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Everything about Volkswagen seventh generation Transporter van is different - but much is also the same. The tough build, interior quality, torquey diesel engines and strong residuals of this mid-sized LCV will all be recognisable to existing owners. Who'll be intrigued by the new PHEV and EV powertrains that shared development with Ford has made possible.
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Background
Think of a Volkswagen van and it's quite probable that you'll be picturing this one, the Transporter. It is, after all, the brand's best selling commercial vehicle, with a production run that stretches back to 1950. Here, we've the seventh generation T7 version, a van significantly improved in many of the areas that really matter.
The Transporter story dates right back to Germany's bleak post-war era and 1949 when a Dutch vehicle importer called Ben Pon spotted workers at Volkswagen's Wolfsburg factory using a stripped-down Beetle to move parts around. Inspired, he sketched out a platform for a versatile commercial vehicle that would go on to set a template for the kind of spacious modern van we're familiar with today. That T1 Transporter sold for 17 years before a more spacious T2 model was introduced in 1967, followed by a more angular T3 version in 1979. More familiar on modern roads are the T4 design of 1990, its replacement T5 successor of 2003 and this modern Transporter's direct predecessor, the T6, which sold between 2015 and 2024.
All of these Transporter models were aimed at the same medium-sized van segment that this one targets - right in the heart of the commercial vehicle sector. Business people shopping here need something more spacious than a compact LCV like Volkswagen's own Caddy, but they don't want to stretch to the higher running costs of a really large van. It's an ultra-competitive segment thoroughly dominated in our market by the model this seventh generation Transporter now shares all its engineering with, Ford's Transit Custom.
Thanks to the 'Project Cyclone' agreement between the two companies, every modern era Ford and VW LCV is now a shared design and Ford led the development of this one, as they did with the Ranger/Amarok pick-up. Volkswagen's worked hard though, to give this Transporter its own identity and has slotted it into its 'Bulli' commercial vehicle range alongside the ID.Buzz Cargo EV and the Multivan MPV, which now forms a basis for the brand's successful California camper. Previous Transporter models have usually been seen as a 'quality' choice in this segment; can this Ford-engineered MK7 version follow suit? What impact will the new PHEV and EV derivatives have? And just how 'Volkswagen' is it?
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Range data
| Min | Max |
| Price | 35000 | 45000 |
| Max Speed (mph) | 111 | 111 |
| 0-62 mph (s) | 10.5 | 10.5 |
| Combined Mpg | 43 | 43 |
| Min | Max |
| Length (mm) | 5050 | 5050 |
| Height (mm) | 1968 | 1968 |
| Load Volume (l) | 6 | 9 |
| Payload Capacity (l) | 133 | 133 |
Driving experience
A major oversight with the design of the previous T6 generation Transporter was not to allow for any kind of electrification. Contrast that with what's on offer here; a choice of EV powertrains (including the most powerful one in the segment). Plus another Transporter first; a PHEV engine. The only other model in the segment to offer that is this VW's Ford Transit Custom cousin.
Of course you can still have a conventional diesel too, which is essential because that's what most operators will want for quite a few years yet. There's a choice of three 2.0 TDI units offering 110PS, 150PS (with an optional DSG auto) and 170PS (which is auto-only). Avoid the base unit and there's the option of 4MOTION 4WD.
If you're prepared to step into the brave new world of electrification with your Transporter, it will of course be 2WD and auto transmission only. The eHybrid PHEV offers the highest power output in the range - 232PS - courtesy of a 2.5-litre turbocharged petrol engine paired with an electric motor.
There are no fewer than three versions of the full-EV model, offering either 136PS, 218PS or 286PS. All use a single electric motor to drive the rear wheels and are powered by a 64kWh battery that should give you around 200 miles of range from a full charge. Later in production, there may also be less powerful EV variant with a smaller battery, aimed companies merely needing their e-Transporter for urban deliveries. One drawback of the electrified models lies with the slightly lower braked towing weight - which has been increased on the diesel version, up to 2.8 tonnes.
