Car Test
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R0349 | |
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July 2003 |
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| First Drive | Volkswagen Touran | |
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When VW, Ford and Seat decided to challenge Renault’s dominance in the larger MPV market sector, they went in together, with Sharan/Galaxy/Alhambra emerging with few differences – and mainly VW engines underbonnet. No such co-operation this time, however; the Ford C-Max, in fact, relies on Peugeot-Citroën diesels, while VW has used the launch of this Touran as the debut of its own new-generation of 16-valve diesel engines. We shall see this power unit in the new Golf soon, and the Touran shares both that car’s chassis platform and independent rear suspension, as well.
The Touran’s most significant body feature – its pair of (third-row) foldaway seats – aligns it with the Zafira, however; the Ford emerges as a five-seater only. In fact, these seats can only be used on an occasional (or child) basis, but they’re available on all Tourans for £500 extra. Their clever foldaway potential leaves the fully restored load deck virtually unsullied, except for seat-top latching pins that are left intruding into the luggage width. Their only other demerit is that they stow where the five-seater’s spare wheel is housed, so the seven-seater has an aerosol repair/inflation kit instead. Moving forward, the seats in the centre row of three, prove comfortable in use, with perfectly adequate legroom in their most forward position (for maximum load deck length); they have notched sliding runners and backrest rake adjustment (unlike the C-Max), and the centre seat can serve as a table-top, or be removed to allow the outer pair to use its mounts and be repositioned inwards. Yes, you do have to remove any or all three to achieve maximum cargo-space, but, like the latest Scenic, this Touran does its best to make the job less of a chore, with carry-handles and automatic relatching. Other neat rear compartment details include picnic tables on front seatbacks, well-sited footwell and face-level vents, under-floor stowage boxes and a cushion height that ensures a good view, but isn’t too high for the less agile. Same story up front – especially in the SE with lumbar and height adjusters to complement the steering wheel reach/rake. Oddly, there’s less space beside the 1.6 petrol version’s clutch, for an idle left foot, than in the diesel’, but all have “knife-through-butter" six-speed gearshifts and are very pleasant to control, with only minor irritations (see Likes and Gripes). The steering feels very linear and progressive in its response, benefiting undoubtedly from the directional precision available from the new, fully independent rear suspension. The ride can feel rather jittery on broken surfaces, but the car always holds a steady course – and remember, we sampled the cars unladen. We were expecting a lot from both the new engines – petrol direct-injection and diesel. Yet it was the carried-over 100bhp diesel that satisfied us most. The problem is noise, a distinct mechanical coarseness that afflicts the ears when cruising speed on the tacho rises to 2500rpm. Below this, the 1.6FSi is purring but gutless and the 2.0 diesel, although smoother than some, lacks the ultimate responsiveness and velvet touch of its Peugeot counterpart in the C-Max. We expect more. |
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