Volkswagen Australia unleashed the latest version onto Australian streets in March, offering a boost in power, along with a cleaner burning engine, all part of a strategy to dominate the light commercial market locally with a range that covers the Caddy, Transporter, Crafter and the soon-to-be-released-in-Australia Amarok.
Having virtually invented the modern delivery van with the original Kombi in the 1950’s, Volkswagen has a large amount of accumulated knowledge to draw when it comes to designing a new light commercial van, and that shows in the detail of the latest Transporter.
While the body is not much changed from the previous model, it is a different story under the skin with new engines and transmissions, as well as myriad minor differences, that Volkswagen commercial vehicles boss Phil Clark will entice buyers into the showrooms in 2010 and beyond.
The Body Beautiful
With only minor changes to the styling, the Transporter remains easily recognisable as part of the VW family, and in fact the company says while there are no common parts shared between the original model and the latest, what they do share is being ‘robust and reliable as well as versatile’.
Outside is the familiar semi-bonneted design that is used by virtually all van manufacturers today, which offers a combination of safety and practicality by putting the engine in front of the driver.
Not only does this allow for crash protection to be engineered into the design, but it also means routine servicing becomes much easier, while the driver has a better view of what is in front, unlike the Kombis of old, which used a bull bar-mounted spare tyre as the first line of defence.
The angled and curved windscreen assists in aerodynamic efficiency, by reducing the frontal aspect, again, a feature used on virtually all commercial vehicles around the world.
Operators who select the long wheelbase (3400mm axle to axle) option also get the choice of adding a high roof to the van, while it ends up looking like an old-fashioned ice cream van, it offers plenty of interior space for large volume, low weight cargoes such as toilet rolls or bubble wrap.
The other main body option for the Transporter is the choice of twin sliding doors, one on each side, which improves operational capability by allowing it to be loaded and unloaded from up to three sides at once, a definite plus in the era of one-way city streets and skinny loading docks at shopping centres.
The one real downside to the Transporter is the lack of a barn door option, as it prevents the use of a forklift to load and unload the van, as the tailgate does not lift high enough to clear the mast.
Despite a massive usable space, even in the ‘standard’ wheelbase model (3000mm axle to axle), and plenty of room between the wheel arches, our fork lift operator could not extend the tines far enough to deposit a pallet in the rear, while the side doors were too narrow for a regulation pallet, although a disposable skid could fit through the opening.
The Insider
While the major architecture remains untouched Volkswagen has taken advantage of the latest developments in electronics to update the T5 Transporter, adding a range of safety and convenience equipment.
Among the new offerings is Side Assist, which uses side-mounted radar to detect if there is a vehicle in the blind spot, triggering an LED at the base of the mirror to warn the driver, although the system only becomes active above 30km/h.
Also offered in this model is a turning light, a driving light that shines at 35 degrees to the side, which turns on with the indicators to allow the driver to see if there any obstacles.
As with the Side Assist, this system is speed dependent, turning off when the speed rises above 40km/h, while it will only function if the lights are switched on, regardless of the speed.
Other equipment includes a reversing camera, linked to the display screen on the high end audio unit, allowing the driver to see what is behind the van while reversing, as well as a ‘light and sight’ system that turns on the headlights when the doors are unlocked, or allows them to remain on when the ignition is switched off.
The system is part of the ‘auto’ headlight function, which includes a rain sensor, auto-dimming mirror and dusk-sensing headlights.
The other major upgrade is the fitment of enhanced ESP as standard in all Transporter models, which includes ABS, EBD and Traction control functions, as well as ‘smarter’ deployment of the braking systems to prevent rollovers, which can also detect if the vehicle is loaded or empty, and adjusts the Traction Control to suit each situation.
While the seating position remains the same, with a high mounted driver’s seat offering an excellent field of view through the windscreen as well as the door mirrors, the seats offer more support than ever, with particularly good support from the seat base for the driver’s legs, which helps reduce driver fatigue.
There are also improvements to the airconditioning system, with simpler controls, so that the driver can choose a temperature and then only need to adjust the fan speed and air direction.
The audio system has similarly been overhauled, with touch screen controls now standard for the navigation system to make it easier to use, while all CD players are able to play MP3 format discs.
The gearshift mechanism remains dash-mounted, although operators have the choice of either a six-speed manual or a seven-speed DSG automated manual transmission.
