Volkswagen T7 Transporter Review 2025: Price, specs & load capacity

When Volkswagen revealed the seventh generation of the Volkswagen Transporter at the IAA Commercial Vehicle Show in Hannover in 2024, it met with some controversy. 

As the first medium van to emerge from the German brand’s collaboration with Ford, Volkswagen traditionalists were wary – after all, Volkswagen has always been a standalone competitor in the van market, with a reputation for quality and a unique brand identity. 

In today’s new vehicle market, though, things aren’t quite so simple, and with the need to develop new electric, plug-in hybrid and internal combustion architectures, the only way forward is economies of scale. It’s not the first time Ford and VW have collaborated, either – in the 1990s, the Ford Galaxy and VW Sharan launched a joint assault on the MPV market, and not without success. The latest Volkswagen Transporter shares most of its architecture with the Ford Transit Custom – Britain’s best-selling van. 

It's an achievement that’s as much on merit as it is on Ford’s ability to woo fleets – the Ford Transit Custom is arguably the very best van in its class, so does the latest Volkswagen Transporter have what it takes to match that? There seems to be no reason why not – although there is a little less choice than you get with Ford.

At launch, the Transporter will be offered in four formats – Panel Van, Kombi, Shuttle and Dropside. The panel van comes in two body lengths, as does the Kombi, which is essentially a double cab. The Shuttle is an eight- or nine-seater luxury minibus designed for professional transport businesses, while the Dropside is a double cab with a pick-up body unique to Volkswagen.

The dimensions are greater all round than the T6, other than the height, which shrinks to 1.98m to allow it to squeeze under car park barriers and into most domestic garages – a useful security boost for businesses. A high roof model, measuring 2.50m in height, is offered as an option.

It's longer than the previous model at 5.05m, with a 3.1m wheelbase, or 3.50m in long wheelbase format, while it is also neatly 13cm wider. As well as improvements to load space, this also has a positive impact on passenger space.

Styling-wise, Volkswagen has tried to differentiate the Transporter from the Transit by giving it a distinctive, rounded nose – a nod, it says, to the iconic VW Type 2 vans of old. It works better from some angles than others, but it certainly gives the Transporter a distinctive face that differentiates it from the Ford Transit Custom. 

From the windscreen backwards, though, it’s noticeably the same shape as the Ford Transit Custom – unsurprising, as the models were co-developed. Even the rear lamp lenses are the same on electric models, although – oddly – not on diesels, where the VW has a different light signature.

There are three choices of diesel engine and two electric models at launch, with a plug-in hybrid scheduled to join the range later on, which will use the same 2.5-litre petrol engine and motor as the Ford Transit PHEV. 

The 2.0-litre TDI diesel units have power outputs of 110PS, 150PS and 170PS, the two lower power outputs have a six-speed manual transmission, and the 170PS diesel has a Ford-developed eight-speed automatic transmission as standard. Each of the diesel variants is front-wheel drive. 

The electric models use a 65kWh battery pack and have a power output of either 165PS or 218PS and are rear-wheel drive. They’re surprisingly quick off the mark, with 430Nm of torque and offer up to 270 miles of range (WLTP).  

The payload for diesel models ranges from 851kg to 1,242kg, while the electric payload ranges from 767kg to 1,088kg. There’s a maximum braked trailer weight of up to 2,800kg (depending on model) for both diesel and electric versions.

Inside, the cabin now has a completely flat floor and a revised dash moulding that gives the middle seat passenger better legroom than in previous Transporters. Much of the layout will be familiar to anyone who has driven a Ford Transit Custom – notably the big door bins and dual glove boxes, but VW’s digital cockpit is bespoke and smartly laid-out, while the 13-inch touchscreen is clear and easy to operate.

Despite the concerns of hardcore VW fans, the new Transporter remains an appealing van – it’s well-proportioned, neatly packaged and great to drive – a very strong contender in the mid-sized van market.

In terms of its cabin layout, the Volkswagen Transporter is well thought-out, neatly styled and spacious, especially when it comes to passenger space and legroom. The flat floor also allows a walk-through option for the driver, minimising the risk of alighting into busy traffic. 

Overall quality feels good, with smart trim and dashboard plastics, though there are a couple of areas of plastic door trim that feel a bit flimsy and don’t inspire us with confidence for their long-term longevity. 

There are plenty of storage and cubby area options, and functional, chunky controls. The climate control settings can be fiddly when operated via the touch screen, but everything else is straightforward and intuitive.

A choice of USB-C, USB-A and 12v power sockets is welcome, as is an optional 230v three-pin plug socket to power items such as laptops and low-voltage power tools. Furthermore, the driver assistance systems can be controlled - and the lane-keeping function switched off quickly – via steering wheel buttons.

The Ford Transit Custom which shares the same platform as the VW is one of the best medium-sized vans there is to drive, with sharp steering and pleasingly dynamic, car-like handling. It’s no surprise, then, that the Volkswagen Transporter follows suit.

The dynamic behaviour is excellent for a van, with reassuring handling and sharp steering, while body roll is well-controlled and the ride quality as good as a well-damped saloon car – it’s one of the best vans on the market from a driver’s perspective be it laden or unladen, as with a load on board it’s assisted by a damper system that adapts to the van's payload and load distribution. It feels stable and secure, even at high speeds or on broken road surfaces. 

Even in its least powerful form, the 110PS diesel, the strong mid-range torque means it pulls well through the gears, while the 150PS model - expected to be the best-seller in the UK for the first few years of production, at least - is a brilliant van, with a smooth transmission and eager performance proving a good match for the chassis. The 170PS eight-speed automatic is a bit sharp pulling away from a standstill, but is a composed cruiser. 

Electric models are excellent – extremely nippy away from the mark, while, if anything, the rear-wheel-drive chassis is more predictable and composed than the front-wheel-drive diesels. Again, the ride quality is superb.

Refinement at speed is excellent, while it’s also impressively nimble around town, and all-round visibility is great. The mirrors are bigger and better than before, with usefully larger secondary blind-spot mirrors that give a much-improved view of the areas where you may encounter an errant cyclist or vulnerable pedestrian, for example. 

All come with rear parking sensors and those with rear-view cameras have a far better field of vision and sense of perspective than you’ll find on the Stellantis medium van range.

Fuel economy is reasonably good for all diesel variants - the 110PS delivers around 40mpg, and the 150PS and 170PS models at little less. Meanwhile, he electric models use a 65kWh battery pack and have a power output of either 165PS or 218PS Both offer up to 270 miles of range.

A plug-in hybrid model is set to follow in 2026 with a headline economy figure of 91.6mpg (WLTP), though this will be closer to 40mpg or so in real-world use. It has an electric range of up to 35 miles. 

The entry model is the SWB Commerce 110 TDI, which comes in at £38,520 including VAT. LWB models command at £1,020 premium, while it’s a £1,440 walk-up to the Commerce Plus. The Commerce Pro tops the range but is notably pricier at £4,080 over the entry-level models.