1982 Volkswagen Kombi Transporter Reviews

There’s no denying that utes are very popular as platforms for adventure touring and off-roading.However, spend any time on our nation’s road and you see just as many, if not more, vans being used as the conveyance of choice for weekend wanderers, big road trippers, and the like – afterall, #vanlife is not a hashtag for nothing.So, does a van have greater potential than a ute as an adventure vehicle?Read on.A van, even an all-wheel drive van, is not as well set-up for off-roading as a 4WD ute, no matter how impressive the marketing for the van is or how often they mention “adventure” in the advertising.But, if hard-core off-roading is not part of your plan, a van has plenty to offer.In terms of engine and transmission, power and torque outputs, driver-assist technology and day-to-day useability, vans and utes are fairly even.But it’s in the areas of 4WD set-up, ground clearance, off-road angles and load-space where the major difference lies between utes and vans.A 4WD ute, by rights, is the better off-roader and should always have better off-road driver-assist tech, ground clearance, off-road angles, and wheel travel than a van.Again, if difficult off-roading is not part of your plan, then these issues (above) don’t matter – and, besides, a van is better set up for use as a live-in adventure platform largely because of its load space.A ute’s tub/tray, as standard, is not closed in so the extent of your packing is not limited by your vehicle’s roof-line – as it is in a van – because a ute’s tub/tray doesn’t have a roof. You can load beyond the top edge of a ute’s tub, and tall or awkwardly shaped loads aren’t a problem.However, unless a ute has a lockable cover on its tub/tray, security from thieves and protection from the elements remain a serious issue. Thankfully, numerous examples of OEM or aftermarket tub coverings are available (hard or soft tonneau covers, roller shutters, aluminium lids etc) for utes.Or you can buy an aftermarket canopy to be fixed to your ute tub, and some of those options are lockable. The problem is a canopy is not an engineered-at-vehicle-origin solution, so while it offers much better security, water- and dust-proofing than having no cover at all, it’s no match for a van’s factory built-in load space. Vans have plenty of positives for adventure in their favour, even as standard.Take, for instance, the Ford Transit Custom Trail, which has been designed for use as an adventure vehicle. The Trail can be optioned as a two-seater with hard-wearing plastic everywhere – ready for the messiness of work and life – as well as charge points (USB-A and -C) and storage (including a van-favourite dash-top slot for logbooks etc, outboard moulded cupholders and a nifty pop-out cupholder).The load space includes access via a barn door at the rear and the Trail can be optioned up to have a sliding door on both sides.The cargo area is substantial – 3002mm long (to the bulkhead; 3450mm long if load-through hatch is used), 1392mm wide (between wheel arches) and 1425mm high (floor to roof). Easily big enough for work equipment or recreational gear. It can cope with four Euro pallets (1200mm x 800mm each) and it has a listed maximum load volume (with the bulkhead) of 6.8 cubic metres.Load height through the rear barn doors is 531-585mm, depending on how much weight (driver, passenger etc) is already onboard.The load space has a metal bulkhead (with window and load-through hatch), load area protection kit (full height walls and moulded floor), LED lights and eight tie-down loops.Payloads in vans can range upwards of 1000kg, while payloads in utes (e.g. a single-cab) can be upwards of about 1000kg. (US pick-ups can manage more – with listed payloads of 1759kg and up – but in this yarn mainstream utes are the focus.)But a van’s rear load space could be considered a distinct advantage – or at least a major point of difference – over a ute.A van can be big, for example the cargo space in a 2021 long-wheelbase Mercedes-Benz Vito 116 is 3061mm long, 1709mm wide, and 1391mm high; with 1265mm between the rear wheel-arches, so a 1165mm standard Australian pallet will easily slot in. Official cargo volume in the Vito is 6.6 square metres.Vans are built to carry loads and as such there