Volkswagen eTransporter L1H1
Another iconic Volkswagen gets an upgraded electric drive, with a little help from Ford. John Kendall has the full story
Volkswagen eTransporter L1H1
Another iconic Volkswagen gets an upgraded electric drive, with a little help from Ford. John Kendall has the full story
Volkswagen Commercial Vehicles has plenty to celebrate this year – the launch of its new seventh-generation Transporter coinciding with the 75th anniversary of the launch of the original Transporter. It has come a long way since its beginnings as a sketch by Dutch Volkswagen importer Ben Pon.
Back then, the notion that a vehicle manufacturer would produce a van in collaboration with a major rival was not a remote possibility. Today, with the high cost of developing new vehicles, coupled with the lower production volumes of vans when compared with cars, it is a different story.
The seventh-generation Transporter is a joint development with Ford. The Ford Transit Custom shares the same basic architecture as the Transporter. Back in the early 1990s, I ran a fourth generation Transporter as a long-term test vehicle. At the time I was able to write that the Volkswagen had swapped ends. Until the T4, Transporters were still based on the Beetle platform with a rear-mounted engine driving the rear wheels. The T4 adopted front-wheel drive, which has been used on all models since.
That remains the case for the seventh-generation model with an internal combustion engine, but since the model uses Ford’s platform, electric variants have adopted the Ford drive system featuring an electric motor mounted in a subframe driving the rear wheels, so to a degree, the e-Transporter returns to its origins!
While all models benefit from greater load area space – which now spans 5.8m3 for the short-wheelbase low-roof variant to 9.0m3 for the long-wheelbase, high-roof model – it’s not too surprising that the battery electric variants don’t benefit from the 1,270kg payload of the ICE models. Payload is restricted to 1,009kg for these models. Similarly, while the braked trailer limit has been raised to 2,800kg for ICE versions, it is 2,300kg for the e-Transporter, half a tonne less.
The width between the wheelarches is has grown by 148mm to 1,392mm, giving adequate space for a Europallet. Floor length for standard-wheelbase models is also greater by 61mm to give a load compartment 2,602mm long, or 3,002mm for long-wheelbase models. Long-wheelbase models can carry three Europallets, one loaded through the side door.
Trim options for all Transporter models will provide an entry level Commerce specification, Commerce Plus for the mid-level and Commerce Pro for the top spec. At the moment, electric models will be restricted to Commerce Plus and Commerce Pro. In all cases, equipment is generous. Commerce TDI diesel models get LED headlamps, electric, heated door mirrors, rear wing doors, passenger side sliding load door, 12-inch digital driver display, 13-inch touchscreen, Wireless App connect, cruise control, rear parking sensors and keyless start. There’s a 230V socket by the driver’s seat and for the e-Transporter, two further 230V sockets can be specified for the load area for tools and equipment, with a total output of 2.3kW.
In addition to this, Commerce Plus electric models gain a heat pump, heated front seats and all-season tyres, while Commerce Pro electric models get a heated steering wheel and LED rear lights. Electric models lose the spare wheel in favour of a ‘tyre mobility kit’.
There are inevitable similarities with the Transit Custom, but since that van – Britain’s best seller – sets a high standard, the latest Transporter is off to a good start. Our first impressions are good. In the cab, the controls and instruments are clearly laid out and well positioned, featuring a digital cockpit, with a customisable 12-inch instrument display directly ahead of the driver and a 13-inch touchscreen infotainment system towards the centre of the dashboard. Apple CarPlay and Android Auto are standard. Electric models have a steering column-mounted drive selector, while the handbrake control, now that it is electrically operated, has been moved to the dashboard, providing good cross-cab access.
Volkswagen is offering two drive options for the e-Transporter, 136hp and 218hp, with peak torque of 430Nm in both cases. There’s just one battery option offering a usable capacity of 65kWh. The e-Transporter drives well, as you might expect, with low noise levels and comfortable seats. We shall have to wait for a longer test of a UK-spec model to gain an impression of range and what it’s like to live with, but first impressions are very favourable.
