We like
Refined standard diesel/auto pairing, available fully electric eTransporter version will help fleet CO2 targets, mature ride and handling by van standards, pleasant cabin, comfortable seats, reasonable value, highly customisable

Room for improvement
Electric version suits urban operators but has compromised specs, diesel has slightly lower payload than some rivals; durability questions around Ford’s wet belt-equipped diesels, deviation from Volkswagen’s T-van lineage in swap to Ford chassis

Overview

 

THE arrival of the seventh-generation Volkswagen Transporter marks a major reset for one of Australia’s best-loved van nameplates. Like the Amarok ute, the Transporter eschews shifting to a new VW-engineered chassis in lieu of a platform developed primarily by Ford.

 

It is notable that the seventh gen’ Transporter does not pick up the ‘T7’ chassis code that would align with the VW-developed T1 through T6 lineage built up over seven decades. The T7 code is used by the Multivan MPV, now a distinct model that utilises Volkswagen’s MQB chassis.

 

Volkswagen Commercial Vehicles is confident in the Ford collaboration, however, and just as with the Amarok ute VW had significant input into the results of the platform, spec, and dynamics of the new Transporter, which differs a tad in feel from the related Ford Transit Custom.

 

For Australia, the MY26 Transporter range launches initially as a panel van only, offered with a 125kW/390Nm Ford EcoBlue 2.0-litre turbo diesel four-cylinder engine badged ‘TDI’, with a choice of front- or 4MOTION all-wheel drive, or as a fully electric eTransporter with rear-wheel drive.

 

Like the Transit Custom, that means the new Transporter TDI is currently fitted with a wet belt timing mechanism—a component that appears to limit engine life in some cases. Global four-cylinder versions of the Amarok (and Ford Ranger) recently swapped away from wet belts, and we’ve asked Volkswagen if the Transporter line will follow suit.

 

 The Transporter TDI is paired to an eight-speed torque converter automatic transmission while the eTransporter uses a 210kW/415Nm rear motor with a single ‘gear’, plus a 64kWh (net) nickel manganese cobalt battery pack.

 

Charging capability is 11kW (AC), allowing for a complete recharge in 7.5 hours, while DC fast-charging is possible at a peak speed of 125kW, enabling a 10-80 per cent replenishment in 38 minutes.

 

The BEV, which has claimed range of 330km (WLTP), is aimed at metro-based fleets with predictable daily routes and access to depot charging while the TDI versions—fitted with a 70-litre diesel fuel tank—claim 886km of range.

 

Short wheelbase (SWB) and long wheelbase (LWB) panel van body lengths are available across both launch powertrains. Load length with the standard tailgate measures 2602mm (SWB) or 3002mm (LWB), extending by 448mm with an optional load-through hatch.

 

Overall length measures 5050mm (SWB) and 5450mm (LWB), with a consistent height of 1978mm applying to the range.

 

Both body lengths share the same passenger-side sliding door opening dimensions (1030mm wide, 1301mm high) while load sill height measures 575mm (SWB) or 616mm (LWB). A second, driver-side sliding door is optional, as are rear barn doors in place of a regular tailgate.

 

Load volume is claimed to be 5.8 cubic metres (SWB), increasing to 6.8m3 for the LWB. Tie-down provisions are six points SWB, eight points LWB, with factory roof racks rated to 170kg.

 

Crewvan, plug-in hybrid (PHEV) and electric-only dual-cab variants are confirmed for later arrival, but at launch, Volkswagen’s focus is squarely on Transporter van variants that will suit core trade and fleet operators seeking a modern, safety tech-rich replacement for the superseded T6.1.

 

All van trims have GVM of 3225kg. Payload capacity varies significantly by powertrain and drivetrain, with TDI FWD variants claiming 1062kg (SWB) or 1016kg (LWB); AWD lops 99kg from the payload. The weight of the eTransporter’s battery reduces payload to 806kg (SWB) or 760kg (LWB).

 

Diesel variants offer the strongest towing capability, with the TDI rated at 2800kg braked with a 112kg tow ball download limit. The eTransporter is rated to tow 2300kg with a 95kg ball limit.

 

Standard equipment from the $58,590 (plus on-road costs) SWB TDI 125kW FWD base grade takes in LED headlights, 13-inch touchscreen with navigation, wireless Apple CarPlay/Android Autio, a 12-inch digital instrument cluster, wireless phone charging and heated front seats.

 

Active safety equipment is extensive, including AEB with pedestrian and cyclist detection, reversing AEB, adaptive cruise control, lane keep assist, blind-spot monitoring with trailer assist, front and rear parking sensors, and a reversing camera.

 

Operators can tailor their Transporter with config’ and spec’ options including IQ Light matrix LED headlamps, 360-degree camera, digital rear view mirror with built-in dash cam and power sliding doors, while shelving preparation, timber load flooring and tie-down rails are all possible.