is plenty of space in the rear, and amenities back there include tie-down points (with which to secure your load), lighting systems (halogen or LED), wood panelling on the interior walls and rear door, rubber or vinyl matting, or other grippy protective surface on the floor of the cargo area, and even power points.The load spaces in vans are ripe for customisation to house bedding, and extra storage for an adventurous person or couple.And the rear load space may provide open access to the driver and front passengers(s), or it may be separated from the cabin of the van by a bulkhead with a built-in cargo barrier.Access to that fully secure load space may be via sliding doors on either side of the van or by using the rear door, which might be 180°-opening rear twin barn doors (with window), or a single lift-up tailgate, and either of those can be fully locked open so a forklift can be used to place a heavier load in the cargo area.So while there’s no problem with permitted access, the load space is fully lockable, so theoretically secure, and the contents may be concealed.The cabins of utes and vans are similar in that they can be set up as mobile offices, with an immediate ease of use and comfort as priorities: think cloth seats, durable plastic surfaces and storage spaces aplenty including a lockable glovebox, dash-top slots (for log books, general paperwork etc) as well as door pockets and bottle-holder, a cup-holder at each end of the dash, and a centre console bin.With fuel prices so high, is a van more appealing than a ute in terms of how much fuel it will use?As a sweeping generalisation, vans are regarded as offering better fuel economy than utes, especially around town (with approximate average fuel use of 6.5–9.5L/100km), but utes are more aerodynamic than vans, so may produce better fuel-use figures in combined travel, for example, highway, bush tracks etc (with approximate average fuel use of 8.5–11.0L/100km (diesel); or 10L/100km, petrol).Vans may be lighter than utes, especially sans load, but weight and aerodynamics will change dramatically when either vehicle has undergone the fitment of aftermarket equipment (say, a bullbar, roof rack, storage pod etc) and/or a fit-out for camping and touring.Rather than DIYing your own home-away-from-home, an option well worth considering is going for a pre-built camper and using off-the shelf outfitters. The chances are – unless you’re very handy on the tools – building a rig yourself will take up a lot of your time, will likely incur additional expenses and is far less convenient for you than a built-to-order van.Sydney-based Aussie company Trakka is a fine example of a business whose sole focus is to produce top-quality purpose-built adventure-travel vehicles. Trakka is a family-owned and -run boutique business established in Sydney in 1973, and specialises in the Australian design and conversion of motorhomes, campervans and special-purpose vehicles.Its wide range of products includes the latest-generation Akuna range with the MY25 spec.The Akuna is based on the Volkswagen Crafter mid-wheelbase van, and is equipped with advanced safety and comfort features, updated multimedia system, 2.0-litre turbo-diesel engine (130kW/410Nm), and an eight-speed automatic transmission. It is available with VW 4Motion all wheel drive or front wheel drive.Akuna highlights include 5120Wh (10,000Wh and 15,000Wh options) total energy storage, AC 4000W / DC 840W total output power, an 800w solar roof set-up, high-tech fibreglass reinforced thermoplastic composite material, vinyl rubber-backed floor covering, maximum storage overhead lockers, 170L fridge/freezer, integrated 140L fresh- and 80L grey-water tanks built across the vehicle for more even weight distribution, a 15L hot water tank, and switch-operated electronic grey-water dump valve.The Akuna, as standard, is 6840mm long, 2720mm high and 2050mm wide and has 200mm of ground clearance.GVM is 4000kg and towing capacity is 3000kg.So, that’s a home away from home on wheels and ready for action.Is it time to re-think your ute purchase? Is a van or ute best for adventure? Ultimately, it comes down to which one best suits your lifestyle, but increasingly a van makes the stronger case of the two as an all-purpose adventure and touring vehicle.

