Volkswagen Caddy vs Volkswagen Crafter

What's the difference?

It’s not hard to see why the Caddy Cargo maintains its enduring favouritism in the small van class. It has outstanding workhorse capabilities, unmatched five-star safety and drivetrain choice, combined with a spirited car-like driving experience, be it unladen or with a heavy payload. It’s not perfect, but it's also hard to fault in a workhorse role.

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.

Our test vehicle rides on a 2755mm wheelbase with 4500mm overall length, yet its 11.4-metre turning circle is slightly larger than a Toyota HiAce mid-sized van, which highlights the restrictions in steering lock shared by front-wheel-drive vehicles like the Caddy and its French rivals.

Underneath you’ll find robust MacPherson strut front suspension, a coil-spring beam rear axle with Panhard rod, four-wheel disc brakes and electric power-assisted steering.

It comes well armoured for work duties with unpainted dark grey plastic used in areas where bumps, scrapes and wear usually occur like the front/rear bumpers (including the rear pillars from top to bottom), door-handles and door mirror-shells. The bright silver alloy-look plastic wheel-covers can also be easily replaced if damaged by kerbs to keep this van looking sharp on the job.

Its purposeful external appearance is matched by a neat and practical cabin design with wipe-clean rubber flooring and fabric-trimmed bucket seats for driver and passenger. Hard surfaces abound in contrasting shades of grey with splashes of satin chrome.

The minimalist dash design is achieved by corralling most functions into the comparatively small (by today's standards) central touchscreen including often-used climate control, engine auto start-stop etc., which can be fiddly and distracting when driving. Thankfully, at least physical dials for audio volume and tuning remain.

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 Caddy’s 1508kg tare weight and 2250kg GVM results in a 742kg payload rating, of which up to 100kg can be legally carried on the roof where external anchorage points are provided for roof racks or rails.

It’s also rated to tow up to 1500kg of braked trailer, although its relatively low 75kg tow-ball download (TBD) limit could present a challenge, given that TBD is typically about 10 per cent of trailer weight. So, a 150kg TBD rating would be better.

Volkswagen also does not publish a GCM (Gross Combination Mass) rating, so we don’t know how much it can legally carry and tow at the same time.

The cargo bay, which offers up to 3.1 cubic metres of load volume, is accessed through a kerbside sliding door or asymmetric rear barn-doors.

Its 1797mm length and 1614mm width with 1230mm between the rear wheel-housings provides good versatility, given it can carry an 1165mm-square Aussie pallet or 1000 x 1200mm Euro 3 pallet, two 800mm x 1200mm Euro pallets, or two 720 x 830mm bread-roll containers.

However, with the sliding side-door’s 695mm opening, all of these would need to be loaded through the rear barn-doors which offer 180-degree opening for easy forklift or loading dock access. The load floor is protected by a thick moulded-rubber liner and there are six load-anchorage points.

The cargo bay walls and doors are lined to mid-height and there are two bright LED roof lights and a handy 12-volt socket.

Driver and passenger have ample cabin storage with large-bottle holders and bins in each front door, a handy pull-out compartment to the right of the steering column, numerous bins embedded in the dash-pad, full-width overhead shelf, a large glovebox and a centre console with dual small-bottle/cup holders and numerous storage nooks.

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.

Our test vehicle’s premium 2.0-litre four-cylinder turbo-diesel engine, dubbed TDI320, meets Euro6 emission standards using AdBlue, and produces 90kW at 4250rpm and 320Nm between 1500-2500rpm.

The seven-speed dual-clutch automatic offers three drive modes comprising (default) Drive, Sport or sequential manual-shifting using steering wheel-mounted paddles. There’s also an electronically-controlled automatic locking diff.

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 official combined average fuel consumption is a hybrid-like 4.9L/100km and the dash display was showing 5.6L after our 355km test, of which about one third of that distance was hauling a near-maximum payload.

That wasn’t far south of our own fuel-sipping figure of 6.5L/100km, based on actual tripmeter and fuel bowser readings. Therefore, you could expect an excellent real-world driving range of up to 770km from its 50-litre tank.

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.

Its compact external dimensions are deceptive, as the cabin has ample headroom and it’s not hard for even tallish drivers (I’m 186cm) to find a comfortable position, even though the close-fitting bulkhead restricts backrest recline adjustment and the base cushion rake is fixed.

Small vans are the closest you’ll get to a car-like driving experience in light commercials and, given the Cargo’s unique turbo-diesel powertrain, it has unmatched torque output that provides energetic performance.

The shift calibrations of its seven-speed dual-clutch automatic ensure vigorous response in city and suburban driving, given that for most of the time they keep the engine operating between 1500-2500rpm, where its 320Nm of torque is served at full strength.

Combined with nicely weighted steering and four-coil suspension that provides an ideal balance of responsive handling and supple bump absorption, it’s an enjoyable and engaging vehicle to drive. The Sport drive mode and sequential manual-shifting options raise the fun level.

The gearing also ensures low-stressed highway driving with only 1600rpm required to maintain 110km/h, at which speeds the solid bulkhead minimises cargo bay noise that mostly emanates from the rear tyres. However, tyre noise can still be intrusive on certain grades of coarse bitumen.

To test its payload rating, we forklifted 650kg into the cargo bay through the rear barn-doors, which with driver equalled a total payload just shy of its 742kg payload limit. The rear suspension compressed almost 60mm under this weight, with long jounce rubbers positioned inside the rear coil springs providing additional load support and, in effect, a second stage of springing.

The Caddy took this heavy load haul in its stride on city and suburban roads, gliding over bumps without a hint of bottoming-out. The payload’s effect on engine, steering and braking performance was minimal and its handling composure was maintained regardless of speed or road conditions.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, and although engine braking on the way down required some assistance from the quartet of disc brakes to keep speeds in check, they handled this task with ease.

Our only criticism of the driving experience is that, given the substantial blind-spot over the driver’s left shoulder caused by the cargo bay’s solid walls, a Cargo buyer must pay extra to get blind-spot monitoring and rear cross-traffic alert as part of an options pack. We reckon these active features are crucial to safe van operation (any solid-walled van that is) and should be standard.

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 Caddy comes with a five-year/unlimited-kilometre warranty and 12 months roadside assist.

Scheduled servicing is every 15,000km or 12 months, whichever occurs first.

An optional five-year pre-paid service package is available for the price of a three-year package ($2000), so that’s two free services and savings of up to $1439 compared to pay-as-you-go capped-price servicing. In other words, an average annual servicing cost of $400.

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.