I just had to take a few pictures of this perfect line-up when I walked by. From left to right, or from small to big: a Volkswagen Caddy (2010-2015 model), a 2011 Volkswagen Transporter, a 2008 Ford Transit, a 2006 Volkswagen Crafter, and another 2006 Crafter. Their bodyguard is a 2010 Scania R560 Topline 6×2 tractor unit.
The Crafter duo is powered by a 5-cylinder 2.5 liter TDI engine, the other vans are equipped with a smaller 4-cylinder diesel power unit.
From 1996 to 2016 Volkswagen’s largest van model was almost identical to the contemporary Mercedes-Benz Sprinter, although Volkswagen used their own 2.5 liter diesel engines. The model name Crafter was introduced in 2006, prior to that year it was called the LT. Both the LT and the Crafter were also offered as a chassis-cab (that’s a rolling truck chassis with a complete cab).
Near the end of 2016 Volkswagen introduced their new Crafter generation, also offered as MAN TGE. This latest model was developed without cooperation with Mercedes-Benz.
From the biggest to the smallest in the row. The Volkswagen Caddy was, and still is, also offered with a longer wheelbase and as an MPV. Combine the longer wheelbase with the MPV and you get the 7-seater in the middle, a true minivan.
Anyone care for a camper van conversion?
Wait, there’s another Caddy, in the background. Nice rims too! The towering red and yellow Viking is armed with a 560 hp 15.6 liter V8 Fuel of Satan hammer, a similar 6×2 tractor unit can be found here.
As an aside, van sharing among automakers has become common practice. Like the Renault Trafic aka Opel~Vauxhall Vivaro aka Fiat Talento aka Nissan NV300. Or the Fiat Ducato aka Peugeot Boxer aka Citroën Jumper aka Ram ProMaster. Some examples of vans that aren’t shared with others are the Volkswagen Caddy and Transporter, the Ford Transit (all of them), the Mercedes-Benz Vito (Metris) and -since late 2016- the Sprinter.
All in all, I don’t think I ever get a better opportunity to visualize the difference between today’s panel van segments…
Alan Mulally used to say “cars, trucks, and utilities; small, medium, and large.” And this is a great small, medium, and large moment. For years I’ve thought Europe absolutely had the van thing figured out compared to the gas-guzzler Econovans Ford foisted onto us for decades or the stupid G-Vans GM made that were giant to drive but barely had room for my size 11 foot between the engine cover and the brake pedal. I’m delighted we’re finally getting at least a taste of the van feast! (although even though the Transit’s been here for a few years now, I *still* hear tradies bitch about them and pine for their old gas guzzlers)
Maybe it’s just that as a North American I’m used to the conventional cab, but to my eye those massive COE’s, when shown without a trailer, always look like they should just tip over forwards!
The only one missing is the Nissan S-Cargo.
The VW Caddy looks like it would be a good contender to the Ford Transit Connect and Ram Promaster City in the US. I like the bare steel wheels on the red Caddy. This post got me thinking about why VW does not offer any vehicles for the commercial vehicle segment in the US.
The Chicken Tax that affects commercial vehicle imported into the US which is pretty much means being designed primarily to haul cargo and not passengers. That is why Sprinters have had their engines and transmissions removed, stuck in the back and shipped to the US as CKDs and all Transit Connects were imported with back seats and side windows that were removed and sent to recycling at the port of entry. It is also why mini trucks were imported as a cab and chassis and fitted with locally produced beds at the port of entry.
So they either have to build it here or figure out how to work the loop holes that remain. Ford got called out for the Transit Connect and the cab and chassis loophole was closed long ago. I’m surprised that Ford didn’t make a cargo conversion kit, ie the panels to replace the glass as a dealer installed option, oh and if you don’t want the seat you can release those levers and set it out back while we aren’t looking.
I should have known about the chicken tax; thanks for reminding me. VW also makes the Amorak pickup truck which is also subject to this tax.
What really takes the cake with Ford is that they charge EXTRA if you want a wagon with the windows and seats left intact.
Well to be fair, those that are intended to stay passenger vehicles get more interior panels, insulation and supposedly a better grade rear seat.
Is the 2.5 TDI in those Crafters the same one that debuted in the Audi 100? The same engine that VW supplied to Volvo until 2001? My brother has an S80 with that engine. 930.000 kms and going strong as heck!
I’m not a VAG engine-guru, but this is what the German Wikipedia site says about the 2.5 liter TDI engines in the 2006-2010 Crafter (Euro 4 emission standards):
Inline-5, 2 valves per cylinder, displacement 2,461 cc. Engine codes:
BJJ – 88 DIN hp
BJK – 109 DIN hp
BJL – 136 DIN hp
BJM – 163 DIN hp
I was inclined to think it was at least somehow derived from the old Audi engine… At least the one in the old LT had the exact same sound as my brother’s Volvo. I really like those days where you could get a luxurious Volvo with the best of VAG (TDI engine built for hundreds of thousands of miles)
Made me dream about better little size van for Cdn . We are unfortunately connect to the american market which is crazy about pick-up truck . Only choice here , nv200 with a doubtful transmission reliability . All of the other offering are wrong : the little Ford Tc : roumania made , Chrysler : Fix it again Tony promaster and Chevy clone of the first one . Toyota please bring us the Hiace .
