Ford Transit VS Volkswagen Crafter
Ford Transit
Likes
- Zero emissions/near-silent operation
- Load-carrying ability
- Low servicing costs
Dislikes
- Six-figure price
- No tow rating
- No home-charging with wall socket
Volkswagen Crafter
Likes
- Less confronting to drive than a caravan combo
- All-Terrain model has real adventure appeal
- Carries full VW factory warranty
Dislikes
- Good value, but still a lot of money
- Won't cut it as a daily car outside holidays
- Needs plenty of real estate for parking or storage
Summary
Ford Transit
Ford has ventured into the pioneering world of battery-electric vehicles (BEVs) for commercial use with the launch of its E-Transit, which will compete for buyers in the Light Duty (3501-8000kg) segment of Australia’s Heavy Commercial market.
According to the company’s research, the new electrified member of its Transit fleet has a maximum driving range that’s more than double the average distance a typical commercial van travels each day in urban use.
So, we recently got behind the wheel for a week, focusing on the urban driving for which Ford claims the E-Transit is best suited (as opposed to long highway hauls), to see how it compares to diesel equivalents in its pure workhorse role.
Read more about
Â
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | Electric |
| Fuel Efficiency | —L/100km |
| Seating | 2 seats |
Volkswagen Crafter
Long before a hash-tag was anything more than a confusing symbol on a typewriter, vanlife was already a thing.
And you can largely thank Volkswagen for that because its Kombi models from the 1950s, '60s and '70s help cement the idea of roaming around the planet in a self-contained car-cum-house as a counter-culture favourite. More than that, the affordable, rugged Kombi made it actually possible.
Back then, there were a couple of paths to tread. You could take a second-hand butcher’s or florist’s Kombi van (windows optional) and trick it out with a bed, a table and whatever gear you needed to survive on the road.
Read more about Volkswagen
- This is the Volkswagen Amarok SUV, a sibling to the Ford Everest 4WD that's yet to become a production model
- 2025 Volkswagen Crafter van gains ChatGPT as part of model year update for Ford Transit, Renault Master rival
- Hi-po electric Kombi! 2025 Volkswagen ID. Buzz GTX revealed ahead of Australian arrival where it will take on the Mercedes-Benz EQV and LDV Mifa9
Or, if the cash was around in sufficient quantities, you could buy a Kombi brand-new and have it converted to camper spec. And of all those brand-new conversion options, Volkswagen’s own, in-house conversion supplier, Westfalia was (and is) regarded as the pick of the crop.
So, when VW announces a 21st Century take on the concept of a factory campervan, those who like the idea of a lap of Australia but don’t like caravans or towing, are suddenly all ears.
Like most things, the latter-day VW camper has grown a size or two over the last six or seven decades. Which is why the factory Kampervan TD1410 4 Motion (to give it its full name) is based on the long-wheelbase, high-roof version of the Crafter van rather than the original Transporter layout. (There’s still the VW Multivan-based California if the Kampervan is too big.)
But just as commercial vehicles have become bigger and more sophisticated, and glamping has grown out of actual camping, does the modern take on a hippy legend make the grade in 2024? And does the Volkswagen offering retain any of the charm of the original campervan?
Oh, and forget about Westfalia. This conversion is the work of none other than Aussie caravan specialist Jayco.
The deal between Jayco and VW locally, means this variant of the Crafter Kampervan is an Australia-only deal.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | — |
Verdict
Ford Transit8/10
The E-Transit is quiet, comfortable, rides well, can handle heavy payloads, has zero emissions and would be well-suited to urban daily commercial use for which it’s been designed for. However, $104K-plus would be out of reach for many private owners and small businesses. That’s why Ford is aiming it primarily at fleet buyers, who will quickly determine the commercial success or failure of the E-Transit in Australia. Watch this space.
Â
Â
Volkswagen Crafter8.1/10
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.
Design
Ford Transit
Apart from the distinctive blue grille bars and rear-door badge, you’d struggle to pick the E-Transit from the closely-related 350L. However, underneath its work-focused exterior there are considerable differences.
Although it shares the same MacPherson strut front suspension and four-wheel disc brakes, the E-Transit’s 14.3-metre turning circle is 1.0-metre larger than the 350L.
And its electric motor and single-speed transmission are mounted under the floor between the rear wheels, which required design of a unique coil-spring independent rear suspension.
The long, wide and slim lithium-ion battery is tucked up neatly beneath the load floor, to ensure that the cargo volume matches the 350L. This also ensures that many load-area conversions will carry over to the E-Transit with minimal modifications.
