Gac M8 vs Volkswagen Crafter

What's the difference?

The GAC M8 PHEV Luxury is a people mover that carves out a very specific niche, largely thanks to its plug-in hybrid powertrain and ambitious price point. It’s undeniably well specified and genuinely luxurious inside, but it never quite escapes its chauffeur-like identity as it's a vehicle built around passenger comfort rather than driver engagement.

Being a new brand in our market limits ownership appeal, at least for now. Where the M8 really impresses, though, is efficiency, and that alone may be enough to justify its unusual positioning.

This is not the vehicle for somebody looking for the odd weekend away. That’s mainly because it will take up a lot of real estate when you’re not using it (it may not even fit in a lot of car-ports or garages) and it’s far from a daily driver for the school run or shopping trips.

If you’re looking for a getaway machine that will also work at home for the other 48 weeks of the year, a conventional caravan and four-wheel-drive is likely to be a better bet, purely because the tow-vehicle can be your day-to-day transport

But if your plans include longer getaways and you have the storage space to keep the Kampervan stashed away safely, it starts to emerge as a functional alternative.

Talk to long-term travellers, and even the best camper trailer needs to be set up each night and folded away next morning, and as for tents, don’t even start us…

But like a full-sized caravan, the VW simply pulls up to where ever it is you want to stay for the night and is ready to feed, entertain and rest its occupants within seconds of stopping.

But unlike a big, heavy caravan, the Volkswagen imposes far fewer driving caveats (including fuel consumption) and is a vastly more enjoyable and simple thing to drive in pretty much any circumstance.

It's not for everybody, but for those whose lifestyle it matches, the VW Kampervan is an alternative to a caravan that deserves short-listing. Let’s face it, 50 million hippies can’t be wrong.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The GAC M8’s design is… well, it’s out there. This isn’t a people mover that fades politely into the background. There are clear parallels with the Lexus LM, right down to the towering grille (complete with a vague hint of spindle shaping), which may well be the tallest grille I’ve encountered!

It’s a big unit, too, measuring 5212mm long, 1893mm wide and 1823mm high. The overall shape is sharply squared-off and prioritises presence over dynamism. It also comes standard with a full suite of LED exterior lighting.

The cabin claws back some design cred, though, as it’s downright plush with its semi-aniline two-tone leather upholstery - finished in a lush burgundy/black duo in our test vehicle. Accent panels vary between a diamond-design for the dashboard and doors, to suede soft-touchpoints and rose-gold inserts liberally scattered across the cabin. 

The only accent that doesn’t land is the large swathes of piano black on the centre console as it’s hard to keep clean.

There are some nice little surprises, too, like the fidget spinner-style crystal gear lever, which is surprisingly fun to fiddle with at traffic stops and two sunroofs with the rear fixed panel illuminating with internal ambient light.

Some of the finishes aren’t the best as there are joinery and door handles that don’t line up properly, which is surprisingly more annoying than you’d think once you notice it. But overall, the cabin feels well-considered and luxurious, even if the execution isn't always flawless. 

Given that the design of the camper conversion was partly the work of Jayco, there’s every reason to suspect that the end result should work for recreational users. That is, of course, provided Jayco’s caravan-building experience translates to a campervan layout.

That’s because this is not as simple as plonking a wheel-less caravan onto a Crafter cab-chassis; integration in the key here.

The various zones – driving, entertaining, sleeping, bathroom and cooking – need to work with each other with as many components having more than one job.

The off-grid capability is also a highlight and, in the case of the All-Terrain model with its off-road tyres, bash plates and 30mm higher ground clearance, makes getting farther off the beaten track more of a reality.

A lot of people will wonder why VW didn’t simply import a batch of the campervan conversions it already builds in Europe.

The fact is, however, that the left-hand drive layout means the sliding side door would be on the wrong side for Australia, and the integrated gas system would not have met ADR standards. So was born the idea of a local conversions which is where Jayco came in.

The front row has plenty of space and the seats feature heating and ventilation, making longer journeys comfortable. However, there’s no extendable under-knee support and only the driver gets lumbar adjustment. I’ve spent much of the week feeling like a chauffeur, as my husband and child insisted on sitting in the back!

The middle row is where the M8 really shines. The captain’s chairs are indulgent, offering full recline, footrests, heating, ventilation, and massage. Comfort is excellent, though the footrest extension limits space for the third row, and even at 168cm I found it a snug fit when fully reclined. Access is straightforward with grab handles and a low 143mm step-in height, though be mindful of kerbs as the doors aren’t forgiving when it comes to tall council strips.

