Volkswagen Caddy 2006 News

Volkswagen already does big business with the compact vehicle in both people-mover and van guises, but is relying on a major upgrade of its drivetrains and a move to sedan styling to haul in more capacity. The cars arrive in Australia in mid-December and VW Commercial Vehicles director Phil Clark says Caddy is a key growth area for the world's biggest carmaker.  "Small vans in 2004 were 8 per cent of the market; now its 18 per cent," he says. "Caddy has done very well for us. "With this model, everything forward of the windscreen is new."  The latest range was internationally launched in Germany last week, where they proved themselves capable of reaching speeds _ even with 350kg of ballast in the back _ that would have you locked away for life in Australia. More importantly, the interior fabrics and plastics look like the soft-texture stuff out of the VW parts catalogue, but have a much more durable feel to them. The driving position is similarly sedan style, wtih the six-speed manual shifter easy enough to work that it takes little effort to drive in peak-hour traffic.  The six-speed wet-plate DSG shifter is still the go, but it is slightly vague at speeds under 30km/h, so stop-start operators will have to trade off the precision of the manul of the ease of the self-shifter. Conversely, the automatic is the box of choice for families, who will find it saves fuel and hassles Clark says prices haven't been finalised but he doesn't expect dramatic rises. Opening the bidding for budget-conscious families is the five-seat Caddy Life. It's powered by a 1.2-litre TSI petrol engine that has cut fuel consumption by 21 per cent and increased torque by the same amount over the outgoing model, with fuel use of 6.6 litres for 100km and outputs of 77kW/175Nm. The test drive was notably missing hills, but the Caddy punches well above its weight on the autobahns, with serious mid-range urge with two people on board.  We'll wait until it lands Down Under for a full review, but it looks like a capable entry level vehicle. Pulling power won't be an issue for the long-wheelbase Caddy Maxi Life, which will carry seven with reasonable rapidity thanks to the 2.0-litre TDI diesel engine producing 103kW/320Nm.  Strip out the seats and buy the Caddy as a van and the DSG will hit the sweet-spot with fleet operators and owner-operators who don't want the hassle of constant gear changes. Clark admits the manual's biggest buyers will be tradies who won't change their clutch-operated ways and says the auto version will be the dominant player.  "A lot of these guys are couriers _ they prefer a diesel with an automatic and that's why we've done so well with Caddy Maxi." "If they don't need a one-tonner (the Maxi's rated to lug 813kg) and are looking at carrying capacity, that's were we've got the edge."  The Caddy's obvious rival is Mercedes' one-tonne Vito range, but the two share similar internal volume.

A DIESEL engine and automatic transmission mean the VW Caddy is a standout in the small-van class.It's the only small van to offer a diesel engine, and only one of two to offer a self-shifting transmission.The diesel engine has been available from the launch of the Caddy in 2004, but the automatic is a recent addition to the option list.It's not a traditional automatic with a torque converter, rather a smart automated manual six-speed gearbox. In fact it's the same gearbox that has been so acclaimed in the VW passenger-car range, including the GTi hot hatch.Neither is it like the automated manual gearboxes we've seen from other makers, which tend to be clumsy and, as a result, their vehicles are not very pleasant to drive.The problem they all suffer is a slump in performance when the clutch is disengaged, the gear change executed and the clutch re-engaged.All of that takes time, during which the car slows before speeding up again once the shift is completed.Despite the claims of the carmakers trying to flog these so-called smart gearboxes, it always feels easier and smoother to shift manually.That's not the case with the Caddy's DSG gearbox, which is as smooth as a regular auto.The secret to the smoothness is the use of two clutches: one disengages the gear in use; and the other engages the next gear, making the change very smooth.In use, the DSG feels and drives like a torque converter automatic, but it delivers the efficiency of a manual gearbox with the fuel consumption benefits that flow from that efficiency.If the need arises, the option is there to initiate the shift yourself, but for the most part the shifts are left to the computer to make. It is calibrated to select the optimum gear in all driving situations to return the best fuel consumption.The floor-mounted shifter looks like a normal automatic one, with all the usual driving modes on the selector.To use it manually you simply move the lever to the left to engage the manual mode, then shift up or down by moving the lever forward or back.In the Caddy the DSG is linked to a 1.9-litre direct-injection turbo diesel with 77kW at 4000 revs and 250Nm from 1900 revs.The combination delivers plenty of performance with good fuel consumption.The turbo diesel lacks nothing in performance, with good acceleration around town and strong performance when wound up on the highway.On test, the Caddy van delivered 6.6 litres/100km in average city-type driving, and probably would drop below six on the highway.According to the trip computer, it had a range of just under 1000km on a tank of diesel.If you don't look back when you're at the wheel of the Caddy you'd be hard-pressed to know you are driving a van.The Caddy's cabin is well appointed and comfortable, it rides smoothly, steers and handles with precision and brakes strongly.It's so good you could easily believe you were driving a Golf, its close passenger car cousin. It's only when you look back and you see the load zone with its sliding side doors and rear barn doors that it hits you you are driving a commercial vehicle.When put to work the Caddy will swallow 3.2cu m, or 759kg, of cargo, and tow 1500kg.The regular diesel Caddy with the five-speed manual gearbox is priced at $24,990. The DSG adds $3000, boosting its price to $27,990.Not cheap, but it is good.