We’ve had numerous Vanagon posts here at CC over the past few years by other authors, and inevitably many of the comments (or even the text) will be utterly predictable: it’s so slow…underpowered…unreliable…couldn’t compete with American minivans…it’s so slow…underpowered... Ok; I get it. But you don’t. The T3 Vanagon was one of the most remarkable vehicles ever built, and has one of the most fanatical followings out there. Yes, it’s not perfect; but it has a number of qualities that are unique, which convincingly convey greatness upon it. And the all-wheel drive Syncro version takes it to a whole other level; to the very peak of automotive Valhalla. All Hail the Vanagon!
Where to start? With a box, obviously. But a really stellar box: Tall, straight, solid, rigid, superbly space efficient, and with nice big windows to boot. What better starting point from which to build the ultimate multipurpose vehicle. Despite being a good foot shorter than a contemporary Grand Caravan, the Vanagon was massively roomier inside.
Getting into the back of a Vanagon through its giant sliding door is more like walking into a genuine bus than clambering into a glorified station wagon. Let’s face it; American minivans have always been designed more for carrying kids in the back than full-size adults. The seats in the Vanagon are kitchen chair height, as well as very comfortable. No minivan has ever been able to seat three across in the back with anything approaching the room and comfort of the Vanagon’s back seat. Well, the Vanagon really wasn’t a minivan; it was a European full size van, the equivalent of our Econolines and such, despite being less than 180″ long.
Which of course explains why it made such a superb compact camper, in the form of the Westfalia conversion (or others). Nothing could touch it in terms its ability to accommodate two (or more in a pinch) in a vehicle that is also perfectly suitable as a daily driver. That’s a picture of CC reader Alistair somewhere in the back woods of British Columbia with his Syncro Westy. And if I was a bit younger and less spoiled by the space and bathroom of our Dodge Chinook, it’s what we’d be using for our backwoods haunts. How I lusted after one back in the day…
But the Vanagon isn’t just any old rectangular box; it’s superbly solid and rigid, in that old-school German way. Which makes it eminently suitable for a long life, in the right hands.
And which is of course the important first step in a well-suspended vehicle. The Vanagon is again unbeatable in that regard. Its independent suspension all-round has long spring travel but is well damped. Reviews of the Vanagon back in its day consistently raved about its stellar handling and ride, unlike any other van, full-sized one or minivan. A big American van might have a smooth ride on the freeway, but the Vanagon’s supple legs come into their own once the road turns, or turns rough, or one turns off the road completely.
Even the 2WD versions have exceptional traction, thanks to the rear engine. But the Syncros are in a league of their own. With their AWD system designed and built by Steyr-Puch, the Syncro happily plays where only Jeeps and such usually fear to tread.
Of course, the optional front differential locker (which this one seems to lack) is desirable in these extreme terrain situations, but then this isn’t exactly the kind of use most Vanagons will ever see. But it can take it…
As can its driver. One sits very tall in the high quality seats, has superb visibility, and one feels very much like at the helm of a bus. It’s all business here, with that big steering wheel and industrial-grade gear shift. Both were designed for the inevitable workout they receive at the hands of an engaged Vanagon driver. The steering is unassisted, but not really all that heavy, especially once the wheels start rolling just a bit. Consistent with the Vanagon’s seemingly infinite upgrade-ability, aftermarket power steering is available.
I had a chance to ride in one again just recently, and all my impressions formed in the past were reinforced: the solid body, the excellent ride, the superb view, the firm but comfortable seats, despite being thirty years old. Vanagon are now inevitably in the hands of its lovers; anyone who bought one naively decades ago and moaned about the performance or lack of power amenities or reliability and wished they’d bought a Caravan has long passed it on to more appreciative hands.
The result is that Vanagons today still command prices way beyond that of any old minivan. Westfalias and Syncros have a substantial premium, more so if it’s a Westy Syncro. This one with a Subaru six was being offered for $70k. More typical might be in the low-mid twenties and up, depending on equipment and condition. How much would a 1990 Grand Caravan AWD fetch?
