How to Convert your Volkswagen T4/T5 into a Camper Van E-Book

Lawrence Butcher

• Herausgeber: Crowood
• Kategorie: Lebensstil
• Sprache: Englisch

Seitenzahl: 214

Veröffentlichungsjahr: 2015

Beschreibung

The ultimate guide to converting your Volkswagen T4 or T5 into a camper van, at home or in the workshop. With step-by-step instructions and photography throughout, this book clearly demonstrates how to safely and effectively transform your VW van into a practical, affordable camper using DIY skills, and basic hand and power tools. Geared towards the home-builder, the book covers: buying guides and planning; tools, materials, costs and legalities; insulation, carpet lining and flooring; fitting a pop-top roof and windows; building interior units, doors and drawers; fitting a rock and roll bed, roof beds and swivel seats, and finally, installing water, gas and electricity, with safety at the forefront. Fully illustrated with 435 colour photographs and step-by-instructions.

Leseprobe

How to Convert Your Volkswagen T4/T5Into a Camper Van

LAWRENCE BUTCHER

First published in 2015 byThe Crowood Press LtdRamsbury, MarlborougWiltshire SN8 2HR

www.crowood.com

© Lawrence Butcher 2015

All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without permission in writing from the publishers.

British Library Cataloguing-in-Publication DataA catalogue record for this book is available from the British Library.

ISBN 978 1 84797 880 6

DisclaimerSafety is of the utmost importance in every aspect of an automotive workshop. The practical procedures and the tools and equipment used in automotive workshops are potentially dangerous. Tools should be used in strict accordance with the manufacturer’s recommended procedures and current health and safety regulations. The author and publisher cannot accept responsibility for any accident or injury caused by following the advice given in this book.

contents

acknowledgements

1  introduction and buying guide

2  planning and other considerations

3  chopping holes

4  ground work

5  making a box a home

6  beds and seating

7  gas and water

8  electricity

9  useful extras

index

acknowledgements

Special thanks are due to Sam and Laura Jeffery of VWorks, a VW restoration and conversion specialist based in Kent. Sam learnt his trade working for a large camper van conversion company before setting up his own business. The company works on every type of classic VW, completing everything from interior makeovers to ground up restorations. They have even converted a Split-Screen camper into a mobile tea shop, complete with opening roof and side counter. The project detailed in these pages would not have been possible without Sam’s guidance and assistance, not to mention use of workshop space. It is thanks to his knowledge and input that the conversion undertaken here should be within the abilities of most competent home enthusiasts. More information and details of the projects undertaken can be found at vworks.co.uk.

Thanks must also be given to Mike Devine of Cheshire Motor Caravans, who provided some of the major components in the van, including the roof and bed. The company was always helpful and provided answers whenever a question arose as to the best way to fit a particular component. If you are looking to convert a T5 or T4, CMC are a good bet for parts. Nearly all of their kit is designed and built in-house and is excellent quality. Check out their website at c-m-c.org.

VW’s range of vans have always been popular as campers. VOLKSWAGEN

1 introduction and buying guide

The saying ‘home is where you park it’ was coined around the image of hippies and beatniks wandering the countryside in VW vans through the heady days of the Summer of Love. Times may have changed, but the appeal of a mobile home away from home still appeals to many. In order to fulfil this yearning, some opt for a behemoth motorhome, while others lean towards the scourge of the holiday traffic jam, a caravan. But by far the most sensible solution is a van-based camper, providing sufficient interior space to prevent claustrophobia, but not so large that you need planning permission to park it.

There is a plethora of different-sized, pre-converted camper vans from a variety of manufacturers available; the most predominantly available are those based on VW’s range of commercial vehicles. If you decide to purchase a ready-to-go camper, hopefully this book will still be of use in determining the differences between the host of specifications available, and, if buying a used conversion, what problems you should look out for. However, this type of camper van comes with a hefty price tag. At the very top of the tree, a new VW-produced California camper will set you back north of £50,000, while conversions from the likes of Danbury are between £30,000 and £40,000. Second-hand values are also strong, with the starting point for good- quality T4-based vehicles at around the £10,000 mark and T5s at £15–20,000. Compared with the prices of the vehicles upon which they are based, this is a big premium; for example, in the 2013 market a low-mileage 2007 VW T5 panel van can be had for around £7,000.

