Volkswagen Caddy News

The major brands are keen for a good start to 2015 and that means a lot of sharp deals for the first two months of the year.Low profile brand Citroen currently has a hot deal on its Berlingo compact hauler, offering the 66kW diesel manual long body version for $25,990 drive away. It has also thrown in an extended warranty, covering it for five years/200,000km.Volkswagen has two limited edition vans available now, with special drive-away pricing.They are called Runner models and are effectively entry-level models.The Caddy Runner is based on the TSI 160 petrol version of Volkswagen’s small van. It is not loaded with gear, but does have airconditioning as well as stability control, and costs $23,990 drive away.The Transporter Runner, based on the TDI 250 diesel, is not completely void of features either and has just picked up Bluetooth phone connectivity and cruise control in addition to AC and stability control.Volkswagen is currently offering it for $32,990 drive away.Renault is receiving initial stock of the new Master large van, but there are a fair few of the old one left and that means bargains are to be had.The company hasn’t locked in incentives with the dealers, instead asking them to check in when someone is interested, so it might well be worth asking.The company does have an extended warranty offer in place at the moment to help its Kangoo compact van, which covers it for five years or 200,000km.Ford is offering two special deals with price cuts and extended warranty deals for its front-drive Transit Custom vans.The first is a short wheelbase model at $38,990 drive away and the second is the long wheelbase version for $40,990 drive away.These are keen prices, especially as Ford has now introduced an extended warranty that lasts for five years/200,000km.Both models are standard, but the Transit is very well specified and each van has a five-star crash safety rating, stability control, cruise control, Bluetooth connectivity, a bulkhead and even heated seats.There is only one transmission, a six-speed manual, as an automatic is still being developed, and only one engine, a 2.2-litre turbodiesel.Fiat is not doing any special deals on its just-introduced Doblo and Ducato vans, maintaining the strong pricing structure from the launch, including the well specified Doblo compact van from $22,000 for the petrol 1.4 and the larger Ducato with a 3.0-litre diesel from $38,000, but neither price includes drive-away costs.

Volkswagen has issued a worldwide recall of 2.6 million vehicles --including more than 44,000 cars in Australia -- for possible fuel leaks, electrical faults and gearbox problems.It is the second significant recall in Australia in five months for the German car maker, which is suspected by industry observers of taking shortcuts in its bid to overtake Toyota to become the world’s biggest car maker by 2018.The recall comes as the Victorian Coroner today announced there was no evidence of a mechanical fault with a Volkswagen Golf involved in a fatal crash in Melbourne in 2011.The car was struck from behind by a truck. The coroner investigated the incident after it was alleged the car lost power suddenly, following similar complaints from other Volkswagen owners.The vehicles in the latest recall include more than 17,000 Tiguan SUVs because "a fuse may blow … thus resulting in failure of one of the two vehicle light circuits".Approximately 16,000 Volkswagen Amarok pick-ups are being recalled because "some Amarok utes with a 2.0-litre turbo diesel engine may be affected by leaks to the fuel pipe within the engine compartment".Furthermore, about 11,000 Volkswagens across various models equipped with the company’s controversial twin-clutch automatic "DSG" gearbox will be recalled because "electric malfunctions could occur in rare cases in the gearbox power supply if synthetic gearbox oil is used".In June 2013 Volkswagen recalled more than 25,000 cars in Australia for gearbox problems after a fortnight of unprecedented pressure from disgruntled customers, following the announcement of the Victorian Corner's investigation.The vehicles affected in the June 2013 recall were built between June 2008 and September 2011 and included the Golf hatchback, the Jetta sedan, the Polo hatchback, the Passat sedan and wagon and the Caddy van.Complaints highlighted in the lead-up to that campaign included cars that conked out or lost power suddenly, high oil use, and gearbox reliability issues.Several customers reported having their engines and/or gearboxes replaced while others complained about the  $5000 to $10,000 expense of fixing these parts once the warranty had expired.In addition to the previous recall announced in June, Volkswagen Australia also called about 2800 diesel cars back to dealerships for inspection.The company says anyone experiencing faults with their Volkswagen to contact their local Volkswagen dealer.Volkswagen Australia has set up a dedicated customer service line to answer customer queries -- 1800 504 076. 