Although it creates an odd visual, the dash-mounted gearshift has plenty of ergonomic benefits, with the shifter in easy reach of the driver, as well as creating a ‘walk-through’ between the front seats and the cargo area.
One niggle is the practice of mounting the hand brake low on the left hand side of the driver’s seat, even with my gorilla arms (knuckles scrape as I walk) it is a bit of a reach, shorter drivers would have a real problem with leaning down to apply and release the lever, because it has to go all the way to the floor to avoid setting off a warning chime.
The dash is easy to read, with big dials for the speedo and tacho, while the electronic dash gets a bar display for the fuel tank, as well as a temperature gauge, plus a combination trip and odometer.
Parts standardisation sees the Transporter get the same switchgear as the passenger car range, which means the cruise control is a fiddly switch set on top of the indicator stalk, with an ‘up/down’ button on the end, unfortunately the indicators have a habit of turning on if you press too hard on the switch and it moves the stalk.
Otherwise, the Transporter is a classic example of Teutonic efficiency, designed to get the job done, while providing the driver with a reasonable degree of comfort.
Swift and Shift
If the characters of the fictional television courier company had a fleet of Transporters at their disposal, the show would probably lose its edge, as the drivers would be out on the road getting the job done.
Our test covered both the 132kW twin-turbo and the 103kW single turbo, both fitted with the seven-speed DSG transmission, and both vans had plenty of get up and go for the task.
It is difficult to believe the twin-turbo was a diesel, so rapid was the engine response, with a flexibility not often seen in an oil-burner, the tacho needle would race around the dial, especially under heavy acceleration, with the DSG banging through the gears as though it was a racer in disguise.
Even when it was loaded beyond two tonnes, on a three tonne GVM, the 400Nm of torque just pushed the Transporter harder and harder, with no dramas in holding its own in traffic.
Hard as it might seem to believe, the engine and transmission are not the highlight, it is actually the massive four-wheel-disc brakes that really grab your attention, in more ways than one.
In anything other than a full load scenario, they had more bite than the ATO in July, pulling the Transporter to a dead stop in distances that are almost beyond the laws of physics, and you are grateful for the three point inertia reel seatbelts, which are the only things stopping the occupants from becoming one with the windscreen.
The steering is slightly heavy, but is very direct, which Volkswagen attributes to a revised variable assistance power steering pump, despite being a commercial vehicle there is no dead spot around the straight ahead position, it is quick to react to even small inputs on the wheel.
With a 3000mm wheelbase, it is important to remember just how much van is behind you, especially when it is as reactive as this one, otherwise fleet managers could find themselves replacing a lot of left rear quarters as drivers clip posts and poles because they are not used to the excellent turn-in characteristics.
As expected, the ride is also quite firm, VW have gone heavy duty on the suspension to cope with a full load in the back, yet even when running light it still feels tied down and secure, another like some other commercials that become nervous or skittish when unloaded.
Top of the pops
As the owner of a big van, although mine carries human cargo, rather than boxes and crates, I appreciate the effort VW has put into the latest version of the Transporter.
Despite a few small niggles, like the poorly positioned driver’s footrest under the console, and the big step up into the cab, it is a tremendous ‘last mile’ delivery vehicle, light enough to beat most load limits, but big enough to take plenty of cargo, with enough power to get the job done in short order.
Even in stripped down delivery van form there are high levels of active and passive safety, while the Euro 5-compliant power train is not just economical but delivers plenty of power, the Transporter has earned a place on a fleet manager’s shopping list.
**Check out the video review of the VW Transporter on www.fullyloaded.com.au **
Vehicle Volkswagen Transporter T5 two seat van
Engine 2.0-litre turbo-diesel, with common rail direct injection, single or twin turbochargers (132kW version), intercooler standard.
Transmission 6-speed manual or 7-speed DSG
Power/Torque 75kw@3500rpm/250Nm; 103kW@3500rpm/340Nm; 132kW@4000rpm/400Nm@1500-2000rpm
Emission Control Euro 5 with Diesel Particulate Filter
GVM/GCM 3000kg/5000kg
Wheelbase 3000mm optional 3400mm
Features Standard climate control airconditioning; all-wheel discs brakes with ESP, ABS, ASR, MSR, EDL and Hill Holder, AM/FM/CD stereo, Bluetoooth compatibility, walk through cab
Good points flexible power delivery, seven-speed DSG, outstanding brakes, huge cargo area
Not so good points poorly located driver’s footrest, fiddly switch for cruise control, no barn door option
