1996 Volkswagen Vento Reviews

Volkswagen has recently launched its first all-new Transporter in a decade, but does the full-electric variant of this light commercial icon appeal to long term loyalists and new customers alike?

Australia's crowded new-car market won't survive as is, with one of the country's best-known brands describing our market as a "jungle" that will cause some manufacturers to fail financially and leave.That's the word from Volkswagen Australia's Head of Passenger Cars, Piergiorgio Minto, who has a simple answer when asked if all brands can survive in our market: "No"."For sure some brands will leave the market," he said.Minto has worked for Volkswagen around the world, including the Middle East, Russia and Germany, before arriving in Australia around 18 months ago.He said that, despite his experience, he underestimated how competitive the Australian new-car market was, considering its comparative size, with new and mostly Chinese brands either launching or announcing their intention to almost monthly.In the past few years, Australia's usually static market has swollen with the arrival of brands like Xpeng, BYD, Denza, Chery, Jaecoo, GAC, JAC, Geely, Zeekr, Smart and more. Yet more brands, including Dreame, Nio, Jetour and Forthing, have confirmed their intention to launch.While new brand pile in and fight for market share, the pool of buyers isn't growing any bigger. And it's this, says Volkswagen, that will force brands to depart Australia."The Australian market was, for me, a big surprise, because I thought about it as quite a simple market. And at the end of the day, it's a very competitive market," he says. "It's a market that is about 1.2 million, if we take the light commercials. It's less than one million for purely passenger cars. And you have 70+ brands in it. I think it's the most crowded market in the world."I don't want to say it was a big surprise, because I knew a little bit about what was going on. But this was one thing where you really need to see it, to touch the situation, to be inside the situation, to get a little bit of a better feeling of what is going on."To understand how we need to steer the future of the brand in this kind of jungle. So I'm not worried, actually. It is a good challenge. It's something that is pushing us to find better solutions and better steering orientation."

