With outwardly apparent simplicity from the outside, the T4 Caravel is able to surprise: both by the presence of a dozen modifications and by the capacities for every taste

Volkswagen minibuses are a big and strong family. For five generations and since the middle of the last century, these original and roomy minivans, which are more like "party-bus", conquer Europe and the rest of the automotive world. The common name of the family is Volkswagen Transporter. Т4 Caravel is a model from the fourth generation of Transporter, which has a number of differences from the basic versions of the series.

The name "Caravelle" is a reference to the Latin "carabus", which means a boat lined with leather. T4 Volkswagen Caravelle - the same "four" Transporter, but in an expanded, luxury configuration. Interior decoration, style and design, content - all this is selected according to the taste of the customer, and therefore the choice here is unlimited. Let's try to figure out why the "top" package is included in a whole model range.

Years of production T4 Caravel: a detailed description of the model range

Retrospective and today T4 Volkswagen Caravelle

The beginning of the history of the Transporter comes from the post-war period, namely from 1947. It was in this year that the Dutchman Ben Paul came up with the idea of ​​​​a cargo minibus based on the Beetle he saw. Paul thought hard about the prospects and, having sketched out sketches, went straight to the chief director of the company with his proposal. He supported the idea - to restore Europe after the war, new forces and solutions were required.

A comfortable van with the function of transporting a large number of passengers was called a minibus. And two years later, the model was presented at an official event. This is how the Volkswagen Transporter series was born. The first generation was a resounding success.

The progenitor of the T4 Caravel is the first Volkswagen Transporter models, the legacy of the Zhuk model.

In many ways, this was facilitated by an unusual expressive appearance, and constantly coming out supplemented modifications. As the director of the company Heinrich Nordhov himself said: "Like the Volkswagen Beetle, our car knows no compromises ...". In the first generation, the car was produced for as long as 25 years, numerous service vans were developed on its basis and passenger and camping versions were released.

Technical progress Volkswagen Transporter

In the entire history of the Volkswagen Transporter series, the car managed to see the whole world. In addition to the fact that most of the German cars were exported, production also grew. Already for the production of T1, a factory was opened in Brazil. From the second generation to this day, production continues in Argentina, Poland, South Africa and even in Russia.

Increasing payload capacity and functionality has always been a top priority for Volkswagen. Modifications grew, and with them the technical improvement of vans. Since the late sixties, Volkswagen received a dual-circuit brake system, and a little later it acquired disc brakes. In 1972, a three-speed automatic transmission appeared on the machines. In many ways, rapid re-equipment can be associated with the highest competition in the segment of small-tonnage cars, where for a long time it was one of the most massive.

The 80s updated the car in terms of electronic systems. Power windows, central locking, ABS system, windscreen wipers and headlight washers, interior heating appeared. Diesel engines were installed alongside gasoline engines. Diesel versions were marked with the letter "D" in the name.

In 1979, the release of the T3 officially began, which largely determined the further development of the Volkswagen Transporter. And in 1981 there were a number of changes, both in the names of the cars and in the configurations. It was during this period that the first Caravelle came out - velor upholstery, multi-colored body, fabrics in the cabin, in a word, luxury. In general, I must say there were two luxurious modifications: the second was called Bus. Details of the vehicle configuration can be viewed on the video review:

Bus was produced from the very beginning of the third generation. The design included chrome rims, bumpers, swing glass, passenger air duct and armrests. With the advent of the Caravel, the name Bus ceased to be in use. Now everything that went beyond the basic set bore a new, light and elegant name - Caravel.

Separately, a business version of the Caravelle Carat was produced with a lowered suspension, wide tires, and alloy wheels. In the cabin there was a table with lighting for reading and working, there was also multimedia of that time - a radio with an audio cassette playback function. The seats in the car were single and had armrests, electric lifts and power steering included as standard.