The third row is one of the few that genuinely accommodates adults. Head- and legroom are ample, and the seats feel firm but comfortable, especially with the foldable armrest. Amenities aren't forgotten with four cupholders, two USB-A ports and directional air vents. Access requires sliding through the middle row, so it’s best if those seats are unoccupied, but otherwise it’s not too taxing.

Front-row storage is practical, with a mid-sized glove box, dual-opening middle console, cupholders and a clever phone cradle that integrates a wireless charging pad and cable routing for a tidy set-up. There’s also a USB-A and USB-C port and a 12-volt socket in the large shelf underneath the centre console.

The middle row enjoys three USB-A ports, a USB-C port, directional air vents, retractable sunblinds, tray tables (though not usable while driving) and climate control. Storage is decent, with six cupholders, one of which has heating and cooling, two map pockets, a pull-out drawer and a 220-volt AC outlet.

The 10.1-inch touchscreen multimedia system is serviceable but feels slightly small for the luxury segment. Graphics aren’t the sharpest, the layout isn’t always intuitive and some functions, like the heated steering wheel, require digging through menus. Wireless Apple CarPlay and Android Auto performed flawlessly throughout the week and the 12.3-inch digital instrument cluster is clear and well laid out.

Boot space is modest for a people mover, offering 280L with all rows in place which is enough for a small grocery run but not for a fully-loaded family outing. Folding the third row expands capacity to 1500L, though that leaves you with a four-seater. The loading height is low, which helps, but it has a tall lip which prevents it from being ideal for sitting on during tailgates or picnics. There’s a small underfloor compartment housing the tyre repair kit and a powered tailgate rounds out the package.

The Crafter’s phone mirroring system seems to work pretty well, although it’s menu-driven layout can be a bit frustrating (it’s hardly alone there) and Android phones sometimes didn’t want to connect as simply as they should have (potential user-error here, folks).

But the rest of the interior is typically Crafter-smart including lots and lots of cupholders, USB ports and cubby-holes dotted around the front seat area.

Doubtless, a few months on the road will show up design issues according to the individual, but for now, our main comment would be the proximity of the bathroom to the food preparation area (although, to be fair, most owners will cook outside the vehicle).

The mattress is a split queen unit (rather than a single mattress) and it occupies the full width of the rearmost part of the vehicle, so making the bed might be a bit more difficult.

The location and width of the bathroom (although it feels pretty tiny once you’re in there and operates as a wet-room) also means there’s just half the rear view that the vehicle might otherwise have.

The thick pillar between the two rear barn-doors also adds to that blind spot. At least the mirrors are good; nice and wide and very clear.

It’s when the Kampervan is not being used to survey this wide, brown land that its practicality starts to come into question. Unlike a conventional four-wheel drive and caravan rig, the accommodation section of the Crafter can’t simply be unhooked and parked in the driveway.

Which means it’s not really suburb or city-friendly. Underground car-parks will soon detach the air-conditioning unit in a pretty violent way, and the almost-seven-metre length will have you looking for adjacent empty parking spaces (or the car-and-trailer section at Bunnings).

Put simply, this is the touring solution for those who want to tackle the Big Trip in one go, staying on the road for weeks or perhaps even months. Obviously, that’s an observation rather than a criticism, but it remains something to think about.

Based on the top-shelf Crafter van, the Kampervan then goes on a mission to be both a car and a holiday house.

So, pull up a comfy chair, because there’s a fair bit to discuss here. This isn’t just a tent on wheels, it’s a fully functional tiny home that just happens to be relocatable on a daily basis. As such, the vehicle needs to be able to manage energy, water, gas and waste.

VW’s aim was to elevate the quality standards of the caravan industry to that of the car-making world, as well as address its customers’ main agendas, including storage, the ability to go off-grid and the management of light and ventilation for sleeping.

That utility starts with the walk-through layout where the front seats swivel to form the other half of the dining table seating. From there, the layout runs to a full bathroom, a kitchen and then back again to a fixed queen-size bed.

The bathroom combines a shower and a lavatory with a cassette system for black-water storage and disposal.

The kitchen features a 90-litre fridge with a freezer drawer that is accessible form both inside and outside the vehicle. There’s a dual gas-hob and a 9.0kg gas bottle stored in the rear compartment (under the bed, but accessed from outside) that also includes a huge slide-out drawer for an extra fridge or whatever else needs to be carted around.

There’s also a sink with a mixer tap and the vehicle carries 120 litres of fresh water, not to mention gas-powered on-demand hot water.

A wind-out awning runs the full length of the van, extending the living space and forming a space for the VW-branded camping table and chairs.