This gulf in values makes the option of converting a van yourself an attractive one. If you have a modicum of DIY skills, you can save a considerable amount of cash in your pursuit of camper-van Nirvana. In addition, you will have complete control over the form and features of the end product. To help you achieve this, the aim of this book is to cover all of the key aspects of converting a VW T4 or T5 panel van into a camper. It will help you ascertain the basics of buying a modern van, what to look out for and which models are most appropriate as a basis for conversion. All of the jobs undertaken to complete the conversion will be within the abilities of a competent DIY mechanic with access to basic hand and power tools.

T5 California. VOLKSWAGEN

WHY A MODERN VW?

After nearly 40 years of following a cab forward–rear engine design for its vans, in 1990 VW finally developed a front-engined platform light commercial vehicle, dubbed the T4. While many say that the vans of the modern generation lack the character of VW’s older offerings, notably the Split and Bay Windows of the 1950s and 1960s, there is no disputing their practicality. In recent years this new generation of vans has developed a strong following amongst VW enthusiasts looking for the renowned VW build quality and style, without the hassle of running a classic car.

Driven back to back, the difference between a T25 and a T4 is like night and day; where the T25 feels very much like a ‘van’, the experience of the T4 is much more akin to driving a large family car. Move up to a T5 and the difference is even more startling, with levels of refinement and comfort that will surprise drivers used to commercials from other manufacturers. It would be fair to say that vans from other manufacturers such as the Ford Transit and the Vauxhall Vivaro fulfil essentially the same role as a VW Transporter, but they do not carry the same cachet in terms of brand identity.

BUYING A VAN

The Basics

Some T4s have been around for over twenty years now, and the earliest T5s are over a decade old, so there are many well-worn examples on the second-hand market. While this means that there are some good bargains to be had, it also follows that there are some that are best avoided. The biggest factor to consider when buying either model is that the majority of vans will have been used by tradesmen, or, in the case of Caravelles, by taxi or executive transport companies. This invariably means that they will have led a hard life. In some cases, this is not necessarily a bad thing – a diesel that has been well cared for can happily see the far side of 200,000 miles, provided the correct service intervals have been adhered to.

A quick search of the online classifieds will yield many hundreds of vans, to suit all budgets. A rough and ready T4 can be had for a few hundred pounds, while a nearly new top-spec T5.5 will cost upwards of £20,000. It is important to bear in mind your overall budget for the conversion when buying your base vehicle, but buy the best you can afford. While it is not a major issue to have to save a little longer for an interior trinket, it is a much bigger problem if your base vehicle turns out to be a money pit, requiring constant remedial maintenance.

Service History

It goes without saying that a comprehensive service history is a must with any second-hand vehicle. If you are buying a newer van, a dealer-based history is especially desirable, but for older vans there is nothing wrong with work having been undertaken by independent garages. Look for the service interval stamps in the service book, but also take time to study any receipts and invoices. These will give you the nitty gritty of the work that has been undertaken. The key jobs to look out for are the timing belt and oil change services. On a higher-mileage vehicle, a new clutch is a desirable feature as these are expensive to change and wear out after heavy use. Two vans may look identical and be offered at a similar price, but if one has had these major services undertaken it is a much better value purchase. As a reference, cambelts should be changed every 60,000 miles or four years.

BUYING A T4

Discounting various oddities produced for specialist industries, the T4 was produced in five main body types based on the variants first introduced with the Split-Screen in the 1950s. The biggest sellers were the panel vans, which are pure commercials without any windows other than those around the cab. Variants referred to as Kombis are also commonplace; these feature windows in the front half of the load bay area and a second row of seats. The final variant of interest to the potential converter are those that were intended for use as minibuses, fitted with all-around glazing (which makes life easier from a conversion perspective). These are known as Caravelles or Multivans and often feature a much higher level of interior trim than panel vans or Kombis.

Purely as a point of interest, VW also produced both single- and dual-cab pick-up variants. There were two standard wheelbases for all transporters: a short version of 115in (2,920mm) and a long variant at 131in (3,320mm).