Fantastic Four"

With such an impressive baggage, the Caravel set out on a free voyage. In the course of production, the equipment became more modern. In 1990, the release of the fourth generation started, and at the same time the T4 Caravelle. The first difference between all the “fours” is the location of the engine relative to the body.

Prior to this, the “heart” of the car was at the back, but now the engine has taken its place in the front. Cars were produced both with front-wheel drive and with all-wheel drive. The main difference between the updated Caravelle and the basic Transporter was panoramic glazing. Although in terms of sophistication of design, cars have diverged a lot for a long time. Be that as it may, it was this generation that was waiting for the greatest success.

Specifications T4 Caravel

T4 Caravelle were produced for fifteen years - a considerable period by automotive standards. Continuing the tradition of minibuses for every taste, the car was supplied with a dozen different engines. The simplest of them were 1.9-liter engines. Petrol engines had a diesel understudy.

T4 Caravel: comfort first.

Their power was only 68 hp with a maximum torque of 140 Nm starting from 2000 rpm. The indicator is not bad and very economical - 8 liters of fuel per 100 kilometers. Then the line went up: 78, 88,102,110,115 and 140, 150 hp. The only 204 hp model. was gasoline (AI-95). Among its characteristics are:

• V6 engine with four valves and a displacement of 2.8 liters;
• High fuel consumption - from 13 liters;
• Acceleration to 100 km in 12.4 seconds, maximum speed - 194 km / h;
• Torque 245 Nm at 2500 rpm;

Most models were equipped with a manual transmission, but the 204 hp versions, the 2.8-liter (140 hp) and 2.5-liter (115 hp) gasoline engines were also supplied with an automatic transmission. The car was produced in two versions: short base (4789 mm) and long base (5189 mm). But at the same time, the trunk volume on both versions is the same - 540 liters. Permissible weight varies from 1800 to 2800 kg.

According to the characteristics of the VW Caravelle T4, it is a typical 4-door minivan that can carry up to 7 people. In 1996, six years after the start of production of the car, restyling touched. Outwardly, the front of the Caravel has changed: the “nose” has stretched and rounded, the design of the bumper has changed (fog lights were installed in it), the headlights have changed shape. Salon Caravelle T4 received brand new comfortable seats, a weighty steering wheel, tachograph, immobilizer, rear wiper and automatic air conditioning.

As mentioned above, disc brakes are installed on cars, sometimes in combination with drum brakes. Ground clearance of 150 mm is ideal for the city and, at the same time, has a small margin for emergency situations. The car has not been produced since 2005, for Russian drivers this is rather a plus - used copies are much cheaper than new products. The average price of cars is about 500 thousand rubles.

T4 Caravel is equipped with everything you need to relax: tables, boxes for things, a radio tape recorder, comfortable wide chairs.

T4 Caravel: owner reviews

Maxim, Moscow, driving experience 10 years

Second Volkswagen. The last was the base Transporter. Caravel brought this T4 car from Germany, with a mileage of just over 100 thousand kilometers. The difference from the "cheap version" is felt precisely at the level of comfort. This is a high seating position, and a pleasant trim, an abundance of glass - the car is light and comfortable. I disagree with the reviews

Was born in 1950. Its basis was the Volkswagen Käfer (aka Beetle), so this van had a rather low-power air-cooled boxer engine - the one that was on the Beetle. The van has achieved unprecedented success, for several reasons. It was a simple but relatively reliable car, and it was quite inexpensive. Moreover, he had practically no competitors in his class.

Of course, success had to be consolidated, so in 1967 he got on the conveyors of factories. It retained many of the design features of its predecessor, but it was already possible to ride it, and even against the wind, which the T1 stubbornly did not want to do, especially with a 38 hp motor. With. On second-generation vans, dual-circuit brakes appeared (after 1970, the front brakes even became disc brakes), and a three-speed "automatic" as an option, and a line of more powerful engines. These buses lasted on assembly lines until 1979, after which they were replaced by a new, third series, but in Brazil they were produced right up to 2013.