Volkswagen global CEO Thomas Schäfer has confirmed an electric version of the German giant’s next-gen Golf 9 will appear much later than its originally scheduled 2028 launch date.As recently as March this year CarsGuide reported that VW AG Chairwoman of the General and Group Works Council Daniela Cavallo had flagged a mid-2027 shift of production of the internal-combustion Golf from Wolfsburg in Germany to the company’s Puebla plant in Southern Mexico.And Ms Cavallo was keen to reassure the Wolfsburg plant employees she represents that the move was designed to make way for a ninth-generation, pure-electric ID.Golf produced in Germany, showing a teaser silhouette image of the upcoming Golf 9.But speaking overnight at the Financial Times Future of the Car Summit in London, CEO Schäfer has pointed to the end of the decade as the earliest launch point for a Golf EV.“We have a fantastic line-up now that we do not need an electric Golf in 2028. We are well set with what we have in our portfolio with our vehicles," he said.One of a panel of close to 90 speakers at the summit, including Stellantis CEO Antonia Filosa, Nissan CEO Ivan Espinosa and Ford Europe President Jim Baumbick, Mr Schäfer went on to give a progress update on the VW Group’s all-new 800V Scalable Systems Platform (SSP) set (according to VW Group CEO Oliver Blume) to bring price parity to ICE and EV models.In a pointer to a timing pushback for the ID.Golf, Schäfer said, “SSP, we will roll it out across the brands. We will start with the premium brands first. It will start with Audi, then Porsche, then us and on and on.“It sounds like we take so long (with SSP), but for us we are looking at scale and you have to have scale in this game or you'll never make margin parity,” he said. The rescheduling may also reflect Blume’s reported announcement in February this year of a planned 20 per cent reduction in costs across all VW Group brands by the end of 2028.As detailed by Manager Magazin, in response to falling profits caused by higher input costs, a softening Chinese vehicle market, increasing competition from Chinese brands outside their domestic market and US tariffs, Blume and group CFO Arno Antlitz presented a "massive" savings plan at a closed-door meeting with the company's top executives in Berlin in mid-January.Manager Magazin quotes one insider predicting even more radical steps than those recently taken by VW, in which around 35,000 jobs are to be cut by 2030.“It will also involve plant closures,” they said. 

Hot on the heels of Volkswagen’s unveiling of its fully electric ID. Polo, the brand has hinted that a high-performance ‘Clubsport’ version of the little hatch is on the way, according to reports.The ID. Polo is Volkswagen’s first electric variant of the model and it has just arrived in Europe to rival the likes of the BYD Dolphin and MG4 with an entry price of about $41,000. The sporty GTI version is due to launch in Europe next year.Now according to British publication Autocar, Volkswagen is tinkering away on an even sportier ‘Clubsport’ variant.While at the preview drive of the ID. Polo GTI Volkswagen dynamics boss Florian Umbach hinted of what was to come."We are working on something," he told Autocar. "There is certainly more peak power that we can find from the motor and battery hardware that we have and more torque that the front axle could handle also. There is clear potential.” Umbach also revealed that Volkswagen was working on a paddle shift style ‘gear-change’ system for the vehicle similar to what Hyundai uses on the Ioniq 5 N.“This is simply a software thing,” he explained. “It’s all about motor control and an audio soundtrack to match.” There is a catch, however. And that, according to Umbach, is the success of the GTI. If that proves popular then his other ‘dream’ projects like Clubsport have a chance of getting the green light.“These are the kinds of things that the executive board will only let us explore if the GTI is a commercial success, of course. If people respond to this car as it is, we can really take it to the next level.”The ID. Polo has yet to be confirmed for Australia with the local arm saying that neither availability nor timing for the arrival of the hatch were certain.The ID. Polo is shorter in length than its petrol cousin at 4053mm, but wider at 1816mm and taller at 1530mm.Powering the ID. Polo is a choice of three motors making 85kW, 99kW and 155kW, while the GTI version will produce 166kW.Two batteries are offered - a 37kWh with 329km of range and a 52kWh battery will offer up to 454km.Volkswagen has a growing range of electric models in its Australian line-up which includes the ID. Buzz people mover, ID. Cargo van and Transporter, along with the ID. 4 and ID.5 SUVs. 

