2026 Volkswagen Transporter review: Quick drive

Volkswagen people have dubbed this the ‘year of the van’ – and they weren’t lying.

The new T7 Transporter range has just landed in Australia – an all-new generation for the popular commercial van – with plenty of variants to ensure just about every want and desire is catered for.

The German car giant now boasts no less than nine van models and three utes (if you play along and accept the Amarok and Amarok cab-chassis as different models), including its own Crafter Kampervan made by Jayco – available exclusively through VW dealerships.

While Australia has seen the first few waves of budget-friendly Chinese vans hitting the market, Volkswagen’s lineup is firmly at the premium end, targeting buyers who want more than just a metal box on wheels – and competing against the likes of Mercedes-Benz, Renault, and Ford.

Speaking of Ford, it’s worth noting that the latest Transporter was born from a recent commercial vehicle deal between the Blue Oval and Volkswagen – with the Amarok and the Transporter based on the Ranger and Transit Custom, respectively.

Which is no bad thing. The Ranger is the market leader in utes, and – after reviewing it recently – the Transit Custom may be one of the best commercial vans of this size in recent history. Which, I suppose, actually means one of the best ever.

Unlike Ford, however, Volkswagen is delaying the release of its plug-in hybrid model in Australia until 2026, instead offering buyers a choice of diesel or pure electric power to begin with.

But whereas Volkswagen put its own big stamp on the Amarok – arguably making it better – it seems that influence may not be quite as significant on the Transporter.

So, before we’ve ever stepped into it, we know the bones of the Transporter are damn good. It’s just a question of whether Volkswagen have improved on it, or over-complicated things by wanting to make the model its own.

How much does the Volkswagen Transporter cost?

Opening the Volkswagen Transporter range is the short-wheelbase TDI390, priced from $58,590 before on-road costs, with the range-topping eTransporter BEV415 bookending the lineup at $85,590 before on-road costs.

Despite being essentially the same under the skin, the entry-level Transporter is $2000 more than the Transit Custom.

At the other end is the the Volkswagen eTranspoter, which uses a more powerful electric motor at the rear axle compared to the E-Transit Custom – offering 210kW and 415Nm, versus 171kW and 320Nm on the Ford. So it’s not entirely an apples-for-apples comparison for each variant.

Buyers also have a choice of the standard van, along with a Crewvan – with up to six seats – as well as a six-seater dual-cab with factory-fitted aluminium tray.

While Volkswagen offers its own specific Jayco-made campervan, it recognises its Transporter is one of the most popular platforms in Australia for campervan conversions, and so the brand now offers a specific camper-ready Transporter.

Those wanting a Transporter campervan can also choose to go through one of Volkswagen’s partners – which include Jayco, Trakka, Bayline Campers, Frontline Campervans, Horizon Motorhomes, and Campervans Australia – meaning the conversion has been approved by VW, and the entire vehicle will be backed by a five-year, unlimited-kilometre warranty.

To see how the Volkswagen Transporter lines up against the competition, check out our comparison tool

What is the Volkswagen Transporter like on the inside?

The cabin of the Volkswagen Transporter is familiar, both in terms of it being almost identical to the Ford Transit Custom, but also because – oddly enough – it genuinely feels like a new-generation Transporter, rather than a simple and obvious rebadge.

Everything’s been designed around the driver, with both the infotainment screen and digital instrument cluster being relatively easy to read and navigate.

Like on the Amarok, the Transporter uses a specific VW steering wheel, which makes the cabin feel that much more like a real Volkswagen, and elevates the experience somewhat.

The driver’s ergonomics are also very good, offering a more relaxed seating position – akin to a small SUV, and less like commercial vans of the past.

However, my one main gripe with the Transit Custom also carries over to the Transporter, being that the automatic gear selector knob lives where a right-hand indicator stalk would be – and works in the same way – making it very easy to knock the car into neutral when you’re intending on turning left.

Why Volkswagen didn’t work with Ford to use the same shifter stalk as the ID. Buzz Cargo – which doesn’t replicate an indicator, but instead twists – I’ll never know.

