7-day Test
Model: 2004-06 Volkswagen T5 Transporter SWB 2.5 TDi Van
RRP: $45,400
Price as tested: $47,235
(Options: RHS sliding door $895, rubber load mat $345, steel mesh load barrier $595)
Distance covered: 510 kms
Road tester: Joe Kenwright
Date: February 2006
This van arrived at a time I was shifting my workshop machinery and heavy engine parts in tandem with my own Mitsubishi Express SWB 2.0 van. It then completed several rural trips laden and unladen. It was the perfect opportunity to examine what you get when you spend double the price of a typical budget Japanese van.
The sheer size of even the 3000mm standard wheelbase normal roof Transporter rules out some applications immediately. It's 4890mm long, a whopping 1904mm wide or 2242mm from mirror to mirror and a tall 1959mm high.
On its own, it looks compact but it made my high-rider twin cab 4x4 ute look narrow and low when they were parked side by side. Even with its tight turning circle of 11.9m, it will be too big if you regularly need to get equipment down narrow driveways or into tight inner city locations.
Yet it's perfect for an operator who needs a big range of tools and equipment permanently on board with space to spare for parts and appliances. The ability to walk in and out almost without bending while carrying heavy objects is enough reason to own one if a hard working life is taking its toll on your back.
It also looks and feels substantial with fine detailing and build quality, a feeling that continues when it is fully loaded. I was wary about the front drive but the low floor, independent rear suspension and good traction when unladen are pretty convincing.
Anyone can build a big tin box but how this vehicle drives reveals where your money goes. It would make a great pop-top camper or a perfect lock-up carry-all for a surfer, dirt biker, travelling stall holder or long distance courier when its cruising ability and economy are outstanding.
There are two 2.5-litre turbo diesel engines. The cheaper 96kW/340Nm version comes only on special order.
The latest 128kW/400Nm engine as fitted to the test vehicle adds only $2000 and brings cruise control, a $480 option on the cheaper model. Thus the extra power and torque costs only $1520, possibly the cheapest performance boost on the market. Importantly, it has the grunt, laden or unladen to hold high cruising speeds so the cruise control is actually useful.
Fuel economy is also better even with the extra power. My tank tests revealed 11litres/100km around town and an amazing 6.8litres/100km while cruising at 100km/h at which speed the engine is ticking over at 1800rpm. This is consistent with VW's own combined figures of 9.2-9.4 which might be why VW dealers are reporting that expensive gas conversions are becoming redundant.
Although expensive, this top T5 van comes with most earlier T4 options as standard including air-cond, power mirrors, central locking which allows you to open or close the windows from the driver's door lock, two airbags, ABS, ASR traction control, CD and power windows. Cost out each of these and pricing is sharp.
There is a proper roof rack mounting system, strong door hinges have pronounced detents in the stays and there are six tie-down hooks, three interior lights including front reading lights, lots of storage including a useful dashtop tray, slide-out cupholders and ashtray. Door pockets are big but a long way down.
The extra sliding door soon pays off if you have to unload on a busy one-way street, the lights are good apart from a few shadows and the strong performance is most un-van like. Its grey plastic bumpers look practical but mark too easily especially during loading and the huge unprotected sides are a blank canvas for dings and scrapes.
All lights are out of the way and you are sitting behind a massive transverse engine and the front wheels. Checking vital engine functions is remarkably easy for a van.
Seats are well-shaped and supportive, allowing walk-through access if you choose the two seater. Storage areas have a lip to contain loose objects but not enough to stop their hard shiny surfaces from launching them over the cabin under hard acceleration.
The slick cabin is marred by the auto selector's markings on the wrong side and its fancy leather boot obscures them further, a serious shortfall when the dash indicator is hard to read. Reverse won't engage unless you are stopped with foot on the brake. Because you can't see its position, you can easily miss it while trying to get out of someone's way, a real shortfall in crowded streets.
The central locking bolts everything shut once the vehicle is on the move then takes its time to unlock, another hassle if someone has to jump in or out in a hurry as so often happens in a work situation.
Everything is soon forgiven once on the road. Steering and brakes that are a little twitchy unladen settle beautifully with a load. Because the six-speed auto is intuitive in the way it holds the van's speed on downhill runs, you rarely need the sequential manual function. It feels more like a $100,000 luxury car as it works its way imperceptibly through each ratio.
Outside, the diesel sounds exactly what it is. Inside, it sounds and drives like a big growly V6 petrol engine. Road noise suppression is good enough but it wouldn't want to be any noisier on some surfaces. Ride is better than it has any right to be for such load capabilities and ground clearance is good when overhangs are so short.
This is one cool van -- but only if the extra size and outlay boosts your bottom line.