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In the photo: Volkswagen Käfer, Volkswagen T1 and Volkswagen T2

Volkswagen T3 was the last Transporter with a rear engine and rear wheel drive. Already at the time of the launch of production, it seemed outdated - it was impossible to meet such a layout among competitors. But, apparently, the designers of the Transporters rested on their laurels so sweetly that they did not notice how serious battles for a place under the sun had already begun in the segment. By the 80s of the last century, the Transporter was no longer the only representative of the class in Europe, and even in the world and even more so. For the sake of justice, we note that there was a lot of new things in the T3, after all, this is the first Transporter that was not built on the basis of the previous generation. Despite the fact that in many countries T3 was accepted a little cooler than its manufacturers wanted, it stood on the assembly line for a long time: from 1979 to 1992. All this time, the German genius has struggled with the task of driving sales of this van. Therefore, in the 80s, the Volkswagen T3 became the leader in terms of the possibility of installing additional options. There were electric windows, and a radio, and a radio, and a central lock, and a tachometer, and alloy wheels, and electric mirrors, and ABS, and even all-wheel drive on the Syncro model.

Simultaneously with the design of the "buns" for the T3, the specialists designed a new van with front-wheel drive, front-engine, more modern and promising. Just such a Transporter - unlike all the previous ones - was the Volkswagen T4. It was developed in the 80s, got on the conveyor in 1990. That is, the T4 became the last "old school" Conveyor - in the T4 diesel engine there are no capricious pump injectors and direct injection, its electrics do not burn out at the first opportunity, and the chassis ... But more on that later.

She passed like a caravel...

Volkswagen T4 was produced in six different versions - from the Panel Van utility van to the Westfalia camper. We will ride on Caravelle, a variant of a comfortable minibus. There is almost nothing to look at from the outside - in German seasoned and even a little boring bus. Of course, compared to the T3, this Transporter has become more modern, it is strikingly different from previous generations. Today, however, its appearance seems old-school, but commercial vehicles are allowed to lag behind fashion a little. We will assume that the classics do not get old, and we will try to sit on one of the passenger seats in the cabin. The door slides back to give access to the interior. You can simply sit on the front row of passenger seats, and in order to get back, you will have to tilt the far right seat of the front row. This is easy to do, and the passage that has opened is certainly more convenient than the one by which Moses dragged his people along the bottom of the sea.

Despite the venerable age (the year of manufacture of our T4 is 2003, this is one of the last T4), upholstery, panels, plastic - everything looks pretty decent. Maybe the car was kept in a garage? No, it is operated regularly, the mileage is already almost 290 thousand kilometers. In the cabin, it immediately becomes clear that the designers took the time to think about the comfort of passengers. On the side pillar there is a climate control unit in the passenger compartment, and above each seat there is a personal adjustment of the airflow direction. There are six seats in total, which means there are also six adjustments. Well, being a passenger in this car should be a pleasure. If there is a need to transport bulky cargo, the seats can be folded. In this case, they form a flat floor, and the back door can be used for loading. Now it's time to move behind the wheel.

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Driving a Volkswagen T4

The T4 driver's workplace is made in the best traditions of the Volkswagen of the 90s. The balance of modesty, functionality and quality has reached its perfection here, although there is still a slight bias towards modesty. The combination of partings is deeply recessed, the sun almost does not blind it. There are only four instruments: a tachometer, a speedometer, fuel gauges and coolant temperature gauges. On the dial of the tachometer, an electronic clock is hidden from view, on the speedometer, an odometer is hidden from the curious. The central part of the combination is occupied by the on-board computer screen.

But the rest of the buttons and knobs deserve a separate story. Of course, there are power windows, and air conditioning, and heated windshield, and electric mirrors - everything that is required for convenient operation of the car. But the main merit of all the adjustments and drives of these electrical things is that since 2003 they have not burned out, fallen off or closed. Everything works as it should be for the “German” of that wonderful time, when it was still the standard of quality and reliability.

