Volkswagen Caddy VS Toyota Hiace
Volkswagen Caddy
Likes
- Nice to drive – for a van
- Comfortable
- Handy camping additions
Dislikes
- AWD would be nice
- Issues with bed set-up
- Not enough handy camping additions
Toyota Hiace
Likes
- Turning circle
- GVM/GCM ratings
- Robust and practical
Dislikes
- Highway cargo bay noise
- No load-floor liner
- Short service intervals
Summary
Volkswagen Caddy
The universal appeal of road-tripping with a vehicle that offers an all-in-one solution to car camping has been growing enormously in recent years.
“What’s car camping?”, I hear you ask. Well, I’m talking about staying overnight or longer in a vehicle that affords you the ability to sleep in, eat in, and perhaps even cook in it.
As such, self-styled camper vans have gained an even bigger foothold in the market in recent years than they had in the years prior to the global pandemic, even though some of these vehicles, like this new VW Caddy California Maxi, don’t offer cooking facilities. That doesn’t seem to faze many (any?) current or potential owners of camper vans, or mini camper vans, or even those who like the idea of car camping, much more than actually ever doing it.
This five-seater van certainly looks the part and fits in with the #vanlife philosophy, but is it worth your consideration in such a variety-packed camper van market? Read on.
| Safety rating | |
|---|---|
| Engine Type | — |
| Fuel Type | Diesel |
| Fuel Efficiency | 4.9L/100km |
| Seating | — |
Toyota Hiace
Latest VFACTS new vehicle registration figures show that in 2024 the Toyota HiAce one-tonne van commands more than 46 per cent of the 2.5 to 3.5-tonne GVM segment.
In other words, almost every second new mid-sized van sold in Australia is a HiAce, leaving numerous competitors from Korean, European and Chinese manufacturers to fight over the remaining buyers.
So, why does the only Japanese competitor in this crowded space maintain such dominance? We recently became reacquainted with this venerable workhorse in search of answers.
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| Safety rating | |
|---|---|
| Engine Type | 2.8L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.2L/100km |
| Seating | 2 seats |
Verdict
Volkswagen Caddy7/10
The appeal of a ready-made camper van is undeniable and the VW Caddy California comfortably occupies a niche within a niche.
This van is nice to drive but it also manages to be a functional and comfortable camper, albeit a very basic one.
There’s no getting around the fact that, while it does have a bed and a camp table and two chairs, it’s lacking cooking facilities and a fridge … and the list goes on.
This is perfectly fine if you intend to take the rest of your gear (portable stove, fridge etc) as carry-ons for infrequent nights away, but if your vehicle is going to be your camp for regular multi-day trips away then a lot of other approaches make more sense. You could, for instance, buy a 4WD or AWD wagon and a camper trailer. You might spend a little – or a lot – more than what you’d spend on this van alone, but your opportunities for adventure would be a whole lot more expansive.
In the end, it depends on what you want to do with it. This van is more than fit for purpose and it may well provide a more-than-great introduction to the adventure lifestyle for some.
Toyota Hiace8/10
When you consider its competitive pricing (particularly for fleets), resolute resale value, robust construction, rock-solid reliability, excellent load-hauling ability, five-star safety and all-round practicality, it’s not hard to understand why the HiAce is such a popular workhorse. It’s not perfect, like any van, but when performing its intended role it’s very good.
Design
Volkswagen Caddy
VW’s Caddy California looks good on the outside.
Its interior layout and the materials used – durable plastics on the dash etc. fabric seat covers, and sturdy carpet on the floor – are well suited to an outdoorsy lifestyle that will inevitably bring dirt, sand and mud into the interior at regular stages of the vehicle’s life.
The sliding doors either side – and the large opening when the rear tailgate is lifted – make the Caddy California a more versatile camper proposition than vehicles without those ingress points because the interior can be more readily accessed.
The folding bed, which sits behind the second-row bench seat, ready to be unfolded and used, is a handy addition and, as it’s supported on the vehicle body, that supposedly helps to make it easier to set up and pack down than it otherwise might be.
However, I had some difficulty in unfolding it all the way out flat, even with the front seats moved all the way forward. Perhaps with some more time and, dare I say it, patience, I could have managed better.
Also the fold-out struts, on the base of the bed and that are meant to slot into B-pillar recesses, seem a bit too flimsy for my liking, especially if the bed can be reasonably expected to cope with the weight of two adults. The mattress is not a particularly spongy one either – but, hey, camping should involve at least some degree of discomfort. Otherwise, why would some people describe it as “roughing it”? I jest – anyway, you could easily replace the standard mattress with something more substantial if you get the urge.
There are folding chairs and a table provided, although I’d be looking to the Aussie camping gear market for more sturdier examples of this kind of outdoors furniture, especially if you plan to put your equipment through regular and prolonged use.
