Volkswagen Transporter (2020 - 2024) Review & Prices

The Volkswagen Transporter is every bit as much a van icon as the Ford Transit is, as it can trace its lineage all the way back to the original Type 2 bus of the 1950s. Of course, times have changed, and the current model doesn’t share much with the rear-engined, air-cooled original.

And things are set to change even further as the upcoming Volkswagen Transporter is actually mechanically identical to the new Ford Transit Custom, in a platform-sharing agreement. It’s like when your friend swears they’re enemies with someone for years, then you spot the two of them out getting brunch.

Even though the current generation of Transporter is approaching the end of its life, it’s still a very popular van, and for good reason - it has a lot to recommend it. Of course, it needs to be good if you’re going to consider one over the new Ford Transit Custom, the Renault Trafic, the Peugeot Expert and its siblings, or the Toyota Proace Verso.

The current Transporter is known internally and among VW aficionados as the T6.1. What that means is that it’s a facelift of the T6 model, launched in 2015, which was itself a heavy update of the T5 launched in 2005.

Ageing underpinnings aren’t really a cause for concern in the van world, though, and VW’s kept the Transporter well up to date with upgraded interior tech and modern engines. As it reaches the end of production, Transporter models are limited to two body lengths, one roof height and a variety of diesel engines - but step into the used market and you’ll find different roof heights and even turbocharged petrol engines, a rarity in the van world.

There are panel van, crew van and Shuttle variants, while the plusher people-carrier models were known as the Caravelle - these were discontinued when VW launched the car-based Multivan.

Officially there are only two trim levels, but there’s a wide variety of optional extras and a monstrous aftermarket scene. Whether you want quilted leather seat covers, Audi-style LED daytime running lights, massive off-road wheels or even just a fancy set of floor mats, you’ll be able to find it. Many firms make their business in customising specifically Transporters to customer specification. And of course, the Transporter is a very popular base for motorhomes and campervans.

The load area is a usefully square shape without much slope to the sides, and payloads are competitive too. You even have the choice of side-hinged rear doors or a massive lifting tailgate.

What attracts most buyers to the Transporter, in addition to its ability, is its image. Much moreso than a Ford or a Renault, a Volkswagen van - whether justified or not - gives your firm a touch of class and solidity. That really matters to some people.

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Time was that a Transporter would be one of the pricier vans on sale, but with newly introduced models coming absolutely stuffed to the gunwales with driver assistance and safety tech, the comparatively simple Transporter looks like a bit of a bargain these days.

It’s significantly cheaper than a new Ford Transit or Mercedes Vito, though the Stellantis quads (Peugeot Expert, Citroen Dispatch, Vauxhall Vivaro and Fiat Scudo) are less expensive still. The panel van range tops out around £45,000 ex. VAT, which gets you a long-wheelbase version with the most powerful 204hp diesel, a seven-speed automatic gearbox and VW’s 4Motion four-wheel drive - quite the machine.

Trim levels are called Startline and Highline. The former gets steel wheels and black bumpers for a more working look, but does still have a 6.5-inch touchscreen infotainment system with smartphone connectivity, electric windows and mirrors, a leather steering wheel, cruise control and LED interior lighting. Highline brings air-con, a heated windscreen, adaptive cruise control, all-round parking sensors and foglights, plus body-coloured bumpers and trim.

Wide variety of diesel engines plus one of the best van automatic gearboxes - but alternatives are quieter and smoother

The last iteration of the Transporter T6.1 model lineup features three diesels that offer a pretty wide range of abilities. They’re all 2.0-litre, four-cylinder diesels, but opening up proceedings is a version with 110hp paired to a five-speed manual gearbox. This is fine for undemanding needs but it gets pretty noisy on the motorway and needs working hard.

The middle option will be the best for most users. It has 150hp and either a six-speed manual gearbox or Volkswagen’s slick seven-speed DSG automatic. If you do high mileage or spend a lot of your time in traffic, we’d definitely recommend paying the extra for the auto - it’s one of the best available on a van and offers smooth progress as well as a higher top gear to make for more relaxed motorway cruising.

The final offering is a beefy 204hp diesel, offered exclusively with the DSG but with the option of two- or four-wheel drive.

Previously there was a 200hp turbocharged petrol version on offer - these are rare and thirsty, but give the Transporter a remarkable turn of pace that for some will be worth the extra price at the pumps. There was also a 90hp diesel that’s best avoided as it’s really pretty gutless.

The Transporter’s steering is light at low speeds but feels weighty enough to be reassuring at motorway speeds. It deals well with bumps and potholes, too, whether fully laden or running empty.

It is, however, quite noisy - there seems to be a general lack of sound insulation and road, wind and engine noise are all fairly noticeable. This is slightly improved in the posh Caravelle models, which seem to get an extra layer of sound deadening.

Just one roof height and two body lengths, but the Transporter has a practical load area and decent payload

The T6.1 Transporter has been through a few iterations in terms of the body styles offered. It’s previously been available with standard, Medium and High roof heights, but just the standard roof is offered now. You can still choose between two body lengths, and three options for gross vehicle weight too.

Panel van models all come with a standard bulkhead (earlier Startline models did not) and half-height cladding, with a bare floor. A cushioned rubber floor is available, and well recommended. The Combi model does not have a bulkhead as standard, though one can be specified to make it more akin to the Ford Transit Custom DCiV.