Speaking of engines, that is obviously the Vanagon’s weakest link. The early air-cooled ones really were a bit overwhelmed by typical American conditions and expectations, although one can certainly build up an air cooled VW engine to make them less pokey. And the Wasserboxer liquid cooled engine is known to have certain weaknesses, which can be mitigated considerably with the right maintenance as well as improvements.
But the increasingly popular solution is to re-engine the Vanagon, and the options are extensive. All manner of power plants have found their way in one, but the three most common and logical choices have boiled down to the VW inline four, either in gas or diesel versions, and the Subaru flat four. The VW inline gas engine is the easiest swap by far, but its power curve is not ideal, especially for a Syncro. A TDI four is substantially more complicated because of its electronic engine controls and other aspects, but is very sought after for those looking for maximum efficiency, as well as a fat torque curve.
The 2.5 L Subaru has become very popular, because it fits under the stock engine lid and has such a significant boost in torque and power, as well as being a rugged engine, generally. And it just looks like it was meant to be there.
I could go on and on about the Vanagon, which is a bit odd, since I’ve never owned one. My brother has had one for many years, one of the rare one-year US diesels, which he’s upgraded to a turbo diesel and to run on veggie oil. We covered that here. And when the time came to actually buy a minivan in 1992, the Vanagon was not a realistic option, and not just because it was out of production. We needed a mommy-mobile, and a used Vanagon wasn’t going to cut it with mommy on many levels. The idea of one being used to haul kids over the Santa Cruz Mountain summit on Hw 17 almost daily with an automatic and air conditioned Vanagon just didn’t sit (with mommy).
photo by Alistair
There was a point in my younger life where I imagined what my ultimate vehicle would be; one that had the least compromises and could do more things than any other: drive and handle well, be roomy enough so to able to live out of it, have four wheel drive, be long-lived, and have a turbo-diesel engine for good efficiency. It became my dream escape vehicle; the optimum device with which to drop out and roam and explore all corners of the world in a fantasy trip. And it turns out that VW made my dream vehicle, to a T, even if I didn’t pursue it just then.
My son’s scoutmaster toted a group of hyperactive younguns all over Texas in one of these. He bragged about it continually and it never seemed to break. That was a rarity (IMO) for any VW van. I think you could sell me on this vehicle if I had the money.
“inevitably many of the comments (or even the text) will be utterly predictable: it’s so slow…underpowered…unreliable…couldn’t compete with American minivans…it’s so slow…underpowered… Ok; I get it. But you don’t. The XXXXXXXX was one of the most remarkable vehicles ever built, and has one of the most fanatical followings out there. Yes, it’s not perfect; but it has a number of qualities that are unique, which convincingly convey greatness upon it.”
Are we allowed to use this argument against the author when he disagrees or dislikes the subject matter? 🙂
Besides trucks my father also drove smaller toys in the seventies, eighties and nineties. Two Volkswagens
(T2 gasoline and T3 diesel), two Mercedes vans and two Ford vans.
There was one that really stood out. It was, by far, the best van he ever drove.
And that was the Mercedes TN (built from 1977 to 1995). It was better built, more durable and more heavy-duty overall than any other van he drove in the past 40 years. It also had a 2.4 liter diesel engine with perfect gearing for towing jobs. (In the late seventies VW couldn’t offer a diesel at all)
It’s a cliché folks, but the Mercedes TN really was the van-counterpart of the W123 and W124 diesel. The VW T3 was a good workhorse, but it was outclassed by a fellow-German from 1977 onwards. It just did everything better. (there was also a 4×4 BTW)
These were great vans, but at least a class bigger (or two) than the Type 3. VW did make a front-engined LT to compete with these Mercedes: https://www.curbsideclassic.com/curbside-classics-european/curbside-classic-1990-vw-lt-4×4-westfalia-camper-the-vanagon-syncros-gnarly-big-brother-and-the-ultimate-niedermeyer-mobile/
The VW LT was somewhere inbetween the Mercedes TN/T1 and its bigger brother the Mercedes T2 (Picture: Mercedes…Heck, it’s a compact dump truck !!)
