2021 Volkswagen Crafter vs Volkswagen Transporter

What's the difference?

If you need space and size, but don’t want a van, then the VW Crafter cab-chassis could be a terrific option for your business. With so many variants and derivatives to choose from, there’s one for just about every user case. 

It is missing a few technology items for safety spec, but as a work vehicle there really is no other offering out there that offers the personalisation and customisation the VW Crafter cab-chassis range does.

The Transporter boasts a level of mechanical refinement, engine performance, ride quality, heavy load-carrying ability and general driver comfort that sets a high benchmark in this category. If not for its lack of an ANCAP rating and unacceptably high internal noise levels at highway speeds, it would be hard to fault.

Perhaps the most interesting thing about the design of the VW Crafter cab-chassis range is that there are so many options available.

You can have it as a single cab in three different lengths - Medium Wheelbase (MWB) spanning 5996mm total, Long Wheelbase (LWB) spanning 6846mm, and Long Wheelbase with Overhang (LWBO) stretching 7211mm.

Plus there are two double cab models available, the MWB and LWB, and both have seating for seven occupants - three up front, four in the rear.

And then there’s the fact you can have the Crafter in FWD, 4Motion all-wheel drive, or rear-wheel drive like our test vehicle. Both the FWD and AWD models have transverse mounted engines, while the RWD model has a north-south longitudinal engine. 

The design of the vehicle varies based on that, with the FWD and AWD models offering better load-in height as they manage to package all the mechanical hardware down lower in the chassis. The RWD is more a heavy-duty option, and indeed is available in up to 5.5-tonne GVM configuration, meaning you need a truck licence to drive it. That’s not the case with our 4.49t GVM version, which is legal to be driven on a regular car licence. 

It’s this availability of options that gives customers with very specific needs more choice to configure the vehicle they really want - and that is certainly an excellent design trait. 

But one thing to consider is that all Crafter cab-chassis variants come with an Alloy Tray standard, and it’s fitted at the factory, rather than at the dealership. 

The tray features a flat load-in space at the side, meaning you don’t need to contend with a rim or lip when forklifting items in, plus there are 10 recessed lashing eyes for tying down, and there’s an integrated rear step on the tailboard. The tray itself features a wooden floor (multi-layered birch plywood) which varies between vehicle types - you get the 15mm thickness for single rear tyre models, while dual-rear tyre versions get 21mm thickness.

The surface is designed to be non-slip via VW’s ‘screen-printed’ development, and on test we noted a little bit of slippage, so beware that items need to be well secured. 

The tray’s sides are light and offer about 400mm of depth for storage, and there’s a side underride guard to stop other vehicles from pitching under the tray - and that also doubles as a handy step if the sides are up, but is not usable if the sides are dropped.

While the plastic latches are easy to operate I fear the forgetful apprentice may one day leave one unlocked, which could easily lead to it being smashed off in narrow confines. We also had some issues tying down to the front lashing eye with a ratchet strap because the ladder rack got in the way, and the recessed tie-downs collect leaf litter and worksite debris very easily. 

And if you want the figures: the load area is 8.8 square metres, measuring 4300mm long, 2040mm wide and 400mm deep, with a load sill height of 1035mm. 

The exterior cabin styling is Teutonic and fuss free, and it’s easy to determine this is a Crafter at a glance. One thing I wasn’t so taken by was the body-paint-coloured chassis rails, which had a number of rather messy looking welds that - if I was buying one for my business - I would prefer were black.

And if customising your vehicle to suit exactly your needs is important to you, here are some of the things you could add to your Crafter, if you want it: black steel wheels instead of silver; heated seats; a heated steering wheel with leather trim; a suspension seat for the driver and/or passenger (replacing the three-seat bench with a two-seat layout); a second battery setup; second alternator setup; sat nav media; tyre pressure monitoring; mechanical differential lock and hill descent control (4Motion models); active lane keeping assist; adaptive cruise control and more. More on the safety specs in the safety section below.

As you can probably tell from the interior images, there’s a bit to cover off for cabin practicality and design in the next section.

Our test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.

Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.

The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.

You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.

The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.

Very. If you use your vehicle as a mobile office, the Crafter’s cabin could be a very handy space for you.

There are storage caddies above the driver and passenger head areas, as well as a trio of folder holders on top of the dashboard, and multi-level door pockets with the lowest, largest ones offering bottle storage. There are also two cup holders each for the outboard passengers, the larger of which can fit a 600mL fizzy. 

There are other storage sections, including spaces under the bench seat (individually openable by pulling the tab at the back of the seat base), as well as a glovebox and a shelf above it for smaller items. 

One interesting thing to note is the placement of the USB port, which is up on top of the dash - clever if you plan to fit a phone older accessory as you could just leave the cable in at all times. There are also two 12-volt sockets for additional charging.

