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Generation game
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Vans have come a long way in a short time, and to show just how far, we've returned to an example that's derived from one of the very first, the Volkswagen Transporter.
• • • :•••••:: ote • a. •
• •
Words: Julian Manes / images: Graham Richardson In this world of modern LCVs, with their air-con, traction control and scatter cushions, it's easy to forget just how far they've developed over the decades.
For this year's Christmas test, we return to a vehicle that's arguably the forerunner to the modern LCV, and comes with more history than Bet Lynch's bedpost.
In 1950, Volkswagen introduced the lype 2, also known as Transporter. It was the second vehicle the company introduced after the iconic Beetle, or Type I.
And since, its introduction, it has established itself not just as a cargo/people carrier, but as one of the few vehicles that helped define a time and place in the course of its career It became a major counterculture symbol during the hippie era in America thanks to its ability to carry a number of people, plus camping and cooking gear.
Thanks to its boxy, utilitarian shape, the Type 2 was everything the American cars of the day were not.
And it's these qualities, plus its connotations with free living, that still makes it an attractive prospect today.
While we couldn't get our hands on a T1. we did get a T2 version, courtesy of Danbury. Caravans in Bristol, which imports the vehicle from Brazil, where its still made at VW's Sao Bernardo do Campo factory at the rate of 97 per day in bus and Kombi form.
And while we couldn't procure a van version, Danbury did offer a Camper van, which is mechanically identical.
The firm sells about 250 units a year. converting them to right-hand-drive in-house using British-sourced parts, with the process taking around 12 weeks to complete. This includes kitting them to Camper spec, with a fitted kitchen that doubles as a sleeping area. Danbury charges E17.390 for vans, and campers start at £21,999. According to Simon Antill, general manager, the buyer profile varies considerably, ranging from young, trendy types to middle-aged former hippies who want to return to their peace-loving roots What differentiates this version from the original, thankfully, is the use of Volkswagen's Total Flex engine in 1.4-litre guise, which adds a touch of modern technology to a vehicle that's essentially four decades old in design.
So, from the original barnstorming 45hp. you get a significant bump up to a colossal 82hp; although it's worth bearing in mind that the current top-rated T5 delivers 178hp, complete with six-speed manual transmission, as opposed to the four-speed floor-mounted arrangement you get here, minus synchromesh.
That said, we've decided to retain some perspective by enlisting a 128hp version, complete with thoroughly modern six-speed Tiptronic automatic gearbox.
It also benefits from having its engine in the front, as well as sporting a thoroughly modern interior and build quality that was unthinkable in the 1950s
Cab comfort
(jetting in to the 12 requires a degree of manoeuvring due to the low roof and fixed seat, which, in turn, limits leg room.This, in turn, forces your feet against the pedals, which, in turn, extends too far out.., and so on.
No matter, we were easily distracted by the interior layout, which could be described in one word.., minimalist. This was mainly down to having, well, not much. Not much in the way of dials, switches and buttons. Not much in the way of storage, design, technology and comfort etc. What you do get, however, is a steering wheel (large), speedo (ambitious), heater switch (two speeds, no level or direction). a cigarette lighter, and a choke button.
In comparison, we were greeted with the equivalent of a Dubai seven-star hotel in the T5, complete with white tigers... possibly.
OK, the T5 was far easier to get in, with low floor height and generous footwell space. And if that wasn't enough, the seat moved several ways and this worked well with the reach/rake steering wheel function.
But that was nothing. Behold, the dashboard?
It was superbly laid out. with typical Germanic logic and order, complete with integrated gearlever and practical storage options.
All of this was wrapped up in a degree of build quality that we have come to expect from the German vehicle manufacturer within the past decade or two.
On the road
The good news was that the T2's modern powerplant avoided the traditional sound overload you usually get from the rear with the original engine, which sounds like a pneumatic drill locked in a wardrobe with several bricks.
However, we wouldn't rank it as a smoothie either, 'tolerable' is probably more appropriate.
Next on the check list is the steering.
With the axle directly below you, and a lack of power assistance, it becomes a significant task at slower speeds to change direction, and when static you can forget it.
For those who prefer a little bit of luxury in their lives. power steering is available as an option for what we think is a less-than-reasonable £3,000.
That said, once you speed up, it becomes less of an issue, and is replaced by the need to correct the steering constantly when in a straight line. But you get used to this, as you do the gearshift.
Floor-mounted, with a dog-leg reverse to the left, it has a surprisingly short throw, and requires little effort when moving from gate to gate.
But be warned, the lack of synchromesh in first makes • this gear an absolute no-no unless you are static or skilled, otherwise, it's crunch time. Best to take off in second and let the, ahem, torque, do the work.
There's also a limit to its ability in the corners. It's stable enough, but you wouldn't want to get ambitious, and
anyway, such behaviour is most out of keeping with the vehicle. Best to take it easy... man.
These characteristics were in sharp contrast to the T5. which came complete with 25 litres and direct injection technology, although we have to admit that the original engine line-up has caused some discussion in the past due to questions over its refinement.
It's a weak link in a previously lauded product, and while not competing directly with the T2 in the decibel stake, does enough to knock the overall good work.
However, redemption comes in the form of VIW's Tiptronic shifter, which brings you back into the modern world, thanks to its smooth and well guessed changes, although more indication of what mode it's in would be much appreciated.
Overall, however, it's a rock-solid vehicle that could crunch the miles and operate in all conditions without any worries, but does it evoke any emotion? The answer, unfortunately, has to be no. w • www.danburycaravans.com