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This can be partly explained by the lack of excess electronics. Take at least the temperature control in the cabin. Well, why should we poke a finger at a button, setting an incomprehensible 21.5 ° C? You can turn the knob and set a comfortable temperature with an almost eternal knob, without the help of any potentially “buggy” electronics and without this excessive accuracy. I suspect that stones can now fly at me: a retrograde, a conservative and an opponent of progress. It is possible, but in the Transporter T4 everything has been working for the second decade, but in the T5 such magnificence is not observed: there are just buttons there, but there is much less reliability in it. The developers clearly did not intend to "carry air" in the minibus. All space that can be at least somehow used has its purpose. Even the compartment next to the speaker in the door has its own organization and a lid with a lock - it is convenient to carry documents there. Any small things can be decomposed into pockets, compartments, cells and other places intended for this.

The heavily battered steering wheel looks a bit strange: all handles and elements have practically no signs of wear, and the steering wheel is worn out, like the steering wheel of a pirate brig. But this is most likely a price to pay for its expensive appearance: it would be just a piece of plastic, it would look newer, but cheaper. It is unlikely that in Germany they thought that their commercial vehicles would drive in Russia for 13-15 years and please their owners for so long.

Turning the key wakes up the 2.5-liter turbodiesel. We turn on the first speed, press the gas pedal, and the "herd" of one hundred and two "horses" very cheerfully accelerates the minibus. On these machines, you can find different units, the weakest of which is a 60-horsepower atmospheric diesel engine with a volume of 1.9 liters. The Transporter can move with it, but it drives with difficulty. Our engine is quite enough to not only drive, but also actively rebuild, overtake, even openly dare in the stream.

You drive the car with pleasure: the dimensions are visible, the steering wheel is informative, the brakes are gentle, but not wadded, it is easy to dose the force, and if you wish, you can also print the passenger with your nose into the panel. You can “goofy”, or you can roll up the “goat’s leg” and play like an old grandfather carrying seedlings of tomatoes to the dacha. The most interesting thing is that it will be good either way, the Transporter is ready for any driver. The running gear showed itself very well: there are not even rolls in the corners, although they entered them at such a speed that they regretted the lack of lateral support on the seats. I am glad that a normal person will not do this on a bus, but we just indulged, we are forgiven - a test drive after all. Another important element of urban travel is parking (damn it). Finding a place to stop a minibus is, of course, not an easy task (at least in St. Petersburg), but if a place is found, you can rub yourself into it like on the Oka. The turning radius is very small, so with at least a slightly developed eye, it is not difficult to squeeze into the coveted patch of space. The only ergonomic miscalculation can be called the position of the parking brake lever. It is hidden below, almost close to the driver's seat. The car was clearly not made for those who like to “drift” on the front-wheel drive, and this may even be a good thing.

You need such a Transporter yourself!

And yet, for the sake of interest: what broke down in this car in 13 years and almost three hundred thousand mileage? Attention, now there will be a breakdown of the covers and a rupture of patterns. Part of his Russian life, our T4 lived as a homeless child. No one followed him, it even happened that the oil was changed after 20 thousand runs. And this is on a turbodiesel engine! It would seem that after such a car it is easier to shoot than to cure. But no, Volkswagen heroically passed the test. Therefore, everything that had to be replaced during this period can be listed on the fingers of one hand.