The Volkswagen Tayron eHybrid might just be the hidden gem in VW’s SUV line-up, and it’s all because you get less of something, not more.Sounds weird, I know, but stay with me. It was once pretty easy to identify the difference between the Tiguan and the Tiguan Allspace. One had five seats, and the other mostly had seven. Simple.But this Tayron eHybrid changes that equation. It’s the plug-in hybrid replacement for the Allspace, joining the petrol-powered versions that have already launched in Australia.And like the just-launched Tiguan eHybrid, it’s exclusively a five-seat affair. But it’s also bigger, cheaper and I reckon better to drive than the Tiguan, if it doesn’t have the immediate nameplate recognition of its smaller sibling.Same five seats, same petrol-electric powertrain, just with more space for less money, even if its equipment list isn’t quite as generous as the one in the Tiguan.The Tayron eHybrid is the latest arrival in Volkswagen’s plug-in hybrid push, sharing its powertrain specifics with the Tiguan eHybrid. That means a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh (net) battery, and an all-electric driving range of around 115km on the WLTP cycle.Both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox charger.There are two trim levels, the Elegance and the sportier-feeling R-Line, with the latter also adding progressive steering to the driving aid list (both also get adaptive damping and an e-diff lock). There are also different power outputs for each — in Elegance guise, that means 150kW and 350Nm, while the R-Line improves the grunt on offer to 200kW and 400Nm.Each trim has its petrol engine and electric motor up front, meaning front-wheel drive, with the battery at the rear, and feed their power through a six-speed dual-clutch gearbox.And all of that is largely identical to the Tiguan. But from there, things change.The Tayron PHEV might not sport the seven seats of internal combustion versions, but it’s still got the body size to fit them. It’s both longer and wider than its five-seat sibling, and it serves up wagon-like space in its boot, with a sizable 705 litres with the second row in place, and a massive 1915 litres with the row folded flat. That makes this a proper family transporter. There is oodles of room in the back seat, too, though there is a comically large tunnel running through the centre of the backseat that will definitely impact leg room for adults riding in the middle seat.The window seats offer an adult-friendly amount of room, though. I’m 175cm, and had no issue getting comfortable. There’s also a pull-down divider, twin USB ports and tri-zone automatic climate with twin rear vents.Both the Elegance and R-Line interior treatments are clean and modern, with solid material choices and a genuine feel of quality in the elements you interact with.In more good news, I think the cheapest version is the stronger buy. The extra power on offer in the $75,990 R-Line version actually feels unnecessary in the context of the Tayron. The performance in the $62,390 Elegance feels ample, especially with the added zip from the electric motor when taking off at city speeds. Right now both models are significantly cheaper, too, with a limited drive-away offer on both grades that will see you on the road for less than the RRP.Anyway, the Elegance is officially about one second slower to 100km/h than the R-Line, sure, but a) it doesn’t feel it, and b) who cares? This is spacious family transport, not a Nurburgring rocket.It can get a bit revvy when when you really plant your foot from a rolling speed, and it can feel too firm on properly jittery road surfaces. But it’s otherwise a competent and pretty comfortable drive, with a confident weight to the steering and a feeling of connection between drive and car, especially on winding roads, that’s sometimes missing from its competition.There are subtle differences in the way the Tayron and Tiguan drive. Both feel competent and buttoned down, but the Tayron feels a little more stable and better balanced, likely owing to the 110mm longer wheelbase.Like in the Tiguan, the EV power delivered when you take off really eases forward progression so much so that you really don't want for more power.In Elegance trim, your spend buys you 19-inch alloy wheels, an auto-opening boot, and LED lighting. Inside, there’s leather trim with seats that offer heating, cooling and ventilation, a digital driver display, a 12.9-inch central screen and wireless charging.Springing for the R-Line nabs you a sportier look, as well as 20-inch alloy wheels and VW’s clever Matrix LED headlights. There’s a bigger screen and some other niceties, too, but how much all of that matters is up to you.Unfortunately, Volkswagen won’t budge on its now-too-short-feeling five-year and unlimited-kilometre warranty, which grates in a world of seven-, eight- and 10-year warranties. Volkswagen insists its customers don’t want or need more, but I’d like to speak to some of these customers. The battery is covered for eight years or 160,000kms. Servicing is required annually, and a three-year prepaid package will set you back $1605, while a five-year package is $3391For mine, the Tayran is the VW sleeper, and the Elegance eHybrid is the pick of the plug-in bunch.

