Toyota Tarago 2016 Review

Largely unchanged since the current XR50-Series launched in 2006, Toyota’s Tarago has been given a much-needed update. New technology, new equipment and added value are the key points, bolstering an already proven and well-resolved people-mover package. But how does Toyota’s mainstay fare against the latest crop of seven-seat SUVs?

While the humble people mover has never really been a device of mass consumption, these oddly-shaped but practically-proportioned buses have encountered a fierce new rival in recent times: the SUV.

New seven-seat SUV offerings including the Mazda CX-9, Hyundai Sante Fe and Kia Sorento have encroached on traditional people mover territory from a sales perspective, offering similar practicality without the same, ah, one-dimensional shape.

Countering the climb of the SUV, Toyota has updated its evergreen Tarago with the biggest series of changes since the current XR50’s launch in 2006. The revisions are accompanied by a much-needed price drop of between $1500 and $1700 on each model (full details here).

The three-tier Tarago range now starts at $45,490 plus on-road costs for the entry-level GLi, moving as high as $65,600 for the Ultima V6 driven here. Only the high-spec Volkswagen Multivan range and Mercedes-Benz V250 top it.

Equipment has also improved as part of Toyota’s 2016 updates. Standard gear on all models now comprises sat-nav, a 6.1-inch touch-screen infotainment system with reversing camera, push-button start, dual-zone climate control, and Bluetooth phone and audio streaming. Higher-grade V6 variants score electric sliding rear doors and keyless entry.

Safety is five-star (according to ANCAP), thanks to seven airbags, stability and traction control, anti-lock brakes and hill-start assist. Modern safety functions such as blind spot monitoring, rear-cross traffic alert and autonomous emergency braking are curiously absent despite some of that equipment being available on rivals including the Kia Carnival.

Under the bonnet the V6 Ultima packs a familiar 3.5-litre engine that has been largely unchanged for the past decade, producing 202kW and 340Nm. It consumes 10.2L/100km combined, according to Toyota, a figure we replicated on test.

The engine is one of the highlights of the Tarago from a driving sense. It’s smooth, silky and refined in its power delivery, and actually endows the big bus with a decent turn of speed. In fact, if we were to guess, we’d speculate an eight second 0-100km/h time from the flagship, made more impressive by the fact power is laid down via the front wheels! Toyota’s usually-judicious stability control system is surprisingly well behaved on the Tarago, making interventions without impeding progress.

The engine is mated to a very much tried-and-true six-speed transmission that happily plays along in unison. The auto is at its best in daily conveyance, offering smooth and timely changes. It is prone to occasionally holding a gear too long, especially when the cabin is loaded with more than person.

We also sampled the base variant’s four-cylinder powerplant on test, which was relatively underwhelming compared with the six. The 125kW 2.4-litre needs to work much harder to move the Tarago’s heft, breaking into a thrashy and raucous song while doing so courtesy of its elastic-feeling CVT auto.

What the four-cylinder promises in the way of fuel consumption doesn’t actually transpire on the road, either. Its 8.9L/100km claim was unachievable on test, instead consuming marginally more fuel than the more proficient but larger capacity V6.

The lack of mechanical change is no bad thing for the Tarago. If anything, it provides some reassurance to buyers. You could say the same thing about the lack of underbody change generally; Toyota has hardly put a spanner to the Tarago mechanicals save for some tweaks to the electric power steering system.

On the road, the Toyota offers a faithful ride and handling package that offers equal measures of compliance and roadholding. The electrically assisted steering is smooth and accurate in its calibration on the move, while being light enough at low speed to enable fuss-free parking manoeuvres. The body, meanwhile, well restrained given the 1930kg kerb mass, eliciting expected amounts of body roll and pitch when pushed.

At nearly 4.8 metres long, the Tarago’s big dimensions are easy to get your head around thanks to a large glasshouse outlook, big mirrors and low-set dashboard.

The Tarago’s general finesse is reinforced by excellent sound and bump absorption traits which, provided the cabin isn’t jammed full of screaming passengers, affords a fairly serene and refined driving environment.

The more pertinent feature of the Tarago is its cabin space, which is well put together and offers strong practicality traits. Dual sliding doors are offered on all models, however, the walk-through style cabin on the Ultima comes at the expense of losing a seat (the lower-spec GLi gets eight seats) in the middle row, with two identical full-size buckets in place replete with arm rests and ottoman-style leg rests.

There are acres of space on offer for first and second row occupants, but the third row (not surprisingly) is a bit of a squeeze, and for that reason better suited to littlies.

Curtailing this feature is the fact both middle chairs can slide forwards and backwards independent of one another courtesy of a side lever (there’s also a foot pedal for third row occupants to slide the seat forward).

The V6 Ultima features ISOFIX child anchor points in the second row only, with no attachments in the rearmost bleachers. This may be a deal-breaker for shoppers as it limits carrying ability for little ones. The cheaper GLi offers three anchor points, still one less than Kia’s Carnival.

Another caveat, the top-spec Tarago features a 570kg payload, something to consider carefully if you plan on carrying handful of adults and their luggage.

All variants feature the ability to stow the rearmost seats under the floor, liberating a plethora of boot space.

Up front, the digital speedometer, tachometer and driving information are all conveyed via a centrally-mounted 4.2-inch display screen. The trouble is that the screen, quite like the central fascia switchgear and infotainment screen, is clunky to operate and isn’t as well integrated as what it could be. There is only one USB point to share across the eight-seat cabin and the sat-nav sent us along some peculiar routes as well…

As for the seats, base variants are furnished in comfortable grey cloth, while a faux suede and synthetic leather scheme adorns chairs in Ultima and V6 GLX guises. The front captain’s chairs have adjustable armrests.

The latest update includes styling revisions inside, namely with some soft-touch surfaces throughout and piano black surfacing on the centre fascia of higher-spec models, around the climate control interface, and on top of the centre console.

The new styling lends a more appealing look inside, but the trouble is the piano black surfacing gets dirty quite quickly, and in the case of the centre console, scratches quite easily.

Extendable cup holders pop out to provide a semi-sturdy drink solution (except over rough roads), combining with decent door pocket storage and dual gloveboxes up front and rear bottle holders in the second and third rows.

All in all, the changes to the Tarago are worthwhile, and the pricing revisions much needed. The car maker’s six-month/10,000km servicing policy still pales against many competitors, and you could argue the asking price of all models is still exorbitant.

Does the Tarago deserve consideration outside the latest seven-seat SUVs? Absolutely. However, it is easy to see why many buyers are steering away from vehicles like the Tarago, both from a styling and practicality perspective.

Nonetheless, Toyota’s bus serves as a good option for those who’d prefer to go against the grain.

2016 Toyota Tarago