Mitsubishi Express vs Volkswagen Transporter

What's the difference?

The Mitsubishi Express is an impressive return to the market for the brand, albeit one that won’t suit every buyer’s needs or wants. If you need to personalise your van, or if you value the safety technology offered by rivals like the HiAce, then you may need to shop elsewhere.

But if you do choose the Express, you will be getting a value-packed and very comfortable van that is backed by a broad dealer network and decent ownership prospects.

So has Volkswagen done enough with this new Transporter to win back buyers in what has become a highly-competitive van market?

Based on our initial test drive of the Transporter, it’s safe to say Volkswagen has a good chance of regaining some lost ground. But it won’t be easy because there isn’t any particular area where the Transporter really sets itself apart from the competition.

It’s a pleasant van to drive, with a roomy, modern cabin and a competitive cargo area, at least with the diesel engine. The electric Transporter provides an alternative choice for a small audience, but the huge price premium and limited range will mean it won’t suit the vast majority of buyers.

The real opportunity for VW will come when the PHEV arrives in 2026. That has the potential to help create some difference between itself and the likes of Toyota and Hyundai.

It’s noticeable that the brands dominating the commercial van market are the big name ones, rather than the cheaper Chinese competition, which suggests buyers are looking for a trusted name rather than the lowest price.

So from that perspective, Volkswagen has a decent chance of regaining lost ground given its heritage in the van segment.

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

The badges are different, and so is the front bumper and bonnet. But you might otherwise struggle to tell what’s changed between a Trafic and the Express.

One thing Mitsubishi is offering, though, is a standard three-seat cabin on all models, plus dual side sliding doors and rear barn doors across every variant in the line-up. That’s a win for hard workers.

Here’s a table of dimensions to help you size up which might be best for you:

As you can see, the extra size on offer in the LWB model is strictly nose to tail, with no other compromises to consider apart from, understandably, the larger turning circle. But Mitsubishi claims even the smaller version can cope with two pallets in the back.

As for cargo zone dimensions, here’s how the two body styles compare:

It’s worth noting that there is no high-roof option available, where you can get a taller body in most competitor vans. 

And while it is a bonus that there are barn doors (still not available on the HiAce), you can’t option a liftback tailgate. Plus, while the dual side sliding doors is an advantage as many OEMs charge extra for a driver’s side slider, you can’t option glazing for the rear door from Mitsubishi.

The company says that it is simply offering what it can get as part of the Alliance with Renault, but if you need to tailor a van to suit your specific needs, you might end up going with the French van (or the VW Transporter, which is the most configurable on the market). 

Check the engine specs section below for more specs on weights and capacities. Next, let’s take a look at the cabin, starting with some interior images.

Commercial vans are typically not instruments of design, but rather a study in functionality. But credit to the Volkswagen designers because it clearly looks like a Volkswagen from the outside, despite its Ford lineage. While there are obviously some similarities between the Transporter and Transit Custom inside, the front-end design definitely has a visual connection to the previous generation models.

But, of course, functionality is important and by using the Transit Custom underpinnings, Volkswagen has been able to grow the Transporter. It is 150mm longer and the standard wheelbase has been stretched by 100mm, compared to the six-generation, which allows for even more cargo space.

The cabin is well laid out, with a new 12-inch digital instrument display and a 13-inch multimedia touchscreen taking prominence on the dashboard. The multimedia system includes built-in navigation plus wireless Apple CarPlay and Android Auto, as well as digital radio.

With a three-seater cabin as standard, the Express is already at an advantage over a HiAce. You can’t get a three-seat HiAce, and if you’ve got apprentices or workmates that always need a lift - but you don’t want the space sacrifice that comes with a crew van - it could be a crucial decision-maker for you.

And there are decent amenities for the occupants, too, with three cup holders and ample storage options across the dashboard, as well as large bottle holders in the doors. In fact, all told, Mitsubishi claims there is 43 litres of loose item storage in the cabin.

The driver’s seat gets manual height adjustment, lumbar adjustment and an armrest, as well as steering wheel rake and reach adjustment, so getting a comfortable driving position should be a cinch. Unlike the Trafic, there’s no driver’s seat heating option, but the clever “Load Through” cavity - for loading items up to 4.14m long - under the passenger seat is fitted on all models (but unlike the Trafic, which has a bulkhead, there’s no porthole, and the vehicles we tested with cargo cages didn’t have an opening to make the best use of this).

It’s set up for hard work, with rubber floor mats and a “hard wearing” poly trim on the steering wheel, though that finish is a bit coarse, and not as pleasant to hold as a leather wheel. The seat trim is fabric, and feels to be made of a durable material.

