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N iche marketing is a term that's sprung up in recent
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years as companies try to come up with ever more diverse products to keep the consumer interested.You might not in fact have realised you needed them, but they'll be marketed in such a way that you'll wonder how you can cope without them.I leated dog coats and slippers with built-in torches to guide you to bed at night are only two of numerous products that have made their debut at some point.
So in the CV market does the combination of a double-cab and drop-side rated at 3.5 tonnes satisfy a valid demand?
When the Transporter first hit the streets it was greeted with much admiration from the motoring press; enough, in fact, to be named 2004 International Van of the Year. What had us all praising it was the way it drove,combined with that famous VW build quality. Now it's had time to settle into the market and the signs are it's achieved what it set out to do to compete directly with Ford and Vauxhall, in terms of sales volume and ability, instead of being seen as a lighter alternative, like the T4.
Looking at the latest Transporter range it's easy to see that VW has made a concerted effort behind the scenes, resulting in an impressive range of models and options.
Let's take it from the top.Available in four weights (T26,2.6 tonnes:128,2.8 tonnes; T30.3.0 tonnes; andT32,3.2 tonnes) and two wheelbases, it comes as a panel van, window van or single/double chassis-cab with optional dropside body like our test vehicle (but only in LWB guise).The engine range is equally diverse. Both major choices are turbo-diesels with the 1.9-litre straight-four producing either 82 or 102hp, while the five-pot 2.5-litre gives either 128hp (as in our test vehicle) or 172hp (the highest output in its class until the Vito 123 came along).The 1.9-litre gets a five-speed box, with an extra ratio for its bigger stablemate.
Standard equipment is by no means plentiful you know you're in trouble when a radio -cassette is standard but they've spent the money on the technical side as opposed to fripperies like entertainment. You get ABS with EBD, immobiliser, traction control and remote central locking with deadlocking.Add to this a skip-full of options that include cruise control,sunroof and electric pack to name hut a few and you have quite a choice.
Being a VW it doesn't come cheap, but at st 16,190 plus £625 for the dropside body it doesn't price itself out of the market either and remember the residuals .What you also get is peace of mind, thanks to the engineering integrity that is associated with this company. Well, that's the theory at any rate. We'll see. But if all that doesn't convince, the warranty is three years/100,000 miles.
Productivity
With Volkswagen's Pumpe Duse' (German for unit injector) technology on-hoard, the Transporter's engine can't be accused of lacking new tangled technology. And it showed at the pumps with a commendable 32.6mpg for a laden run around our test route, comparing favourably with Citroen's Relay (with 29.6mpg). It further proved its worth with 38.3mpg on an unladen run.
In terms of ability the Transporter delivers, with space for up to six people though admittedly those in the middle front scat might get restless on long journeys, especially after the driver has elbowed them a few times while changing gear. But there's a surprising amount of space in the rear for passengers:This is no saloon car but it's better than some attempts we've come across.
On top of this you have the cargo area. It's made from lightweight aluminium, provides 4.2m2 of loadbed, and comes with an optional non-slip ply lining surface cover that really does provide excellent grip.To further help keep things in place there are six tie-down fixings:The release handles operate with ease, requiring minimum effort to open coupled with solid constructionAll in all a classy effort.Well,as classy as dropsides get anyway.
But here's the rub.With all six people on board -and we'll assume some are not adhering to CM's 75kg benchmark -you'll be seriously limiting the amount of payload you can carry. With a total of 1,141kg to play with you could have less than 400kg after the cab is full.This inability to perform its people-carrying and drop-side duties at once could limit the VW's appeal. If you do want to multi-task then moving above the 3.5-tonne category could be the answer, but with this comes the responsibility of a tachograph as well. Food for thought'?
We all know that the quality of German manufacturing is high, but the Transporter range also benefits from variable servicing thanks to a 'smart chip' in the engine that monitors driving style and can extend intervals up to 18,000 miles or two years.This extended period relies on synthetic oils that last three times longer than the traditional but also cost three times as much — though with the obvious servicing benefits it's hard to see why you'd want to use anything else.
On the road
It's easy to tell that Volkswagen set out to make the Transporter's road manners as ear-like as possible — the dynamics do not represent the typical chassis-cab and they're also far removed from its predecessor, the T4. This clever design work has also eliminated those typical drop-side characteristics that can hamper this type of vehicle.
The chassis feels tight and the suspension's overall effectiveness is solid, thanks in part to the separate sub-frame at the front. Chassis-cabs tend to crash into potholes and over bumps; while the Transporter is not perfect, it does raise the bar considerably.
This composure translates well into the corners where it holds the road without fuss. under-steering gradually when pushed. We're not into throwing double-cab drop-sides around but we felt we could have, if needed. It's the same with motorway and A-road work: it feels controlled at all times and will follow orders precisely.
The package is completed by steering which is light and precise at low-speeds but firms up nicely on the open road. Again, the feeling of thorough engineering is evident — as it is with the gear shift, which is as precise as we've come across on a van. Its short throw and stubby lever make it feel more hot-hatch than dropside.
This is all mated to the 128hp five-cylinder unit which, like the other engines in the range, is tuned for low-down torque. According to the brochure you get 340Nm of torque arriving at an early 2,000rpin and we do not doubt this claim; it certainly pulls strongly when required. But the delivery could be smoother.There's a noticeable pick up as it peaks so it requires a degree of concentration not to surge forward too quickly. And it doesn't like to be pushed too hard, if the sound is anything to go by.
Cab comfort
Upon entering the T5 you are greeted by a modern set-up that works hard to please. A nice mixture of light and dark, thanks to the seat trim and door panelling, helps lift the ambiance to comfortable levels.'The car-like driving position, seated further hack than normal, gives a relaxed driving position, aided by the multi-adjustable driver's seat and reach/rake steering wheel.
The instrument layout is thoughtfully designed with all the main controls to hand and switches and dials on the central dash clearly labelled and sturdy enough to withstand repeated use.
Cross-cab access is good but the dashmounted gearlever might be a hindrance when three people are sitting up front. There's also a surprising lack of useable space. Deep door pockets incorporating a bottle holder are the highlights but after that there's not much.The central file tray may have its uses but it's limited in its size.
In driving terms the Transporter provides good forward vision with plenty of light allowed in. The rear view is obscured by the central rear headrest though the extended wing mirrors make up for this. •