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The old VW Transporter only gained a favourable reputation with owners after many years of hard work in the field. Can its wedge-shaped successor follow the same route?
• The Volkswagen Transporter reputedly began life as a Dutchman's doodle in 1947, in a suggestion to the factory for a commercial derivative of the Beetle.
Some 44 years and 6.7 million rearengined vans and minibuses later, VW has finally succumbed to peer pressure and, in a literal and metaphorical about-turn, has revealed to the world what it now believes a Transporter should look like.
Whether any doodling Dutchmen were involved in the design of VW's latest light commercial has not been revealed, but just as the Type One Transporter was based on the Beetle, the new Type Four (T4 for short) takes its cue from the company's current saloon range.
Thus we arrive at a front-wheel-drive chassis, powered by a range of liquidcooled, in-line petrol and diesel engines mounted transversely at the front of an aerodynamic bodyshell.
Extending our sketch behind the cabin we can see that this type of packaging for the mechanicals allows a greater choice of body options than the Beetle-based product permitted. Thus VW can now offer a choice of wheelbases and, for the first time, a chassis-cab option.
All very impressive, But let's not forget that Volkswagen is hardly the first manufacturer to tread this route; Renault combined front-wheel drive with a sloping nose in 1980, while the Sevel vans added transverse engines to the picture in 1981.
So the new Transporter may not have originality on its side, but it certainly has youth. Its makers and importers will be hoping that having rid themselves of the idiosyncrasies which made its predecessor something of an acquired taste, they are now in a position to make serious inroads into their competitors' market shares.
In the first full UK test of the re-born Transporter we assess its chances of success, driving what is likely to become one of the more popular models in the range: a short wheelbase 1,000kg payload panel van powered by a 2.4-litre diesel.
• BODYWORK
The Transporter has an all-steel unitary construction and is built on an advanced production line at VW's Hanover factory.
As on the previous model hot wax flooding is used to protect areas of the body prone to corrosion — VW offers a six-year warranty against rust.
The exterior styling is much as you would expect of a van born on the alter of the great God wind tunnel, and VW claims a class-leading drag coefficient of 0.37 (a Transit gave 0.39 in the same conditions). Certainly, there is evidence of aerodynamic detailing throughout the vehicle: examples include flush door handles, concealed guttering and a metal undertray beneath the nose.
Though it is undoubtedly similar in looks to other vans we could name, whoever did doodle the T4 has managed to avoid the trap of anonymity, and the chunky, highwaisted proportions give the Transporter a modern and ever-so slightly cheeky air. The shape also looks like it will age well which, considering the fate of its older namesake, is perhaps just as well.
The absence of driveshafts and a live rear axle has allowed the Transporter's designers to provide a low and uncluttered loadbed. Entry is provided by twin rear doors at the back (a tailgate is a no-cost alternative) and a standard sliding door. At 580min unladen, the load platform height is no problem, but is not among the class leaders, and certainly cannot compete with the latest Renault Trafic's 500mm. Climbing aboard is easiest via the side door, however, where the effective height is lower and there is a useful broad step.
The load floor itself is heavily ribbed, which should help footing in slippery conditions, and although none were fitted to our early production vehicle, decent tie down eyes will be provided as standard. Wheelarch intrusion is modest and with 1.22m of space between them palletised loads will present few problems.
The body sides are near vertical, and in the case of our van had been fitted with the optional load lining.
The short-wheelbase van offers 5.4m5 of load volume; 6.3m3 and 7.8m" is available if required for operators with high-bulk loads in the standard and high-roof longwheelbase vans respectively.
With the spare wheel out of harm's way beneath the floor there is little to stop all this volume being used to full effect, so it comes as a surprise that the jack and a handful of tools clutter up the rear nearside wheelarch — as it does that VW makes do with a load area light which would have trouble illuminating the average fridge.
In most other respects the loading arrangements have been sensibly executed. Both side and rear doors work well, combining useful handles and locks with rattle-free construction.
Mind you, it would be nice to have some way of preventing the back doors from flapping when opened beyond 90°.
For the new range VW has stayed with model designations based on the nominal payload, and now offers short-wheelbase vans in 800kg and 1,000kg forms, and a long-wheelbase 1,200kg van.
With a full tank of fuel and a 75kg driver the 1,000kg van tested actually has a net payload allowance of 935kg, though a decent amount of loading flexibility is provided by a tolerance of 140kg.
• DRIVELINE
The T4 gets a new range of engines to go with its new body, bidding farewell to the boxer configuration of Transporters past and adopting instead a range of in-line four and five-cylinder petrol and diesel units based loosely on the family of engines used in VW and Audi cars. We stress loosely", however, for these engines have been specifically developed for use in light commercials. Designed to yield high torque at low revs, the new units feature among other things modified combustion chambers, conrods and intake manifolds.
Providing the urge in our van is the most powerful diesel on offer; a 2.370cc, five-pot naturally aspirated indirect-injection unit which exemplifies VW's philosophy of generating healthy outputs at very low engine speeds. Peak power of 57kW (78hp) comes in at only 3,700rpm; maximum torque of 164Nm (1211bft) is on tap between 1,800 and 2,200rpm.
Drive is taken to the front wheels via a five-speed manual gearbox derived from that used in the Passat saloon.
To assist with the packaging of the vehicle, the engine is tilted forward by about 35°, which has led VW to a rather novel method of retaining decent under-bonnet access. The whole radiator assembly can be released by four bolts and lifted forward a few inches to give a better view of the injection pump or the vee belt.