One of Volkswagen’s most important vehicles has welcomed what will almost certainly be its most important powertrain, with a plug-in hybrid variant here to capture all those people tired of having to black-market an organ every time they need to fill up.And it turns out that there are a lot of those people. Plug-in hybrid sales are up 119 per cent so far this year — and more than 500 per cent in April alone — and it’s into this PHEV feeding frenzy that Volkswagen launches its plug-in Tiguan, which is available in Elegance guise, or as a sportier and more powerful R-Line.In Elegance guise, the sticker price is $64,590 before on-road costs, while the R-Line ups the cost to $74,550. Both have sharp drive-away price deals at the moment that will see you on the road for less than the RRP.There's a solid inclusion list too, mirroring the non-hybrid range, as well as some driving kit, like adaptive damping, and a clever e-diff that smooths out understeer and dials up grip.Well, VW calls it an eHybrid, which is company parlance, but the end result is the same, with its powertrain combining a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh battery.Electric driving range is around 115km (WLTP), and both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox-style charger.Opt for the Elegance, and the total system power is 150kW and 350Nm, while the R-Line is tuned to deliver 200kW and 400Nm. Both feed their power through a six-speed dual-clutch automatic gearbox, and are front-drive only, with the electric motor positioned on the front axle.Power is only ever a small part of a new-car story. Producing grunt is often the easy part. Delivering it in a car that feels properly ready to receive it is seemingly much harder.Happily, the Tiguan is a definite bright spot on the soft and spongy horizon of new-car sales in Australia. It feels properly engineered from behind the wheel, with a ride that delivers true connection with the road surface below, even if it does definitely stray into too-hard (and even a bit jittery) territory over corrugated road surfaces. There's not a huge amount of body roll when cornering, and it feels sorted from behind the wheel.The way the electric power is delivered in this car is also a bonus. It is very noticeable that it is using exclusively electric power from low speeds. The torque is instantaneous and it propels you forward before the engine kicks in at about 20 kilometers an hour or so. The result is an SUV that feels more like a nippy little EV at city speeds, before turning into plug-in family transport elsewhere.There are only two quirks that irk me a little. One is the consistency of the brake pedal feel, which sometimes feels like there is plenty of pedal travel, and other times feels like there isn't much at all, which makes how much pressure to apply a little unpredictable at times. The other is the weight of the steering, which can go from very light as you brake into a corner, before quickly weighting up as you accelerate out. Neither are major problems, but can take a little getting used to.Inside, the interior lighting is customisable and has a nice, sporty touch in the R-Line, while the twin screen setup – including the gigantic centre screen – is premium in look and feel, too.Be warned though, the driver-distraction monitor doesn't just sound an alarm, but locks you out of the screen until it decides that you're paying attention again, so if you're doing something on the screen, it then freezes.But kudos to Volkswagen for concocting an iPhone wireless charging solution that actually holds your phone in place, with a little lift flap in the centre console that keeps things secure while charging, whether that's via the twin USB-C ports or via the twin wireless charging pads.Elsewhere, and apart from the plastic-feeling centre console edging, everything in the cabin is nicely wrapped, and it does give the sense of a car that just feels well sorted, both on the road and from the driver's seat.Space in the backseat is ample for my 175cm frame, and boot space is pretty family friendly – despite a slight space penalty to pay compared to non-hybrid models –with 490 litres with the rear seats in place, and 1486 litres with the second row stowed.

A little peek behind the CarsGuide curtain. At least once a week the whole team gets together to talk about cars. Well, it’s actually to shape the week’s news lists, but it’s also because, unsurprisingly, we all like to get together to talk about cars.Anyway, a recent one of these catch-ups occurred not long after the Beijing show. Now full disclosure, I wasn’t at what might well be the most important show on the calendar these days (but I was in China at the same time, just somewhere else and with another brand, another sign of the significance of that market).Those who were there tell me much the same thing — not only were they shocked by the number of brands, and the number of vehicles unveiled, they were equally surprised at how many of the legacy brands were displaying Chinese-built models.The vehicles in question wore familiar badging, but were also unfamiliar, in that they were mostly produced in partnership with homegrown Chinese brands, sometimes with the latter doing most of the heavy lifting.Or to paraphrase a colleague in the aforementioned car chat, some don’t really look and feel like they belong to the manufacturer on their badge. They look like they’re Chinese cars in fancy dress, or like Aldi groceries — close, but not quite right.There are now lots of legacy brands drawing down on Chinese partnerships to produce cars. Mazda with its 6e and CX-6e (produced with Changan Automobiles). Nissan with a whole bunch of stuff, including the Frontier Pro (produced with Dongfeng). Honda, which has pushed back its in-house EV ambitions to draw on Chinese-developed models instead. Toyota with the bZ7 (developed with GAC), VW with the 9X (produced with SAIC).And to be fair, I’m yet to see, sit in or drive any of them. Some of these cars are destined for Australia, some aren’t. But it does beg the question – what truly makes a manufacturer’s car their car. Is it the badge? The design? The technology? The dynamics? All of the above?And the bigger question is, can legacy brands really hang on to all of the things that make them special if they’re not just built in China, but built in partnership with Chinese brands?Just last week I wrote that legacy brands partnering with China could be a long-term masterstroke, pairing decades of engineering know-how with China’s high-speed, low-cost manufacturing expertise could give traditional marques a real boost. But then two things happened this week that made me ask another question. The first was a chat with VW Australia, and specifically its very knowledgeable Head of Passenger Cars, who told me that the driving dynamics and engineering of its vehicles are what sets them apart from the often-cheaper Chinese competition. And the second was that CarsGuide car chat.And both got me wondering about the impossible choices being faced by some legacy brands in this more-hostile-than-ever environment. Do nothing and face possible oblivion, or dial up their Chinese partnerships for global markets and risk losing their identity.People paid lots more than me will be tasked with answering that. After all, I just like to chat about cars.

