Born-again van
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Like the car from which it is derived, there are more changes to the new VW Golf van than meet the eye. A higher-compression engine and new running gear helped the vehicle attain some impressive performance figures, as Brian Weatherley discovered when he took it around our Kent light van route
A CASUAL observer might think that the new Golf van launched in March this year is little changed from its predecessor. For beneath its more aerodynamic bodywork the old Golf shape is still recognisable.
The truth, however, is otherwise. Volkswagen's latest car-derived van has a totally new body shell some 178mm (7in) longer and 50mm (21in) wider than the old model, while its running gear has been upgraded.
A new four-cylinder highcompression 40kW (55bhp) 1.3litre engine built at VW's Neckarsulm engine plant replaces the previous 1,100cc engine and
brings with it design features from Volkswagen's fuel-efficient Formel E engine range.
These include an electrically heated intake manifold (similar to that fitted on VW's LT van range) for better cold weather performance and a two-stage carburettor with automatic choke for more accurate fuel/air mixing. Redesigned combustion chambers, lighter pistons and larger connecting rods allow a 9:1 compression ratio compared to 8:1 on the 1.1-titre engine.
VW's claim that these improvements have reduced the Golf's fuel consumption were borne out by the van's performance around CM's Kent light van route. Laden, the VW returned an excellent 7.15 lit/100km (39.49mpg). This is just short of the current petrol engine record holder, the Reliant Fox, which gave 7.13 lit/100km (39.58mpg) running with a smaller (848cc) engine but a higher 380kg (7.4cwt) payload.
The unladen fuel economy was outstanding, with the Golf using only 7.43 litres (1.63gal) around the 85.3-mile circuit, giving an average consumption of 5.4 lit/100km (52.33mpg).
What makes these figures so impressive is that they are achieved at the new light van speed limits. Remember: dualcarriageway maximum legal speeds rose from 50 to 70mph and derestricted A-roads from 50 to 60mph.
Based on the relatively small hatchback car body, the Golf van obviously loses out when compared against similarpowered vans derived from larger estate cars such as the 305 Peugeot and Bedford Astra or the Ital and Escort with purpose-built van bodies. The Golf's useful 1.40cum (50.3cuft) load volume is still well below those of the Escort with 2.24cum (80cuft) or Astra van with 1.79cum (63.92cuft). Not surprisingly, the Golf van's 360kg (7.09cwt) payload with driver on board is also much lower compared to 42 Okg (8.2 7cwt) on the Escort 35 (640kg on the 55 model) and 440kg (8.66cwt) on the Ital.
While Volkswagen clearly ex pects the Golf to compete against these larger vans, in fairness our comparative histograms have been restricted to smaller, more similar hatchback-based vans such as the Fiesta, Metro 310 and Nova Nobel (CM, Light Vehicle News, July 28).
These shortcomings, however, do little to detract
from the Golf van's overall excellent driver appeal. For those light van operators who do not require that maximum payload or body volume, the Golf has a great deal to recommend it. The driving compartment, in particular, is very much "car derived"
with a high level of interior trim making it a pleasant working en vironment for any delivery driver.
The use of black and grey colours in the dash and door panels is a practical choice as they do not show dirt as much as lighter shades. The light grey plastic headlining, which extends the full body length of the van roof, helps to reduce body boom, preventing the interior appearing too oppressive.
Like those in most German commercial vehicles, the black and white tweed seats in the Golf are firm but comfortable, with plenty of lower-back support in the seat upright — something often lacking in light vans. The floor carpeting however, is less practical and would be better replaced by the optional rubber matting.
In spite of VW's excessive use of warning lights on the dashboard — more likely to appeal to car buyers — the Golf's overall instrumentation layout is good. The heater controls are efficient in operation and well illuminated at night.
The Golf van comes with a rear tailgate wash/wipe as standard and sensibly controlled by the same multi-function lever as the main screen wipers. The latter, however, do not appear to have been converted from lefthand-drive and as a result a significant area on the driver's side of the windshield is left unswept. That apart, overall Visibility is above average although the door mirrors could be much bigger.
Access to the van body is via the single top-hinged tailgate which can be easily closed with one hand. While the main load platform itself is robust enough, the spare wheel and jack are covered only by a thin — 6.35mm (0.25in) — piece of hardboard which, with no crosssupport could easily be broken by a heavy point load.
The Golf does, however, have a useful 355mm (14in) vertical load restraint made of metal and well anchored to the floor and van sides. A fitted rubber floor covering allows the load area to be easily washed out.
Unlike larger bodied vans, the Golf has a comparatively small and awkwardly shaped rear entrance; it is only 1218mm (48in) at its widest point. Drivers with a heavy carton will not appreciate having to lift over the 254mm (10in) rear loading tip, which prevents boxes being simply slid onto the load position. The intrusion of the shockabsorber mountings into the van interior takes up even more space, leaving a maximum width of only 955mm (37.5in) between the wheel arches.
Although the lighter Golf van has not quite got the acceleration to match that of the Escort, Astra and Peugeot 305, it is still a lively performer. The ability to cruise comfortabily at 70mph on motorways and dual carriageways makes it well suited to fast, light parcel delivery or cou rier work.
Gear changing is quick and precise aided by the short, stubby gearlever. The fourspeed box (five-speed is optional on the diesel van) appeared flexible enough although there is a noticeable gap between second and third ratios.
To stand side-on to the Golf van is to appreciate its aerodynamic body; the smooth effect is aided by the deep, slanting windscreen. Certainly, no major source of drag has been overlooked by VW. Even the rain gutters on the A-posts have been enclosed by covered rubber rain channels which not only reduce drag and the level of any wind noise transmitted to the interior, but also reduce the chance of corrosion on the nor mally uncovered, pressed metal gutter.
One drawback of these rubber
channels, which extend the full length of the roof, is that a conventional roof or ladder rack cannot be fitted — something worth bearing in mind if one is
normally used to carrying a ladder or pipework. Even with its pronounced "tail-down" attitude, the laden Golf gave a comfortable ride. The slightly soft suspension and damping rate absorbed the effects of all but the worst road surfaces. Light and positive steering has just the right amount of feedback on the 382mm (15in) diameter wheel.
Summary
Volkswagen quite correctly sees potential buyers of the Golf as those operators or small businesses looking for something special. Certainly, with its comfortable interior, good handling and excellent fuel economy the Golf would seem to incorporate all the features that should be included in any light van.
The very choice of model, however, lets it down, for the unmodified hatchback body is still unlikely to appeal to serious light van operators as it is too small and lacks carrying capacity. The price, £4,227 (excluding vat), will also deter many, especially as the same amount will buy a 1.3-litre Escort 35 with a bigger payload, larger body and the same high level of interior trim.