Toyota Hiace
Toyota’s unwavering adherence to rear-wheel drive ensures the HiAce has an inherent traction advantage over its predominantly front-wheel-drive rivals, particularly when hauling heavy payloads on low-grip surfaces.
Rear-wheel drive also ensures the front wheels can be turned sharply enough for its 3210mm wheelbase to deliver an impressively tight 11.0-metre turning circle. And its 1990mm height also allows access to underground loading docks and multi-storey car parks.
The chassis design is simple and robust with MacPherson strut front suspension, a leaf-spring live rear axle, variable-ratio rack and pinion steering and (on automatic variants) four-wheel disc brakes.
There’s no mesh-type cargo barrier or solid bulkhead between the cargo bay and cabin (but both are also available as genuine accessories) and the black door-handles and unpainted black plastic front and rear bumpers are designed to best withstand the wear and tear often evident in these areas on hard-working vans.
The two-tone dash layout is neat and functional, with clear analogue instrumentation and dash controls (mostly physical dials and buttons) that are easy to reach and operate. And it sticks with a good old lever-type manual handbrake instead of an electric one. All are chosen for their rugged simplicity.
The only useful item missing is a fold-down inboard armrest for the driver’s seat, offered by numerous rivals to reduce neck and shoulder strain during long days behind the wheel.
Practicality
Volkswagen Caddy
The Caddy California is a five-seater: two seats in the front and a three-seater bench seat as the second row.
Upfront, the driver and passenger seats are manually-adjustable for height, with four-way adjustable lumbar support, and tilt-and-depth adjustment on the seat cushion. They are cloth trim but feel adequately supportive and comfortable and have a height-adjustable centre armrest, stowage compartments and two drink holders.
There are storage spaces aplenty – including a dash with multiple stowage compartments, and an illuminated glove box – as well as two USB-C ports.
The digital cockpit is easy enough to use, as is the touchscreen multi-media unit and we had no strife setting up our smartphone for Apple CarPlay, and although the screen is on the wrong side of small, it’s clear and crisp enough to get a decent idea of what’s going on.
The second-row bench seat is a 2/3-1/3 split, and the second row can be folded, double-folded and removed separately. The two outboard passengers also get access to a folding table in each of the front seat-backs.
This second row of seats has ISOFIX child seat anchors in the two outboard seats and there are top tether points on all of these second-row seats.
The rear luggage compartment has a cover and there are storage bags fitted to the interior walls in the cargo area and also a 12-V outlet back there, as well as LED lights in tailgate.
Toyota Hiace
Our barn-door-equipped test vehicle has a hefty 2245kg kerb weight and 3300kg GVM, which results in a genuine one-tonne-plus payload rating of 1055kg. Up to 120kg of that weight can be carried on Toyota’s triple roof-rack set.
It’s also rated to tow up to 1500kg of braked trailer, which is less than some rivals but in reality should adequately cover most towing requirements of van operators.
And with its 4800kg GCM rating (or how much weight it can legally carry and tow at the same time), that means it can carry its maximum payload while towing its maximum trailer weight. So, that’s a combined total of more than 2.5 tonnes of cargo-carrying ability, which would comfortably meet or exceed most job requirements.
The generously-sized cargo bay, which offers an impressive 6.2 cubic metres of load volume, is accessed from either side through sliding doors with large 1010mm openings, or from the rear through the optional barn doors which can be opened to 180 degrees (with special lower hinges to hold them there) allowing easy access for forklifts.
The cargo bay is 2530mm long, 1760mm wide and 1340mm high and with 1268mm between the rear wheel housings it can swallow up to two standard Aussie pallets or up to three Euro pallets, held in place by a choice of six load-anchorage points.
There’s plenty of internal lighting, the walls and doors are lined to mid-height and the roof features a full-length internal lining, which is unusual for vans and we suspect contributes to suppression of tyre noise emanating from the rear wheel housings.
Cabin storage includes a large bottle holder and bin in the base of each front door, small-bottle/cupholders on either side of the dash and in the centre, plus a single glove box. The well-designed centre console offers another two bottle holders plus large internal storage, which is capped by a hinged lid that multi-tasks as a shallow storage tray and handy work desk.
Price and features
Volkswagen Caddy
Before we get cracking, it’s important to note that we tested the 2.0-litre TDI320 variant (diesel); there is a 1.5-litre TSI220 petrol variant available.
It’s also worth mentioning that the Caddy California Max is built off Caddy Maxi people-mover variant on an extended long-wheelbase platform.
Our test vehicle has a manufacturer suggested retail price (MSRP) of $54,990, not including on-road costs. As tested our Caddy California was $56,105 because it has Copper Bronze metallic paint, which costs $1115.