Volkswagen Australia says it doesn’t fear newcomer Chinese brands, detailing the ways it believes its vehicles are superior while highlighting a slew of new models that it says will supercharge its sales in our market.That’s the word from the brand’s Head of Passenger Cars in Australia, Piergiorgio Minto, who says that while VW might not be able to compete directly on price with some newcomer brands, he believes his cars drive better than rival vehicles, and offer an elevated level of engineering.It’s one of three reasons he laid out that he says will continue to draw people to the Volkswagen brand.“I still believe that Volkswagen has a big advantage in drivability. Our cars are definitely superior there. So there is a different kind of engineering behind it,” he says.“And I believe that we also have some other subjects that are less linked to the product. Heritage is something that we have and we need to leverage that.“And last but not least, historically we have been present (in Australia) a long time, we have a very solid dealer network out there that is offering a strong service and is always there whenever a customer needs something.“These three propositions are quite unique. And they're still valid for the market.”The brand says its these three pillars that will spark a sales revival, suggesting it was a “perfect storm” of product renewals, rather than increased competition, that has seen sales fall over the past 18 months.“From a product perspective, you've got to remember that the biggest players involved for us — Tiguan, Tiguan Allspace — ran out last year, and T-Roc is running out this year,” says Arjun Nidigallu, Volkswagen Australia Head of Product.“So, our biggest volumes, it's just a perfect storm in terms of product changes and timings, which is why we don't feel like we're behind the eight ball."The new Tiguan plug-in hybrid, or e-Hybrid in VW parlance, has just launched in Australia, along with the spiritual successor to the Tiguan Allspace, the Tayron e-Hybrid, giving the brand a full complement across those SUV lineups. It will be joined by the second-generation T Roc — hugely important to the brand's sales numbers — which will offer more space, more tech and a new mild-hybrid powertrain.“It was part of the plan and now we're gearing up back this year towards having a full line up, and then with the T-Roc coming back next year, we'll be back in those numbers that we've seen in the past,” says Nidigallu.