Anyway, when it comes to sheer “Teutonic virtues” both VW models were outclassed by the Mercedes models.
too bad nearly all MB trucks are so ugly – give me Syncro any day – I don’t want to drive anywhere in such an ugly-mobile, period. I’ve had my Syncro since 2005 – not a cheap ownership, by any means, but, I now have a mechanic who finds and fixes things with wild abandon – at a reasonable price, and works on a LOT of vanagons, and older VWs. when he retires, I may have to consider selling it, but I likely won’t be driving much at that point either…. 🙂
Doggone it, Paul – You have just about sold me on one of these. I can do a cheap one, since I need neither the Westy package nor the Synchro. But I like a good stiff structure, I like chair-high seats, I like manual transmissions, and I like durability. I even proved that I can do slow, with the right vehicle (like my 4 cylinder 96 Odyssey). I just wish the ones around here were not always that brown and beige two tone. 🙁
I am not sure you can use the words, “durability” and “VW Van” in the same sentence, JP.
That second clip shows up a lack of the drivers ability rather than the lack of a locking axle and in real off road conditions a Mitsubishi L300 van can always be called on for a tow, those really will go places Jeeps fear to tread unless extensively modified.
No doubt roomier and more capable than US vans but so are most things including the very expensive Benz mentioned above.
It all depends on the depreciation whether a vehicle is expensive (to buy).
As we say here, “the sun rises for free”.
Great article as always. The T3, especially the synchro, really is one cool van – which is probably why they’re still so darned expensive. There are just two aspects that have kept me from really wanting one so far: the thought of hitting something head-on without any crumple zone at all, and the fact that they always, always seem to rust at those vertical seams between the body panels. Well, and those high prices, of course.
My next-door neighbor actually has a Westfalia synchro; it’s pretty ratty though, and the thing is that most of the synchro parts have been taken off by a previous owner, so now it’s only a 2WD with high ground clearance. it has an aftermarket quad-headlight grille and brush guards though, so while not exactly pretty, it’s one impressive-looking little rig.
considering the Mercedes T1: those are pretty great. But size-wise, I’d say that they’re in a different league; great for camping, but a bit too big as a daily driver (alhough my aunt used hers that way for years).
Again concerning the Mercedes: those are pretty rare with 4WD, at least I’ve hardly ever seen one. But they could also be ordered with a limited-slip rear differential that was activated by pulling a knob between the front seats. My dad and me once test-drove one of those, and that was pretty impressive. We also test drove a Westfalia conversion (sold through MB dealers; they called it “James Cook” with decals to match). That was neat too, but a bit big on the outside and hideously expensive. My folks ended up buying a slightly-used 1991 Fiat Ducato 4WD Camper (4WD also by Steyr-Puch, incidentally). Size-wise, somewhere between the VW offerings and the Mercedes; quality-wise, well…
A lot of these Mercedes TN/T1 models from the eighties are still on the road, doing their daily jobs. Often driven by scrap metal dealers (or other “recyclers”), they mostly drive the single cabs with a flatbed. Single tires at the back, but sometimes with the heavy-duty rear axle with dual tires.
These vans and light trucks were basically fool- and abuse proof.
The VW T3 is a good commercial verhicle, no doubt. But it still is semi-hippie, happy campers, REM’s Shiny Happy People, the B52’s Love Shack, beer drinkers ‘n pot smokers, peace signs all over the van. Know what I mean ?
Really, if the going and towing got rough, you wanted the Merc.
(“Oh Lord, won’t you buy me….”, speaking of hippies)
Oh, I agree the Mercedes is a great van and very tough and durable. I can’t really compare it to the VW T3 in that regard, just because I have limited experience with the latter. I just think that from a practical standpoint, the VW is probably a better fit (if not by much) for most people. I guess where vehicular needs are concerned, most people are a bit closer to hippies and surfers than to scrap metal dealers:)
In the days of the VW T3 the scrap metal dealers drove Hanomag-Henschels (and the later Mercedes editions, I’m sure you remember them) and the hippies drove a, well…., VW T2
I guess….