One of the world’s largest carmakers is looking to China for some of its next-gen global cars.Volkswagen boss Oliver Blume said the company could export some of its currently China-only vehicles, according to UK outlet Autocar.This includes to Europe and other global regions such as Asia, South America, Middle East and presumably Australia now that it is a priority market for EVs thanks to the Federal Government’s New Vehicle Efficiency Standard (NVES). Building vehicles for Australia in China can help reduce costs due to a free-trade agreement, manufacturing scale and reduced shipping costs due to our close proximity. Volkswagen has several partnerships with Chinese brands it could leverage, but the most likely are the joint-ventures with SAIC, which owns MG, and XPeng.“It's too early to decide if we want to localise a Chinese platform in Germany, but if we would do it, our priority would be to take one of our own platforms first,” said Blume via Autocar."This year we are ramping up the CMP platform, which is planned for 2027 in China. This work has to be done first, and then we could think about options in Europe and check which products could be the right ones.”The CMP platform has been co-developed with XPeng and will spawn a number of vehicles.It could also bring some of its SAIC developed vehicles such as the giant ID.ERA 9X SUV, which was just recently revealed in China.“We are getting right now the feedback and response from the market for our first new product in China. Then we will decide, depending on the success we have in China, which models would fit in Europe, especially in segments where we are not present with our current portfolio in Europe,” said Blume.Volkswagen isn’t alone in considering China-built vehicles for global markets.Nissan has been bullish on exporting its vehicles developed with Dongfeng, with Australia likely to get several models in the coming years.Toyota too is mulling whether to send some of its wide array of currently China-only vehicles to other markets.

Volkswagen has officially unveiled its new ID. Polo electric hatch, which will be the brand’s first electric variant of the popular model.The ID. Polo is the latest of the brand’s revamped electric fleet, and will be one of its cheapest EVs.There is no official news yet on the ID. Polo’s potential future in Australia.It would tackle the likes of the BYD Dolphin, MG4 and the incoming GWM Ora 5, as well as the GAC Aion UT, which all start from under $40K.Expect the ID. Polo to have a bigger price tag, given it starts from the equivalent of around $41,000 in Germany and will be subject to additional costs if exported here. It would also be a rival to crossover models such as the Zeekr X and the Renault Megane E-Tech.A spokesperson for Volkswagen Australia said the brand is not able to confirm availability of the ID. Polo or detailed timing at this stage.There will be three electric motor choices producing 85kW, 99kW and 155kW. The launch of a GTI version has been pushed back to next year, and will boost power to 166kW. Lower grade models of the car get a 37kWh battery, offering a driving range of 329km (WLTP), while higher specifications get 454km (WLTP) of range from a 52kWh unit. Additionally, the battery has DC charging capacity at 105kW, but official charging times are yet to be revealed by VW.The ID. Polo follows the brand’s new design direction inside, whcih features the return of physical buttons on the centre console. There's a 10-inch digital driver display and a 13-inch central touchscreen, along with a premium Harman Kardon sound system. The car has vehicle-to-load capabilities, allowing for external devices to be charged from its battery.Measuring at 4053mm long, 1816mm wide and 1530mm tall, the ID. Polo is shorter than the petrol Polo, but bigger in every other dimension, including wheelbase.Pre-sales of the ID. Polo in Europe will begin imminently.

