Toyota Tarago 2006 Review

2006 Toyota Tarago

First Drive

What we liked
Effective packaging within smooth looks
Frugal and refined
Extra safety in upper levels

Not so much
Still looks like a people mover
Diluted cut-above feel
Bizarre and ineffective instrument panel

OVERVIEWToyota set new quality, engineering and high sticker price benchmarks for peoplemovers with its definitive rear-drive Tarago in the 1990s. However, come the new century the race was on to make it more accessible (read: affordable) without you noticing anything missing. After reverting to a cheaper Camry-style front-drive layout from 2000, the range topping GLX was pulled down from $60,000 in 1999 to just over $50,000 in 2005.

Despite the extra equipment and safety in the new model, the latest top-shelf GLX price is pegged at $51,990 while a more lavish entry-level GLi starts at $48,990. Although this places the Tarago at the upper end of a new breed of budget peoplemovers (including Toyota's own Avensis Verso), the long-term value equation, including strong resale, is reinforced by the new model.

Never before has the Tarago faced such stiff opposition. It starts with a large range of crossover vehicles including the Ford Territory. There's a new generation of classy European vans from Volkswagen and Mercedes-Benz which are generating some industrial-strength peoplemovers with lavish cabins. And then there's the challenge to create some distance from the fluffy slipper and dressing gown image of a dedicated peoplemover. This is the factor that encouraged Honda to generate its current low-rider Odyssey that looks more like an extended sports wagon.

That said with over 83,000 sales in Australia, the Tarago's reach goes way beyond big families with corporate and fleet sales, accommodation and convention centres, rentals and small businesses playing an equal role in its local success.

Toyota doesn't dare tinker with a proven formula, and as such the latest Tarago could easily be overlooked as a facelift instead of the all-new model it is...

FEATURESThe Tarago range is now compressed into GLi and GLX models, both eight-seaters, with only $3000 separating the two. Even that gap is filled with a GLi Enhanced Safety Pack that adds $1500 for an extensive list of extra safety features.

Mechanically identical, the GLi offers dual-zone climate control for front passenger and driver with pollen filter and rear-seat cooler, tilt and reach steering column adjustment, cruise control, MP3-compatible CD sound with steering wheel controls, remote central locking, wide sliding doors on both sides, 60:40 split folding second and third row seats, both with centre armrests and height adjustable head restraints.

Unlike cheaper rivals, the seats are all adult size with stretching room. Even though they can be folded away, they don't disappear like those in some of the Tarago's more compact rivals.

Critically importantly for a fully-loaded people mover known to stray a long way from home, there is a full-sized spare wheel, reasonable luggage area even with all seats in use and under-floor storage with lid. Because such things matter in this type of vehicle, the Tarago has over 20 cabin storage points that generate eight cupholders, four bottle holders, three storage areas for the driver, front door pockets, two front passenger storage locations including a lockable glove box and seat back pockets in both front seats.

A foot operated parking brake allows a full walk-through facility, a vital security feature when it allows the driver to tether young children inside the vehicle with all doors secured.

The GLX then adds vehicle stability control, traction control, Toyota's pre-crash seat belt system, front seat side airbags, full length side curtain airbags, driver's knee airbag, roof rails, audible front and rear parking sensors, six-CD stacker, 17-inch alloys, electronic brake assist and rear seat climate control. Because this must rank as one of the most feature-laden $3000 you can spend in today's market, you have to wonder why anyone would buy a base GLi -- especially when the vehicle stability control alone is a no-brainer for a Tarago load of people.

COMFORT
The key reason why you would spend the $10,000 premium on a Tarago is comfort and it doesn't disappoint. A CD of just 0.31, flush glass and hidden pillars leave it as quiet as most prestige sedans. The cabin itself is now 20mm wider and 10mm lower than previously while overall height drops by 30mm, improving access and space while reducing any tendency to feel like a bus. It will now fit inside a lower garage or parking space.

Body rigidity is boosted by 20 per cent and cuts the 'drumming' and movement around the side door area often found in this type of vehicle.

The front seats and trim are inviting and supportive with inboard side armrests and extended slide adjustment. The second row seat with its three headrests has a massive 667mm slide adjustment for conference room space if required or an adjustable compromise if the third seat is in operation. It also has a 60:40 split on the kerbside for easy third row access.

The futuristic dash layout is clean, low and uncluttered with a centre control pod that is lifted and angled towards both front seat occupants. This also houses the gated auto selector with a manual sequential shift position with unusually easy access for this type of vehicle.