In terms of media there is an 8.0-inch touchscreen system with Apple CarPlay and Android Auto, but no sat nav. It has USB/auxiliary/SD card inputs, and is teamed to a sound system with four speakers and also has Bluetooth phone and audio streaming. It’s a really simple and quick system to use, making living with it super easy. There are audio controls on the steering wheel, too, so you need not lean over and reach for the buttons or knobs.

All the controls are simple, in fact. There are easily learnable positions for all the main functional components, including the manual air conditioning dials and - in our test vehicle - a switchable reversing alarm, which is great if you start work early and don’t want to annoy the neighbours.

Oddly, though, the vehicle we had didn’t include a reversing camera, though it is possible to have one fitted (ours missed out due to COVID-19 delays). It’s hard to see out directly behind you; I had to rely on a bystander when reverse-parking in a spot and it was a game of inches. 

Those who want a comfier drive experience may wish to option the ErgoActive Suspension Seat, and I would probably do so if I was buying this vehicle for myself, as the ride can be tedious on country roads - more on that below. As standard, the driver’s seat is a Comfort Seat Plus, and it comprises height and slide adjust, four-way electric lumbar adjustment, and it has two adjustable armrests as well. 

With its 1865kg tare weight and 3000kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1135kg and up to150kg of that can be carried on the roof. It’s also rated to tow up to 2500kg of braked trailer but that would require a sizeable 583kg reduction in payload to avoid exceeding the 4917kg GCM or Gross Combination Mass, which is how much it can legally carry and tow at the same time. Or you could keep the full payload and reduce the towing limit instead, from 2500kg to 1917kg, which may be a more useful compromise depending on work requirements.

The cargo bay, which offers 5.0 cubic metres of load volume, is 2975mm long, 1700mm wide and 1410mm high with 1244mm between the rear wheel housings. That means it can carry two 1165mm-square standard Aussie pallets, or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points. However, the single-lift tailgate could make rear forklift access tricky, depending on forklift design and reach. The sliding door has a generous 1017mm opening for kerbside loading.

Although the load floor is bare and there’s no standard cargo protection for driver and passenger (optional rubber load floor mats and cargo barriers are available), the cargo bay walls and doors are lined to mid-height and the roof is also lined, with two roof lights providing ample illumination.

Cabin storage includes a large-bottle holder and huge storage bin in each front door, with a narrower second-tier storage shelf above which is ideal for holding smaller items like wallets, keys etc.

The dash provides another small-items cubby to the right of the steering wheel and the top dash-pad has small-bottle/cup holders at each end plus a steeply-angled open tray on the driver’s side which is ideal for storing clipboards, paperwork etc.

There’s no overhead sun-glasses holder but the passenger side of the dash offers two tiers of open storage and a large glovebox, plus another small-bottle/cup holder to the left of the gearshift console. An overhead storage shelf would be handy, given that there’s no centre console.

Our test vehicle is the long wheelbase variant with standard roof height, TDI340 turbo-diesel engine and seven-speed dual-clutch automatic transmission for RRP $47,990. This compares to higher-selling mid-sized turbo-diesel rivals like the Ford Transit Custom LWB 340L with six-speed auto ($47,590), Hyundai iLoad with six-speed auto ($42,710) and segment-leading Toyota HiAce LWB with six-speed auto ($45,240).

It's basic and work-focused as you’d expect, from its 16-inch steel wheels and 205/65R 16C tyres with full-size spare to its cloth seats and tough rubber floor covering in the cabin. However, that doesn’t mean you miss out on some useful and welcome creature comforts, like a leather-covered steering wheel with height/reach adjustment and infotainment controls, driver’s seat adjustable lumbar support, halogen daytime running lights (DRL), rain-sensing wipers, heated tailgate window with washer/wiper, multi-function driver’s display, four-speaker infotainment system with 6.5-inch touchscreen and multiple connectivity including Apple CarPlay/Android Auto plus lots of standard safety tech.

There’s also heaps of factory options available to help tailor a Transporter to suit an owner’s specific requirements including different cargo bay door and window configurations (including twin rear barn-doors), front passenger bench seat with under-seat storage, higher-spec infotainment systems and lots more.

As is the case with pretty much all the elements of the Crafter, there’s plenty of choice when it comes to engine and transmission choices.

I pointed out in the design section that you can have front-, all- or rear-wheel drive, depending on your circumstances, and all three versions are also available with the choice of a six-speed manual gearbox or an eight-speed automatic transmission.

As for engines, there’s two tunes to choose from: the entry-level 2.0-litre TDI340 turbo, which has 103kW of power (at 3500rpm) and 340Nm of torque (at 2000rpm); or the motor tested in this vehicle, the TDI410 which runs a 2.0-litre bi-turbo producing 130kW (at 3600rpm) and 410Nm (at 2000rpm). 

There is no petrol model, no petrol-electric hybrid, no plug-in hybrid, no electric and no LPG version. So maybe there isn’t that much choice, really - well, not in Australia. There is an e-Crafter in Europe, though. Maybe we’ll see it here one day, too.

