Volkswagen Transporter T32 SWB Electric 100KW 65KWH Commerce PRO Van Auto

Ten Second Review

Volkswagen finally brings us a core van model as an EV - with more than a little help from Ford. The e-Transporter is a thoroughly well engineered mid-sized electric model. But is it different enough from its E-Transit Custom clone? And is it worth its premium over other EV rivals in this segment? Let's take a closer look.

Background

These days, we often think of Volkswagen as a cutting-edge electric vehicle maker. But not when it comes to vans. Yes, we've had the minority interest ID.Buzz Cargo model since 2023. But it seems astonishing that we were a quarter of the way through this century before Wolfsburg finally bought us a full-electric version of one of its three core van models. In some ways, you can argue that it still hasn't. The e-Transporter we look at here was actually engineered by Ford and is built at Ford's plant in Kocaeli, Turkey alongside its clone, the E-Transit Custom. A model we've previously told you is class-leading. So where does that leave this Volkswagen? Let's take a closer look.

Engines and Tech Spec

Volkswagen also offers this seventh generation transporter as a PHEV. If a full-EV it has to be though, only the e-Transporter will satisfy you. There are three versions of this full-electric model, offering either 136PS, 218PS or even 286PS. All use a single electric motor to drive the rear wheels (though a dual motor AWD model will follow at a later date); and all are powered by a 64kWh battery that should give you around 200 miles of range from a full charge. As you'd expect, the EV version is very quiet at a cruise. What was more surprising for us is that the diesel variant was too, something you'll notice immediately if you're trading up from the previous generation model, especially if the model you're driving has the optional sound-insulating glass. Several driving modes are offered; most of the time, you'll be in the 'Normal' setting. There's also a 'Tow' setting for when pulling a trailer; and an 'Eco' mode to conserve energy. The most urgent 'Sport' setting obviously helps performance but of course harms battery range. Volkswagen reckons this could rise to as much as 270 miles in urban travel, where it's possible for a B transmission mode to be selected to increase regenerative braking. Given that it was mainly developed by Ford, you'd hope that this seventh generation Transporter might feel a little more involving to drive than its predecessors - and it does. There's less body roll and more traction through the corners, though the improvements are dulled a little by quite a light steering rack - though obviously you'll appreciate that around town. It's ride quality though that might really sell you this van; we've not driven a mid-sized model that handles poor urban surfaces better. Get out of this VW and then try one of the competing Stellantis EV models and you'll notice an improvement. One drawback of the electrified Transporter models lies with a lower braked towing weight - which has been increased on the diesel version up to 2.8 tonnes but is limited to 2.3-tonnes with this EV.

Design and Build

Apart from the badging, there aren't many visual differences between this electric transporter and the diesel version. This is apparently 'a new interpretation' of what a Transporter should look like; at least it's more than just a re-badged E-Transit Custom - which is all this model is in the cargo bay and beneath the bodywork. Volkswagen of course is keen to emphasise the design cues that differentiate this T7 body shape, many of them referencing previous Transporter models. The so-called 'Bulli line', which separates the upper and lower portions of the body, draws from the T1; the shape of the front grille was influenced by the T5; and the headlamps reference the most recent T6. As with the diesel panel van version, there are two body lengths (5,050mm and 5,450mm) and two roof heights (just under 2m and just under 2.5m). And on the PHEV and EV versions, the charging port is under the right headlamp. There's a very different and much more car-like ambience inside this seventh generation Transporter, courtesy of quite a standard-fit screen fest - a 12-inch fully-digital instrument panel and a 13-inch central touchscreen (both re-skinned versions of displays that appear in the equivalent Ford). Volkswagen has used its own fonts and graphics - and scattered a few of its own physical controls around the fascia for differentiation. As with the E-Transit Custom, there's an impressively flat cabin floor and the choice of two or three-seat formats. And, also as with the Ford, you can opt for a panel van 'plus' version with an L-shaped bulkhead that offers second row seating without too much of an impact on rear cargo space. Small detail cab enhancements include the replacement of the traditional handbrake lever by a dashboard switch. And the gear selector is located on the steering column, which frees up space for a larger central storage cubby. There are more (and more powerful) USB ports dotted around the cabin, with the option of 230V (400-watt) sockets for energising things like power tools. A 2.3kW inverter can be added too.