Ergonomically, it is no different to a Renault Trafic. Most important controls fall easily to hand, though people unfamiliar with Renault switchgear may need to pay attention at the dealership when the positioning of the cruise control and speed limiter buttons are explained. The buttons are between the dashboard and steering wheel.

And if you’re looking for the volume button, it’s on the weird little stalk behind the wheel itself. That has tuning and phone controls too, and it takes some getting used to. Further, if you’re used to the blinkers being on the “right” side of the steering wheel in Japanese cars, the Express is the exception. 

When it comes to media and infotainment, there’s a lot left to be desired. There is no touch screen at all, and you can’t option one, either. Some drivers will appreciate that, but others will lament the lack of smartphone mirroring tech (Apple CarPlay and Android Auto), and likewise there is no sat nav available, either. There’s not even a CD player, but as standard the Express gets a smartphone holster with USB port on top of the dash, so there are two USB ports to keep things charged, plus a 12-volt below if you need it.

But the simple media system does offer a USB port to connect your phone or MP3 player, and Bluetooth phone and audio streaming, as well as DAB digital and AM/FM radio. The sound system has just two speakers, but it’s okay.

The cargo zone is, as you’d expect, a big, largely empty space. There’s no steel bulkhead option to separate the two zones, which could be frustrating for some customers - though if you can deal with the noise reverberation but just want to make sure things don’t fly from front to rear, there is a mesh cargo barrier available.

There are 14 tie-down points in the SWB (eight floor mount, six wall mount) and 16 tie eyelets in the LWB (10 floor, six wall). Plus there’s a rear-mount 12-volt outlet near the back doors to keep things charged.

This is the really important element for any good commercial van, both the practicality of the cabin (as drivers spend long hours behind the wheel) and the cargo capacity in the back (for the obvious reasons).

Up front there’s a wireless charging pad and seven USB ports spread around the cabin. There are plenty of small item storage spots, and some not so small items, with a large shelf on top of the dashboard and multiple in-door shelves.

Of course, it’s out the back that’s really important and, as mentioned earlier, there is more space thanks to the larger overall dimensions.

Both SWB and LWB vans come with a plastic floor cover as standard, plus there are load rated tied tie down points, a 12V charging port in the D-pillar and LED lights in the roof. 

Thanks to the extra length, the SWB has a 2.6m load length and 5.8 cubic metres of cargo space, while the LWB has 3.0m in length and 6.8 cubic metres. There’s also a steel fixed partition with window, window grille and load through hatch to stretch the usable space even more.

The total payload for the Transporter varies depending on the powertrain. The TDI 2WD can take up to 1062kg (SWB) and 1016kg (LWB), while TDI AWD can manage 963kg (SWB) and 917kg (LWB). The electric Transporter has a significantly lower payload, rated at 806kg (SWB) and 760kg (LWB).

Towing capacity also changes depending on the powertrain, the TDI 2WD can manage 2000kg, TDI AWD up to 2800kg and the electric 2300kg.

In addition to the multiple powertrains, there’s also a variety of body styles to choose from - van in both standard and long wheelbase, Crewvan in both lengths and the long wheelbase Dual Cab.

The Transporter TDI (diesel) SWB van begins the range at $58,590 (all prices exclude on-road costs), while the same size with electric power is priced from $83,590; so the cost of going electric is a big one.

The diesel van LWB is priced from $60,590, and the electric van LWB $85,590, so the extra room is a much cheaper upgrade.

Standard equipment on the Transporter van includes 16-inch steel wheels, LED headlights and tail-lights, keyless ignition, climate control, cloth-trimmed seats, heated front seats and a four-speaker sound system.

Customisation is a key part of the commercial vehicle market, so Volkswagen has done its best to ensure aftermarket suppliers can use the Transporter as a platform to shape it into whatever customers need - delivery van, camper, etc. 

For business operators Volkswagen Australia has done a deal with a company called Sortimo. The so-called Sortimo ‘1-Click’ is a new system, exclusive to Volkswagen, that allows owners to add interval shelving options to any VW commercial van direct from the dealer. This can be added at the time of purchase so it can be included in the financing for the car.

There are a couple of options available in the Express range.

Elect for a six-speed manual transmission and you get a 1.6-litre twin-turbo four-cylinder diesel engine producing 103kW of power (at 3500rpm) and 340Nm of torque (at 1500rpm). 