Volkswagen is issuing recalls and advisories for about 2.6 million vehicles world-wide, including about 43,700 in Australia, for a range of three defects. The Australian vehicles include more than 16,700 Tiguan SUVs recalled for a fault that means a fuse can blow, causing one of the two vehicle light circuits to fail. About 16,000 Volkswagen Amarok utes are being recalled because of fuel pipe leaks affecting the 2.0-litre turbodiesel engine.The remaining 11,000 cars range across various models that have VW's twin-clutch automatic DSG gearbox, in which an electrical defect could occur if synthetic gearbox oil is used," Volkswagen says..A large proportion of the 2.6 million global recall is in China -- VW's largest market -- after a problem was found there in the same gearbox that triggered a recall earlier this year. The Chinese recall affects 750,000 Volkswagen and Audi vehicles that use the Chinesee-built DSG gearbox there.  Vehicles on the China recall list include the Volkswagen Golf, Beetle and Passat and several Audi models.It's the second recall this year on the DSG. In June more than 25,000 Australian cars were recalled for gearbox problems after pressure from disgruntled customers. Those vehicles included the Golf hatchback, Jetta sedan, Polo hatchback, Passat sedan and wagon and the Caddy van.Volkswagen said it is recalling 800,000 (2008-11) Tiguan SUVs and 239,000 Amaroks around the world, bringing the total number of cars affected in the three safety actions to 2.6 million.While the number of vehicles is large, analysts estimated the cost of the repairs could be relatively small. Still, the fresh problems that have surfaced with the gearbox might further dent Volkswagen's reputation in China and strain its relations with its local venture partner, SAIC.The gearbox only has problems in hot and humid climates, said Volkswagen spokesman Peter Heinz Thul. In warm climates, additives in the synthetic oil can damage the electronics. VW is proposing to replace the oil with a mineral oil that has been used previously without problems, Mr. Thul said.Volkswagen issued a recall in March in China for nearly 400,000 vehicles to fix an electronic malfunction on the same DQ200 gearbox. It said the problem was resolved with a software fix.VW officials told Chinese regulatory officials about the most recent problem earlier this week, Mr. Thul said. The automaker then agreed that a recall should be issued.Volkswagen Australia is yet to determine the impact on local models for this latest recall, but will "ensure these recalls are conducted promptly and efficiently", according to Managing Director John White, and relevant owners will be notified by mail.This latest recall follows the 25,928 Volkswagen vehicles recalled in June over similar issues with DSG transmissions manufacured between 2008-11, of which 40 per cent have been rectified to date and is expected to be completed next year.Volkswagen Australia says that this progress is in line with the timeframe anticipated, and that vehicles already attended to will not be affected by this new recall as their transmission fluid will have already been replaced.The company says concerned owners should contact their local Volkswagen dealer or can call a dedicated customer service number: 1800 504 076.

To maximise versatility and storage space the three-seat rear bench splits and folds forward to increase the load capacity from 1.6 to 4.1 cubic metres or it can be removed completely.The maximum load length is 2.25m with the seats removed and it has a maximum payload of 709kg in manual form. Due to the increased payload requirements, the Crewvan has been built on a 16 inch wheels platform, with 16 inch steel wheels as standard. Rear barn doors are standard equipment for this new variant, but a tailgate is available as a no-cost option.The Crewvan is powered by a 75kW 1.6-litre TDI engine with 250Nm of torque, coupled with either a 5-speed manual or 7-speed DSG transmission. This highly efficient engine achieves excellent combined fuel consumption of just 5.9 litres/100km for both the manual and DSG versions. 

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.