As we have said, the motor was lucky. Until now, he did not require intervention, according to the owner, he does not eat oil, according to his own observations, he does not smoke, he pulls well, he works smoothly. In cold weather, as befits a diesel engine, it can show character. It’s not that it doesn’t start at all, but starting becomes difficult: on the second or third attempt after 10-15 seconds of starter operation, all this is at temperatures below 20 ° C. It is better to take the battery with you at night under the covers (although the question here is more about the battery, and not about the internal combustion engine), and in the morning prepare some kind of aerosol from the “Quick Start” category. By the way, it is easy to use, the air intake is placed on the hood cover, you can splash right there. Since the current owner of the car is a rare technical perfectionist (by his own definition), the fuel equipment underwent a complete inspection last winter. The masters, having disassembled the injection pump and removed the nozzles, came to the conclusion that all this had been done in vain, and no repairs were required. They put everything back together and sent the Volkswagen to run on the roads further. There was only one “serious” breakdown - the pedal assembly was worn out, and a crack appeared on the clutch master cylinder. The new original cylinder cost seven thousand, although you could buy this part of the now popular Chinese brand Noname for three thousand. By the way, the brake fluid reservoir itself is the only one for the brakes themselves and the clutch drive, so if the “brake” level for any reason tends to zero, then the clutch will first disappear, and only then the brakes.

the laws of chemistry are stronger. Therefore, the condition of the body is the first thing to evaluate if you suddenly have a desire to buy a T4. First of all, by the way, thresholds rot.

The endurance of this minibus is partly due to its design, which was not "spoiled" by the technically complex solutions used in later models. Yes, and maintainability is better here, and the cost of "consumables" compared to many more modern "Germans" is more than modest. The owner of the T4 says that this car forgives a lot. This Transporter had to ride both with the timing belt incorrectly installed by the crooked hands (they made a mistake by a tooth), and with oil, which was already in its third term, and in general it was not much spoiled with care. Moreover, the current owner knows this for sure, a lot happened before his eyes. And the Volkswagen keeps going. I wonder how much more he is able to run if now he is loved, taken care of and called "Corporal Zbruev's favorite car"? I'd bet a million. Not rubles, of course, kilometers.

Detailed photo report.
The ACV engine was installed on the following vehicles: VW Transporter T4 (70), VW Transporter T4 (7D).

Injection systems, ignition
(Injector, ignition system)

Repair and operation of VW T4 Transporter / Caravelle since 1990 (rus.) Management. 88 Mb

Volkswagen T4 Caravelle / Transporter / Multivan from 09/1990, petrol/diesel. Repair and maintenance (rus.) The book contains information necessary for the repair of all components and assemblies of the car: engine, fuel system, exhaust gas system, clutch, gearbox, steering, brake system, tires and tyres, bodywork, electrical equipment, accessories. Recommendations for car care are given. The manuals are intended for professionals and motorists and include more than 400 illustrations, fault tables, color wiring diagrams. Petrol engines: 2.0 l / 62 kW (84 hp), from 9/90 2.5 l / 81 kW (110 hp), 12/90 - 7/96 2.5 l / 85 kW (115 hp) from 8/96 2.8 l / 103 kW (140 hp) from 1/96 - 5/00 2.8 l / 150 kW (204 hp) , from 5/00 Diesel engines: 1.9 l / 45 kW (60 hp), 9/90 - 7/96 1.9 l / 50 kW (68 hp), from 10/92 2 .4 l / 55 kW (75 hp), from 4/97 2.4 l / 57 kW (78 hp), 9/90 - 3/97 2.5 l / 65 kW (88 l .s.), from 4/98 2.5 l / 75 kW (102 hp), from 8/95 2.5 l / 111 kW (150 hp), from 4/98. 350 pages. 72 MB.

In August 1990, Volkswagen launched the brand new Transporter T4 family. Unlike the rear-engined predecessors T2 and T3 of the wagon layout, the new Transporter received a cabover layout with a front transverse in-line engine from the VW Passat and Audi 80/100 passenger cars.

Thus, Volkswagen immediately made a breakthrough in the segment of light commercial vehicles, offering to the market instead of the popular, but obsolete rear-engined T3 model, a whole family of models that were more advanced than competitors (for example, Cx = 0.36 was the best indicator in the class) and with more familiar to the market layout that meets the realities of the 90s.