Windscreen pillars are triangulated at their base with glass fillers while the mirrors that would normally fill this space are moved back along the door out of the way of the forward field of vision.

The panoramic vision that results without the driver having to move around in the seat to see ahead is an outstanding comfort item over long distances. Although this architecture is a major advance in vision, in our opinion it brings a serious cost in safety terms for the instrument panel (see below).

SAFETYEnhanced safety for all occupants is the major focus of the new Tarago range. All eight seats have head restraints and three-point seat belts in a reinforced purpose-built body shell.

Any family buyer who does not order the Enhanced Safety Pack for just $1500 in the GLi and standard on the GLX should think again.
 It brings Vehicle Stability Control (VSC), Traction control (TRC), front side airbags, curtain airbags, driver's knee airbags, a Pre-Crash seat belt system and electronic brake assist (EBA) technology.

When rivals can ask up to double the $1500 asking price for all these options (most VSC/ESP systems cost $700 on their own), the base GLi's primary purpose seems to be a sticker price starting with a four to get you into the showroom. The entry-level Tarago GLi and its two airbags is a clear example where a lower price does not represent better value given its precious family cargo.

All Taragos now have large disc brakes on all wheels (296 x 28mm ventilated fronts, 298 x 10mm solid rears), ABS and Electronic Brakeforce Distribution (EBD). The base GLi has a mechanical brake assist (BA) system.

EBD is vital when it can anticipate the big changes in loads, weight distribution and road surface which would normally have an unpredictable effect on braking in a peoplemover. Full marks for this vital feature!

The Electronic Brake Assist and VSC vehicle stability systems in the GLX and GLi Enhanced Safety Pack are linked to the Pre-Crash Seatbelt system. When either system senses that the driver is in trouble, it activates electric motors to pre-tension the front seat belts. It is a case of primary safety systems working to get you out of trouble while a secondary system prepares for the worst case scenario.

Toyota claims that the new body offers extra side protection with energy absorbing materials in the pillars and roof rails. The front crumple zone also minimises pedestrian injuries through smooth, soft surfaces and careful placement of wipers and other fittings.

Toyota claims its radical Combimeter instrument panel is a safety feature when in practice, it is potentially one of the most distracting features offered in a passenger vehicle for some time.

The Porsche 911 prior to the most recent models was always criticized for its scattered array of dials. Toyota has adopted this cluttered horizontal Porsche layout then moved it towards the centre of the dash and buried the gauges at the bottom of a black hole that places them so far way they almost warrant a pair of binoculars!

Toyota might get away with it in dim Northern Hemisphere light but not in Australia.

While cruising into the extreme light generated by the Tarago's panoramic front view, a simple speed check requires the driver to drop his or her eyes from the road, turn them towards the centre of the dash, wait vital seconds for their eyes to adjust and focus to see within the depths of the Combimeter's black hole, then scan a jumbled mess of dials to locate the speedo!

The speedo calibrations are such that it will then take another extended time margin to confirm the actual speed. If you are wearing sunglasses, forget it.

One of these problems in isolation is one too many but in combination they are at best distracting and arguably dangerous.

The layout is so bad that the transmission indicator is in front of the passenger and it's actually quicker to take your eyes off the road totally and look at the lever itself.

The dinky little compartment ahead of the steering wheel where the gauges should be is simply not worth it especially when it not easily accessed. My passenger, after noticing she had a better view of most dials than I did, concluded she would not want to drive the Tarago before I had said anything.

The improvement at night, while marginal, suggests that the bright Aussie light has highlighted a problem not exposed elsewhere. As so many Taragos head to even brighter northern light conditions, buyers need to work out whether they can live with this.

MECHANICALToyota's efficient, long-life engines are critical to Tarago appeal and the latest model builds on this with an extra 10kW and better fuel economy.

The all-alloy engine now delivers 125kW/6000rpm and 224Nm/4000rpm with an official fuel figure of 9.5lt/100km, which Toyota claims is a 9.5 per cent improvement over the previous model.

The 2AZ-FE engine now has a drive by wire accelerator, revised camshaft profiles, higher compression ratio (9.8:1) and reduced internal friction, standard industry fare for the latest emissions rules.

Any four-cylinder shortcomings will only be exposed when you need to wring its neck under a heavy load. Considering the 1700-1800kg weight, depending on spec, it achieves a clever compromise between performance and economy.

The four-speed auto does the job and the sequential change is handy for locking in a ratio for windy or hilly roads but little else when it really needs five ratios to satisfy a keen driver. The direction of the sequential shift is now the reverse of some other Toyotas.

