammed by a driver from Mitcham—this was achieved on a daily basis.
So it's good to see that Volkswagen's tradition of superior build-quality continues inside.
Everything feels so well put together; from the solid action of the door mechanism to the satisfying click of the headlight switch. Interior design hasn't
been neglected either. The Transporter offers a car-like layout with plenty of storage space including
two bins per door and a central A4 file tray for paperwork.All major switch gear is well laid , out and the dials are easy to read. Cross-cab access is excellent, which is handy if you're in and out the van all the time.
A decent driving position is easily achievable with a multi-adjustable (comfortable) driving seat and steering wheel.
Cabin ambience —yes, it does matter nowadays — is above average. Some doom and gloom is evident with the use of dark plastics but the two-tone doors and light seat cloth raise the game. Even the standard of plastics is possibly the best in the class. All in all a good effort. •