EXTRAVAGANT UTILITY Andrew Kirk Autocar, February 18, 1987 If you have to travel by bus it doesn't have to be slow and tedious; all you have to do is have Oettinger tune your Caravelle and that humble VW is transformed with the power of a 165bhp engine. Chances are you will never come across a Volkswagen Caravelle that looks, performs and sounds like this one. If you do, the best advice we can give is to move over and let it past. Have you ever heard a VW Caravelle that sounds like a Porsche? This one does and its perhaps not surprising when you realise that a whopping 3.2-litre flat six engine lurks in the rear. This Oettinger Caravelle is but one of many conversions to come from the tuning concern founded by Gerhard Oettinger outside Frankfurt in 1946. Oettinger has always preferred to work with Volkswagen products, initially converting the original cable-operated Beetle brakes to a more efficient hydraulic system, but is perhaps best known for his engine work. Volkswagen commissioned him to build a flat-six experimental engine years ago; it was never adopted by the motoring giant, so Oettinger bought its production rights and now offers two six-cylinder alternatives as motivation for the long-serving Caravelle range. The 3.2-litre engine has a bore of 94mm and stroke of 76mm and a capacity of 3164cc, the same internal dimensions as the 2109cc Volkswagen flat four. The explanation is that Oettinger has managed to graft on an extra pair of cylinders and barrels, together with a revised crankshaft and crankcase to achieve this conversion. Compression is set at 9.8:1 and fuel is delivered by Oettinger's own digi-jet fuel injection. Power output is a creditable 165 bhp at 5000 rpm with a peak torque of 191 lb ft. That's considerably more than the 112 bph at 4800 rpm and 128 lb ft torque set at 2800 rpm of the 2109cc Volkswagen engine and substatially more than the 78 bhp at 4600 rpm and 108 lb ft torque at 2600 rpm offered by the smaller 1913cc flat-four. In the case of the 3.2-litre conversion, power is fed to the rear wheels via a Volkswagen three-speed automatic gearbox with revised and strengthened internals to meet the greater demands made upon it and to suit the bigger engine's different power and torque characteristics. The 165 bhp conversion also comes with uprated brakes, huge ventilated discs front and solid rears. The rest of the conversion is carried out to individual customer requirements and in the case of the test vehicle, no expense had been spared to produce a more complete and impressive conversion. The suspension is lowered by 2 ins all round and uprated springs and dampers substituted, but otherwise the suspension layout is unchanged. An Oettinger Caravelle body kit, costing about 1750 Pounds, is fitted to the lower half of the transporter and that consists of a front bumper/spoiler, sill extensions and a rear bumper/under-valence section. All parts are colour keyed to add further impact to the visual transformation. Oettinger also offers a more specialised wheel and tyre combination costing 650 Pounds per corner using Rial light alloy wheels measuring 7x15 ins fitted with low profile 235/55VR 15 Goodyear Eagles. Inside, the specification of this German registerered Caravelle GL Carat is high, with swiveling centre seats, folding picnic table, built-in stowage compartments in the rear, reclining rear seats, and special reading lights. In addition, an 'Executive Pack' comprising power steering, central locking, tinted glass and air conditioning is also included. More specialized Oettinger fitments include a leather-bound sports steering wheel, full Oettinger instrumentation with a higher calibrated speedometer, rev counter, plus oil temperature and pressure gauges. As a result, a driver has all the necessary information and creature comforts he might require to make driving the Caravelle a rewarding experience. But it's the engine that's the most rewarding part of this VW, allowing a reasonable turn of speed whenever conditions permit, even if it does help make the conversion 150 kg heavier than the base Caravelle GL. The engine, extensive air conditioning system and larger 85-litre fuel tank, replacing the previous 65-litre item, all add up. Performance is not exactly staggering but certainly a cut above the norm by Caravelle standards. Even operating through the power-robbing three-speed automatic transmission, we were able to cut the 0-50 mph dash to 8.1 secs, compared with 11.7 for the 2.1-litre engined Caravelle five-speed. Top speed is better still, 106 mph rather than 91 mph, though such velocities are a little irrelevant when you experience how much buffeting the transporter is subjected to. Even with its lower stance and aerodynamic aids, the large, flat-fronted Oettinger Caravelle was easily blown off course. That is not to say that the vehicle is unsafe; it simply illustrates that it was not designed to attain such speeds in the first place; treated with respect, however, and driven within its aerodynamic limitations, a driver cannot fail to enjoy what this Oettinger conversion has to offer. The most impressive performance gains are from, say, 20 mph to 70 mph, where the usefully increased torque delivers performance more akin to that of a 2-litre saloon car. Indeed over the 20-40 mph increment the Oettinger Caravelle is quicker than a new 2.4-litre V6 Granada, for instance. Acceleration does not begin to tail off noticeably until 70 mph is reached with the Caravelle feels increasingly slowed by the turbulent airflow which is generated. Considering just how specialised is this conversion, the Oettinger Caravelle is still very easy to drive, perhaps even more so now with its power-assisted steering, automatic gearbox and higher level of interior luxury. In addition there is considerably improved grip and handling matched to a very supple ride considering the stiffer suspension settings. You can still generate plenty of body roll in hard cornering, but unless the wheel is turned sharply and power kept on, all that will develop is a progressive understeer. If power is kept on, then the inside rear wheel just begins to lift and spin, limiting speed in the process. For all its size, the Oettinger Caravelle handles like a very well sorted saloon car, has precise and responsive steering and enough feel, except at motorway speeds, to let a driver know exactly what the wheels are doing. The complete conversion as tested here is thorough ... and expensive. Mind you, a customer can opt for a less costly state of build, either a body conversion, engine transplant or even just a selection of Oettinger accessories. UK importer and VW main dealer, Scotts of Sloane Square, which has recently taken over as sole agent for Oettinger engine conversions and accessories, is able to carry out conversions on right-hand-drive versions, too, and with Oettinger engines and suspensions VAG-approved, there can be no denying the quality of parts used. PERFORMANCE Oettinger Caravelle 3.2 (auto) Volkswagen Caravelle 2.1 (manual) True MPH Time(sec) True MPH Time (sec) 30 3.7 30 4.2 40 5.5 40 7.5 50 8.1 50 11.7 60 11.7 60 17.2 70 15.7 70 28.7 80 20.7 - - 90 29.2 - - 100 46.4 - - Standing 1/4 mile: Standing 1/4 mile: 18.4 sec, 76 mph 20.6 sec, 64 mph Standing km: Standing km: 33.9 sec, 94 mph 39.4 sec, 77 mph MPH top 2nd 1st MPH top 3rd 2nd 10-30 - - 3.8 10-30 - 8.7 4.3 20-40 - - 3.4 20-40 13.7 8.3 4.7 30-50 - 6.1 - 30-50 15.3 8.4 - 40-60 - 6.9 - 40-60 16.4 9.5 - 50-70 - 7.6 - 50-70 19.0 - - 60-80 - 9.2 - 60-80 26.1 - - 70-90 14.0 - - 70-90 - - - 80-100 25.8 - - 80-100 - - - Top speed: 106 mph Top speed: 91 mph Fuel consumption: 26.6 mpg Fuel consumption: 19.2 mpg