GOOD AS FEAST
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The major van manufacturers have been keeping White Van Man happy with a succession of 120hp-plus projectiles. But while Volkswagen's latest Transporter offers a relatively modest 88hp, it will certainly be a powerful contender...
Those wicked 120hp-plus Will-o'-theWisp white vans that leave you for dead on the motorways may have had their day. All the leading manufacturers offer high-power panel vans, and many a hotshot courier or express parcels firm will testify warmly to their raison d'être. Iveco builds some fairly powerful Dailys; Merc's Sprinter is aptly-named; VW includes several rocketships in its fleet—not least the 125hp LT35.
But a good number of operators question the need to pay a premium for a meteor when there are some lower powered stars around that are almost as swift, a little more prudent on fuel and can happily shift more than a tonne at a fair old lick.
No doubt ultra-high-power vans will remain in demand with courier companies who need vehicles of 3.5 tonne GVW or more, possibly to haul laden trailers, but mid-range panel-van sales have polarised around the 100hp mark.
Volkswagen initially targeted this sector with a 102hp (75kW) TDI version of its ubiquitous Transporter, but last September it slotted an 88hp (65kW) model alongside it, and took the opportunity to make some very tidy cab revisions.
Having driven a rather refined short-wheelbase "88" with a 1,115kg payload around our Kent van route, we're convinced that this little hustler will become a firm favourite among VW devotees.
• PRODUCT PROFILE VW's 1,200kg (nominal) payload Transporter is designed to appeal to a wide range of needs in the small panel van market; there's a 114hp (85kW) 2.5-litre model for petrolheads as well as the two TDI diesels.
The latest Transporters sport sharks-gill vents ahead of the offside front wheelarch and, as any self-respecting anorak will be pleased to tell you, the TDI's real giveaway is the blue "I" in the badge.
The 114hp petrol and the 102hp models are spiced up with syncro four-wheel drive and automatic gearbox options, but the most recent 88hp model comes in at the nominal 1,000/1,200kg payload ratings with the usual 2.92m and 3.25m wheelbase choices and chassis and double-cab alternatives. The 1200 model even has a high-roof option, and features the standard aII-VW transmission driving the front wheels. These are independently sprung using double wishbones with longitudinal torsion rods and an anti-roll bar: the rear wheels run on coilsprung semi-trailing arms.
VW vans have disc brakes front and rear; ours was also blessed with optional ABS and traction control in the form of an electronic differential lock.
Perhaps in anticipation of an impromptu Mediterannean extension to our Kent light van route, VW also included air conditioning. A nice thought, but apart from verifying that the system functioned we didn't actually find any use for it in the depths of an English winter. Mind you, driving about in winter's gloom did underline the extremely effective blue and red backlit instrument panel and switches; the red lighting also extends to the headlight, radio and heater/ventilation—even to the mirror adjuster switches on each door. This subtle illumination really comes into its own in the pitch-black of night or hurtling around the M25 where lights and reflections hit you non-stop. At first glance the colour combination wouldn't look out of place in an Amsterdam culture club, but the darker the night the more pleasing it all becomes to the driver's eye.
• PRODUCTIVITY
Before choosing a van you really need to know what it's going to be used for: especially its probable payload ceiling and the area and type of road it will cover.
When it comes to payload, any of the 1200s will accept tonne-plus pallet loads through the rear batwings or side entry, so the real choices to be made by potential buyers are between petrol and diesel and, if they opt for diesel, between the 102 and 88hp power ratings.
Our 88hp TDI carried its full (1,115kg) quota of bottled gravel around our Kent route, which includes a mix of the M25/M20 and A
roads running through gently rolling hills.
Its overall result of 31.4mpg (9.0 lit/100km) at an average speed of 41.6mph (66.9km/h) balances nicely with our unladen figures of 37.5mpg (7.53 lit/100km). It also contrasts interestingly with Volkswagen's own fuel forecast of 35.7mpg (7.91 lit/100km), based on its halfladen test routine.