As standard, it has five seats (two in the front and a three-seat bench as the second row), a newly designed dash and instrument cluster featuring a full-colour digital cockpit, an 8.25-inch colour touchscreen (with sat-nav, Apple CarPlay and Android Auto), two-zone climate control, keyless start, a lifting tailgate, and a stack of other features too numerous to list here. Find out for yourself, do your own research for there’s joy in that.
Driver-assist tech includes adaptive cruise control, lane keeping, lane assist, and park assist and park distance control in the front and rear.
The California package includes a foldable bed, storage bags, a foldable table and two chairs, as well as additional interior lighting and ventilation vents.
There are numerous VW genuine options available, including a panoramic glass sunroof as well as a tent that can be attached to the rear of the vehicle, but it was unavailable at time of writing.
Toyota Hiace
Our test vehicle is equipped with Toyota’s ubiquitous 2.8-litre four-cylinder turbo-diesel shared by all models in the HiAce range. However, ours is equipped with the optional six-speed automatic and rear barn doors which raises the list price to $51,636.
Even so, that’s still within the ballpark of its closest rivals including the LDV G10+ Barn Door ($40,063), Hyundai Staria Load Barn Door ($46,740), and Ford’s new Transit Trend LWB Barn Door ($57,590).
Our example is also equipped with a solid-walled left-side sliding door (in preference to the standard offering with window), which HiAce buyers can specify at no extra cost when ordering.
The two-seater HiAce comes standard with 'French Vanilla' paint and 16-inch steel wheels with replaceable plastic covers, 215/70R16 tyres and a full-size spare, but there’s no protective load-floor liner for the cargo bay (a Toyota genuine accessory is available).
There’s also halogen headlights and DRLs (no fancy LEDs here, folks) and the neat two-tone cabin has a tilt/reach adjustable leather-accented steering wheel, power-adjustable lumbar support on the driver’s seat, one USB port and two 12-volt cabin sockets, plus a large centre console that offers numerous storage options.
The driver also gets a 4.2-inch driver’s info display and there’s an 8.0-inch touchscreen (plus steering wheel switches) to control the two-speaker infotainment system, which offers multiple connectivity including Apple CarPlay/Android Auto, Bluetooth, digital radio and more.
Under the bonnet
Volkswagen Caddy
Our test vehicle – the TDI320 variant of the new Caddy California – has a 2.0-litre four-cylinder turbocharged diesel engine, producing 90kW at 2750-4250rpm and 320Nm at 1500-2500rpm, and a seven-speed dual-clutch gearbox DSG.
This is a front-wheel drive van and it’s riding on 18-inch wheels and Bridgestone Turanza T005 (215/55 R17) tyres.
Toyota Hiace
Toyota’s well-proven 1GD-FTV 2.8 litre four-cylinder turbo-diesel, which also powers Toyota’s HiLux, Fortuna and Prado model lines, produces 130kW at 3400rpm and (in auto models like ours) 450Nm of torque between 1600-2400rpm. Its Euro 5 emissions compliance doesn’t require AdBlue, which minimises maintenance and running costs.
The refined and smooth-shifting six-speed torque converter automatic offers the choice of sequential manual shifting if required. Fuel efficiency is also optimised with full torque converter lock-up on fourth, fifth and sixth gears, along with overdrive on fifth and sixth being ideal for highway driving. The inherent traction advantage of rear-wheel drive is enhanced by an electronically controlled automatic limited-slip diff.
Efficiency
Volkswagen Caddy
Volkswagen lists the official combination fuel consumption as 4.9L/100km, but during our four day test we only averaged 6.2L/100km.
This van has a 50-litre fuel tank and an AdBlue tank.
Toyota Hiace
Toyota claims combined average consumption of 7.9L/100km for our test vehicle, but the dash readout was showing 11.0L/100km when we stopped to refuel after 270km of testing.
This was conducted with the engine’s auto start/stop function switched off and comprised a mix of city, suburban and highway driving, of which about one third was hauling a near-maximum payload.
Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 11.8, which still isn’t bad for a vehicle with a kerb weight exceeding 2.2 tonnes driven mostly in busy urban traffic and hauling almost one tonne during our test. So, based on our ‘real-world’ consumption figures, you could expect a driving range of around 600km from its 70-litre tank.
Driving
Volkswagen Caddy
The Caddy California is 4835mm long with a 2970mm-long wheel-base. It stands 1836mm high (including roof rails) and is 2100mm wide (including the wing mirrors). The TDI320 variant has an unladen mass of 1723kg.
This is not the biggest van around and it manages to feel quite manoeuvrable for something that’s fairly box-like.
Visibility is pretty good from the driver’s seat, with mostly clear vision in all directions.
