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Caddy chips in

5th January 1985, Page 12
5th January 1985
Page 12
Page 12, 5th January 1985 — Caddy chips in
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AG IS aiming to capture ten per cent of the 20,000 vehicle per year UK pickup market with its recently-launched Volkswagen Caddy. One thousand vehicles have already been pre-sold to dealers according to VAG's commercial vehicle director, Richard Ide. This surpasses the company's original first-year target of 900 units, representing a four and a half per cent market share.

The success of VW's plans will depend, however, on whether its jointly-owned Yugoslavian subsidiary TAS, which assembles the Caddy can produce enough pickups for the new UK market which is expected to be the largest outside Germany. Current production at the Sarajevo plant is running at 9,500 units per year although VAG expects this capacity to be increased to produce 2000, right-hand drive versions.

The Caddy pickup is based on the old-style Golf saloon car, but with an extended 2,625mm (103in) wheelbase and an integral pickup load bed. UK models will be offered with a choice of either a four-cylinder 1.6 litre 56kW (75hp) petrol or 40kW (54hp) diesel engine with a four-speed gearbox fitted to both units. Both models have the same 3.58 tonne gross vehicle weight.

Payload with a 75kg driver on board is 625kg (12.3cwt) on the petrol-engined version and 605kg (11.9cwt) on the diesel.

This is higher than the FSO and Hyundai which can carry around 500kg (9.8cwt), but lower than the Ford P100, Bedford KB26 and Peugeot 504 as well as Japanese pickups like the Toyota, Nissan and Mazda. They have a 1,000kg (19.7cwt) payload.

VW, however, claims that a large proportion of car-derived pickup buyers do not need a one-tonne payload, and that the Caddy's 625kg carrying capacity will adequately meet their needs.

Load volume on the Caddy varies according to body style from 0.9cum (32cuft) for the standard 1,835mm (71in) long pickup body, to over 4.0cum (143cu ft) with the vehicles fitted with a removable Luton load bed cover produced for VAG by Walkers of Watford.

In marked contrast to its normally high, light commercial vehicle prices, VAG has priced the VW Caddy extremely competitively with the petrol version priced at £3,660 and the diesel pickup at £4,086. Both Caddy models cost less than the petrol-engined Ford P100 (C4,695), the diesel Peugeot 504 (£5,095), the diesel Bedford KB26 (5,392) and the petrol Toyota Hi-Lux (£4,532). All prices exclude vat.

Although the Caddy has been in production since 1982, the first right-hand drive models were shown in the UK at last year's NEC Motor Show. CM had the opportunity to drive both diesel and petrol versions carrying a full payload over a 50-mile course at the UK launch.

The Caddy has a well-finished interior, with cloth-covered seats and practical rubber floor covering, and facia and door panels trimmed in black plastic. Despite the use of these dark materials, the Caddy has a light and spacious feel to its driving compartment aided by the deep curving rear window. The deep B-posts, however, create a blind spot.

Instrumentation is simple but well laid out. The short gear lever has a well-defined gate and a light, positive action. Unlike some pickup models, the Caddy has plenty of leg-room.

Around the road test route, which included a motorway section, the Caddy's coil and leaf spring suspension gave a firm though comfortable ride. Body roll was noticeable as was the slightly heavy steering typical of front wheel-drive vehicles. On the motorway the petrol-engined Caddy held 70mph well, recording a good interior noise level of 62Db(A). On the diesel version this rose to an acceptable 79/80Db(A).

Both vehicles had completed less than 1,500 miles and showed tightness in the transmission. Of the two, the diesel Caddy produced the best pulling power, particularly at mid-range speeds. The brakes were spongy. Maximum pressure caused the wheel to lock up.

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