Volkswagen Crafter vs Toyota HiAce

What's the difference?

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.

When you consider its competitive pricing (particularly for fleets), resolute resale value, robust construction, rock-solid reliability, excellent load-hauling ability, five-star safety and all-round practicality, it’s not hard to understand why the HiAce is such a popular workhorse. It’s not perfect, like any van, but when performing its intended role it’s very good.

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.

Toyota’s unwavering adherence to rear-wheel drive ensures the HiAce has an inherent traction advantage over its predominantly front-wheel-drive rivals, particularly when hauling heavy payloads on low-grip surfaces.

Rear-wheel drive 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.

The chassis design is simple and robust with MacPherson strut front suspension, a leaf-spring live rear axle, variable-ratio rack and pinion steering and (on automatic variants) four-wheel disc brakes.

There’s no mesh-type cargo barrier or solid bulkhead between the cargo bay and cabin (but both are also available as genuine accessories) and the black door-handles and unpainted black plastic front and rear bumpers are designed to best withstand the wear and tear often evident in these areas on hard-working vans.

The two-tone dash layout is neat and functional, with clear analogue instrumentation and dash controls (mostly physical dials and buttons) that are easy to reach and operate. And it sticks with a good old lever-type manual handbrake instead of an electric one. All are chosen for their rugged simplicity.

The only useful item missing is a fold-down inboard armrest for the driver’s seat, offered by numerous rivals to reduce neck and shoulder strain during long days behind the wheel.

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.

Our barn-door-equipped test vehicle has a hefty 2245kg kerb weight and 3300kg GVM, which results in a genuine one-tonne-plus payload rating of 1055kg. Up to 120kg of that weight can be carried on Toyota’s triple roof-rack set.

It’s also rated to tow up to 1500kg of braked trailer, which is less than some rivals but in reality should adequately cover most towing requirements of van operators.

And with its 4800kg GCM rating (or how much weight it can legally carry and tow at the same time), that means it can carry its maximum payload while towing its maximum trailer weight. So, that’s a combined total of more than 2.5 tonnes of cargo-carrying ability, which would comfortably meet or exceed most job requirements.

The generously-sized cargo bay, which offers an impressive 6.2 cubic metres of load volume, is accessed from either side through sliding doors with large 1010mm openings, or from the rear through the optional barn doors which can be opened to 180 degrees (with special lower hinges to hold them there) allowing easy access for forklifts.

The cargo bay is 2530mm long, 1760mm wide and 1340mm high and with 1268mm between the rear wheel housings it can swallow up to two standard Aussie pallets or up to three Euro pallets, held in place by a choice of six load-anchorage points.

There’s plenty of internal lighting, the walls and doors are lined to mid-height and the roof features a full-length internal lining, which is unusual for vans and we suspect contributes to suppression of tyre noise emanating from the rear wheel housings.

Cabin storage includes a large bottle holder and bin in the base of each front door, small-bottle/cupholders on either side of the dash and in the centre, plus a single glove box. The well-designed centre console offers another two bottle holders plus large internal storage, which is capped by a hinged lid that multi-tasks as a shallow storage tray and handy work desk.

Our test vehicle is equipped with Toyota’s ubiquitous 2.8-litre four-cylinder turbo-diesel shared by all models in the HiAce range. However, ours is equipped with the optional six-speed automatic and rear barn doors which raises the list price to $51,636.

Even so, that’s still within the ballpark of its closest rivals including the LDV G10+ Barn Door ($40,063), Hyundai Staria Load Barn Door ($46,740), and Ford’s new Transit Trend LWB Barn Door ($57,590).

Our example is also equipped with a solid-walled left-side sliding door (in preference to the standard offering with window), which HiAce buyers can specify at no extra cost when ordering.

The two-seater HiAce comes standard with 'French Vanilla' paint and 16-inch steel wheels with replaceable plastic covers, 215/70R16 tyres and a full-size spare, but there’s no protective load-floor liner for the cargo bay (a Toyota genuine accessory is available).

There’s also halogen headlights and DRLs (no fancy LEDs here, folks) and the neat two-tone cabin has a tilt/reach adjustable leather-accented steering wheel, power-adjustable lumbar support on the driver’s seat, one USB port and two 12-volt cabin sockets, plus a large centre console that offers numerous storage options.

