But there are other occasions, when I realise that my initial reaction was way off the beam. Like my premature dismissal of the VW Transporter as `Moby Duck - the great white lump!"

It seemed an apt description, due to the sheer size of the thing and its cavernous interior. This was the LWB van, measuring 5107mm long compared to the SWB version's 4707mm.

Transporter's build quality and structural integrity are typically VW, giving a definite impression of robustness that begins with the reassuring `thunk' of a closing door. Yet it is also nicely finished off for a commercial vehicle, with a cabin that could equal some cars.

Driving position is reasonably comfortable with decent legroom, though you sit quite erect, almost truck-like, and on longer runs it could do with armrests like its people-mover sibling, Caravelle. Even the window ledge is a fair reach away for the right elbow - but we mustn't coddle the workers!

The instrument panel has a decent lay-out, being obviously designed for clarity and ease of viewing. But the top of the binnacle, instead of being shrouded to protect instruments from glare, almost looks instead to have been cut away. Depending on the angle of the sun, the figures on the speedo can become invisible above 80kmh - but Transporter can easily do much more than that.

NVH levels are high when empty, despite what seems to be a good job of insulating the front of the cabin, as road rumble and wind roar are particularly noticeable from the rear cargo area. And the steel-mesh cargo barrier behind the seats also contributes the odd `clang' on bumps.

Yet the ride is unexpectedly comfortable for a commercial load carrier. Instead of bouncing its way merrily from one bump to the next, the big van seems able to soak them up with ease even when travelling unladen.

Transporter has fully independent suspension, and its handling is also fairly good despite its bulk, though we admittedly did not have the opportunity to try it with a full load aboard.

And that load could be substantial, as the cargo area is 6.3 cubic metres volume and its payload capacity is 1125kgs. Loading access is through a generously proportioned sliding side-door, and a high-lifting full width rear door.

One great amusement was watching the faces of people who had asked for a look at the engine, as they instinctively counted the spark-plug leads; "One, two, three, four, five - huh?"

Accustomed as we are in Australia to engines of four, six or eight cylinders, VW's in-line 5 cylinder powerplant still causes some occasional puzzlement.

Strange though it may seem to us at first, the odd-numbered cylinders work very smoothly and produce good pulling power. It is not the only engine available - Transporter also offers a choice of 5-cylinder atmospheric diesel, or 2.0 litre 4-cylinder petrol engines.

On the open road, unladen at 110kmh, the 5-cylinder engine is spinning at about 3250rpm.

Fuel consumption on test averaged out at 14.2 L/100km (20mpg), not quite as good as we expected since our driving was all unladen.

Our test vehicle's 4-speed auto, the ideal choice for a courier vehicle used in urban traffic, can be manually over-ridden, but with a delicate touch. There is no detent at all between 4^th, 3^rd, and 2^nd; though there is a gear indicator in the tachometer face.

And the floor-mounted shift lever is gently angled towards the driver, indicating that this is no hasty "they'll never notice the difference" deviation in the factory from LHD to RHD.

Transporter has two different wing mirrors - a broad horizontal shaped unit on the right, and a narrower vertical mirror on the left - a combination that works rather well unless you're in the right lane, when the left-hand mirror offers a slightly restricted view of the adjoining lane.

With body variants that include a Double Cab-chassis, plus the availability of VW's "Syncro" constant 4WD, Transporter is a versatile alternative in the commercial market. And for those whose needs could be met by the 2.0 litre SWB van, there is currently a `drive-away' deal available at $27,990.

It may be directly descended from the world's first light commercial van (the `Kombi' of 1950), but Transporter has come a long way since then - and it shows.