The sooner the industry agrees on the more intuitive forward for downshift, back for upshift, inline with the forces on the car, the better.

Toyota has refined the strut front suspension with lighter and more rigid components and extra attention on the geometry for better stability and feel.

At the rear, Toyota has opted for a torsion beam rear axle similar to that featured under the rear of the Holden Camira, early Magna wagon and several Europeans. It is a cheap but effective way of increasing rear load space and lowering the floor while the twist in the beam allows a small degree of independence and generates an anti-roll function.

If you have ever noticed how much space was lost in a Camry wagon with the alternatives, it is a timely move.

COMPETITORSAs quality Japanese rivals have abandoned the large dedicated peoplemover market, the Tarago almost has a niche of its own as the most spacious, frugal and accomplished of the genuine eight-seater people movers.

It is arguably too expensive for the role of urban family taxi when alternatives from Kia and Hyundai will do the job for close to $20,000 less.

The Kia Carnival is a compelling alternative especially as the troublesome Rover-sourced V6 has been swapped with a more dependable unit. The Hyundai Trajet is more of the same.

Buyers need to weigh up the missing safety and luxury equipment, reduced luggage capacity, cheaper finish and more basic styling.

Don't overlook the Mazda MPV with its powerful V6, the Mitsubishi Grandis and Toyota's own Avensis Verso which may be the perfect middle line between the Koreans and the more complete Tarago approach.

Normally, a 4x4 offroad wagon with a third row seat would not be on the same shopping list. However, the two-wheel drive Ford Territory is aimed at the same family market.

Even if its third row seat option cannot match the comfort, space and three-person seating capacity of the Tarago, the more rugged body and suspension, extra power and go-anywhere styling are winning sales.

By the time you option the Territory with similar safety and luxury equipment there is little difference in price. The Territory makes a better getaway vehicle away from town, the more spacious Tarago is the better highway and urban proposition when running costs are a priority.

That leaves the Honda Odyssey and Chrysler Voyager. The low profile Odyssey is geared towards urban runabout duties without the ultimate luggage space and room to spread of the Tarago. It also doesn't match the full safety package on offer with the Tarago.

The Chrysler Voyager is a good thing with V6 grunt allowing for towing and extra loads but doesn't present a convincing packaging argument over the Tarago until the long wheelbase models. All are significantly more expensive.

Meanwhile Mercedes-Benz and Volkswagen hope you might take a closer look at the Viano based on the Mercedes-Benz rear-drive Vito van and the various VW Multivan versions based on the front-drive Transporter. All offer extra grunt, size, luggage space and ruggedness but at a significant price premium as soon as you start matching Tarago features.

ON THE ROADQuiet, smooth, undemanding (instruments aside) and characterless is how you would describe the Tarago's demeanour -- exactly as you would want it if you are constantly ferrying a full load of passengers.

On the highway, there is a real sense of low resistance and effortless movement commensurate with a fuel gauge that doesn't move much over long distances.

This has always been the Tarago's strength and in this vital area it is better than ever, providing you have engaged the cruise control before the crazy instrument panel can ruin your day. The big seats and sprawling space really make a difference over long distances.

The suspension is firm for little body roll and the constant track advantages of the new rear axle are immediately apparent on smooth surfaces. There is a welcome absence of squirm or self-steering from suspension geometry changes, vital when the Tarago presents so much sheet metal to a crosswind.

While the engine is no powerhouse, it is more than adequate under typical 110km/h limits.

Although roadholding is strong, changing direction does evoke the typical front-drive feel of a lead-tipped arrow when the Tarago has been clearly set up for straight-line stability. It is not enough to cause alarm but will discourage most drivers from any heroics which is probably how it should be.

Away from the bitumen, the suspension's firm settings do not readily absorb larger potholes or corrugations. A little too much road shock gets through and generates a few rattles you would never expect -- basically it doesn't feel comfortable in these conditions and the quality feel starts to dissipate.

Where the Tarago once had a woollier feel on the bitumen and a more absorbent nature on dirt, the latest model is clearly set up for an absence of body roll and effortless long distance highway cruising. This may have been emphasized by the 55-series low-profile tyres and 17-inch rims on the test GLX. The Tarago is not alone in not being set up for local roads on low-profile tyres.

For rural drivers where this could be an issue, the higher 65-series tyres and 16- inch rims on the GLi should absorb more of the low-speed road shock at the cost of some precision.