"I didn't want to have to rebuild later, so I've done a proper job first time."  His 1969 Ford Cortina GT Mk 2 is painted 1968 zircon green and is a shining example of committed restoration. Firth, 62, has moved to Brisbane from Port Macquarie after selling his child restraint fitting business and now plans to semi-retire and spend more time driving his GT.  "It is the first car I've ever restored and probably will be the last," he says. "It's not a concourse car because of the non-original parts. It's just for fun. I just want to enjoy it."  But that's not entirely true.  A year ago — just one week after he got it on the road following a laborious and expensive seven-year restoration job — Firth took it to a Baby Boomers Week car show at Forster. "I just parked it and left it to look at the other cars and when I came back I found I'd won a couple of trophies for best British car and sponsor's choice," he says.  "Then I won another trophy in Port Macquarie a month later. "It's done its show bit and now we just want to enjoy it."  Firth bought the Cortina in 2001 for $1500."It was a bit of a mess," he says.  "It wasn't registered. I think 64 people had had a go at restoring it and given up in disgust. "There was a lot of rust in it and it needed a fair bit of surgery on it.  "I cut the boot off and grafted on another one from another car, replaced all the door sills and just kept at it and did something to it each weekend."  The GT is powered by a 69 kilowatt 1600cc cross flow engine, but not the original. "I suspect it came out of a Capris like the gearbox.  "I know that because reverse is up beside first while the Cortina had it beside fourth."  Firth says it may only have 69kW, but it more than makes up for it with loads of torque. "My wife has a Honda Civic Sport and I have a VW Caddy van, but the torque of this old Cortina motor is so much better than the high-revving engines of modern cars," he says.  "There are a couple of hills out here and it just accelerates up them in top whereas the others I have to drop down a gear or two." The GT has a dual-throat down-draft Webber carby, GT disc brakes on the front with drums on the rear, Stratos seats, inertia reel seatbelts, adjustable strut tops, Koni shocks and 13-inch Cheviot Turbo 6x13 alloys replacing the original steel wheels. "I`ve spent an undisclosed figure on it because my wife is within earshot," he says.  "We just wanted to make it a bit more comfortable so we can drive it around," he says.  "The only thing I haven't got around to yet is the diff, but I've since got hold of a 3.5 ratio out of a two-litre Escort and that's a job I will get on to. "The standard ratio is 3.9, so I just wanted to go down for quieter highway cruising which is what I built it for. It's not going to be a race car."  Firth has a long history in motorsport having been a member of the Thornleigh Car Club in Sydney since he was 12. "My sister and her husband used to run around in motorkhana and I used to hang out the window and do the flag pick-up," he says.  He has mainly competed in club events and hillclimbs, worked on his son's motor racing ventures and plans to go to Bathurst for the 12-hour race next weekend (FEBRUARY 12-14) to help his friend and race driver Andrew Miedecke. Firth's first car was a 1962 Austin A40 Farina, followed by a Morris 1100, a series of Hillman Imps "during the funny era of cheap motorsport" and a Cortina 440 Mk 2.  "I had about nine Hillman Imps over two or three years. People used to give them to us and we'd play around with them and get the parts we needed and throw the rest out. "We had one working road car and one working race car and the total cost was $250."  He decided to restore a Cortina because he thought it would also be cheap.  "All the mechanical parts are still available but the body parts are actually hard to come by," he says. "It was just something to do after our son decided to sell his race car.  "I thought it wouldn't take long and cost much, but seven years and a truck load of money later ... Nevermind. I'll keep it another 40 years and the kids might recover what it cost to build it, so that's their inheritance."

Within three years, production-line workers will build cars with names they can't pronounce.It's nothing new but when the Russians start pumping out Mitsubishis and Peugeots and Citroens, it is another step in the process that sees car makers move out of their backyard and onto foreign soil.The reasons are cheap.Picking a developing country with available employment, low yet aspiring standards of living and government incentives such as free land and tax breaks is the financial equivalent of a Stephanie Rice wall poster.And there's no reason to feel shy about deserting the homeland in search of reduced manufacturing costs even if Porsche boss Wendelin Wiedeking is scathing of the practice — though the Cayenne body is made in Slovakia — and says so in his new (only) book “Don't Follow The Crowd”.Look around.You probably know it because you're on the carsguide.com.au site, but most car owners haven't a clue where their metallic ego in the driveway was born.The Honda Accord and Jazz are from Thailand, the Volkswagen Caddy in Poland, the Suzuki APU (named after the 24-hour shop owner in The Simpsons?) van in Indonesia, the Chrysler Grand Cherokee in Austria — on the same line as the BMW X3, no less — the Volvo XC70 in Belgium and the Volkswagen Golf, Ford Focus hatch and BMW 3-Series four-cylinder models in South Africa.As these countries grow richer on their ability to make cars cheaper for the world, so their prices — of labour and taxes and energy — will rise.Are there any countries left that have even lower costs that car makers can exploit? While you sift through the Atlas (get a current one, some countries and borders have changed in the past decade) let me tell you about one that has it all.And only recently is word out that this could be the next big think in car manufacture.Unlike Russia or Thailand or Slovakia, this country has English as its predominant language.It has an able workforce and rising unemployment.Its needs are many because the country has high consumer goods consumption.Yet the workforce — perhaps through desperation — can be turned to receive a modest wage.There are tax breaks and land going on offer throughout the country, most close to the ocean or rivers for easy transportation of raw materials and finished product.The icing on the cake is that it has existing infrastructure to support car assembly.The country is the USA.Now the focus turns from outward looking to the manufacturing equivalent of navel gazing.Now European countries have seen a weakened USA become ripe for domestic manufacture.The US dollar is so weak that it makes importing European cars too expensive.Far better to look at camping on US soil, in the way a cuckoo camps in another nest to exploit its personal needs.While General Motors seeks manufacturing in China, Volkswagen is looking at the USA.Volkswagen is not alone, European suppliers are also sniffing out what the USA can offer.The tide has unexpectedly changed and perhaps the only hindrance will be a revival in the US economy.Preoccupied with the 'war with no end' in the Middle East, the US is poised to become the world's next big car factory.Who would have thought that possible?

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.