There’s one side sliding door as standard and rear barn doors which open to 180 degrees, though optionally you can add a second side door and have the rear doors open right round to 250 degrees. There’s also the option of a full-height tailgate, which is pretty popular with people who use their Transporter for lifestyle pursuits - it’s big enough to act as a rain shelter if needed.

Volkswagen Transporter internal and external measurements

Exterior dimensions (SWB/LWB)
Exterior length: 4,904mm/5,304mm
Exterior width with mirrors: 2,297mm
Exterior width without mirrors: 1,904mm
Exterior height: 1,978mm

Interior load length (SWB/LWB)
Van
Maximum length: 2,572mm/2,975mm

Kombi
Maximum length: 1,600mm/1967mm

Interior loading width
Maximum: 1,700mm
Between wheel arches: 1,244mm

Interior loading height
Maximum: 1,410mm

Rear door aperture height/width
All versions: 1,299mm/1,473mm

Side door aperture height/width
All versions: 1,282mm/1,017mm

Towing capacity

Unbraked, all Transporter models can tow 750kg. For braked towing capacity, it ranges from a low of 1,800kg up to a high of 2,500kg - slightly less than the best Ford Transit Custom. Kombi models can tow between 2,200kg and 2,500kg.

Payload

Transporter payload is identical to the new Ford Transit Custom at the top end - with 1,384kg possible. There are four different GVWs available, with the lowest reserved for the short-wheelbase van - T26, T28, T30 and T32. T30 models and above can mostly carry over a ton, which is a good baseline for a mid-sized panel van like this.

A posh, easy-to-use cabin - but it can be quite cramped for passengers

Look around the VW Transporter’s cabin and you’ll find a lot that’s familiar from the company’s last generation of passenger cars. From the steering wheel controls and stalks, to the infotainment screen, all the switches feel solid and high-quality. A really excellent first impression for any buyer.

Base Startline models get a 6.5-inch touchscreen which comes with Bluetooth, DAB and smartphone mirroring - a nice touch in an entry-level van. Highline variants get a bigger 8.0-inch display, and while this looks tiny next to the Ford Transit Custom’s 13.0-inch screen it’s plenty big enough for us. You can even upgrade to the Discover Pro system, which gets a 9.2-inch screen and a 10.2-inch digital instrument cluster - but this is slight overkill for a van, though it’s very nice if you can afford it.

You get a full set of physical climate controls, which is much easier to use on the move than a touchscreen system. Storage is at a premium, though - the door bins are multi-level and fairly capacious, but there’s a lack of covered storage. The dashtop bins are open, so items can slide around and reflect in the windscreen, and there’s only a small space next to the gearlever to toss items like keys.

You also only get a couple of shallow cupholders at either end of the dash, which aren’t really suited to a bucket of McDonald’s finest coffee.

It can be quite cramped, too. The central passenger has the worst of it - not only is the floor sloped, but their knees have to contend with a bulbous dashboard pod for the gear selector. The driver’s footwell is quite cramped, too, and the seat doesn’t go back especially far. For tall people, a Ford Transit is much better.

Official Volkswagen Transporter fuel economy is around 37mpg-40mpg for most models, though it takes a downturn if you select a DSG gearbox and another if you opt for 4Motion four-wheel drive.

From our experience, the 150hp engine is the sweet spot for economy, as the 110hp motor needs working too hard to get up to speed and the 204hp version just has a bigger thirst. Around 35mpg should be achievable from this, which is a little lower than you’d see from a comparable Ford Transit Custom or Peugeot Expert.

The DSG automatic may be thirstier on paper, but if you do a great deal of motorway mileage you might find that it’s more efficient thanks to a higher top gear that keeps the engine spinning a little more relaxed.

All models feature a 13-litre AdBlue tank, which is quite small and will need filling up around every 5,000 miles - that could get annoying for high-mileage drivers.

The Transporter had an admirable safety focus, with all models getting ABS, ESC, driver and passenger airbags, EBD, and a driver alert system - all before most vans offered this. All Transporters built after 2017 have autonomous emergency braking as standard, too, plus crosswind assist. When Euro NCAP tested commercial van safety equipment back in 2021, it gave the Transporter a gold rating.

Peruse the options list and the Transporter can be fitted with lane-keeping assist, trailer assist, rear traffic alert and tyre pressure monitors - giving it an impressive roster of safety kit.

It’s a shame that only Highline models get an Alarm as standard, though the We Connect system available with the infotainment package has a built-in SIM which can notify you via an app if someone opens or moves the van, and gives you the ability to lock it remotely. You can also program the Transporter to only unlock certain doors at a time from the key.

The Transporter has built up a reputation for reliability and dependability, ranking highly in surveys. This is why, despite a relatively ungenerous three-year warranty, the Transporter’s residuals are among the highest in the class, helped by its classy image.

There has only been one recall in the UK since launch, only affecting a small number of vans. Anecdotally there have been a few reported issues with DSG gearboxes - later ones are more reliable - as well as the 180hp diesel engines available on older models, as these were twin-turbocharged and therefore more complex.

New Transporters get three years of breakdown cover, plus Volkswagen has an MOT insurance scheme for vans up to ten years old.

Service intervals for the Transporter can be fixed or variable, with the former coming every year or 10,000 miles. The latter can be stretched up to two years or 18,000 miles, but the vehicle may demand attention sooner.