More details have been revealed about the new generation Mk9 electric Volkswagen Golf, with the car said to be “96 to 97 per cent done”. The main change on the new Golf is it will feature a fully-electric set-up as well as a combustion model. In an overseas interview, VW's Head of Technical Development Kai Grunitz said this means there will be two separate platforms for the new Golf. Electric versions of the Golf will be one of the first models to use the new Scalable Systems Platform. The platform is expected to offer super fast charging times and other performance improvements. According to the brand, the new generation Golf will draw inspiration from the iconic Mk4 design, praised for its sporty and sleek design at the time. The electric Golf will take on the Renault Megane E-Tech and a car from its sister brand, the Cupra Born. Combustion versions of the Golf will continue to battle the Hyundai i30 and the Mazda 3.The car remains a few years off an official launch, with tentative plans for 2028 or 2029. As for its potential in Australia, there are no details yet."We’re pleased to see the interest in the Mk9 Volkswagen Golf," a spokesperson for Volkswagen Australia said. "Volkswagen Australia continues to evaluate opportunities for the local market, however we’re not in a position to confirm local availability or timing for Australia at this stage."An electric Golf would have National Vehicle Efficiency Standard (NVES) benefits for the brand Down Under, given its Golf lineup currently is exclusively petrol powered. It is unclear what engine the new combustion Golf will be fitted with, but VW recently announced a plug-less hybrid version of the current generation.Its 1.5-litre turbo-petrol engine and dual electric motor set-up is a possibility for the Mk9.The Golf is currently on sale in Australia with a starting price of $39,290 (before on-road costs), rising to $71,990 (before on-road costs) for up-spec models.It comes with two engine choices, which are a 1.4-litre turbo-petrol, producing 110kW and 250Nm, while high-performance variants get a 2.0-litre unit, pumping out up to 245kW and 420Nm. 

Volkswagen has broadened available powertrain options in two of its mainstay models with the introduction of full-hybrid versions of the Golf hatch and T-Roc small SUV.Scheduled for global release in the fourth quarter of this year the newcomers are ‘plugless’ hybrids powered by a 1.5-litre turbo-petrol engine supported by a hybrid module consisting of two electric motors (one drive unit and the second acting as a generator), power electronics, a differential, single-speed transmission and an electronically-controlled multi-plate clutch used to engage and disengage the combustion engine.VW said the Golf Hybrid and T-Roc Hybrid have been designed to enable a higher proportion of pure-electric driving compared with existing ‘eTSI’ mild-hybrid variants and reduce charging complexity relative to plug-in hybrid (PHEV) models.Final specs for the electric motors and lithium-ion battery are yet to be detailed for the prospective Toyota Corolla and Corolla Cross rivals but VW has confirmed both will be front-wheel drive only with three operating modes available.The electric motor will be engaged exclusively at low speeds. Then, in ‘Serial drive’ the combustion engine is decoupled to act as an additional generator for battery charging. And, as the name suggests, ‘Parallel drive’ puts the engine in the primary position at speeds at or above 60km/h with the electric drive motor in support as a ‘booster’ when accelerating.Three driving profiles - ‘Eco’, ‘Comfort’ and ‘Sport’ also modulate maximum system output according to specific needs.Badged ‘eHybrid’ or GTE in more performance-focused variants, VW is positioning the new models as “a suitable drive solution for every usage scenario” in addition to its pure-electric ID. line-up.CarsGuide contacted Volkswagen Australia for comment on the potential for the new Golf and T-Roc hybrids joining the brand’s local range and a spokesperson said, "While Volkswagen Australia continues to assess future opportunities for the local market, we’re unable to confirm Australian availability or timing at this stage."