There was one major facelift to the T4, in 1996, when a re-shaped, longer front end was introduced in order to accommodate a six-cylinder VR6 engine. Initially, only Caravelles and Multivans were available with the longer nose, since these were the only models fitted with the VR6 engine. The commercial variants continued to be produced with the shorter nose until 1999. However, campers and other specialist vehicles produced between 1994 and 1999 may have either the short or the long nose, depending on which model was used as the base vehicle. In keeping with the Type 2’s naming convention, the short- and long-nose versions are also informally known as T4a and T4b, respectively.

Engines

The very earliest versions of the T4 were available with an 1800cc petrol engine, however, from both a power and economy perspective, these are best avoided. In truth, this applies to the majority of the petrol-engined vans. The diesels, while they are less refined, provide better economy and greater low-end torque. For the T4, the diesel options ranged from a non-turbocharged 1.9-litre through to the range topping 2.5-litre. The non-turbo 1.9-litre is best avoided as its paltry 61 PS output makes for painful progress when fully laden. The best choices are either the 68PS 1.9 TD or the range-topping 2.5-litre, five-cylinder TDi, which churns out an impressive 151PS. In terms of economy, a carefully driven 1.9 TD can return in the region of 40mpg, while the larger 2.5 TDi will give 30–35mpg average consumption.

T4 California. VOLKSWAGEN

Gearbox

Four-cylinder variants of the T4 used a five-speed manual gearbox based on the unit found in a number of VW’s road cars, including the Corrado and the Golf. For the five- and six-cylinder motors, a stronger unit was developed to handle the extra torque. The TDi variants were also fitted with a dual mass flywheel, made up of two key parts – one bolted to the engine, the other to the clutch – linked by springs and friction pads, to help damp engine vibrations. These can prove problematic in higher-mileage vehicles as the mating between the two flywheel halves breaks down. One tell-tale sign of this happening is a juddering in first and reverse gears; replacement is expensive, at around £800. An automatic transmission was also available but is an uncommon option; there is a good reason for this, as it had a considerable impact on fuel economy. The automatic transmission also suffered from reliability issues, with many failing after fewer than 100,000 miles due to problems with the torque converter. It is also worth mentioning that the T4 was available in Syncro form, featuring VW’s four-wheel-drive system. A Syncro is a rare beast indeed, but will provide unrivalled traction, so, if you have visions of winter touring in the Alps, it could be worth seeking one out.

Chassis

Given their age, most T4s will have seen some pretty substantial miles; fortunately, they are pretty sturdy. After a life of heavy lifting, the suspension will more than likely have taken a pounding and broken rear springs are a common occurrence, often thanks to the builder’s overly optimistic opinions of their load-carrying capacity. One indication of a cracked spring is the van sitting unevenly at the rear. The front suspension is of the torsion bar variety, meaning that it is really easy to lower. However, this can place a lot of strain on the lower ball joints, and this may become apparent in the form of a loud knock, which may occur as the wheel hits a bump or pothole. As with any second-hand vehicle, it is important to take a good look at all the damper and other suspension components and to check them for wear. Front and rear discs are easy to inspect, but it should be noted that, prior to 1996, some models only featured drums at the rear.

Bodywork

With the introduction of the facelifted T4, in 1996, VW also greatly improved the rust-proofing on its vans. Pre-1996 models can suffer from considerable quantities of rot, particularly if they have not been well looked after. The most susceptible areas are around the rear wheel arches and the back of the inner front arch, as these are great dirt traps. It is also important to look out for any signs of body-damage repairs – ill-fitting doors and mismatched paint are the dead giveaways. Particular areas to check are the front chassis rails under the bonnet and the area behind the rear bumper – any creases here are an indication that the van has taken a whack. With the number of T4s on the market, buying a beaten-up one on the cheap is a false economy; any money you save initially will soon be eaten up in repair bills.

BUYING A T5

With the introduction of the T5, in 2003, VW raised the bar for commercial vehicle comfort and road manners up another notch. Although it was more evolutionary than revolutionary in its appearance, under the skin the new van was a different beast all together. It introduced previously unheard of levels of driving comfort, with the result that a T5 feels just like a tall estate car from the driver’s seat. One of the most significant improvements related to the engine mounting; this engine was carried on a separate sub-frame and this greatly reduced cabin noise.