While this is undoubtedly a clever idea, it does not make the Transporter a DIY mechanic's dream, especially since easy access from underneath is thwarted by all that aerodynamic panelling.
• PERFORMANCE
Although at £63 it's not an option that many buyers will be rushing after we were pleased that our van came with a rev counter, for it served to emphasise what a good job VW's engineers have done with their new diesel. With its characteristic offbeat sound, the five cylinder engine always gives the impression that it's spinning faster than it is, but the tachometer reveals how misleading this can be. Even fully laden, the diesel is happy to lug down below 1,500rpm, and without a load its smoothness and flexibility at low revs can be exploited further with little need to exceed 2,500rpm.
A more realistic working range is between 2,000 and 3,000rpm, where it pulls eagerly and makes that mellow five-pot grumble; go much beyond this and refinement begins to suffer. The small gain in speed does not justify the extra noise from under the bonnet.
The lusty engine combines with well-chosen gearing to ensure that outright performance compares very favourably with the competition; the Transporter is a particularly confident motorway cruiser. A light and precise gearshift further contributes to the appeal of the power train, which makes the occasional presence of some driveline judder when pulling away all the more unexpected. Overall noise levels are satisfactory, but no more than that, for as suggested above the engine is not particularly quiet when extended, and for any panel van without a full bulkhead the main contributor at speed is road noise. Fortunately the aerodynamic design minimises wind noise.
• ECONOMY
Having chosen the WI route for its diesels, rather than the more efficient DI designs favoured by Ford and Leyland Daf, it might be expected that VW's Transporter is a tittle off the pace when it comes to fuel consumption.
If that is the case, however, the difference shouldn't be enough to prompt credit card failure on the part of an owner, for the VW's returns of 9.31it/100km (30.4mpg) fully laden and 9.01it/100km (31.5mpg) without a load are still worthy of praise; in each case, brisk average speeds of around 7 Okm/h (43.5mph) were achieved.
By comparison, the exceptionally thrifty (and embarrassingly non-aerodynamic) Leyland Daf 200 diesel turned in 8.1lit/100km (34.8mpg) at 2.3 tonnes gross, while the equally thrifty (and rather more streamlined) Ford Transit scored 8.61it/100km (32.8mpg) running at 2.35 tonnes. Both vehicles were somewhat slower than the more powerful Vee-dubb.
• HANDLING
Some features, such as the pressings in the load area intended for rear seat belt mountings, suggest that developing the Transporter alongside the people-packing Caravelle may not necessarily be a good thing, but one major benefit of the arrangement is undoubtedly the retention of all-independent suspension.
Rather than leaf-sprung beam axles, the T4 design sports double wishbones with torsion bars at the front and coil-sprung trailing arms at the rear. Not surprisingly, therefore, the VW is blessed with sophisticated road behaviour of a standard rarely matched in the panel van arena.
In particular, the unladen ride is superb, boasting a level of suppleness and bump absorption at the rear which no cart-sprung van could equal. If we do have a criticism, albeit a minor one, it is that the settings are a touch soft for fully laden work, with the rear dampers allowing a bit too much wallow over high speed undulations.
Owners' misgivings about front-wheeldrive vans should have been conquered by now, not least by the advantages at the loading end, and this VW is likely to generate more converts. A sensitive right foot and the torquey engine can together ensure that wheelspin is only a brief inconvenience during hill starts, while there are no unpleasant effects to be felt through the steering, which has standard power assistance; straight line stability is excellent.
Volkswagen continues to be one of the few van builders to offer anti-lock braking, something we certainly applaud; what a shame that the £1,267 asking price will ensure that few buyers specify it.
Fortunately the standard brake system is well up to scratch, however, and has the additional virtue of not only sensing the load on the rear axle, but also on each rear wheel, to prevent lock up during cornering.
• INTERIOR
Entry to the cab, and indeed cross-cab access, could hardly be easier, thanks to wide opening doors, a low step, and a perfectly flat floor. Once inside a driver is unlikely to be disappointed, for in most respects the interior design sets the standard the competition will have to match. The seating position is sound, the layout of controls and instrumentation first class, the space for oddments virtually endless, and the quality of materials reassuring; being either rubber or plastic, the floor, door panels and fascia are straightforward and practical to clean.
Visibility is good with a high driving position and low-cut doors, though familiarity is needed to judge the whereabouts of the nose, for in the modern aero fashion it is invisible from the driver's seat. Asymetric door mirrors are tailored to the needs of each side of the vehicle and generally work well, though for confident lane changing a wider angle of view would be welcorne.
• SUMMARY
With the new Transporter, Volkswagen finally has a one-tonne van which needs no apologies. After such a long wait, and such a substantial investment, we expected nothing less.
The van breaks no new ground in its payload capacity, load volume or access to the load bed, but it is now perfectly competitive. In other areas it sets the standard: its ride and handling, cab interior and aerodynamic body bear comparison with anything else on the market, while the performance and economy of its five-cylinder diesel are very promising.
With qualities such as these the Transporter is set to do well, especially if VW's new network of van centres can deliver the goods. The full range of vehicles will not go on sale until later this year, however, so success is unlikely to arrive overnight.
Pricing will inevitably be a major factor, and here Volkswagen has pitched the Transporter pretty close to the Transit. The Ford is not cheap these days, so it follows that many competitors cost less (in some cases a lot less) than the Transporter. Whether customers will be prepared to pay the extra remains to be seen_ by Peter Watt