The bedroom includes a pair of swivelling fans for cross-ventilation, USB and 240-volt ports, a swivelling TV and blinds and screens on all windows. The standard air-conditioning system will also run for about seven hours before the vehicle runs out of power.

Speaking of power, the electrical system is a force of nature. Aside from the standard Crafter battery (which remains the start battery and can’t be depleted by the equipment on board) the standard smart-alternator function has been disabled so the engine can help charge the batteries whenever possible.

That power storage array incorporates a 400Ah lithium-ion battery with a 3000-watt inverter to run the 240-volt system even when off-grid. There’s a 60A DC-to-DC charging system and, all up, VW reckons the vehicle can stay off grid for about three days straight based on normal power consumption. A multi-screen control panel tracks power usage and issues alerts when required.

So, what’s missing from the Kampervan? Climate-control air-conditioning for the cabin, mainly (the Crafter starts life as a commercial van, after all). Oh, and beds for the third and fourth passenger. Cue hippy-free-love jokes.

The Kampervan starts at $157,990 for the on-road biased Style model and $165,490 for the All-Terrain version.

As the more off-road capable variant, the All-Terrain gets 16-inch steel wheels with all-terrain tyres, bash plates, a higher ride height and a snorkel.

In either case, the accommodation fittings and fixtures are identical, that sounds pretty steep, but go out and price a full-sized four-wheel drive and a full-sized caravan with a bathroom and then see how it all stacks up.

Both M8 grades share the same plug-in hybrid powertrain, pairing a 2.0L, four-cylinder, turbo-petrol engine with a single electric motor. Combined, they produce up to 274kW of power and 630Nm of torque which is impressive on paper, though it only manages 0‑100km/h in 8.8 seconds. Once the battery is depleted, outputs drop to a more modest 140kW/320Nm. Power is sent to the front wheels through a two-speed automatic transmission, and the M8 is not rated for towing.

To get the best performance from this type of set-up will require diligent recharging.

The Crafter is powered by VW’s now-familiar 2.0-litre turbo-diesel four-cylinder engine which produces 130kW of power and 410Nm of torque thanks to a pair of turbochargers.

Driving through an eight-speed automatic transmission, the torque is then sent to all four wheels via VW’s '4Motion' permanent all-wheel-drive system.

It’s worth mentioning the automatic transmission is a conventional torque-converter unit, rather that the dual-clutch layout VW has championed for years now.

The Crafter also uses ventilated disc brakes front and rear and the however you look at it, the modern driveline of the Kampervan makes an old air-cooled Kombi look even more antiquated (which is saying something).

And while the Crafter in commercial-vehicle trim has the option of an electronic locking rear differential, the Kampervan adds this as standard.

The M8 is equipped with a Type 2 CCS charging port, accepting up to 6.6kW on AC and 39kW on fast DC power. Being able to use a DC charger is a definite plus for a plug-in hybrid and you can charge the battery on this type of charger from zero to 80 per cent in around 30 minutes.

Its 25.57kWh lithium-ion battery is generous for a plug-in, delivering an electric-only range of up to 106km (WTLP). With a combined cycle (urban/extra-urban) fuel consumption figure of 6.1L/100km and a 56L fuel tank, the M8 offers an overall driving range of more than 1000km which is excellent for a vehicle of its size. As with any plug-in, regular charging is key to achieving these figures; over my week of driving, I averaged 6.2L/100km, which is very excellent.

GAC recommends a minimum 91 RON unleaded petrol.

Although the Crafter’s driveline boasts energy recuperation, it’s not a hybrid system. Instead, the vehicle’s alternator is able to generate electricity during braking and store that in the vehicle’s batteries for later use, rather than storing that power in a dedicated hybrid battery.

This also helps ensure the main battery is always fully charged to power the stop-start system that is also standard on the Crafter.

Because it’s a commercial vehicle, there’s no compulsion to offer an official fuel consumption figure and, indeed, Volkswagen doesn’t.

But our real world drive including some winding roads and a bit of freeway thrown in, gave us an average figure of between nine and 10 litres per 100km. This is likely to be a bit lower on a purely highway run, but is a good indicator of general use consumption.

The 75 litre fuel tank should, then, give an easy 700km of range, but don’t forget the Crafter’s engine uses AdBlue, so that extra cost needs to be factored into running costs.

Around town, the M8 delivers plenty of power and is whisper-quiet when running in electric mode. Once the battery depletes or you switch over to the petrol engine, that sense of instant oomph fades. Overtaking on hills is achievable, but even with an empty car it can feel a little underwhelming.

Steering is light, but the car feels solidly planted in most situations. Handling isn’t as dynamic as a Kia Carnival and the M8 can feel a touch ungainly through bends, though it’s more than manageable for everyday driving.