The T5 underwent a major facelift in 2009. This saw the vehicle cosmetics brought right up to date, the most noticeable difference being a restyled front end. There is no denying that the appearance of the later model vans is far more striking, however, this comes at a considerable price premium over older models.

Interior of a T5 California. VOLKSWAGEN

T5 California sleeping area. VOLKSWAGEN

Engines

Volkswagen stuck with the existing direct-injection diesel engine configuration – commonly referred to as the PD family of engines – found in the last-of-the-line T4s. From 2003 to 2010 two variants of the four-cylinder diesel were available in 85PS or 104PS form, while the 2.5-litre TDI was available with either a 130PS output or a whopping 174PS. In 2010, VW revamped the range and began offering its new-four cylinder 2.0-litre TDi engines, which also marked the demise of the 2.5. The new oil burner was available in five variants: four single turbo units offering outputs ranging from 84PS to 140PS and a twin-turbo pushing out 179PS.

Four petrol engines were also offered, although these are rare – for various reasons. The smaller-capacity units provided very little benefit over their diesel counterparts while the larger motors drank fuel like it was going out of fashion. The 2003–10 models were available with a 2-litre naturally aspirated petrol and a stonking great 3.2 V6 pushing out 235PS. Meanwhile, from 2010 two 2.0-litre four cylinders appeared, one a direct-injection naturally aspirated 116PS unit and a turbo-charged variant producing 204PS.

Gearbox

Although the T5’s transmission is generally reliable, there are two key areas where problems are known to develop. The first, as with the T4, is the failure of the dual mass fly-wheel, which can result in juddering. A good test for this is to reverse the van slowly uphill, which will highlight the issue. The second is worn drive-shaft splines, particularly on the right-hand side due to a lack of lubrication. It is hard to check for this, but it is worth asking the seller if they have experienced any issues and, if so, whether any remedial work has been undertaken.

Post-2009 T5s are also available with VW’s dual-clutch DSG transmission, which combines the ease of use of an automatic transmission with the response of a manual. At its heart is a two-piece main shaft, with one shaft section running inside the other. Each shaft carries three gears with odd-numbered gears on one and even numbers on the other. Attached to each shaft is a multi-plate wet clutch, one running inside the other, with the engagement of each clutch being controlled by a hydraulic circuit. Gear selection is also controlled by hydraulic servo motors and the vehicle’s control electronics govern overall operation. The theory is that the ECU determines which gear is likely to be needed next and then pre-engages it. As soon as the driver initiates a shift, the clutches engage and disengage, selecting the next gear with minimal lag. In operation, the system is excellent, providing nearly imperceptible shifts.

Syncro models are rare but desirable. VOLKSWAGEN

Reliability is normally good with the DSG boxes, with faults that developed on early iterations having been resolved through manufacturer recalls. However, when considering a higher-mileage vehicle, it is important to weigh up the benefits of the sublime shifting against potential costly repair bills if things do go wrong.

Chassis

With the T5, VW departed from the torsion bar front/ coil spring rear suspension system of the T4 in favour of a MacPherson strut set-up at the front. The most common problem with T5s that have been used as trade vehicles is broken rear springs. These are easily replaced but it is worth checking their condition by looking at the van from the rear to see if it is sitting square, or simply inspecting the springs in situ. The rest of the checks relating to the chassis are similar to those that you would undertake on any other vehicle. When driving, listen out for clunks and rattles; a rattle when going over a bump is most likely to reflect wear in the anti-roll bar mounts – a cheap fix but a good bargaining point. The suspension ball joints can also wear, and this will cause a loud noise when you hit a hole. One oddity of the T5 is that some owners have experienced squeaking or clonking steering columns, with no real solution available bar replacing the entire column (which is of course costly).

Another area to check is the shocks. Over time these can leak, so look for any signs of fluid on the shock bodies.

Bodywork

T5s were very well rust-proofed from the factory so body corrosion is not common. If there are any signs of rust, it is most likely due to poorly repaired accident damage. On vehicles with colour-coded bumpers, it is a good idea to check that they are either factory-fitted or have been painted properly. Painting plastic bumpers is notoriously difficult and the correct procedures need to be followed in order to obtain a long-lasting finish. If the paint is starting to flake, it will only get worse so the expense of repainting (at least £500) should be factored into your negotiations. One problem suffered by some earlier T5s was water ingress through the window seals, which can lead to rust in areas such as the door steps and can also cause electrical problems. If it is raining when you take a test drive it is easy to check for leaks; otherwise, examine the cab floor area carefully for signs of damp.