Steering is suitably sharp and well weighted, which is handy for a camper, especially for one that tends to feel its size a bit through sections of the blacktop that involve lots of twists and turns.
The 2.0-litre turbo-diesel engine offers reasonable punch – getting the front-wheel drive van off the mark with some pep – and it works well with the dual-clutch auto transmission, resulting in a mostly smooth and unfussed drive.
Ride is well sorted, albeit on the firm side of things and some of that characteristic can be attributed to the van’s dimensions, the fact it was unladen, and it’s shod with 18-inch wheels.
Something people who aren’t used to driving vans should keep in mind: a van’s sides and back-end tend to catch wind gusts in high-wind areas, and that sensation and impact on the van’s behaviour can be somewhat disconcerting if you’re not anticipating them.
This van’s Bridgestone Turanza T005 (215/55 R17) tyres cope adequately with rain-slick bitumen during the recent poor weather.
All-round, this van is well behaved on-road and yields a relaxed driving experience.
Toyota Hiace
It’s easy for drivers of most shapes and sizes to find a comfortable driving position in the spacious cabin, given its height/reach adjustable steering wheel, large left footrest and supportive seating with power-adjustable lumbar support.
Although there’s a huge blind spot over the driver’s left shoulder created by the solid walls of the cargo bay, active driver aids including blind-spot monitoring, rear cross-traffic alert and rear-view camera minimise the potential hazards of changing lanes and reversing out of driveways into busy traffic.
Braking is reassuringly strong and the steering is responsive, with easy manoeuvrability thanks to the conspicuously tight turning circle and lightness of the variable-ratio steering at parking speeds.
The ride quality is reasonably supple when unladen or lightly loaded and, for a van without a bulkhead between the cabin and cargo bay, has comparatively low internal noise levels at speeds up to 80km/h.
The 2.8-litre turbo-diesel, with its sizeable 450Nm of torque, has strong low-rpm response and displays good flexibility in city and suburban driving.
Its performance is optimised by the smooth-shifting six-speed auto, which also delivers fuel-efficient highway travel that requires less than 2000rpm to maintain 110km/h. The sequential manual-shifting function can be handy in certain situations, like carrying/towing heavy loads in hilly terrain.
To test its GVM rating we forklifted 890kg into the cargo bay, which combined with the driver equalled a total payload of 990kg that was only 65kg shy of its 1055kg limit.
The stout rear leaf-springs only compressed about 30mm under this loading, which left more than 60mm of static bump-stop clearance that was more than enough to ensure there was no bottoming-out on our test route.
The turbo-diesel’s ample torque made light work of hauling this payload in city, suburban and highway driving. It was also particularly strong in the hills, where it easily conquered our 13 per cent gradient, 2.0km-long set climb in third gear.
Engine braking on the way down, in a manually selected second gear, wasn’t as strong but far from disgraced given the near one-tonne payload it was trying to restrain. Even so, its four-wheel disc brakes were more than capable of keeping speeds in check.
Our only criticism is the high internal noise levels at highway speeds, when tyre roar through the rear wheel housings can become intolerable over long distances, particularly on coarse bitumen surfaces with an empty cargo bay amplifying the noise.
In our experience, this is a problem shared by all vans at these speeds if they’re not equipped with a sealed cabin bulkhead. So, if your work involves a lot of highway travel, we would recommend fitting one that's available in Toyota’s genuine accessories range. Or buying some earplugs.
Safety
Volkswagen Caddy
The VW Caddy California has the maximum five-star ANCAP safety rating from testing in 2021.
It has front, side, curtain and centre airbags for driver and front passenger, ISOFIX child seat anchors on the outboard second-row seats and top tether points on all second-row seats.
Driver-assist tech includes adaptive cruise control, driver fatigue detection, multi collision braking system, lane change system (including blindspot monitoring), side assist with rear traffic alert and more.
Toyota Hiace
The HiAce has a five-star ANCAP rating awarded in 2019 which will expire in December 2025. It comes with seven airbags plus benchmark active safety features including AEB with pedestrian and daytime cyclist detection, lane departure alert with braking assist, speed sign recognition, blind-spot monitoring, rear cross-traffic alert, front and rear parking sensors, reversing camera and more.
Ownership
Volkswagen Caddy
The VW Caddy California Maxi is covered by a five-year/unlimited kilometre warranty, a choice of three- or five-year Care Plans (capped price servicing), and a free year of 24-hour roadside assist.
A Caddy’s five-year capped price servicing plan costs $1500 and includes two free services.
Toyota Hiace
It is covered by a five-year/unlimited km warranty. Scheduled servicing is a relatively short six months/10,000km intervals, whichever occurs first. Capped-price of $290 per service covers the first six scheduled services over three years or 60,000km.