VW TRANSPORTER SYNCRO 5th August 1993 The Commercial Motor Archive — Volkswagen Transporter syncro

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Volkswagen Transporter syncro

VW TRANSPORTER SYNCRO

Price: El (ex-VAT, chassis-cab unit Engine: 2.4-litre diesel, (76hp).

GVW: 2,590kg.

795kg (Body/payload allowance Fuel consumption (laden): lit/100km (26.0mpg).

Ta• x laws had some peculiar consequences. The tax set back the art of glazing by two hundred In this century, car taxation on cylinder bore size in a plethora of inefficient, long-stroke, engines. Arguably, the British car has yet to recover.

Today, tax laws the difference between a car and a van. The of Car Tax allowed rear seats to be to any van without penalty. But the VAT-man’s is that side windows, behind a driver, turn a into a air—so VAT


cannot be Furthermore, some Customs offices consider that any to the rear of the driver disqualifies a from being a CV.

It will be interesting to follow progress with the double cab of its best-selling Transporter. VW already

a similar version of the Cl’, but blanked-off rear windows. The cab Transporter is fully-glazed, and Volkswagen’s list hedges its bets by business users that VAT may not be •

The vehicle we tested, the dou ble-cab the four-wheel-drive variant of the Transporter, is the pun) doubly interesting the recently-tested Ducato 4×4, it is for all-weather rather than use, and has a permanent all-wheel-drive with a viscous coupling differential.

Volkswagen boasts the Transporter was designed from the with 4WD in mind, and that its reduces the compromises of payload, and handling. The Syncro is available as a 1,000kg van, the 3.32m-wheelbase van, as a chassis-cab or double or as the Caravelle people-carrier. All versions use VWs five-cylinder 2.4litre diesel, the Caravelle is also available a petrol unit. Each costs £2,320 (ex. more than its two-wheel-drive

The double cab is sold here as a chassis-cab unit. Our test had a factory-fitted dropside pickup This is likely to become as a UK option, although no price has yet quoted.

Productivity

The weight of fourwheel-drive has been kept to a in the Syncro. Kerbweight is 100kg than its 2WD equivalent, giving the cab a body/payload allowance of 955kg. is 330kg less than the cab model, which runs at a GVW of rather than the double 2,590kg.

The double cab has the same weight allowances as the chassis Load tolerance is an excellent may be just as well: a full bed and empty cab could rake the axle to its limit.

Volkswagen Transporter syncro

The dropside body weighs around These are kilograms well it’s a very robust and body, with a load 2.14m long and 1.85m The durable-looking wooden load bed is the steel sidewalls seem and the fittings work slickly.

One of the best features is a drop-down on the tailgate; the only flies in the are the lack of a ladder rack or restraint, and the flimsy-looking welded loops—we would prefer the usual cleats.

Of course, the of a double cab is accommodation, and the Transporter disappoint. It’s a six-seater, the cab isn’t the widest in the business, raises the possibility of using the as a site vehicle (rather say, a Land Rover). to the cab is OK, via a single rear passenger on the near side.

Any four-wheel-drive can be expected to worsen fuel but it can be difficult to compare like like. Fortunately, we can match the Syncro against the similarly-powered 2WD tipper (a Tipmaster body on the unit) we tested last

Remarkably, the 2.6-tonne Syncro 10.81it/100km (26.0mpg) roundour test route, whereas the tipper took 11.31it/1001cm the double cab may offer better While the Syncro conversion to have minimal effect on economy in normal driving, it a probable bonus in speed—it six minutes off the tipper’s time, for an speed of 68.6km/h (42.6mph). Not as fast as the Ducat°, but it concedes (19hp) to the Sevel’s turbodiesel. On the The sure-tootedness of fourwheel-drive vehicles has a cliche. In this case true: the Transporter is known for its handling, and the 4×4 variant no loss of steering precision on the fact weaving in and out of thick traffic was never easier. while many 4x4ss twitchy on the motorway (the included) the Syncro remains stable.

The five-cylinder engine is a lovely one of our favourite light diesels, puts out plenty of torque the rev range.

Off the road, the Syncro from the usual compromises of a conversion based on a road insufficient ground clearance and that lack mudplugging Mind you, even our example (a pre-production model) had no differential lock, we were surprised at the amount of traction could be coaxed from the when the pickup threatened to into the mire. The diff will be fitted as standard and improve off-road mobility The driving position is no different the standard Transporter.

The seats are pretty good, are OK and the gearchange is adequate. The lowmounted is irritating, but overall the cabin high in its class; it’s beaten by the Transit, though.

six windows, visibility from the cab is good enough to make one the VAT man, while the double large external mirrors are superior to those of the Transporter WHINY Can the Transporter do any wrong? It not. With each new Volkswagen brands another as its own. If price isn’t a the Syncro is convincing. It does not handling or performance, has little in payload, and in double cub form, as versatile a vehicle as anyone wish. It’s a pickup could be used as a cur (occasionally, and tell the taxman). As a site it should be more useful many an off-road 4×4, and the loss to most users be in street credibility ln the meantime, NO NEW get rid of some of the old ones too!

Volkswagen Transporter syncro
Volkswagen Transporter syncro
Volkswagen Transporter syncro
Volkswagen Transporter syncro

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