FYI, the Toyota HiAce was withdrawn from the European market years ago. It was simply not on a par anymore with the latest Euro-offerings.
Toyota’s current panel van in Europe is the ProAce, which is basically a 100% French PSA (Peugeot-Citroën) product.
I wrote about it here:
https://www.curbsideclassic.com/cc-global/cc-global-2017-toyota-proace-compact-and-toyota-c-hr-their-newest-entries/
Yet HiAce is still available in Mexico and I presume other such markets. One can get both the HiLux and Tacoma there.
The ProAce, the HiLux and the Land Cruiser (through an aftermarket van conversion) are the only commercial vehicles Toyota offers on our market. Nothing smaller, nothing bigger. So no Toyota Dyna or Hino trucks either.
The Hiace is still sold in Australia. It is ancient but still sells due to the Toyota reputation.
Toyota marketed the more expensive Hiace SBV (short bonnet van) here which was much more modern in terms of safety and suspension (independent rear) but not enough were sold and it was eventually withdrawn.
I believe Toyota have not come up with a successor, even in their home market.
Don’t you guys get the Metris? That’s a “mid size” van. We get both cargo and passenger versions in the US.
Ford has said they are going to offer a electrified version of the mid size Transit Custom in the US (I think by 2020) which makes me believe there might be Hybrid and ICE versions as well. Of course that doesn’t mean you will get it north of the border, but you might.
They get the Metris.
We do have the Metris. In FWD or RWD, Renault or Mercedes engines, various sizes, barn doors or tailgate in the rear. We even have a luxury version of it, the V Class…
I talked with a Metris owner and the latter had only bad comments about his truck : reliability issues and astronomic cost of maintenance . Just hope Nissan could bring the Nv400 to replace the Nv1500 pick-up truck based … reminding me this …
I agree that the Nissan is more of a panel truck/truck based station wagon more than a panel van/passenger van.
The Sprinter doesn’t have a reputation for being inexpensive to own or being great for up-time, so it isn’t very surprising that the Metris is following in its footsteps.
Pierre, I assume you mean this Nissan NV400? That’s a rebadged Renault Master. Also sold as Opel~Vauxhall Movano.
Just another example of van sharing.
Oui
Ford sells four sizes of vans in Europe: the full-size rear wheel drive Transit (same size as a Mercedes-Benz Sprinter or VW Crafter), the midsize Transit Custom (sized like a VW Transporter or Mercedes-Benz Vito/Metris), the compact Transit Connect (Focus based, VW Caddy size) and the subcompact Transit Courier (Fiesta based). I’m not sure any other European manufacturers are selling subcompact vans like the Transit Courier, though.
The Fiat Fiorino comes to mind, aka Peugeot Bipper aka Citroën Nemo.
I loved how those little vans could be had either with the 1.3 from the FIAT side, or the 1.4 HDi from PSA (I’m inclined to think more fondly of the 1.4, smoother and more reliable, but NLA…)
Peugeot Bipper? Sometimes I wonder whether these names sound any better in their native language, whether there’s some colloquial or cultural link we just don’t get – or do they just try to find something that’s inoffensive in any language, even at the risk of sounding silly?
It is an interesting line up, the right size tool for the particular job at hand.
Back in the day Ford, GM and Dodge offered shorty versions of their full size vans that aren’t too far off from the current “mid size” offerings. The of course died to no overlap with the cargo versions of the Astro, Aerostar and to a lesser extent the Caravan, as their extended length versions matched the _8′ load floor length of the shorty full size.
In California, at least, the Transit Connect and similar Nissan and even GM badged small vans have become very popular with tradesmen and even large commercial fleets. And I saw lots of Caddies on my recent trip to Mexico. Combined with the acceptance of the Sprinter, Transit and ProMaster here I think there’s room for at least one other player, perhaps VW.
Ok, nobody picked up on the Vikings 560hp, 15.6l, Fuel Of Satan V-8? Stick that handle on a car motor and all of a sudden a Hellcat Hemi sounds a little wussy.
Just a little reminder here. I don’t think I exaggerated with the description…
Hell yeah, SCANIA V8. In any generation, this is always music to my ears. I like the series 5 but sure miss the old series 1 cabovers (LK 140 / 141 ) and series 2 and 3 conventionals with the V8 (142 and 143 HS). Check out this
Right on, it all started with the 1969 140-series. In Europe Scania is the last man standing when it comes to offering a V8 engine. And a big one at that, 16.4 liter. That’s also the biggest engine here in a mass-produced on-highway truck.
And this….
BTW thank’s for the post and keep them coming !
I find it comforting that “truckers/truckies” from all over the world share some common denominators: Crap-ton of auxiliary lighting ? Check.
Big-ass diesel powerplant ? Check.
Straight pipes on that bad boy ? Check.
Those Scania’s are the only thing that comes close to filling my heart with joy as a Detroit two-stroke diesel. An 8V92 with straight stacks is a sound to behold, and 653 inline six in a fire engine gives me chills, especially if they’re winding up the Federal Signal Q siren.
Thanks for sharing this, Johannes. This site serves as a continual reminder to me that there is , indeed, hope for the human race.
Happy New Year, everyone!