CM tested the revised VW Transporter back in February, but
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the particular model we reviewed was the 178hp, 400Nm bi-turbo everything-bar-the-kitchen-sink variant, so we though it would be a good idea to get back to basics with the 'working-class' 101hp variant.
The "transporter range comes with a single engine, namely a transversely mounted water-cooled 2.0-litre common-rail four-cylinder with four outputs ranging from 83hp right up to 178hp. VW says the latest generation engine is more refined and economical than the previous 1.9-litre and 2.5-litre Pumpe Dtise units, and our first impressions confirm this
There's no more tractor-like clatter from the diesels — instead you get the same levels of refinement that you get in VW's passenger cars even at the top-end of the rev range.
Are they more fuel-efficient? Yes, is the short answer, but more on that in the Productivity section of this road test.
Customers who want a Transporter will have a hard time choosing what model they want because there are plenty to choose from. There are two wheelbases, three roof heights, four different GVWs, four engines outputs, five body styles and not forgetting frontor 4Motion all-wheel drive (only available on 139hp and 178hp models). So there's at least one configuration in there to suit your business needs.
Then there's the price. The base T26 83hp version costs £15,700, while at the sharp end a T30 178hp DSG 4Motion panel van will set you back £25,175.
Our test vehicle costs 116,800 in basic form, which is £1,600 cheaper than the .E18,405 of its main rival: the 114hp Ford Transit 280 SWB low roof With the money saved on list price, you can go mad on optional specification. The van you see here had 12.090 worth of extras that included the 'SE Pack' (air conditioning, alarm, bulkhead, electric windows, electric wing mirrors, central locking. 'driver's comfort seat'), rubber floor covering, front fog lights with cornering function,radio upgrade and leather multifunction steering wheel. Payloads vary between 729kg and 1,333kg, and the T28 101hp can manage a shade under 950kg in the back. A credible amount, but its main adversary, the Transit. packs an extra 144kg.
Productivity
What's more fuel-efficient: a high-output engine that does less work or a lower-powered variant doing more? It's a vexing question that CM'S technical team argues about ad infinitum. With this week's test, we can attempt to settle this argument, since we tested the T30 178hp version in the winter.
The 101hp model on test here returned 37.1mpg on our first laden fuel run, which just beats the T30's 36.4mpg, so that's advantage to the T28. However, without any ballast in the back, the T30 comes up trumps with 42mpg versus this van's 40.7mpg. Still no clear winner then.
Regardless, when you compare the T28 to its closest rivals, like the Ford Transit for instance, the fuel figures really stack up. It beats the Transit ECOneties laden figure of 35.6mpg and pips the Ford's 40.6mpg on the unladen route (to be fair, it's just by 0.1mpg).
What of practicality then? Look at the photos and you'll see a single off-side sliding door and two rear doors that open out 180 degrees to expose the load area. Inside, the loadspace floor is covered in thick protective rubber that's got the same consistency as a stress ball, but it's still very durable and hard Fact file: Test weights* wearing — and /120 extra, by the way.
ICab comfort Kerb weight 1,851kg Net payload 874kg While the Transporter's cabin hasn't changed drastically *With 75kg driver suggest that it's better than the old one. The high seating Load volume 5.8m3 since the revamp, there are still enough nips and tucks to position is a plus, and with the short bonnet, it feels like you're sitting further forward than you do in a Transit. Seats are comfy and supportive, so no complaints there. The driver's seat in particular can be adjusted in a multitude of ways while the steering wheel can be altered for rake and reach to ensure you can always find your ideal position. Standard features inside the cabin include a dual passenger seat with storage box underneath, plus lockable glovebox and digital radio/CD player, while on the outside you get daytime headlights, side sliding door and remote central locking.
We especially liked the leather multifunction steering wheel with its aluminium insert that helps to add a touch of class, and convenience, to the cabin. The only trouble is, it costs £460, which many fleet managers might baulk at but. on the flipside, it should prove popular with owner-drivers. Aside from all the bling, the cabin is very workmanlike with a multitude of storage bins around the cabin.
Atop the dashboard is a tray for items like Fact file: Security newspapers and/or mobile phones, while a two-tier Engine immobiliser V binnacle in the door provides space for bigger items like Alarm Opt A4 clipboards or water bottles. engine in this van is a peach and offers arguably the best combination between power and economy in the range.
While 101hp might not seem like a lot of power, it's actually the 250Nm of torque — available low down between 1,500rpm and 2,500rpm — that really impresses. Even with the back fully loaded, the Transporter manages to stay with the flow of traffic without ever feeling laboured.
But, as good as the Transporter is, it's not without faults; and the most obvious one is road noise at higher speeds. On the motorway, or on any other road that permits you to go above 45mph, wind noise and tyre roar become prominent to the point where you have to turn up the radio a few notches. On the laden fuel run we felt an usually high amount of vibration through the brake pedal too, which was surprising given its absence without payload.
Conversely, at lower speeds there's nothing to really fault the Transporter and it feels isolated from the noisy world outside.
One aspect of the Transporter that's always impressed us is its transmission and, after a few miles, you start to get a feel for the five-speed manual gearbox.
The gear changes are crisp and precise, and the lowdown torque from the engine means you don't have to keep swapping cogs unnecessarily. •