Ride comfort is high, especially for passengers, due to forgiving suspension and a cabin that doesn't let a whole lot of road or wind noise in. The M8 is a comfortable cruiser.

Visibility is surprisingly good for a 5.2m-long vehicle with minimal blind spots from the driver’s seat. The bonnet and dash, however, stretch further than they appear, which can make judging the nose a little tricky at first.

Ground clearance is only 143mm, so it’s easy to scrape the nose over speed bumps or when parking. The 360-degree camera system is decent, but manoeuvring into tight spaces still requires some care as it fills out a space. You also have to leave about a metre of clearance behind you if you want to open the tailgate.

You can see the appeal of a high driving position the moment you step into (or climb into, really) the Kampervan. The view out is fabulous and even though the vehicle is just shy of seven metres long, you soon develop a bit of a sixth sense for where the back wheels are, based on what the front wheels have just done.

The glass area is huge with the exception of the view to the rear thanks to that bathroom placement.

The front seats are big and comfy, although the two rear seats are pretty flat and place the occupants quite close together. There’s enough adjustability in the seat and steering column to make anybody feel at home and the exterior mirrors are big and clear.

There’s enough performance, to be sure, but the sheer mass of the Kampervan and the fact that it’s moving a lot of air means you’ll be giving the rather long-travel accelerator a decent workout.

Taking off into traffic is the only time the VW will feel a bit sluggish, but once the engine has a few revs on board it all gets going fairly smartly.

Unlike a lot of modern cars that can feel as though they're travelling a lot slower than they really are, the Kampervan is the opposite. Not that it’s spooky to drive, but there will be times you’ll be in a 100km/h zone, look down and discover you’re doing 90.

In the context of a leisure vehicle, this shouldn’t bother anybody apart from a highway patrol officer down on his or her monthly quota.

The engine is smooth and the transmission is refined and possesses enough smarts to make a better job of shifting itself than the driver ever will.

It’s not exactly silent inside, though, with a smattering of clicks and clatters from some of the less-automotive furniture, but it’s a fair bet even a brand-new house would likewise rattle a bit if you hurled it down a bumpy road at 100km/h.

The biggest source of noise pollution, though, is in the All-Terrain model and consists of a chorus of sucking, sobbing, choking and burping noises from the snorkel which is placed right near the driver’s right ear. Obviously, it’s worse with the window open.

Ride quality is very good. Clearly, having a bit of weight on board doesn’t hurt, but even so, the Kampervan refuses to pitch or wallow despite that ride compliance. In fact, it’s very composed for such a big unit that was originally designed to carry parcels and pallets.

The Crafter, on which the Kampervan is based, is typical of the emerging breed of commercial vehicles that try not to give anything away to passenger cars in safety terms.

Well, in the front seats anyway, because the two seats in the rear are formed by a bench seat that doubles as a kitchen-table seat, so lacks the contouring of most car seats.

More importantly, the rear seats miss out on side-curtain airbags. This is understandable given the vehicle’s origins. Both rear seats do, however, feature top-tethers for child restraints.

Up front, meantime, the two front passengers get both front and side-curtain airbags with a full array of driver aids to help with safety.

They start with stability control, anti-lock brakes, brake-assist, traction-control, multi-collision braking and hill-holding function.

There’s also autonomous emergency braking that works at speeds up to 60km/h, driver-fatigue detection, a rear view camera, adaptive cruise-control, rear cross-traffic alert, blind-spot monitoring and lane-keeping assistance.

What’s missing? Apart from the side airbags for all passengers, we’d like to see tyre-pressure monitoring on such a large, heavy vehicle and AEB that works beyond 60km/h.

The Kampervan has not been ANCAP tested.

The GAC M8 is backed by a seven-year, unlimited-kilometre warranty, along with five years' complimentary roadside assistance, which is competitive against several of its nearest rivals. Service pricing has yet to be confirmed, though servicing is scheduled at 12-month or 15,000km intervals.

For now, the service network is limited, with around 10 centres nationwide, though GAC offers authorised servicing through third-party providers such as MyCar, which helps broaden access in the short term.

The Kampervan carries Volkswagen Australia’s full five-year/unlimited-kilometre warranty. That extends to not just the base vehicle, but the whole conversion including all of Jayco’s additions and other aftermarket fittings.

VW offers a version of capped price servicing called its 'Service Care Plan' that covers scheduled maintenance for the first five years and can be purchased at the time the vehicle is ordered.

No price for this was available as we went to press, but for reference, the same five-year service plan for the Amarok dual-cab ute costs $1900.

Standard service intervals are every 12 months or 20,000km, whichever comes first.