Towing capacity for the Crafter cab-chassis models is pegged at 750kg for an unbraked trailer and 3500kg for a braked trailer, but only if you buy the “50/55” RWD model - and take note, the download for the towball is not great, at 150kg. Crafter “35” FWD and AWD versions can tow 750kg/2500kg, again with a 150kg downball limit.

The gross vehicle mass for cab-chassis Crafter models depends on the drivetrain, too. The 35 models have GVM ratings of 3550kg, while the 50 and 55 models are rated at 4490kg and 5500kg respectively.

Gross combination mass (GCM) isn’t quite as straightforward - it depends on the model and configuration. But for the model tested here, the GCM was 7077kg, with an unladen weight of 2539kg and a maximum payload of 1951kg (hence the 4490kg GVM). 

This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.

The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.

Because of the class of vehicle, it doesn’t have a claimed fuel consumption rating. And while I have been impressed with the fuel consumption in prior Crafter FWD high-roof van loans (10.9L/100km), the RWD cab-chassis was considerably more thirsty on test.

I covered more than 1200km in the vehicle, some of those kays with a pallet load on board and then with light-but-not-aerodynamic outdoor furniture set stacked up, while other driving was done as highway stints unladen. Over the entirety of that drive, I saw an at-the-pump return of 12.5L/100km. 

One thing I noted was that the fuel tank capacity of 75 litres is quite small for a vehicle of this size and intent - and there’s no long range fuel tank option, either.

Plus buyers need to be aware that the Crafter runs Adblue after treatment tech, which is another consumable cost to keep in mind.

We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.

This big unit isn’t the sort of vehicle I’d aim for as a ‘wish list driveway occupant’, and not only because I don't have a large enough driveway.

It is eminently practical, hugely helpful and surprisingly easy to drive, though.

I mean, something that’s 7004mm long and runs a 4490mm wheelbase is always going to suffer some compromise in terms of the turning circle, and at 16.2m you’re going to have to do more five- and seven-point turns than three-point rotations.

But the steering wheel is compact and easy to manipulate, and the steering action is direct and accurate, easy to judge for a vehicle of this magnitude. 

The heavy duty suspension is tiresome on country roads without weight, but if the surface is smooth, so is the sailing. Over B- and C-roads in the NSW central west and southern tablelands, the front and rear suspension jostled and jittered considerably - in fact, it was the front suspension that felt most uneasy (possibly because the cabin is soooooo far from the rear axle!).

The engine is smooth and builds pace well - in fact, it's quite rapid from a standing start, with the bi-turbo motor ensuring strong response through the rev range. The traction control is overly sensitive at lower speeds when taking off, or when negotiating tight corners. That’s probably a good thing, to be honest.

Over my 1200km of driving about 600km was unladen, and the thrust of the engine was good enough when empty. It’s hardly speedy, and it’s not quiet about doing its thing, either - but the transmission harnesses the available torque well, and shifts cleverly to maintain pace.

However, if you encounter a long-distance hill ascent, you will notice the transmission and engine can be a little busy, shifting between the higher gears to ensure smooth (but, again, not tranquil) progress.

Yep, it’s a noisy old unit, with lots of wind rush around the top of the cab and some around the mirrors, too. But as mentioned in the safety specs section, the mirrors are big and offer good vision to the sides, while the bulkhead of the ladder rack did eat into the rearview mirror vision of our test vehicle. And I reiterate - the reversing camera would be a must for me and any other driver who cares about what’s behind them.

For what it’s worth, my partner and our two small dogs were able to fit in the cabin with me. The dogs had no complaints, but the upright and non-adjustable backrest of the bench seat did cause some issues for my partner after hours of driving.

Now, let’s consider what it’s like with a load on board.

Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.

With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.

The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.

We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.

The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.

There's no ANCAP rating but the Transporter 6.1 adds to an already extensive list of active and passive safety with the following features now standard: front assist with city emergency braking (aka low-speed AEB), crosswind assist, side-assist including blind-spot monitoring/rear cross-traffic alert and multi-collision brake. There’s also driver and passenger front and side curtain airbags plus lots more.

The VW Crafter comes with a pretty good promising ownership experience, and it’s not as expensive as you might be thinking for a Euro vehicle, too.

The company offers a five-year/unlimited kilometre warranty plan as standard - none of those promotional offers like some rivals.

Then there’s the choice of either pay-as-you-go servicing, with intervals pegged every 12 months/20,000km, whatever occurs first, or you can prepay you servicing and roll it into your finance payments with VW’s Care Plan choices.

There are two pre-paid Care Plan options: three years/60,000km, which costs $1450 and makes for a saving of between $250 and $649, depending on the model; or the five-year/100,000km offer which is $2300 (meaning your first service is free), and saves you between $898 and $1428 compared to PAYG servicing. VW Australia states “all items in scheduled service, such as labour, parts and fluids” are covered.

That makes a lot of sense, and if your vehicle is an essential tool of trade, the brand also offers roadside assistance for the life of your Care Plan prepay servicing option, while you can also book “60 Minute Service Express” maintenance.  

Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.