It’s also worth noting that the passenger isn’t especially well catered for. The seat doesn’t allow for any adjustment, and all Transporters have a fixed passenger sunvisor that cannot be decoupled and used on the door window, due to the front airbag being fitted to the roof lining.

But there’s a lot to like inside. The relatively light and spacious interior of the Transporter makes it an inviting place to be – no doubt appealing to those who have to spend more a couple of hours behind the wheel.

The materials are hardy without being too cheap, and the Volkswagen strikes a good balance between comfort, function, and longevity.

The infotainment system is easy to work, connecting with my phone quickly. It’s probably worth noting that Volkswagen calls it a four-speaker stereo, when they mean it has two mid-bass woofers and two tweeters. Still, it’s surprisingly good and will be more than enough for most people.

Interestingly, whereas Ford offers the Transit Custom Trail with faux leather and funky design elements, it appears from the outside as if the Volkswagen ID.Buzz exists to cater for buyers wanting more comfort and style.

Out back, the Transporter offers between 5.8 and 6.8m3 of cargo space – or roughly three and four euro pallets respectively – with payloads of between 760kg and 1062kg, depending on the variant. Those figures place it squarely between the smaller ID. Buzz Cargo and the larger Crafter in Volkswagen’s commercial lineup.

To see how the Volkswagen Transporter lines up against the competition, check out our comparison tool

What’s under the bonnet?

Buyers have the option of two powertrains initially – the first being a 2.0-litre ‘TDI390’ turbo-diesel four-cylinder engine making 125kW of power and 390Nm of torque, which is also found in the Volkswagen Amarok and Ford Ranger.

The TDI390 is mated to an eight-speed automatic transmission powering the front wheels, though buyers can step up to the Transporter 4Motion, which offers all-wheel drive for extra traction. Helpful for those who travel in heavy rain, unsealed roads, or alpine areas.

While the plug-in hybrid has been delayed until 2026, we know that model will put out 171kW and 205Nm in total – the same as the Ford Transit Custom PHEV.

Those needing less than 330km of driving range per day may be more interested in the eTransporter, which uses a 64kWh battery to feed a 210kW/415Nm electric motor driving the rear wheels.

To see how the Volkswagen Transporter lines up against the competition, check out our comparison tool

How does the Volkswagen Transporter drive?

At the local launch of the T7, Volkswagen gave us the opportunity to sample almost all of its commercial van range – meaning the Caddy, ID. Buzz Cargo, and Crafter, as well as several all-new Transporter variants.

And while they’re all very good at what they do, it really highlighted how advanced the T7 Transporter is compared to most commercial vans out there.

The TDI390 engine is quite versatile and elastic for a turbo-diesel, providing decent response and acceleration in city traffic – likely helped by the eight-speed automatic transmission, which is barely noticeable most of the time.

Diesel engines traditionally have a narrower rev range compared to petrol engines, so the extra cogs allow the Transporter to ensure it’s always tapping into its torque band so you can make the most of those gaps in traffic.

On the road, there is a bit of noise and vibration – which is expected for what is essentially a big metal box – but it’s nothing egregious, as was the case with vans of yesteryear.

The eTransporter, on the other hand, offers a more relaxed driving experience, thanks to the lack of vibration and relative silence from the electric powertrain.

Volkswagen clearly has the advantage over the E-Transit Custom, with the eTransporter boasting more power and torque from its electric motor, and it shows.

Squeezing the throttle has the eTransporter propelling itself to the speed limit quickly, while remaining planted and composed. Almost 100Nm of extra torque compared to the E-Transit Custom is no small thing, and the battery – mounted under the cargo area – keeps the van’s centre of gravity nice and low.

On the freeway, it was calm and composed, tracking straight and allowing the driver to concentrate on their route through the complex Sydney tunnels.

But it’s the ride and handling that are the standout features of the new T7 Transporter – regardless of the engine.

It has to be one of the best-riding commercial vehicles on sale, offering a level of comfort you would expect from a passenger car.

Navigating industrial, airport, school, and shopping traffic near Botany Bay, the Transporter proved its worth – soaking up bumps from old and crumbly roads, gliding over speed humps in residential streets, and zipping through tight back roads of industrial areas.

