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VW unveils LT and Syncro

3rd June 1993, Page 24
3rd June 1993
Page 24
Page 24, 3rd June 1993 — VW unveils LT and Syncro
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• Volkswagen has updated its LT range. The new models. dubbed HiTorq, come with substantially revised six-cylinder petrol, diesel and turbo-diesel engines designed for increased low and mid-range power.

There are cooling and other improvements to extend engine life, and the turbo-diesel comes with an oil cooler. There's no increase in load volume or payload, but the front axle rating goes up to 1,650kg.

External changes are confined to new trim, mirrors, mudflarks and bumpers; the interior gets improved sound insulation, Transporter-pattern seats and other refinements—a dual passenger seat and full bulkhead are now standard.

CM has been able to put the new models through their paces.

The 69kW (94hp) petrol and 51kW (69hp) diesel models are entirely capable but star of the range is the charge-cooled diesel. This new 70kW (95hp) unit produces plenty of torque at low revs, but is transformed when the turbo comes on song: though the throttle becomes over-sensitive, acceleration is remarkable. Sound insulation could be better, as turbo whine and wind noise are intrusive, but ride quality is good.

Power steering (now standard) is fine for manoeuvring, but too light for motorway speeds.

VW's new pricing structure (page 18) makes the LT more competitive: van prices range from £13,520 (ex-VAT) for the a8-tonne GVW, 2.5m wheelbase petrol LT28 to £17,460 for the LT45 High Roof turbo-diesel. The heaviest model is the five-tonne LT50, available as a 3.65m-wheelbase chassis-cab for £15,210.

The I liThrqs were launched alongside a Syncro four-wheeldrive variant of the Transporter. This is not designed as an all-terrain vehicleit keeps the suspension of the front-wheeldrive model—but sits on 15in wheels. The Transporter's floorpan was engineered from the start to accommodate a 4W11) system, with a viscous coupling centre differential to distribute power fore and aft.

All-wheel drive adds £2,320 to the price and 100kg to the kerbweight of the Transporter or the Caravelle personnel c-arrier, whereas the Severs 4x4 variant (in Fiat or Talbot guise) increases its weight by 200kg.

On the road the Syncro combines the Severs neutral cornering and tenacious roadholding with an excellent ride. Where the Syncro clearly beats the Sevel is on the motorway: unlike many other 4x4s it shows no tendency to wander off a straight line at high speed. The VW's independent suspension keeps it at the head of the class for handling.

Many Syncro buyers will expect to do some off-road work, and they may be pleasantly sur

prised: on a muddy, unmade track the VW's ride allowed us to maintain a respectable speed with little loss of control. A welcome standard feature is a rear difflock which is invaluable in slippery conditions.

The Transporter Syncro is available in SWB van form (with a payload of 895kg); as a MB van (payload 1,055kg); chassiscab or double cab. All models come with the 2.4-litre five-cylinder 57kW (78hp) diesel which is a CM favourite.

Special order

The Caravelle Syncro comes in two trim levels: the plusher GL8 model is available with the diesel or the five-cylinder a5-litre 81kW (110hp) petrol unit, which can also be fitted to the Transporter by special order.

Prices range from £14,040 (exVAT) for the SWB van to £22,337 (inc VAT) for the petrol Caravelle (unusually, more than its diesel counterpart).

More serious all-terrain mobility is offered by the LT45 4x4, which appeared at the VW launch as a LIID crew-cab. Fitted with the 70kW (95hp) turbodiesel the 4,500kg GVW pickup has a payload of 1,825kg; chassiscab and van variants are available in Germany.

Utility companies such as Scottish Hydro are evaluating the 4x4, and military applications are likely; VW hopes for sufficient demand (a few hundred vehicles) to produce a right-hand-drive version, at about £5,000 more than an ordinary LT.

The 4x4 LT's front and rear diff-locks made light work of mud or loose ground; where it disappointed slightly, despite 17.5in wheels, was in ground clearance: the live-axle differentials hang closer to the ground than the swing axles of the Pinzgauer.

VW Industrial Products showed off their components in a variety of vehicles, from the heavy-duty Pinzgauer to the nimble Light Strike Vehicle.

The UK-built LSV looks like an olive drab beach buggy, and was used by the SAS for reconnaissance missions during the Gulf War, Its Syncro running gear and 1.9-litre VW turbo-diesel can take it to 90mph; the spaceframe chassis is armoured and it can mount a machine gun or missile launcher.

The amphibious 6x6 Supacat is another VW-powered Army recruit: suspended on low-pressure balloon tyres. it has handlebars to control conventional steering or tank-style skid-steering.

The 3-tonne GVW Supacat can climb a 45" slope, and came to the rescue when the Pinzgauer decided to perch on a pile of tree trunks, Also seen at the VW event was the Multicar municipal vehicle, imported in 4x2 and 4x1 variants from eastern Germany.

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