New Volkswagen Transporter review

The new Volkswagen Transporter is the result of one of the most significant transformations in the van’s long-running history.

For the first time, the Transporter shares its platform, tech and engines (or electric motor in the e-Transporter) with a model from another manufacturer: Ford. The seventh generation of this medium van was developed alongside the Ford Transit Custom as part of a wide-reaching collaboration between the two manufacturers.

It's not the first time the two automotive giants have worked together: the Amarok pick-up is based on the Ford Ranger and the Transit Connect is based on the VW Caddy Cargo. And now we have the Transporter rolling off the same production line in Turkey as its mechanically identical twin.

That doesn’t mean the Transporter is just a rebadged Transit. Volkswagen has worked hard to retain a sense of identity, with a distinct front-end design, VW-specific interior elements, and a trim structure that caters to brand loyalists.

But is it still a VW Transporter at heart, and can it go head to head with the best medium vans including the Mercedes Vito, Renault Trafic, Toyota Proace and Vauxhall Vivaro? And is it better than its Transit Custom twin? Let's find out...

VW’s new Transporter impresses on the road, but then we had a good reason to suspect it would: the closely related Ford Transit Custom is great to drive.

The steering is light yet accurate, making urban manoeuvres easy, while the suspension offers a fine balance between comfort and body control.

Transporter buyers have a choice of three 2.0-litre TDI diesel engines, with 108bhp, 148bhp, and 168bhp. The 108bhp model is paired with a six-speed manual gearbox, which is smooth if a little springy.

The 148bhp unit offers the most versatility, with the option of manual or an excellent eight-speed automatic gearbox. And the 168bhp version comes exclusively with the auto.

There’s also a 4Motion four-wheel-drive variant with the 148hp engine, although not with the range-topping 168hp, which seems like an odd oversight.

All the engines feel strong and willing, even if they are Ford-sourced units beneath Volkswagen TDI badging. They’re not the quietest diesels on the market, particularly under heavy load, but refinement is notably good at cruising speeds.

The all-electric version – the VW e-Transporter – is available with either a 136hp or 218hp motor and a 65kWh battery. It delivers smooth, near-silent performance and is ideal for city driving.

The 218hp model accelerates briskly in town, although its throttle response is deliberately gentle to prevent aggressive driving, and (rightly) electronically restrained if you start to get a little enthusiastic.

The e-Transporter's official range is quoted as up to 201 miles (WLTP figure). In the real world, 150 to 180 miles is more realistic, depending on what you carry, how you drive and what the weather is like.

There will soon also be a plug-in hybrid (PHEV) Transporter, pairing a 2.5-litre petrol engine with a battery and motor for an electric range of around 30 to 35 miles. If it's unchanged from the PHEV system in the Transit Custom and is priced competitively, it could be the go-to choice for tradespeople.

“As is so often the case, the mid-range model offers the best balance between cost, performance and economy, and if your budget can stretch to it, pick the automatic gearbox.” – Phil Huff, Van Reviewer

The new VW Transporter’s cab shares much of its lay-out with the Ford Transit Custom but features several Volkswagen-specific changes that make it feel more like something from Wolfsburg.

That includes a distinctive steering wheel, revised cupholder positions, a covered glovebox on all trim levels and rubber-lined door pockets. While the fundamentals are familiar, the tweaks give the cabin a more recognisably VW feel.

The driving position is excellent, though taller drivers may find the seat doesn’t slide back quite far enough in manual models. The flat floor, present across the range, makes cross-cab movement easy and adds to the car-like atmosphere. Automatic versions, with their column-mounted gear selectors, get extra leg room.

A 13in infotainment touchscreen and a 12in digital driver's display are standard. Both use Ford’s operating systems, but are reskinned with Volkswagen fonts and branding, and convincingly so.

The interface is largely intuitive, with a persistent climate control bar that improves usability. However, the reliance on touchscreen inputs, especially for heating and ventilation, can be frustrating when wearing gloves on a cold winter’s day.