This is thanks to the Transporter having independent rear suspension – a rarity in this segment.

While it doesn’t compare to an actual sports car, for a commercial van the turn-in and roadholding are damn good.

It seems advances in engineering and technology now mean van owners can have their cake and eat it, too. Which is to say, a commercial vehicle that rides and handles well, but can also take more than a tonne of payload when called for. It’s impressive stuff.

To see how the Volkswagen Transporter lines up against the competition, check out our comparison tool

What do you get?

2026 Volkswagen Transporter equipment highlights:

• 16-inch steel wheels
• 215/65R16C tyres
• Steel spare wheel/temporary spare wheel (4Motion)
• LED headlights
• Automatic high-beam
• LED tail-lights
• Single sliding left-hand door
• Metal bulkhead with window, load-through hatch
• Roof racks
• Cloth upholstery
• 8-way power driver’s seat
• Single driver’s arm rest
• Heated outboard front seats
• Under-seat stowage compartment
• 13-inch touchscreen infotainment system
• Satellite navigation
• Wireless Apple CarPlay and Android Auto
• DAB+ digital radio
• FM radio
• 4-speaker sound system
• 12-inch digital instrument cluster
• Wireless phone charger
• 7 x USB ports
• Single-zone climate control
• Push-button start

Is the Volkswagen Transporter safe?

It’s likely we will see a safety rating issued for the new Volkswagen Transporter in the near future, but for the time being, the vehicle is too new to have been independently assessed.

However, its unidentical twin, the Ford Transit Custom, has received a relatively high score of 96 per cent overall – earning it a ‘Platinum’ status (the highest available) by the Australasian New Car Assessment Program (ANCAP).

The van – fitted with a Blue Oval, rather than a VW badge – also received ‘Good’ scores across all categories, with ANCAP saying the Transit Custom “sets the benchmark for fitment and performance, achieving a near-perfect score in safety assessments”.

Standard safety equipment includes:

• Autonomous emergency braking
  • Intersection assist
  • Reverse AEB
• Adaptive cruise control
• Blind-spot assist
• Evasive steering assist
• Lane keep assist
• Lane centring assist
• Rear cross-traffic alert
• Safe exit warning
• Traffic sign recognition
• Reversing camera with 180-degree view
• Front, rear parking sensors
• Front, front-side, and curtain airbags

To see how the Volkswagen Transporter lines up against the competition, check out our comparison tool

How much does the Volkswagen Transporter cost to run?

Volkswagen has service intervals of 12 months or 30,000km for both the diesel Transporter and electric eTransporter, with service pricing available for the first five years.

Those kinds of long intervals can mean less downtime for couriers racking up the miles each year, however, it might be worth considering interim oil changes every 15,000km for better resale value and longevity outside of Volkswagen’s five-year, unlimited-kilometre warranty.

With the exception of the 36-month service, at $496, the eTransporter’s services are cost $410 for each visit, while servicing the diesel Transporter will cost between $670 and $892.

To see how the Volkswagen Transporter lines up against the competition, check out our comparison tool

CarExpert’s Take on the Volkswagen Transporter

Perhaps predictably, the 2026 Volkswagen Transporter is every bit as capable and comfortable as the Ford on which it’s based – which is very, very good.

While the base model Transporter is $2000 more expensive than its Ford counterpart, you won’t begin seeing any tangible benefit until you step up to an eTransporter, which offers a far more usable and enjoyable powertrain thanks to the additional performance.

But, arguably, there is something a little more mature about the Volkswagen’s design compared to the Ford’s. Professional tradies may find the styling – and maybe even the badge – projects a more respectable look to the world and their clientele.

Ultimately, the Transporter is arguably one of the best commercial vans in the segment, thanks to its comfortable cabin, powertrain options, and its class-leading ride and handling – with the eTransporter being even better.

If you’ve been a Transporter loyalist or your van is getting a bit long in the tooth – or you’re trying to decide on a comfortable and versatile campervan – the new T7 should be somewhere near the top of your shortlist.

CarExpert can save you thousands on a new Volkswagen Transporter. Click here to get a great deal.

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MORE: Explore the Volkswagen Transporter showroom