A month ago we said goodbye to our Chery Tiggo 8 Super Hybrid long-term test car and hello to our current one, the Volkswagen ID.5 SUV.Alongside its ID.4 sibling, the ID.5 is Volkswagen’s first electric SUV and it's the first time I’ve driven one, so I entered this long-term test the same way you walk into a supermarket while on holiday - a bit lost, even if everything looks the same.The ID.5 is a mid-sized electric SUV and the Volkswagen rival to the Toyota bZ4x, Tesla Model Y, Geely EX5 and the mechanically related Skoda Enyaq.The ID.5 is the not-so identical twin to the ID.4, the difference being the ID.5 has a swoopier, coupe-like profile while the ID.4 has a boxier shape.Both the ID.5 and ID.4 are offered in two grades, the Pro and the sporty, top-of-the-range GTX.The ID. 5 Pro is the car we are testing and it lists for $62,990 before on-road costs.The standard features list includes heated and massaging front seats, three-zone climate control, a panoramic sunroof, a head-up display, proximity unlocking and LED headlights.The ID.5 has a 77kWh battery and a range of up to 543km. There’s one motor and it makes 210kW and 543Nm.What’s interesting is that Volkswagen created completely new models for its first electric SUVs rather than just making an electric variant of its combustion powered Tiguan mid-sized SUV.Frankly, I think an electric Tiguan would have been a better idea and I’ll tell you why later.My first impression is that the ID.5 isn’t really an SUV but just a large-ish, round-ish car. Some people told me they loved the way it looked, but I have trouble seeing its beauty. Although I admit it is uniquely designed compared to many SUVs.I immediately appreciate the quality feel of every touch point, from the door handles through to the seats and steering wheel. The ID.5 doesn’t look like any Volkswagen that went before it, but the materials and craftsmanship are very much on-brand even if the styling is new.I was concerned the ID.5 might not be big enough for my family. It doesn't seem particularly spacious or practical for a family of five.Getting our child into the car and buckled up has been hard on my back, largely because of the coupe-like roofline. Higher-riding SUVs with taller door openings make this job easy, but the ID.5’s shape doesn’t help. Halfway through putting my daughter into her car seat in the pouring rain at night, I wished Volkswagen had just made a Tiguan EV. At least the ID.4 has a boxier shape.However, the space back there for head and legroom is actually very good. Our forward-facing child seat fits well with room for our daughter’s legs without the front passenger having to squash themselves against the dashboard.Storage is good with big door pockets but the adaptable cup holder area is a waste of space (literally) and the wireless phone charger lives in a pokey little cave down there, too.The boot is big at 549 litres but, again, the sloping roofline means tall objects won't fit under that hatch. Again, I miss the practicality of the Tiguan with its draws and utility. At this point I feel like VW has forgotten its ethos of maintaining practicality.Finally, while the volume and climate control functions are physical they're haptic buttons which sometimes work and sometimes don’t. It’s already making me go a bit bananas.The best thing about the ID.5 so far is energy efficiency. Also, the way the ID.5 drives, too. It’s smooth, comfortable, planted and quick. And we’ve spent more than a thousand kilometres behind the wheel - 1142km to be exact.But really if there's one thing that impresses me the most, it’s the SUV's efficiency. Some EVs I've lived with have given me such range anxiety. They've stayed home in the driveway while we’ve taken our own combustion car instead if we are traveling far and the availability of chargers is scarce.But the ID.5 uses its charge quite frugally. Officially, the combined energy use is 16.3kWh/100km but we’ve done even better at 15.8kWh. In the coming months I’ll attempt to calculate exactly how far we can get on a full charge because I might be able to beat the 543km range.I know I’m going to regret saying that…The headlights perform an unsettling movement when the car detects the key within range. It’s a sort of shifty side-eye action that is a bit too life-like for me.The other thing is the ID.5's accelerator pedal has a 'play button’ icon embossed on it and there’s a pause button on the brake pedal. I don’t like this nor do I like the person who thought it was cute, whoever they are. Acquired: March 2026Distance travelled this month: 1142kmOdometer: 1848kmAverage energy consumption this month: 15.8kWh/100km  

Volkswagen's iconic badge has just been changed forever, with its new ID. Polo GTI hot hatch going electric-only.There is no official news on whether the ID. Polo GTI will launch in Australia, but it is likely to be on the brand’s radar, particularly in light of increasing New Vehicle Efficiency Standard (NVES) penalties. Volkswagen Australia has been contacted for comment. It will start from the equivalent of around $65,000 in Germany, but expect it to be more expensive than that figure Down Under. It is about $15,000 more expensive than the standard ID. Polo recently unveiled in Europe. The car’s electric motor setup produces 166kW and 290Nm, enabling it to shift from 0-100km/h in less than seven seconds. This is more power than the outgoing petrol-powered Polo GTI, which produces 147kW and 320Nm.It is equipped with a 52kWh battery, offering a driving range of up to 424km, according to WLTP standards. This is the same unit found in the range-topping ID. Polo, offering 30km less range than in that car. It is capable of charging at 105kW via a DC charger, meaning 10-to-80 per cent fill-ups take roughly 24 minutes.The car adheres to VW's new design philosophy, with more physical buttons located on the steering wheel and centre console. The brand has included several interior elements to maintain a GTI feel for the car, despite its lack of internal combustion power. There is a 10.25-inch digital driver display, which can be changed into the style of the Mk 1 Golf in a nod to the first generation of the car. Elsewhere in the cabin is a 12.9-inch central touchscreen, which also gets the Mk 1 Golf retro add-onsThe news comes after the brand launched the standard version of its ID. Polo late last month, with the GTI going on sale later this year.

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.