The big battery brings a considerable increase in kerb weight, given the E-Transit weighs 231kg more than its 350L equivalent. So, although the E-Transit is the most powerful of the Transit fleet, it’s also the heaviest.
However, in terms of power-to-weight and torque-to-weight ratios based on kerb weights, it compares favourably.
For example, the diesel 350L has 19.3kg/kW compared to the E-Transit’s superior 13.3kg/kW, while the 350L’s 6.1kg/Nm is lineball with the E-Transit’s 6.2 figure.
The driver’s instrument display shows when the battery is being topped-up by regenerative braking and how much engine power is being used, ranging from 0 to 100 per cent.
It also displays average energy consumption (kWh/100km), remaining battery charge, projected driving range and other BEV-specific functions.
The cabin offers ample headroom, but those seated in the centre must have their feet in a split-level position with their right foot on the (now defunct) transmission hump and their left foot on the floor.
Volkswagen Crafter
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.
Practicality
Ford Transit
With its hefty 2639kg kerb weight and 4250kg GVM, our test vehicle has a 1611kg payload rating compared to the 350L’s smaller 1142kg. However, the E-Transit is not rated for towing.
The cargo bay, which in Mid Roof form offers 11-cubic metres of load volume, has internal walls that are lined to roof height. It’s accessed from the kerbside through a sliding door with a generous 1300mm opening width.
Rear access is through a pair of barn-doors which open to 270 degrees to optimise forklift access. Large magnets protrude from each side of the body to firmly secure these doors when fully opened which is a welcome safety feature.
A button located inside the right-hand barn-door switches on a bright external LED overhead light to illuminate rear-loading in poor light conditions.
The load floor, which is protected by a composite liner, is 3533mm long and 1784mm wide with 1392mm between the wheel housings.
That means it can carry three 1165mm-square Aussie pallets or four 1200 x 800mm Euro pallets, secured by up to 10 load-anchorage points. The  1786mm internal height allows tall people to stand with minimal stooping.
There’s ample cabin storage including a large-bottle holder and bin in each door, plus angled large-bottle holders/bins on each side of the lower dash and small-bottle/cupholders on each side of the upper dash.
There are also three open bins across the top of the dash-pad, a slender vertical bin and pop-out cupholder in the lower centre dash, plus a full-width overhead shelf with numerous compartments.
Both base cushions on the passenger seat can be tipped forward to access a large hidden storage compartment below.
The centre passenger seat backrest also folds down to a horizontal position to reveal a handy work desk with pen holder, two-cupholders and an elastic strap for securing paperwork.
Volkswagen Crafter
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.
Price and features
Ford Transit
Our test vehicle is officially known as the 420L BEV Mid Roof, with 420 denoting its 4.2-tonne GVM (it’s actually 4.25-tonne), L denoting its long wheelbase and Mid Roof being one of two roof heights available, with the other being the optional High Roof variant.
Like its taller stablemate, our test vehicle comes with a 68kWh lithium-ion battery pack, electric motor and single-speed automatic transmission for a list price of $104,990 plus on-road costs.
For that money you could almost buy two diesel Transit 350L Auto equivalents. Even so, the E-Transit brings zero emissions, reduced noise and claimed lower operating and maintenance costs for business operators. With 198kW and 430Nm, it also has the most power and torque of any model in the Transit line-up.
It comes equipped with 16-inch steel wheels and 235/65R16C tyres plus a full-size spare, along with dark grey bumpers and side-mouldings in areas where scrapes and dents usually occur in hard-working vans. Factory options include dual side-sliding doors and more.
A steel bulkhead/cargo barrier separates the cargo bay from the cabin, which comes standard with a single driver’s seat and twin-passenger bench seat that are all heated.
The 10-way adjustable driver’s seat includes a fold-down inboard armrest, adjustable lumbar support and base-cushion rake.
Plus there’s a two-way adjustable steering wheel, power-folding and heated door mirrors, daytime running lights, three 12-volt accessory outlets, two USB ports, a reversing camera and rear parking sensors.
Its large 12-inch touchscreen is the gateway to numerous 'Sync 4'-connected services including the 'Ford Pass' app, which includes 'Power My Trip'.
By entering a destination, this app can consider the vehicle’s current state of charge in addition to real-time traffic conditions, to help identify charging stops when a customer will need them.
Volkswagen Crafter
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.