Choose the six-speed dual-clutch automatic transmission and the engine is a 2.0-litre four-cylinder single-turbo diesel motor, with 125kW of power (at 3500rpm) and 380Nm of torque (at 1500rpm). This engine meets a stricter emissions requirement than the other (Euro 6 vs Euro 5) because it has a 25-litre AdBlue urea treatment tank, though both have a diesel particulate filter (DPF), too. Depending on what side of the fence you sit, that’s either an advantage or an added cost and burden.

The Express is only available in front-wheel drive (FWD/2WD), so there’s no rear-wheel drive (RWD) or all-wheel drive (AWD/FWD) options available. 

Of course, you’ll need to consider weight if you’re buying a van like this. And it comes down to more than just engine specs - you need to consider payload, towing specifications, gross vehicle mass (GVM) and gross combination mass (GCM).

Here’s a table with the figures you need to know:

Wanting a petrol, hybrid, electric, plug-in hybrid or gas version of the Express? No can do… well, not in Australia, and not yet.

You will have to stay tuned for our full-scale Tradie Review on the Mitsubishi Express, where we will load it up to its GVM limit. But for day-to-day driving impressions, see the driving section below.

As mentioned earlier, Volkswagen has been able to diversify the Transporter for now and into the future, which means the choice of diesel, electric and plug-in hybrid.

Despite the electrified additions, the most popular choice for buyers is overwhelmingly going to be the turbo diesel. The 2.0-litre four-cylinder unit makes 125kW of power and 390Nm of torque and is paired to an eight-speed automatic. It’s available either with front-wheel drive or Volkswagen’s '4Motion' all-wheel drive set-up.

The eTransporter is rear-wheel drive only, and has a single-speed gearbox attached to its 210kW/415Nm electric motor.

The PHEV isn’t here yet, but when it does arrive, Volkswagen has confirmed it will be producing 171kW/205Nm.

Fuel consumption for the Mitsubishi Express depends on the engine/transmission combination you choose. 

The 1.6-litre twin-turbo manual version is the more frugal according to official combined cycle consumption figures, at 6.2 litres per 100 kilometres. Opt for the 2.0-litre single-turbo auto and the fuel consumption is claimed at 7.3 litres per 100 kilometres. 

Those figures are based on a driving loop that doesn’t incorporate loaded testing, so you can expect your real world consumption to be higher - but even so, the claims are lower than the likes of the HiAce (7.5L diesel manual, 8.2L diesel auto).

On test, for instance, I saw a return of 7.9L/100km in the SWB auto, which experienced a few traffic snarls in Sydney. The LWB auto with 200kg of ballast over the rear axle - in which I did 100km of mixed urban, interurban and freeway driving with free flowing traffic for the most part - had a displayed return of 7.8L100km. 

The fuel tank capacity is large, at 80 litres. That means theoretically excellent range on a single tank - up to 1290km if you can manage the claimed consumption in the manual model.

Fuel economy for the diesel is rated at 7.9L/100km for the two-wheel drive variant and rises to 8.4L/100km for the 4Motion AWD. 

Our test drive was limited, so we couldn’t get a fair real-world fuel figure, but if you can hit those claims, with its 70-litre fuel tank it has a theoretical driving range of 886km for the 2WD and 833km for the 4Motion - which should be enough to get even the more active delivery drivers through a few days.

As for the eTransporter, VW claims a driving range of 330km, with 125kW DC charging able to replenish the battery from 10-80 per cent in just 38 minutes. Volkswagen is confident that this should be enough to appeal to back-to-base-style operators looking to cut fuel costs and emissions.

If you’ve never driven a modern-day mid-size (2.5-3.5 tonne) van, you will be amazed at their road manners. There’s not a bad one in the class, in round terms, and the Express builds upon the Renault Trafic’s reputation as being among the best in the class for comfort and drivability.

It really is a pretty sweet appliance, with a ride quality that is mostly excellent whether you’re in the SWB or LWB model. It offers decent comfort and control at low speeds and high speeds, and is really only upset when the potholes are deep or have sharp edges. 

The SWB model has a slightly more pitchy ride when unladen, but we didn’t get a chance to put any weight in it just yet. The LWB model had 200kg of ballast over the rear axle, and that weight - combined with the extra 400mm of wheelbase - made for a very comfortable drive. Not too mushy or slushy, but actually nicely cushy. 

Aside from the low-speed electric whirring sound from the power steering, the steering is terrific - it is nicely weighted and pivots well, even the LWB model. Sure, it definitely feels its size, but it’s easily manageable and surprisingly agile for such a big rig, and easy enough to park as well, thanks to the split side mirrors and reversing camera (which pops up in the rear-view mirror and is quite small, but there are rear parking sensors to help out, too).