It was not so long ago plug-in hybrids looked to have found the middle ground between electrified power and long driving range. PHEV power experienced more growth than any other powertrain type in 2025 - and by some significant margin. It was up by more than 130 per cent compared to 2024.Leading the charge for PHEV power is the BYD Shark 6 ute, one of the few utes to experience sales growth last year. Its 1.5-litre turbo-petrol engine and dual electric motors provided outstanding fuel economy (when the battery was charged) capturing attention despite modest towing and carrying capacity. Most other brands have also jumped on the PHEV pathway, especially in the SUV segment. However, it now looks like a change might be on the horizon, as fully-electric sales continue to rise and at an even faster rate.There is a combination of factors likely contributing to this new set of circumstances in the new car sales space.While PHEVs offer incredible fuel efficiency, EVs do not need any fuel and obviously have far superior electric-only driving range with electric-only driving range remaining one of the biggest selling points for PHEVs. This is becoming an increasingly relevant point for buyers due to the current scarcity and cost of fuel in Australia.One of the other key factors which could erode PHEV sales is the substantial improvement in driving range of electric cars. Most EVs now offer more than 400km before needing to be charged, and even then charging times have also rapidly improved, with most brands targeting a 30 minute-or-less fast charge time compared to an hour previously.Charging infrastructure has been seeing rapid investment in Australia in the past 12 months, with governments as well as major brands getting on board. Just this week, the New South Wales government announced $45 million of funding towards new public fast chargers as part of its ‘2026 NSW Electric Vehicle Strategy’, and this adds to the existing federal ARENA public funding for EV infrastructure.BYD has also confirmed it will bring its ‘Flash’ charging to Australia this year, removing barriers to charge speed usually imposed by the grid thanks to an inclusion of a high-voltage buffer battery.There is also the question of increasing accessibility to electric vehicles in Australia, with many becoming available at a more affordable price point. The BYD Atto 1, for example, is available from $23,990, before on-road costs, while the cheapest PHEV, also a BYD, the Sealion 5 is $10,000 more. This is more reflective of the types of vehicles in which PHEV set-ups are offered as opposed to electric cars. The most common PHEV car body type is SUVs, which targets family buyers and more car (size-wise, with two powertrains instead of one) costs you more money.And yet, the models surging the most in the sales charts are the fully electric Tesla Model Y and Zeekr 7X, which are both in that core mid-size family buyer segment.This combined with the early adopter phase for much of this technology ending and electrified cars becoming more mainstream will mean some buyers who don't have access to home charging, like those who live in units, might not be able to utilise the key benefits of a PHEV.Many of this wider-audience may value the range on offer from an EV, which will see them charge only once or twice a week as a benefit at such a competitive price-point, not having to worry about not being able to charge at home, and not needing to fuel up altogether. This is also an audience which predominantly buys small or mid-size SUVs.PHEVs then, may be destined to be relegated to only larger vehicles, like utes and three-row SUVs where battery electrics become less cost competitive.

Volkswagen has just shown off its major design switch-up, officially unveiling the new ID.3 Neo electric hatchback.

Utes have been affected substantially by increasing fuel prices, thanks to their large fuel tanks and often thirsty turbo-diesel engines.Diesel fuel prices have jumped to more than $3 per litre, making filling up a diesel ute more expensive than ever.CarsGuide has compiled a list of all the diesel dual-cab pick-up utes on sale, calculating the yearly cost of each at $3.07 per litre (the average price in NSW on 31/3/26) over 15,000km.Isuzu Ute’s D-Max and Mazda BT-50 2.2-litre turbo-diesel variants are the efficiency leaders. The mechanically identical pair of utes cost $3038.02 in fuel in a year, averaging 6.6L/100km.The Ford Ranger’s single turbo-diesel 2.0-litre is next on the list, averaging 6.9L/100km, which equates to $3177.45 over 15,000km. The new mild hybrid Toyota HiLux also has a competitive efficiency figure of 7.1L/100km, which is a little cheaper in fuel than the standard turbo-diesel variants. Three-litre variants of the BT-50 and D-Max vary in cost, given fuel consumption fluctuates between 7.1L/100km and 7.8L/100km depending on the variant.The KGM Musso is one of the thirstiest of the utes, with its up to 9.0L/100km, costing more than $4000 over the course of a year.  The GWM Cannon Alpha diesel was the other ute to exceed the $4000 mark. Concluding the list are the gas guzzling full-size American pick-ups, in Ram’s 2500 and the Chevrolet Silverado HD. Both have V8 diesel engines with a capacity of more than 6.0-litres, meaning they cost more than $7000 over the course of a year.2026 ute fuel figures Australia  *Dependent on variant**Ram does not provide official figures for fuel consumption. This figure is sourced from CarsGuide's real world testing.***Chevrolet does not provide official figures for fuel consumption. This figure is sourced from CarsGuide's real world testing.