The driver also gets a 4.2-inch driver’s info display and there’s an 8.0-inch touchscreen (plus steering wheel switches) to control the two-speaker infotainment system, which offers multiple connectivity including Apple CarPlay/Android Auto, Bluetooth, digital radio and more.

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.

Toyota’s well-proven 1GD-FTV 2.8 litre four-cylinder turbo-diesel, which also powers Toyota’s HiLux, Fortuna and Prado model lines, produces 130kW 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 and smooth-shifting six-speed torque converter automatic offers the choice of sequential manual shifting if required. Fuel efficiency is also optimised with full torque converter lock-up on fourth, fifth and sixth gears, along with overdrive on fifth and sixth being ideal for highway driving. The inherent traction advantage of rear-wheel drive is enhanced by an electronically controlled automatic limited-slip diff.

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.

Toyota claims combined average consumption of 7.9L/100km for our test vehicle, but the dash readout was showing 11.0L/100km when we stopped to refuel after 270km of testing.

This was conducted with the engine’s auto start/stop function switched off and comprised a mix of city, suburban and highway driving, of which about one third was hauling a near-maximum payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 11.8, which still isn’t bad for a vehicle with a kerb weight exceeding 2.2 tonnes driven mostly in busy urban traffic and hauling almost one tonne during our test. So, based on our ‘real-world’ consumption figures, you could expect a driving range of around 600km from its 70-litre tank.

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.

It’s easy for drivers of most shapes and sizes to find a comfortable driving position in the spacious cabin, given its height/reach adjustable steering wheel, large left footrest and supportive seating with power-adjustable lumbar support.

Although there’s a huge blind spot over the driver’s left shoulder created by the solid walls of the cargo bay, active driver aids including blind-spot monitoring, rear cross-traffic alert and rear-view camera minimise the potential hazards of changing lanes and reversing out of driveways into busy traffic.

Braking is reassuringly strong and the steering is responsive, with easy manoeuvrability thanks to the conspicuously tight turning circle and lightness of the variable-ratio steering at parking speeds.

The ride quality is reasonably supple when unladen or lightly loaded and, for a van without a bulkhead between the cabin and cargo bay, has comparatively low internal noise levels at speeds up to 80km/h.

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.

Its performance is optimised by the smooth-shifting six-speed auto, which also delivers fuel-efficient highway travel that requires less than 2000rpm to maintain 110km/h. The sequential manual-shifting function can be handy in certain situations, like carrying/towing heavy loads in hilly terrain.

To test its GVM rating we forklifted 890kg into the cargo bay, which combined with the driver equalled a total payload of 990kg that was only 65kg shy of its 1055kg limit.

The stout rear leaf-springs only compressed about 30mm under this loading, 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.

The turbo-diesel’s ample torque made light work of hauling this payload in city, suburban and highway driving. It was also particularly strong in the hills, where it easily conquered our 13 per cent gradient, 2.0km-long set climb in third gear.

Engine braking on the way down, in a manually selected second gear, wasn’t as strong but far from disgraced given the near one-tonne payload it was trying to restrain. Even so, its four-wheel disc brakes were more than capable of keeping speeds in check.

Our only criticism is the high internal noise levels at highway speeds, when tyre roar through the rear wheel housings can become intolerable over long distances, particularly on coarse bitumen surfaces with an empty cargo bay amplifying the noise.

In our experience, this is a problem shared by all vans at these speeds if they’re not equipped with a sealed cabin bulkhead. So, if your work involves a lot of highway travel, we would recommend fitting one that's available in Toyota’s genuine accessories range. Or buying some earplugs.

The HiAce has a five-star ANCAP rating awarded in 2019 which will expire in December 2025. It comes with seven airbags plus benchmark active safety features including AEB with pedestrian and daytime cyclist detection, lane departure alert with braking assist, speed sign recognition, blind-spot monitoring, rear cross-traffic alert, front and rear parking sensors, reversing camera and more.

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.

It is covered by a five-year/unlimited km warranty. Scheduled servicing is a relatively short six months/10,000km intervals, whichever occurs first. Capped-price of $290 per service covers the first six scheduled services over three years or 60,000km.