Volkswagen Transporter TDI340 LWB Single Cab 2016 Review

Volkswagen Transporter TDI340 LWB Single Cab
Road Test

There are a lot of options when it comes to tray-bodied vehicles, but unfortunately most just don't cut it on the job site. Add a couple of blokes and fuel to that "one tonne" ute and the payload quickly drops to the point of being near useless. Then consider dinky tray dimensions, and high tyre and fuel costs, and it's plain to see why a commercial van-based utility makes a lot more sense – especially if you don't need to head off-road. This week, we test Volkswagen's latest Transporter 'ute' to find out why the model is better suited to trade and light-haulage applications, and how it could be considered a worthy replacement for the sedan-based ute.

With the demise of the sedan-based ute upon us, the odds are that a high number of trade buyers will gravitate to van-based light commercial offerings such as the recently updated Volkswagen Transporter.

Compared to four-wheel-drive-styled light commercial utes, van-based variants offer greater payload capacity and passenger accommodation, and are also cheaper to run. Tyres are around half the price of the low-profile, large-diameter rubber found on most high-grade utes, while fuel and servicing costs are likewise lower, backed in this instance by annual capped-price service intervals (up to six years or 90,000km), a three-year/unlimited-kilometre warranty and three-year roadside assistance package.

The Transporter TDI340 LWB Single Cab on test is powered by a direct-injected 2.0-litre four-cylinder turbo-diesel. The unit claims an output of 103kW and 340Nm, driving the front wheels through a seven-speed dual-clutch transmission. Volkswagen says the model should achieve 7.2L/100km on the combined cycle, and even when testing with 1400kg up back, we managed 7.5L. That should equate to a cruising range of just more than 1000km from the Transporter's 80-litre tank.

Engine performance is strong, and impressively efficient. Volkswagen says the Transporter on test will hit 100km/h in 12.3sec. If we're honest, it feels faster. We didn't notice any torque steer, the only 'front-wheel drive issue' a slight grappling for traction on hard uphill starts in the wet – and then it was brief and well metered by the traction control.

The accessory tray ($2490) measures 2930mm long by 1930mm wide. It's 390mm deep with the sides in place and is fitted with six sturdy tie-down points that fold flat when not in use. The tray sides also fold flat to the side with the rear panel equipped with a fold-out step to help climb on to the tray bed. It's a handy thing when you consider the bed sits 915mm from the ground (when unladen).

Payload is rated to 1416kg and towing capacity 2500kg (braked).

We tested the Transporter at maximum payload weight and again with just a few items on board, and found little difference in overall performance. The transmission cooperates wonderfully with the turbo-diesel engine allowing fuss-free performance, and rarely topping 4000rpm – even up steep inclines fully loaded. The only downfall, perhaps, is that the transmission isn't as proactive as it could be in downshifting downhill. Even in Sport mode it's best to intervene manually to maximise engine braking.

Braking performance itself is incredibly strong, and seemingly infinitely repeatable. We experienced no signs of fade testing loaded in hilly country, and found both the pedal stroke and the amount assistance offered appropriate for the application.

The Transporter holds up well with a full load on, and even over the lumpy roads and speed-humps found in the industrial estate used for testing, the body remained well suspended by coils at all four corners. We never found the bump stops and found oscillations after steep depressions to be well suppressed. It's a ride that is as car-like as you could hope to get, and one that doesn't compromise steering or dynamics to any great extent, even when fully loaded.

On that note, the steering is beautifully weighted and with just the right level of assistance. You could say there's not a heap of road feel, but this is a commercial vehicle after all... The leather-trimmed wheel is nice to hold – far better than the polyurethane examples found elsewhere – and fitted with controls for audio and trip computer functionality so your eyes stay on the road. Cruise control is actuated by a set of smaller buttons located on the end of the indicator wand.

The dash is well presented and the instruments easy to read at a glance. All the controls are very neat and simple to read, though the large infotainment display feels underutilised without a reversing camera or satellite navigation. Still, the layout of the dash suits trade and courier use with ample (open) storage bins and conveniently-placed dash-top cup holders. Outward vision is excellent, and the wing mirrors spread wide enough to see beyond the tray (though for the life of us we can't figure why they sit on an angle).

We found the large step and A-pillar grab handles made for secure entry and exit, especially in the rain (any one who's tried climbing in a Toyota HiAce or Renault Trafic in the rain will know how perilous this task can be). The seats are comfortable, but could use more lateral support. The driver's pew relates well to the primary controls and the steering column is adjustable. We noticed a few squeaks from the base of the steering column, which was a little annoying, and also found the lack of an inboard armrest an oversight.

The other major oversight (and 'sight' being the operative word here) is that the Transporter's headlights are extremely poor. In fact, I can't believe they passed ADR compliance. On low-beam the reach and spread of light is completely ineffectual, even in suburban running, while high-beam isn't much better. You could almost use high-beam all the time and not dazzle other drivers; such is the frailty on the headlight's performance.

It's a shame the headlight performance is so poor as it really does detract from what is an otherwise excellent highway cruiser. The Transporter sits comfortably at freeway speeds with excellent sound suppression only adding to the comfort of the cab. We also appreciated the wide sweep of the windscreen wipers and bug-defeating washers.

The Transporter really is a good trade companion, and based on everything we've sampled to date, is one of, if not the best example of its kind on the market. The comfortable cab, superb performance and economy on offer and the generous payload make the Transporter ideal for a very wide range of applications – many more than the current crop of sedan or four-wheel-drive-based ute.

2016 Volkswagen Transporter TDI340 LWB Single Cab pricing and specifications:
Price: $44,690 (plus on-road costs) / $47,180 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 103kW/340Nm
Transmission: Seven-speed dual-clutch
Fuel: 7.2L/100km (ADR Combined)
CO2: 211g/km (ADR Combined)
Safety Rating: TBA

Also consider:
>> Fiat Ducato (from $44,000 plus ORCs)
>> Ford Transit (from $49,180 plus ORCs)
>> Renault Master (from $45,990 plus ORCs)