Commerce Plus and Commerce Pro trims add more luxury, including wireless phone-charging, heated seats, and upgraded driver assistance systems.

Storage space is generous, with two gloveboxes, multi-level door bins, and additional USB ports in higher trims.

However, the absence of overhead storage will disappoint those used to the practicality of older models. Still, there are more places to put your daily detritus than you’ll find in a Vauxhall Vivaro Van.

“Entry-level Commerce models are well equipped but my money would go into the mid-sped Commerce Plus. A small uplift in price brings extra comfort, safety and style.” – Phil Huff, Van Reviewer

The business end of a van is where it earns its keep, and the VW Transporter doesn’t disappoint. With a choice of short-wheelbase (5050mm) and long-wheelbase (5450mm) bodies and the promise of high-roof and chassis cab versions on the way, there’s solid flexibility.

The load area is wider than before, allowing the Transporter to easily accommodate three Euro pallets, with just over three metres of load length available in the LWB. Load volume starts at 5.8m³ in the SWB and stretches to 6.8m³ in the LWB, and will rise to a class-leading 9.0m³ in the high-roof LWB variant, due later.

Maximum payloads are good rather than class-leading. Diesel models can carry up to 1,280kg, while the e-Transporter manages 1,038kg. That puts it behind the likes of the Peugeot Expert and Vauxhall Vivaro, which offer more than 1,400kg in some versions. Still, it’s a step up from the Mercedes Vito and more than enough for most tradespeople.

Access is excellent via wide twin rear barn doors, a no-cost top-hinged tailgate, and a generous-sized single-side sliding door. A second door and electrically assisted doors are available from the options list. Additional loading features such as ply lining, floor rails, 12-volt outlets, super-bright LED lights and integrated racking systems are available.

Towing capacity ranges from 2,000kg to 2,800kg for diesel models, and up to 2,300kg for the e-Transporter.

Ford offers the Transit Custom in an intriguing Multicab variant with five seats. The rear seats are boxed into one side, leaving a full-length but narrower cargo area for work tools – or a kayak for the weekend.

It could be ideal as a dual-purpose cargo carrier and family transport, and there's likely to be a Transporter version. However, for those needing something a little less commercial for moving friends and family, Volkswagen offers the new Multivan (which is closely related to the VW Tiguan SUV).

“The cargo bay is identical to the equivalent Ford's, which means the vast array of third-party up-fitting options should be compatible with the Transporter.” – Phil Huff, Van Reviewer

Despite the VW Transporter's incremental improvements over the Ford Transit Custom, the Transporter costs less. Not by much and ultimately not enough to overcome discounts from Ford, but strong resale values also come into play, which keeps monthly payments competitive.

Although pricier than Stellantis rivals like the Citroën Dispatch, Fiat Scudo, Peugeot Expert and Vauxhall Vivaro, the Transporter counters with an impressive standard specification and added value through its extensive aftersales support. Meanwhile, the e-Transporter is competitively priced against rival electric vans.

Where the Transporter moves clear of its rivals is with its "5+ Promise", which is included in the price of the vehicle. What does it cover? The first five scheduled services, three MoT tests, five years of roadside assistance and a comprehensive five-year, 124,000-mile warranty.

When you compare it with Ford’s rather miserly three-year or 60,000-mile warranty, you can see how it could reduce operating costs for up to five years of ownership.

Stellantis gives its vans a three-year or 100,000-mile warranty, while Toyota covers its Proace for up to 10 years or 100,000 miles if you jump through a few easy hoops. But none of them include five years of maintenance like VW.

Service intervals are every two years or 25,000 miles so low-mileage users might only need to see their service centre once every 24 months.

Fuel efficiency across the Transporter range is commendable, with the entry-level 110hp manual achieving up to 40.9mpg, closely followed by the 150hp manual at 40.4mpg. The eight-speed automatic gearbox slightly reduces efficiency, averaging around 37.7mpg.

“More kit, improved backup, and a lower cash price? Even a die-hard Ford fan must be tempted by the Transporter…” – Phil Huff, Van Reviewer 

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