Volkswagen Caravelle T4 (1996)

Dashboard Volkswagen Caravelle T4 (1996)

Volkswagen Transporter T4 (1990)

The T4 family included chassis with a base length of 2.92 and 3.32 m; vans with a volume of 5.4 and 6.3 m 3 (with a high roof - up to 7.8 m 3), three options for carrying capacity of 800, 1000 and 1200 kg and an extensive range of gasoline and diesel engines. The transition to low-frame chassis made it possible to produce versions that were not previously provided for by the type of the Transporter family, for example, a chassis with a cab for mounting various special bodies. The level of passive safety has qualitatively increased: after all, with a semi-bonnet layout, the driver's and front passengers' seats are placed behind the front axle, and therefore the main impact energy is damped by deformable zones in the engine compartment. Large doors with integrated reinforcements and advanced A-pillars provide reliable protection against side impacts and rollovers.

The design and ergonomics of the instrument panel were also qualitatively different from the primitive T3 dashboard. From the point of view of ergonomics of the driver's seat, this model is still one of the best in the class and is almost instantly addictive. Visibility from the driver's seat is especially good. The purpose of all switches and levers is intuitive. At the same time, the power rack and pinion steering was initially installed only on the most powerful and high-speed versions for a surcharge. Front-wheel drive and a well-thought-out design of independent suspension of all wheels (rear - compact type) provide good stability when driving on highways and good cross-country ability on slippery and snowy roads with a small load (which rear-wheel drive counterparts like our Gazelle or Ford Transit cannot provide) . But the car is still not perfect - in the corners the minibus and van roll quite a lot, but flatbed trucks are less prone to this due to the lower height of the center of gravity. Thanks to galvanized body panels and special treatment of hidden cavities with hot wax, a six-year warranty against through corrosion is installed on the body (cabin).

The luxury passenger version of the Caravelle can be fitted with velor or leather-trimmed seats equipped with headrests. The spacious interior allows you to relatively freely move around it even on the move. Depending on the length of the wheelbase and the layout of the 8-seat interior, the boot volume varies from 540 to 1320 liters. However, multi-seat (up to 15 people) versions of the Multivan are not so convenient for passengers due to the small distance between the rows of seats, which is inconvenient for tall passengers. On vans and passenger-and-freight versions of Kombi, the rear door is double-winged, and on minibuses - lifting with gas shock absorbers. The thoughtfulness of the design is also evidenced by such a fact as the lighting of the entrance step of the sliding door. The equipment of passenger versions is close to passenger models, for example, there is a central locking of door locks. On the passenger-and-freight Kombi, dismantling the seats is not difficult, but the seats themselves are so massive that you often don’t want to perform such an operation. Since June 1994, all versions of the Caravelle, vans and Transporter Kombi have been equipped with two frontal airbags, but ABS has always been an option. In 1996, the passenger Caravelle and Multuvan were upgraded. In addition to restyling, these versions received a more comfortable interior with new upholstery and power accessories, and, on request, a Climatronic climate control system with separate microclimate control for front and rear passengers.

Various tourist campers and caravans were often installed on the T4 chassis. Sometimes such versions are found in our market.

A 2.0-liter “four” (AAC) or a 2.5-liter “five” (AAF) was installed on the Volkswagen Transporter / Caravelle T4, and not too powerful and high-torque, but noisy and vibration-loaded atmospheric diesel engines were installed on the utilitarian Transporter: 1, 9-liter "four" (1X) and 2.4-liter "five" (AAB). In addition to the standard 5-speed manual gearbox, since August 1991, a 4-speed "automatic" was also installed on the Caravelle with the "five" by order.

After 1991, the capacity of heating and ventilation systems was significantly increased. For those who need to drive a lot on slippery roads, we recommend that you pay attention to the all-wheel drive version of Syncro, produced since 1991 (a truck with such a transmission did not appear until August 1992). This model is not intended for real off-road, and it must be borne in mind that the automatic connection of the rear axle through the center viscous coupling does not differ in efficiency (the first generation system), and even with intensive use it quickly fails.