One problem to look out for on panel vans is dents on the exterior caused by careless loading and unloading of various objects. In the case of the van featured in this book, there was damage to the rear window area (which was not glazed) due to long items not fitting in the van. Fortunately, this was not an issue as the area in question was earmarked for removal and a window was to be fitted. It is also common for the bottom edge of the tailgate to be damaged if items have been left sticking out as it is shut.

Interior

T5s came with a variety of interior configurations, all of which are pretty hard-wearing. The most common set-up, particularly in Transporter variants, featured a driver’s seat and twin passenger seats, generally trimmed in cloth fabric. The twin passenger seats feature a very useful storage space underneath that is ideal for hiding valuables.

Far less common are Transporters with a single passenger seat. On higher-spec vans, such as Sportlines and Caravelles, leather-trimmed seats were an option, along with other niceties such as arm-rests. Obviously, rear seating was also provided in some models, but, if you are undertaking a camper conversion, this will most likely be surplus to requirements.

The only real issues to look out for when it comes to checking the interior relate to general wear and tear. Torn seat bolsters, for example, can be expensive to repair, although there are plenty of second-hand seats available on the market. One foolish decision by VW was to specify a light-coloured front headlining, which marked incredibly easily and was hard to clean. It was not the best call for a working vehicle.

Moving into the rear of the van, it is very common for the hardboard side panels to be damaged due to careless loading. This can be a problem if you plan to retain the panels, although carpet lining can hide a plethora of sins.

Optional Extras

Standard T5 Transporters often came with a pretty basic specification, although the list of optional extras was quite extensive. Among the more desirable extras are cruise control, electric windows and air-conditioning, which can add a fair bit to a van’s value. It is worth checking that they are working properly. The air-con, for example, should blow nice and cold. If it does not, it probably only needs a re-gas, but it can be difficult to identify whether the problem might be due to other issues. It is possible to retro-fit cruise control to some vans, depending on the electronics control unit that was fitted in the factory. As a rule of thumb, if a van has electric windows and electric mirrors, it is probably capable of accepting cruise control.

On later vans, the number of available extras increased, with the more popular additions being satellite navigation and reversing sensors, both worthwhile options if you can find them. However, it is not worth paying a large premium for such features and both can be quite easily retro-fitted without excessive expense.

The 1.9 TDi engine is the staple of the T4 and 5 range.

Brake fluid reservoir.

The chassis plate on the right-hand side of the engine bay gives vehicle details.

Check the coolant level – mayonnaise deposits indicate head gasket issues.

Check the power steering fluid level, if fitted.

Get underneath the van and check the condition of the suspension and chassis.

OUR VAN

The subject of this book, sourced through the Auto Trader website, was no beauty queen when it was purchased. When your budget is tight you have to hunt out the best deals. While our van did not exactly fit the ‘desired spec’ list, it was a good buy.

It is a 2004 T28, featuring the lowly 84PS, 1.9 TDi engine. The mileage was a little on the high side, at just over 150,000, but this was made up for by an exceptional service history. The two most important factors were that it had a tailgate and had not been used as a builder’s van. Having looked at a number of vehicles, some of which were several thousand pounds more, this one had the best condition bodywork and had evidently led an easy life. It had also benefited from a new clutch and timing belt 12 months previously. Costing just over £5,000, it provided a good starting point for a budget-conscious conversion into a fully functioning camper van.

It was not all positive. There were a few niggling problems to take care of; for example, the front anti-roll bar bushes needed replacement as did the lower suspension bushes. We also decided that an exterior makeover was in order, to help make the finished article look as far removed from a ‘white van’ as possible. This involved several days of rubbing down and masking up to prepare the body for paint. A two-tone scheme was picked, to mimic the campers of old – the blue colour is one that was used on VW’s T25 commercials. This was extra work that was not strictly necessary, but the end result was well worth the effort.

Our van!

Note any dents – ours were in the tailgate.

Most interiors will look like this.

Ply lining has protected the sides.

The van undergoing a colour change.

The end result after a lot of hard work and effort.