 

Warranty is five years with unlimited kilometres for the Transporter, with service intervals of 12 months/30,000km. A five year/150,000km pre-paid servicing plan can be purchased for $3880 (diesel) or $2136 (electric).

 

Driving impressions

 

On the road, the MY26 Transporter immediately feels newer, more mature and considerably more refined than either an outgoing T6.1 version, which had underpinnings that ultimately dated back to the T5 generation—which itself debuted in 2023.

 

GoAuto’s first test of the Transporter was across a 50km representative loop from Sydney’s industrial heart to the airport cargo terminal on urban roads, then onto south-western suburbs on motorways. The only problem was that, due to vehicle launch constraints, we were only lightly laden.

 

Both the TDI diesel and eTransporter variants were sampled on an identical run, and for comparison’s sake, we did the same drive in the more affordable, petrol-fuelled Volkswagen Caddy TSI—a model that uses a relatively up-to-date VW-built platform.

 

Compared with the smaller Caddy van, the Transporter diesel naturally feels longer and less wieldy—but also a good deal more sophisticated, with little head toss and a surprisingly settled light-load ride quality that will only get plusher with a heavier load aboard.

 

You still feel and hear bumps through the van’s structure and echoey cargo area, but the body is well-controlled, and the occupants are not tossed about. Ride comfort, combined with good seat comfort, will be a highlight for drivers spending long hours behind the wheel.

 

Steering is better than expected for a van with a light yet accurate electric power steering rack providing quick responses. You get confident quite quickly in the Transporter and frankly, it’s a better-driving tool of trade than most dual-cabs out there…

 

The marriage between the Ford-built four-cylinder diesel and eight-speed automatic transmission is a very happy one. The combination delivers prompt throttle response and smooth acceleration, both off-the-line and in-gear. It’s a quiet, refined diesel at that.

 

While the relatively modest 125kW/390Nm outputs of the diesel mill will become challenged as the circa-one tonne payload is approached, in general use it is a slick performer that delivered good fuel economy. We recorded 6.7L/100km, or around 15 per cent less than the claim.

 

While not quite as frugal as the littler Caddy TSI petrol over the same loop (we saw 6.1L/100km in that alternative), the Transporter’s larger size, payload and towing capacity can make the economics compelling.

 

Meanwhile, the electric eTransporter offers a distinctly different, though not universally superior, driving experience. With 210kW/415Nm sent to the rear (rather than front) wheels, rolling acceleration is really strong, especially under 100km/h, making the EV feel well-suited to urban duties.

 

While the TDI is relatively refined, once underway, the eTransporter is uncannily quiet for a van—but when accelerating from rest, diesel clatter is replaced by a surprisingly audible electric motor whine, making the difference in cabin serenity less pronounced than expected.

 

Owing to the weighty traction battery beneath the eTransporter’s floorplan, ride quality is a shade better in the EV than in the diesel, and the electric model is even more planted through the corners.

 

Energy consumption during the launch loop sat at just 16.0kWh/100km, again, about 15 per cent below the WLTP claim. At our consumption, we’d achieve 400km range in the eTransporter, though to be fair, we had a smooth run through traffic, and a heavy foot would blow things out.

 

In terms of braking—heavy or light foot—the tuning leaves something to be desired. The EV’s regenerative function feels underbaked with a clunky one-pedal-like effect as the van comes to a stop. The blended brake pedal lacks polish and overall, the TDI’s brake pedal feels easier to modulate.

 

Across both diesel and electric powertrains, the Transporter’s cabin has been improved through its modernisation—though the interior architecture is, perhaps unsurprisingly, rather Ford-like and any operator with a Transit Custom on fleet will see the similarities.

 

Thankfully, Ford did a pretty good job of its components, and the cabin is a nice place by van standards. While three can sit abreast on the front bench, two will be most comfortable.

 

Volkswagen has reskinned the touchscreen and digital instrument panel with its own colours and fonts, but the user interface is a touch clunkier than Volkswagen’s own systems as fitted to the Caddy, or Multivan. However, audio quality from the four-speaker stereo is acceptable.

 

Rearward visibility—always a challenge in any van—is not quite as good as on a Caddy or an electric ID Buzz owing to a smaller porthole window located in the separation panel between the cab and cargo space. Tuning of the safety aids was impressive, however.

 

While Volkswagen van diehards will lament the Transporter’s deviation from the nameplate’s previously purebred lineage, customers are likely to appreciate the overall execution of the seventh-generation product.

 

The TDI diesel models will suit plenty of mainstream fleets owing to solid specification, a pleasant driveline and good fuel economy, though the immediate presence of a BEV powertrain (with zero official CO2) and forthcoming plug-in hybrid options will delight larger fleet managers.