Market and Model

At the time of this review in summer 2025, this BEV electric model cost from around £47,000, including VAT but after deduction of the government's £5,000 Plug-in Van Grant. This battery-powered model comes for panel van customers either in 'Commerce Plus' or 'Commerce Pro' forms. With a choice of short or long wheelbase body styles. And two gross vehicle weight options, T32 and T34. There's also a Kombi version with a second seating row. And in future, the range will expand to include high roof and double cab chassis models, as well as a Shuttle minibus. When it comes to standard equipment levels, Volkswagen hasn't always been particularly generous to Transporter customers, but could hardly continue that policy at the prices being asked here. Base 'Commerce Plus' spec includes some useful things - an alarm system, front parking sensors, a rear view camera, a leatherette steering wheel cover, mud flaps, a steel spare wheel and body-coloured exterior finishing. As well as the features that all Transporters now get; LED headlights with high beam control, cruise control with a predictive speed limiter, rear parking sensors, two LED lights in the cargo bay. In the cab, there's a 12-inch digital driver's display, air conditioning and a 6-way adjustable driver's seat with armrest. Plus you get a load-through bulkhead and a folding table that pulls out from the middle seat. Media connectivity's taken care of by a 13-inch touchscreen infotainment display with 'Wireless App Connect' smartphone-mirroring and a 5G modem. All EV models get a heat pump too and both EV and PHEV variants come with an electric auxiliary heater. Is it worth stretching to top 'Commerce Pro' trim? Possibly. This further adds 16-inch 'Montreal' silver alloy wheels, power-folding mirrors, a heated heat-reflecting laminated windscreen, heated seats, a wireless 'phone charger and adaptive cruise control - plus a package of extra camera drive assist features to add to the standard tally, which includes Front collision warning with braking, Lane assist and Dynamic road sign display.

Practicalities and Costs

The e-Transporter has no capacity downsides over the diesel model. With a normal wheelbase and a standard roof height, capacity is rated at 5.8m3. Thanks to the long 3,100mm wheelbase, there's a maximum load length of 2,602mm and to better accommodate Euro pallets, the width between the wheel housings is a generous 1,392mm. If you decide you need the long wheelbase version, storage volume increases to 6.8m3, courtesy of a maximum load length of 3,002mm. You'll lose around 200kg of payload weight compared to the diesel version; with this EV, that varies between 785-817kg. And this EV van can tow up to 2.3-tonnes. Enough with loading practicalities; what about running costs? As we told you in our 'Driving' section, the e-Transporter offers a 64kWh usable-capacity battery which, with the base 136PS motor, is capable of up to 209 miles between charges. Inevitably, that drops a bit with the two more powerful motor options; the top 285PS version can only manage 163 miles between charges. The e-Transporter's 64kWh battery charges at up to 125kW. Charging takes just under 8 hours from an 11kW source, while DC public charging can take the battery from 15 to 80% capacity (so from around 35 miles of range to around 190 miles of range) in just under 40 minutes. The charge profile has been designed to 'frontload' the energy, which allows the 125kW fast charge to add 23 miles of range in just 5 minutes for quick top-ups. Better still, the 'one pedal' brake regen driving system can keep the battery topped up as you journey on.

Summary

This is an uncommonly well engineered electric mid-sized van. But as we said of its E-Transit Custom clone, it seems strange that it should be so far ahead of its rivals in so many ways, yet is no better than them in the one area company customers will so much prioritise; driving range. And that might be an issue, given that there are cheaper (if less sophisticated) options in the segment. Still, in driving, using and owning an e-Transporter, you will frequently be reminded where the extra money has been spent. Particularly when it comes to refinement, ride and drive dynamics. Compared to the equivalent Ford, you get a slightly nicer cab and maybe slightly better residuals. And a dealer network that really understands the needs of commercial users. It was a long time coming, this mainstream model Volkswagen EV van. But you may feel it was worth the wait.