Because I sampled both automatic models, that meant I only had the chance to sample the 2.0-litre four-cylinder single-turbo diesel engine - and it’s a very strong performer.  

I never once felt like I needed any more pulling power with this - admittedly small - amount of weight on board. 

And the dual-clutch transmission is decent as well. You get away from a standing start pretty well, with just a little bit of turbo and transmission lag to contend with. It’s never annoying, even in traffic jam drudgery - unless the engine start stop system activates, and then it can be a little bit sluggish to get moving again.

However, as is the case with plenty of dual-clutch transmissions in commercial vehicles, it’s not quite as measured or linear in its progress when there’s no load on-board, tending to lurch away a little more when unladen.

And while we were hardly pushing the GVM limits with only 200kg in the back, the brake pedal of the LWB did feel at times like the push was a little longer than it should have been. 

It is a decently refined van, especially considering there’s no steel bulkhead to shield you from the noise intrusion at the rear. One thing, though - our test vans both had optional rubber mats fitted, and they were quite odorous. 

As mentioned the visibility is pretty decent, but I couldn’t help but feel jealous of a HiAce I overtook that had its blind-spot monitoring system flicker on the mirror. It would just add a little bit of extra piece of mind, as there’s no vision over your shoulder, and if you do have a load in the back it’s hard to see in the rearview mirror. And unlike other vans in the market, you can’t option rear windows, either. 

Volkswagen is a company that prides itself on its driving dynamics, even when it comes to vans. Even with the Ford influence, the new Transporter unmistakably feels like a Volkswagen in the way it drives.

It's worth noting we drove the Transporter unladen, so it may respond differently when filled with cargo, but the fundamental behaviour should remain the same.

There’s no mistaking you’re behind the wheel of a big van, but the Transporter reacts well to your inputs, so it feels responsive and surprisingly agile for such a sizable vehicle.

The same is true for the turbo-diesel engine, which feels strong enough to pull the big van along with a minimum of fuss (although, again, that was without a full cargo load in the back). What the engine does well is perform quietly. The cabin is well-insulated from the outside world, so it makes for a more relaxed environment, which will be a welcome factor for anyone looking to spend their working day inside the Transporter.

We sampled the electric Transporter and it also performed well. Dynamically it felt very similar, despite being rear-wheel drive, but obviously the bigger difference is under the bonnet. The electric motor does a fine job, but it feels solid rather than being particularly punchy. The TDI feels like it does the work easier, even under acceleration which should be the electric motor’s strength.

This is an area previously overlooked, not just by carmakers but even the safety authorities. Given vans like the Transporter are on the road more than your average family car, it’s important to keep everyone safe.

There is no ANCAP score for the new Transporter yet, and the safety authority hasn’t crash tested the latest Ford Transit Custom, either. So there is clearly still some work to do before commercial vans get the same level of attention as passenger cars.

In terms of equipment, the Transporter comes with a range of active safety items including 'Front Assist' (with cross traffic alert and adaptive cruise control) and a rear view camera. There are also front and curtain airbags to protect the occupants.

Mitsubishi is constantly dabbling in the long warranty promotional deals, but the standard warranty on offer for the Express is five years/100,000km.

The brand also has a capped price servicing plan for the first three years/45,000km of ownership. With intervals set at 12 months/15,000km, the costs are low, at $250 per visit.

And if you service your van with Mitsubishi’s dealer network, you will also get roadside assistance for up to four years.

If you’re wondering how that compares with the Renault plan? It’s a three-year/unlimited km warranty (but promotional five year/200,000km warranty plans are available until 31 August 2020). The Trafic has capped price servicing every 12 months or 30,000km intervals, or as determined by the oil sensor, at $599 per visit - but as of July 1 2020, it spans five years/150,000km, and is available with up to five years’ roadside assistance when maintained in-network. 

You might be curious about Mitsubishi Express problems - but it could be worth taking a look at the Renault Trafic problems page to find out if there have been issues around reliability, engine or transmission problems, recalls and common complaints.

Volkswagen says the Transporter and eTransporter require servicing annually or every 30,000km - whichever comes first.

The diesel is significantly more expensive to service, with even the cheapest visit costing $670 and the most expensive $892. Over the first five years the Transporter will cost $3880 to maintain.

By contrast, the eTransporter costs $410 for every visit, except the 90,000km major check-up which is $496. So over five years it will cost $2136 to service.

While VW has an expansive national network of dealers for servicing, and a history with commercial vehicles, that’s not a big advantage over its key rivals in this market - Toyota, Ford and Hyundai - which all boast the same.