These results are on a par with the 101hp 1200 TDI we tested in long-wheelbase form 16 months ago. Although our 88's acceleration from 0-80km/h was only marginally inferior, the Transporter is an extremely brisk performer and is capable of excellent journey times (but not on the M25).
When it comes to buying our standard basket of spares the VW is more expensive than the market-leading Transit, but its annual downtime for servicing is among the lowest in our comparison group.
Price is always a major factor when picking a CV, and here the Toyota Hiace scores best in the group at £12,324; nearly £1,000 cheaper than our test van. There was a time when the Transit had the highest price tag of all but it's now more sensibly priced and costs less than an equivalent Renault Master or Fiat Ducat°.
• ON THE ROAD
Having been parked overnight in -3" of frost the 88 started quickly, if noisily, and with all windows cleared it pulled away smartly in first with a full load on, quickly reaching the easy cruise mode.
Despite a sticky clutch the gears change easily, making this a driver's delight around town. It also manoeuvres easily enough, thanks to a fairly short front overhang and steering that is light and impeccably behaved. Over fast winding roads the Transporter does show signs of front-end roll, but the ride is quite satisfactory in all road conditions.
Once it's warmed up the 88hp 1200 is as quick off the mark as most saloon cars, thanks to the 195Nm of torque available from 1,9002,500rpm and some well chosen ratios in the five-speed gearbox. On motorway runs it responds easily when changing lanes to overtake and sits comfortably at the legal limit. The disc brakes are simply superb. As well as standard ABS our van had optional traction control, which is worth every penny. On the test track stopping distances were very good, and on the road the brakes' powerful, progressive feel was highly reassuring.
The one real problem with the Transporter is the incessant clamour that emanates from the load compartment, especially at motorway speeds. The swaged steel floor has eight substantial tie-down points and is easy enough to sweep out, but its a conduit for the noise which surges forward to batter the driver's eardrums unmercifully. The radio is useless above 45mph and on long, high-speed journeys noise becomes a painful speed limiter.
Our van body was lined with .,C138 worth of hardboard and had a half-height metal bulkhead. We'd recommend spending an extra £100 or so for the optional full-height wall. This will enhance load protection of course, but more importantly it will give some respite from the din in the back.
• CAB COMFORT Transporters are renowned for commendable comfort levels, from the driver's door entry to the well upholstered seats, and our test van is well up to VW's high standards. • The low step has a plastic lining to limit scuff damage, and with the fully adjustable seat in the right position the views through the screen and side windows are extensive. Large door mirrors adjust neatly via switches on the driver's side and the rearview mirrors give the best possible view through the rear door windows with their centrally biased wipers.
The small steering wheel feels sporty and all the switches are within easy reach.
Not so the handbrake, however. Even before you set off it's obviously much too low down for comfort, and changing from fourth to fifth cog is also too long a reach.
There's a lot of durch Vorsprung Technik about the Transporter: the panelling, switches, fixtures and fittings are all made to a high standard and the doors all shut with a reassuring "thunk". Despite a mucktrap along its lower runners, even the sliding side door slips smoothly along its track and feels just right. OK, you don't buy a van for its decor, but liTW's designers might consider ringing the changes on the boring mix of greeny-grey shades which extend to the grey and coloured fleck seat covers. Perhaps it's time Mary Quant was brought in as a consultant to brighten things up a bit.
• SUMMARY
The Transporter has lost none of its virtues. It's easy on the driver, handles well, is very responsive on the road and has a good feel to it. In fact, apart from that incessant noise from the back, VVV's 88hp TDI 1200 is easily the best performer in its class.
Apart from being a little short on payload when compared with 3.5-tonners, it certainly stands out as a useful alternative to those souped-up supervans.
At a basic list price of £13,301 (ex-VAT) it's well priced among its closest competitors and richly deserves a second glance. The 88 can bask in the glow of a pacy, reasonably frugal performance and look forward to giving the Transit a real run for the money.
CI by Bryan Jarvis