It seems that some cars and trucks are predestined as they get older.
My experience with these is minimal, but I have to say the idea of a solidly built van has definite appeal. American vans seem inevitably to be rattletraps, sometimes even when new. One of my least-favorite elements of the custom big van thing was that however much you dress them up, the van never really let you forget that it was a big, relatively flimsy box on a platform frame.
If nothing else, the fortunes of the T3 do suggest the big gap between what consumers say they want when they look at vans, minivans and SUVs and what buyers actually want.
If you’re looking for a cheap chair-like seating AWD vehicle, find a Trooper or even more rare Acura SLX. I miss mine daily. Most comfortable car I’ve ever had.
Can I just admit something?
When these debuted, I thought the Vanagon name was so stupid, that I just refused to like them.
I was, what, 12? Youthful indiscretion. I still think Vanagon is the dumbest name ever, except for maybe Routan or Toaureg or how ever the hell you spell that. Geez, whoever comes up with names for VW should be fired. Or shot. Or fired and shot. But anyway, now I can admire the ridiculously named Vanagon on its own merits, and I judge it to be worthy of the VW Bus tradition.
I can trump that. Ford Freestyle. And God as my witness, I still OWN one. In 2005 it was the best 7 seat wagon I could find that got reasonable gas mileage. I’ve crawled in and out of Highlanders (barely made it), Traverses, Pacificas, and more since then, and only the Ford FLEX (gag on name again) trumps it for solid three row access. The new Explorer is pretty cramped by comparison.
It’s quite an experience to consciously buy a vehicle where you are embarrassed by the name.
Suzuki Sidekick… just sayin’.
You remind me of something that has been occurring to me this week. We all like to gripe about the tsunami of alpha-numeric model designations (240D, 740i, XR4Ti, etc) but the counter argument is the never ending stream of stupid model names from Volkswagen. Golf? It’s a game. I learned this week that Passat is german for trade winds. But the use of German names just doesn’t translate well here. There is no car using the Japanese name for trade wind. Kia does not offer a Pongyang. I don’t think VW ever did better with names than it did with Rabbit and Fox. Though why the Rabbit was bigger than the Fox is a good question. I guess there is something to be said for the alpha-numeric names after all.
Pretty often I see an emblem on the back of an old Volkswagen Golf with 2 rabbits mating. I guess these are the fuel injected models.
“Kia does not offer a Pongyang.”
But there is a Kia S(e)oul. 😉
When Toyota introduced their van here, they called it the Vanwagon. Not original at all.
great writeup on a cool vehicle. i’ve never been in one but i’d love to try it out. i’ve seen a couple of good examples living on the street of the east village in nyc:
this one is a beautiful synchro with round headlights:
http://www.flickr.com/photos/wooriegi/8015451166/in/set-72157610911117470
this one is a nice looking and well used westfalia:
http://www.flickr.com/photos/wooriegi/7052610561/in/set-72157610911117470
There is a cool factor to the camper. But, with my allergies, I’d have to buy a trailer with AC and a shower to even consider camping (if you can still call it camping). So, I’d have to pass on these as too slow, expensive, difficult parts and service, etc.
I love that van. Definitely a dream car of mine.
Paul,
Loved the piece, great stuff.
Yeah, what can I say, I love my syncro and it does what I want it to do. It is a daily driver and is a hobby. I admit it is not for everyone and that is a good thing too.
Durability? Of course it all depends on maintenance, and they are pretty straightforward to wok on, but my syncro has never left me stranded and it has about 360,000 km on it now.
Still have the 2.1 wassrboxer engine in it. I did do a head job this last spring, not expecting much more from the old motor, just wanted one more year from it so I can make up my mind wether I put in the subi 2.5 I have taking up space in workshop or go for a 2.0 inline 4 VW motor ( yeah, I know, less horses but I had an 1.8 inline 4 in my old 82 westy for 14 trouble free years).