Since 1985, a 2.5-liter direct injection turbodiesel (ACV) from the Audi A6 has been installed on the T4. In 1996, a powerful 2.8-liter VR6 (AES) appeared, with which dynamic performance reached the level of prestigious passenger models. To accommodate such a large power unit, the engine compartment and hood of the Caravelle had to be extended by 110 mm. In the American market, the Eurovan VR6 with a 4-speed "automatic" was especially popular, although there were also configurations with a 5-speed manual gearbox. The most preferable for T4 is a turbodiesel, since only it provides an acceptable fuel consumption of 8.5 l / 100 km versus 10-11 liters per hundred for gasoline engines. With a full load of 1200 kg, it is, of course, ridiculous to demand any dynamic qualities from a van. The final drive number can vary: 4.94 for 4-cylinder models and 4.61 for 5-cylinder.

Reliability T4 sometimes plays a cruel joke with this model - most of the problems during operation arise due to illiterate operation and untimely maintenance. If the timing belt is not replaced in time, if it breaks, it is fraught with a major engine repair. Vehicles built after 1996 feature improved engine attachment reliability, and the prestigious Caravelle has been restyled with a redesigned front end with beveled headlights, a new hood and body-coloured bumpers. Thanks to the upgraded suspension with a negative break-in shoulder, handling has been significantly improved. The suspension as a whole copes well with our roads, although over time the suspension arms begin to rattle at the joints, which also leads to wear on the CV joints.

In 2004, the T4 model gave way to the more modern T5.

Country of origin Germany, Austria, etc.

Manufacturer Volkswagen AG

Carrying body with reinforced base

Platform designation (factory index) T4 - 70XA/70XB/70XC-type

Body type van/ minibus/ pickup truck/ truck chassis

Number of doors 2/ 4

Number of seats from 3 to 9

Drive type front or automatic all-wheel drive, front transverse engine

Suspension design

front independent on double wishbones and longitudinal torsion bars

rear independent spring on diagonal levers

Overall dimensions, mm

standard version 4707x1840x1940

long base version 5107x1840x1940

long wheelbase with high roof 5107x1840x2430

standard version 4789x1840x1920

long base version 5189x1840x1920

Wheel base, mm

standard version 2920

long wheelbase version 3320

Clearance, mm 150

Luggage compartment volume (van), l

standard version 5.4 m 3

long wheelbase version 6.3 m 3

long base with high roof 7.8 m 3

Caravelle 540/1320

Curb weight, kg from 1780 to 2465

Load capacity, kg

standard version 800

long wheelbase version 1000

long wheelbase with high roof 1200

Transmission 5-speed manual or 4-speed automatic

Tires 205/65 R15

Production timeline August 1990 rear-wheel drive Transporter/ Caravelle discontinued, new T4 Transporter/ Caravelle model

July 1992 End of production of all-wheel drive Transporter/ Caravelle Syncro T2

August 1991 Syncro all-wheel drive versions, optional 4-speed automatic transmission (Caravelle), retrofit (ventilation and heating)

January 1994 new 2.0L engine

August 1995 new 2.5L direct injection turbodiesel

February 1996 new 2.8L VR6 engine

autumn 1996 modernization, restyling (Caravelle and Multivan), new engines

2000 modernization

spring 2003 premiere of new generation Transporter/ Multivan T5

summer 2004 new generation Caravelle

Modification Engine type/number of valves* Displacement Power, hp Maximum torque, N m Maximum speed, km/h Acceleration to 100 km/h, s Fuel consumption, 90 km/h/Hz

Transporter 2.0 BV/ 4R/ 8 1968 84 159 144 20.5 8.9/11.7

Transporter 2.5 BV/ 5R/ 10 2461 115 200 164 15.6 9.5/13.4

Caravelle 2.8 VR6 BV/ VR6/ 12 2792 140 240 174 12.8 11.6/17.9

Caravelle 2.8 VR6 BV/ VR6/ 24 2792 204 265 194 11.5 13.8/19.6

Transporter 1.9 D L/ 4R/ 8 1896 60 135 132 23.8 6.5/8.9