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Design and build
This is apparently 'a new interpretation' of what a Transporter should look like; at least it's more than just a re-badged Transit Custom - which is all this model is in the cargo bay and beneath the bodywork. Volkswagen of course is keen to emphasise the design cues that differentiate this T7 body shape, many of them referencing previous Transporter models. The so-called 'Bulli line', which separates the upper and lower portions of the body, draws from the T1; the shape of the front grille was influenced by the T5; and the headlamps reference the most recent T6.
There are two body lengths (5,050mm and 5,450mm) and two roof heights (just under 2m and just under 2.5m). The standard version is a useful 146mm longer than its predecessor. There are various body styles too, a double cab dropside truck and two passenger-carrying versions, the six-seater Kombi crew van and the nine-seater Shuttle minibus. Across the range, wheel sizes now go right up to 19-inches (why?). And on the PHEV and EV versions, the charging port is under the right headlamp.
There's a very different and much more car-like ambience inside this seventh generation Transporter, courtesy of quite a standard-fit screen fest - a 12-inch fully-digital instrument panel and a 13-inch central touchscreen (both re-skinned versions of displays that appear in the equivalent Ford). Volkswagen has used its own fonts and graphics - and scattered a few of its own physical controls around the fascia for differentiation. As with the Transit Custom, there's an impressively flat cabin floor and the choice of two or three-seat formats. And, also as with the Ford, you can opt for a panel van 'plus' version with an L-shaped bulkhead that offers second row seating without too much of an impact on rear cargo space.
Small detail cab enhancements include the replacement of the traditional handbrake lever by a dashboard switch. And the gear selector on automatic versions is now located on the steering column, which frees up space for a larger central storage cubby. There are more (and more powerful) USB ports dotted around the cabin, with the option of 230V (400-watt) sockets for energising things like power tools. With the PHEV and EV models, a 2.3kW inverter can be added too.
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Market and model
Obviously, there'll be a slight price rise over the previous generation transporter, but don't expect the asking figures to be that much different from what you'd pay for a comparable Ford Transit Custom. Budget from prices starting from around £35,000 excluding VAT but it's pretty easy to push that figure up to around £45,000 and beyond as you increase size, Gross Vehicle Weight and trim level.
Across the line-up, apart from the different weight ratings, there are two wheelbase lengths and two roof heights. You get a wider choice of body styles than with most competitors. As well as the conventional panel van, there's not only a crew van version with two rows of seats and a bulkhead (VW calls it a 'Kombi'); but also a 'Shuttle' variant for those needing to take more people (with three rows of seats, windows all-round and space for up to nine). There's also a fourth body style we haven't seen anywhere before, which VW calls the 'plus' (which has an L-shaped composite bulkhead which splits the rear compartment, with a two-seat, fully-trimmed second row alongside a full-length cargo space).
Standard equipment levels across the panel van range promise to be quite generous, with LED headlights and tail lamps, Lane keeping assistance, autonomous emergency braking and an electronic parking brake with auto hold. In the cab, all models get a 12-inch digital instrument cluster and a 13-inch central touchscreen with DAB+ radio, online services and 'Apple CarPlay'/'Android Auto' smartphone connectivity. Choose an electric or a PHEV version and your Transporter can also feature vehicle-to-load power sockets up-front, allowing you to tap into the vehicle's battery in order to power devices up to 2.3kW, like lap tops or kettles.
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Summary
As every business knows, the cheapest option isn't always the most cost-effective one. In the medium-sized Mercedes Vito and Vivaro-class van sector, this Transporter is a perfect example of that. There are certainly cheaper alternatives, but few of them can match this Volkswagen's build quality or its residual values. Volkswagen strategy with this model has always been to provide 'the right van for every customer' and nothing's changed with this Generation 7 version.
The Transporter series is the most enduring model line the commercial vehicle industry has ever seen and a vehicle with a greater history of development than any other in its segment. More efficient powertrains and extra technology have built upon that legacy, cementing this T7 model's proposition in its sector and underlining this product's importance for potential business customers. It all means that, like the vehicle itself, this Volkswagen's market proposition remains as solid as ever.
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