The compact size of the syncro is a plus on many of the logging roads I go on. Sometimes I have to turn around on a narrow road, often there is a lot of brush encroaching. Sure, a jeep is more capable, but the syncro is nicer at night 🙂
More of my van and trips here: http://shufti.wordpress.com
Paul, I don’t think VW sold any syncros with front lockers in the US. One thought is that they worried about misuse/liability. Having the front locked does affect steering quite a bit. The control knob on the dash is a pull and turn to activate compared to straight pull for the rear locker.
One more pic, can’t upload right now, just give link. Lovely evening on the west coast of Vancouver island, end of August past.
http://shufti.files.wordpress.com/2013/09/img_2734.jpg
Alistair
on a real computer now…
the pic from last month’s trip (exploring the Klanawa river watershed on the west of Vancouver island)
there were 4 of us plus 2 large dogs. brought a tent along so the lads could sleep outside if they wanted, and that night they pitched the tent in front of the van.
alistair
Paul,
I hate do this but I have to argue your point on the long spring travel and traction of the vanagon. I don’t have the numbers to hand, but in short the independent suspension ( cv jointed half axles) on the van limits the suspension travel. Larger joints can be fitted which allows more travel and allows you to raise the van without damagingt the joints. My old 72 westy, with its torsion bar suspension was more compliant on rough trials, better traction compared to my 2wd 82 vanagon westy. Plus the 72 had something like a 40/60 weight distribution whereas the 2wd vanagon is pretty close to 50/50.
I easily lost traction in the 2wd vanagon good snow tires were mandatory in the white stuff.
The syncro has pretty close to same 50/50 weight distribution but having 4wd the traction problem is solved. But still, the relatively uncomplient (compared to say a landrover or land cruiser ) suspension is noticeable at times.
To be sure, the vanagon is a compromise. Designed for hwy and rough road travel. You can modify it to be be better at one or another but the factory got the compromise pretty bang on.
Alistair
You were the one to write this post! But it couldn’t wait, so blame yourself for its deficiencies 🙂
In the videos of those syncros off road, the suspension seems to have a pretty decent amount of travel. I was comparing it to typical American vans, which really don’t have a comparable suspension.
Yeah, procrastination is no stranger to me. I didn’t mean to say that the suspension travel on the syncro is poor, just that it is noticeably less than the older breadbox van. Also the temptation to compare to hard core off road vehicles is there when folk modify the syncro.
I often wonder why I like the vehicles so much. I wonder if an Alaskan type camper on a 4wd Toyota truck would be more useful for what I want. For sure there are no affordable and capable 4wd camper vans around. Oh I see the JDM imports, deli as etc, around here and some are attractive. But parts are a bit harder to come by and there is less living space inside.
I compare owning a vanagon westy, and especially a syncro to owning a small boat. You need to keep on top of the maintenance and fix the little things. And remember, even the newest one ( not counting the South African production) is 22 years old. I enjoy tinkering around with my van, it is a hobby. Just like a boat.
Alistair
They added more front crash protection to the Vanagon by installing hidden crash bars around the cab. That’s why there’s more weight up front than the older transporters, and not as good rear drive traction. That’s probably why they decided to offer the Syncro. But the added crash protection is a big plus. A youtube video shows a head on collision with a Volvo, and the Vanagon comes out much better.
For you non Vw guys , Yes our vans have “SYNCHROS” in the Transmission . The name of the Technology which makes them an awesome 4 wheel drive system is called “Syncro” .
It is actually amusing that most of the “Syncro” vans have had the “Syncro” technology removed and are now operating as an On demand system like most conventional 4WD systems .
None of us want to remove our “Syncro” badges ,but honestly they are just 4WD Vanagons now .
