Toyota HiAce vs Volkswagen Transporter

What's the difference?

The HiAce maintains its staggering 50 per cent share of the mid-size commercial van market for numerous compelling reasons including its versatility, as evidenced by the diverse range of Aussie businesses that rely on it. Toyota’s latest suite of safety and other upgrades makes it even better.

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.

Apart from the recent safety upgrades, our LWB test vehicle resolutely adheres to a design that’s been perfected through decades of hard yakka.

Its simple and robust unitary chassis features MacPherson strut front suspension, a leaf-spring live rear axle, rack and pinion steering and (on all automatic variants) four-wheel disc brakes.

The HiAce’s traditional rear-wheel drive layout has an inherent traction advantage over front-wheel drive rivals, particularly when towing and hauling heavy loads on low-grip surfaces.

It also ensures the front wheels can be turned sharply enough for its 3210mm wheelbase to deliver an impressively tight 11.0-metre turning circle. And its 1990mm height also allows access to underground loading docks and multi-storey car parks.

There’s no load-floor liner or cabin bulkhead included as standard equipment, but both are available as Toyota genuine accessories. The use of unpainted plastic bumpers is designed to best withstand the wear and tear often evident in these areas on hard-working vans.

The cabin is spacious and airy, with a neat and functional dash design featuring large and clear instrumentation and (thankfully) physical dials and buttons rather than distracting touchscreens for the main controls that are easy to reach and operate. It’s a commercial van that’s easy to live with.

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 its hefty 2260kg kerb weight and 3300kg GVM, our test vehicle has a 1040kg payload rating. So, it’s a genuine one-tonner and up to 120kg of that can be carried on Toyota’s triple roof-rack set.

The HiAce is also rated to tow up to 1500kg of braked trailer and with its 4800kg GCM rating (or how much weight it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight. So, that’s more than 2.5 tonnes of combined cargo-carrying capacity, which would comfortably meet or exceed most job requirements.

Its cavernous cargo bay, which offers 6.2 cubic metres of load volume, is accessed from either side through sliding doors with 1010mm-wide openings, or through rear barn-doors with 180-degrees opening to allow easy forklift access.

The cargo bay is 2530mm long, 1760mm wide and 1340mm high, with 1268mm between the rear wheel housings allowing up to two standard Aussie pallets or three Euro pallets to be carried, secured by a choice of six load-anchorage points.

An unusual feature is the roof’s full-length internal lining, which we suspect contributes to at least some suppression of tyre noise emanating from the rear-wheel housings. The walls and doors are neatly lined to mid-height and there’s ample internal lighting.

Generous cabin storage includes a bottle-holder and bin in each front door, small bottle/cupholders in the centre and either side of the dash, plus a single glove box. The console between the seats offers another two bottle-holders plus generous internal storage, which is topped by a large hinged lid that can also serve as a storage tray or work desk.

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.

Toyota’s well-proven (1GD-FTV) 2.8-litre, four-cylinder, turbo-diesel produces 130kW of power at 3400rpm and, in auto models like ours, 450Nm of torque between 1600-2400rpm. Its Euro 5 emissions compliance doesn’t require AdBlue, which minimises maintenance and running costs.

The refined six-speed torque converter automatic offers the choice of sequential manual-shifting. Fuel efficiency is optimised with full torque converter lock-up on fourth, fifth and sixth gears, along with overdrive on fifth and sixth to minimise engine rpm when highway driving. The traction advantage of rear-wheel drive is enhanced by an electronically controlled automatic limited-slip diff.

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.

Toyota claims combined cycle (urban/extra-urban) average consumption of 7.8L/100km. Our 328km of testing was conducted with the engine’s auto start/stop function switched off and comprised the usual mix of city, suburban and highway driving, of which about one third was hauling a near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was 10.7L/100km. That’s still within the usual 2.0-3.0L/100km discrepancy between official and real-world figures and not bad for a vehicle weighing more than 2.2 tonnes driven mostly in metro settings and hauling more than one tonne during our test. So, based on our real-world consumption, you could expect a driving range of around 650km from its 70-litre tank.

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.

The driving position is comfortable thanks to a well-sorted combination of supportive seating with power-adjustable lumbar support, a leather-rimmed steering wheel that’s adjustable for height and reach and a large left footrest for extra support.

The standard kerbside sliding door includes a large window, which partly reduces the huge blind spot over the driver’s left shoulder created by the cargo bay’s solid walls.

Fortunately, the HiAce also comes standard with blind-spot monitoring to ensure safe lane-changing on multi-lane roads, while its rear cross-traffic alert and rear-view camera are equally valuable when reversing out of driveways into busy traffic.

The new electric power steering has more noticeable changes in turning weight compared to the more linear hydraulic system it replaces. Its variable-ratio assistance feels even lighter at parking speeds for easier manoeuvrability and becomes increasingly firm and direct as road speeds increase.

Ride quality is reasonably supple when unladen or lightly loaded and the 2.8-litre turbo-diesel, with its sizeable 450Nm of torque, has strong low-rpm response and displays good flexibility in city and suburban driving.

Internal noise levels below 80km/h are acceptable, but like all vans can become intolerable at highway speeds due largely to tyre roar emanating from the rear-wheel housings. So, if you do lots of highway travel, we’d recommend fitting Toyota’s genuine accessory solid bulkhead to insulate the cabin from this noise.

The six-speed auto’s shift calibrations feel like they’re getting the best out of this engine, particularly fuel-efficient highway travel which requires less than 2000rpm to maintain 110km/h. The sequential manual-shifting function can be handy in certain situations, though, like hauling/towing heavy loads in hilly terrain.

To test its GVM rating we forklifted 830kg into the cargo bay, which combined with our crew of two equalled a total payload of 1010kg that was only about 30kg less than its 1040kg limit.

The stout rear leaf-springs only compressed about 30mm, which left more than 60mm of static bump-stop clearance that was more than enough to ensure there was no bottoming-out on our test route.

Its ample torque made light work of hauling this payload in city, suburban and highway driving as well as our 13 per cent gradient, 2.0km-long set climb at 60km/h, which it easily cleared in third gear.

Engine braking on the way down, in a manually-selected second gear, wasn’t as robust but within expectations given the one-tonne-plus payload it was trying to restrain.

We also tested what we safely could of the HiAce’s latest safety upgrades in road use, which all worked as intended. The ‘lane trace assist’ function when using adaptive cruise control was outstanding, as it resolutely kept the vehicle centred in its lane even around curved stretches of multi-lane highway, without the driver needing to intervene.

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.

The HiAce is covered by Toyota's five-year/unlimited km warranty which is in line with competitors like the Ford Transit Custom and Hyundai Staria Load but lags behind the LDV Deliver 7's seven-year term.

Scheduled servicing is a relatively short six months/10,000km interval, whichever occurs first. Capped price for the first 10 scheduled services up to five years/100,000km totals $3650, which is $365 per service or $730 annually.

Toyota currently has 275 dealers across its vast Australian network located in metro, rural and regional areas. Toyota dealerships are also service centres.

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.