Under the bonnet
Ford Transit
Its rear-mounted electric motor produces an unmatched 198kW and 430Nm. The lithium-ion battery’s energy supply can be boosted by using the ‘Low’ setting on the rotary dial e-shifter to optimise regenerative braking.
There are three switchable drive modes including default 'Normal', energy-saving 'Eco' and 'Slippery' to improve traction in low-grip conditions.
The battery charge socket is located behind a spring-loaded flap in the grille and the E-Transit comes equipped with a Mode 3, 32-amp charge cable which is stored in the compartment under the passenger seats.
E-Transit can AC charge overnight, using a professionally-installed wall unit, in approximately eight hours at 11.3kW, or quick DC charge (15 to 80 per cent) at 115kW in approximately 34 minutes.
However, Ford does not supply a cable to allow overnight charging at home using a domestic wall socket. That’s because its targeting large fleet buyers, so the cable it supplies is only for ‘at depot’ charging or when using public-charging facilities.
Volkswagen Crafter
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.
Efficiency
Ford Transit
Ford claims an official WLTP driving range of 230-307km from a single charge. When we collected the E-Transit it was fully charged but the projected driving range displayed on the instrument panel was only 179km, so there are variables in these figures.
However, we did end up inadvertently testing the single-charge driving range because we could not charge the E-Transit. That was due to our local public-charging facilities being located inside multi-storey carparks which could not be accessed due to height restrictions.
So, during the week we drove a total of 190km, with about 19km of range remaining. Therefore, it is capable of at least 200km on a single charge but 300km seems optimistic, which is nothing new given the equally optimistic L/100km figures automakers claim for combustion-engine vehicles.
We used the Low drive mode most of the time to optimise battery top-ups through regenerative braking and our testing included a mix of city and suburban roads, both unladen and when hauling a big payload.
Average consumption was 28kWh/100km, so we would suggest a 'real world' driving range of around 200-230km from a single charge.
Volkswagen Crafter
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.
Driving
Ford Transit
It offers a comfortable and commanding driving position, thanks to the multi-adjustable seat, two-way steering wheel adjustment and clear eye-lines to the big truck-style door mirrors with lower sections offering wide-angle views.
You don’t need to warm-up the engine to generate cabin heating - it’s instant. And when you get underway it feels more like you're riding in a tram than a van, with its muted electric hum the closest we’ve come to driving a silent commercial vehicle.
With the big battery under the floor it feels firmly planted on the road when unladen, with a low centre of gravity providing good stability when cornering.
The battery weight, combined with E-Transit’s unique four-coil suspension, iron out the bumps and provide a supple ride quality.
Acceleration from standing starts is brisk and smooth in Normal mode, even though you can sense its 2.6-tonne kerb weight's slight reluctance to get moving even with 430Nm of instant torque. At 100km/h, there’s only tyre noise and a little wind-buffeting around the door mirrors.
We drove the first 100km in Normal mode, during which average consumption was 27kWh/100km. We then switched to Eco mode, which resulted in a drop in performance without a corresponding decrease in consumption. Perhaps you need to drive it longer in Eco to harvest the benefits.
We then switched back to Normal mode for our GVM test. We forklifted 1300kg into the cargo bay which with driver equalled a total payload of 1400kg, which was still more than 200kg under its GVM limit. The rear suspension compressed 50mm with ample travel remaining, while the nose rose 35mm in response.
The compressed suspension felt firmer, as you’d expect, but the electric motor hardly noticed this load around town, with acceleration and general response remaining strong if slightly subdued. Energy consumption increased to 28kWh/100km during our load run.
In strictly city driving, which the E-Transit is aimed at, it proved to be a capable workhorse. It can do the job quite economically, too, given that during most of our testing in Normal mode it was operating in the 0-50 per cent ‘power usage’ zone which provides ample performance.
Volkswagen Crafter
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.
Safety
Ford Transit
ANCAP is not applicable to heavy commercial vehicles but the E-Transit shares the same six airbags and active safety and driver assistance as other Transits.
Highlights include AEB with pedestrian detection, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert, lane-keeping assist, traffic sign recognition, a reversing camera, rear parking sensors and more.
Volkswagen Crafter
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.
Ownership
Ford Transit
The E-Transit is covered by a five-year/unlimited km warranty plus a separate warranty for the lithium-ion battery and high-voltage electrical components of eight years/160,000km, whichever occurs first.
Capped-price service intervals are 12 months/30,000km, with a total cost for the first five scheduled services of $925 or just $185 per service. Such low maintenance costs are in stark contrast to the purchase price!
Volkswagen Crafter
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.