I have very limited experience with these — and with all VWs for that matter — but I did have a friend who worked delivering parts for a VW/BMW dealership in the ’80s, and a dark blue one of these (probably 2WD) was their cargo van. I rode with him on a few deliveries, and he let me get behind the wheel once or twice. I don’t recall it being slow, although we were in city traffic, and it was also someone else’s work vehicle, so I wouldn’t have been trying to “see what it can do” anyway.
But I do remember being very favorably impressed with the ride, the road feel, and the cornering. I’d only driven full-sized US cargo vans till then, and had not liked their ride at all — especially when empty. Cornering at speed — or even just taking the typical twists and curves of the average freeway — caused the elevated tail-end to fly around in a way that made me feel I was on the verge of losing control of the thing and spinning out. Very disconcerting. But the Vanagon, even completely unloaded, felt reassuringly stable in a way I’d only experienced in passenger cars — and some of the more expensive passenger cars, at that. I remember saying to my friend, “Dave, this van handles almost like a sports car! I didn’t even think that was possible!”
I always thought you guys were kidding about the “CC Effect,” but there it was, alive and well and in my face yesterday. I couldn’t tell you jack about VW’s, other than the fact that they were omnipresent all over SoCal, but while looking at a townhome for sale yesterday in the Palm Springs area, there “arose such a clatter” out in the driveway, which turned out to be another realtor arriving with his clients to show the place. He was in a newish Cadillac SUV, but the clients were driving their beater Vanagon Westfalia Diesel VW, with British Columbia license plates. The desert area being an attractive winter destination for Canadians, they must have driven that sad thing all the way from BC, a testament to its durability, I guess. But man, what a racket, like a “mayonnaise jar full of marbles,” as I once heard a description of a Mercedes diesel. Anyway, a timely and unexpected CC encounter.
Actually, come to think of it, a somewhat eccentric friend years back in San Diego acquired one of these Vanagon Westfalia Syncros. It, too, was kind of a beater, and not being any kind of a camper, I couldn’t for the life of me understand why he wanted this thing. I remember riding in it once, thinking how slow and underpowered it was. But he thought he had scored the deal of a lifetime. Maybe so, after reading this writeup!
Vanagon’s passive/active safety:
http://www.thesamba.com/vw/forum/viewtopic.php?t=156366&postdays=0&postorder=asc&start=0
Vanagon’s Syncro offroad abilities:
http://www.thesamba.com/vw/forum/viewtopic.php?t=498427&postdays=0&postorder=asc&start=0
While I’ve never owned or driven a VW Vanagon, I have ridden as a passenger in an 80s rear-engined, rear-wheel drive Vanagon, and while I agree that it is different from the American minivans by Chrysler (Dodge Caravan, Plymouth Voyager, etc.), i found it quite comfortable. It’s big enough on the inside to be comfortable, yet it’s small enough on the outside to be able to park where the American minivans can’t, because the engine sits so far ahead of the passenger area. Was it slow? It was indeed. And with a diesel engine powering the Vanagon at the time, painfully slow. But, it’s a price one pays for fuel economy and longevity. It’s a shame that the diesel was discontinued for the Vanagon. Diesel may not be for everyone, but if you want good fuel economy, I would think there’d be nothing better. And the fuel economy of a diesel and the all-wheel drive traction of Syncro, there’s the ultimate in off-road vanning.
Thanks for the article. It’s not easy to justify to my friends why we drive this vehicle. I am from South Africa and don’t have all the options you have. Various conversions are done to the engine.
Before our first trip I said to my wife let’s do one and then sell it for a 4motion. Within the first day of our 10 day trip, we could not find one reason to spend 5 times more.
At each little town we visited we made friends just because people we interested in our vehicle. And it drove like a dream.
I hate the term T3 for these….. They were called the T25 all through their life, and VW only decided to use T1, T2, and R3 as retronyms after the T4 was introduced…. I for one feel uneasy when people (not just Germans!) try to rewrite history.. Rather like Orwell’s ‘Ministry of Truth’.
It’ll only take half a generation for the facts to be forgotten and young folk to wrongly believe people were buying new T1s in the 1960s!
:o)