Toyota Tarago V6 2007 Review

What we liked
>> Usefully strong performance with unflustered refinement
>> Confident driving dynamics
>> Versatile seating/luggage arrangements

OVERVIEW
Just when you may have thought the peoplemover market had been worn down by the ever-expanding softroader hordes, along comes a jolt of fresh interest generated by the Tarago V6 with more power, more gears, more safety, more equipment and ingeniously revised rear seating.

Having been around in one shape or other for 23 years, Tarago has seen its local sales tally reach over 86,600 units, spread across three series. The first iteration ran from 1983 to 1990, and was superceded by the space-age 'egg' which irrevocably split the peoplemover concept from the previous converted-commercial-van school of adaptation.

Although a trendsetter when new, the 'egg' remained in production too long and showed its age years before being replaced in 2000 by a front-drive design which, in turn, continued until the current four-cylinder edition was introduced -- as reported by CarPoint in March 2006 (for more click

The V6 triumvirate opens with the $54,690 GLi model, an eight-seater with the same drivetrain and running gear as its stablemates, apart from steel wheels and 205/65R16 tyres where they sport 215/55R17 rubber on alloy rims. Apart from the same safety features and front fog lamps as its costlier kin, the GLi includes climate control, pollen filter, cloth trim, remote central locking, power mirrors and windows, two-way wheel adjustment, cruise control, MP3-compatible CD tuner and wheel-spoke audio controls, plus a plethora of drink holders and stowage nooks.

Although the GLi V6 is $5200 above the four-cylinder GLi, the difference drops to $3700 with the enhanced safety pack (optional for the four-cylinder) included. From that angle, six cylinders, six-speeds, fold-away rear seat and other enhancements are a good 3700 buck's worth.

Next, the seven-seat $56,990 GLX beckons from just short of the Luxury tax threshold. Besides adding front and rear parking sensors, roof rails and alloy wheels, the GLX features electrically adjustable driver's seat, Lexus-style Optitron instruments, in-dash six-stack CD player, rear climate control, sliding centre console and second-row Captain's seats (two), plus several woodgrain and leather touches for the cockpit décor.

Atop Tarago's tree, the $69,990 Ultima's upmarket aspirations yield a bumper crop of tempting wares that duplicate the GLX's array (except the roof rails) while adding swiveling and self-levelling Xenon headlights (with washers), leather seat coverings, heated front seats, dual sun roofs (with sliding shades), power-operated sliding side doors, power-operated foldaway rear seat and a comprehensive sat-nav system with four-CD head included. 

MECHANICAL
As with the four-cylinder Tarago, which continues in GLi and GLX forms, the V6 has strut front suspension, torsion beam rear axle, disc brakes all round, and electrically assisted rack and pinion steering. Besides the springs, dampers and front anti-roll bar being uprated to suit the V6's extra weight, firmer suspension is specified for Australia (the V6's only major market outside Japan).

Those changes are tellingly important, of course, but the bigger news is under the bonnet where, with little space to spare, Toyota has installed a vigorous and velvety 3.5-litre V6 married to a very proficient six-speed automatic. The engine's many qualities should come as no surprise however, because its reputation is already established in the Aurion and Lexus RX350.

Behind insignificant differences in maximum power and torque figures, the respective engines share the same architecture with oversquare bore/stroke relationship, twin-cam heads, four valves per cylinder, sequential multipoint fuel-injection, and variable valve phasing for both the inlet and exhaust camshafts; Toyota's so-called VVT-I system.

Although the Tarago's 2GR-FE engine is outstanding in its own right, the quick-thinking, slick-shifting six-speed automatic transmission complements it perfectly. And if the thought ever occurs that you might do better in some circumstances, the stubby selector lever's sequential manual mode is just a wrist-twist away from the wheel.

Inevitably, the V6 drivetrain, higher specification levels and rear seating modifications have added mass to what was already a substantial package.

Tipping the scales at 1800kg or more, the V6 GLi and GLX are about 200kg heavier than their four-cylinder siblings. The Ultima adds a further 100kg or so, which means its mass is about average for the class, while still lighter than the Mercedes Viano and Kia Grand Carnival, let alone the 2.4-tonne Volkswagen Multivan.

Although the GLi and GLX's manual arrangements aren't at all taxing, the manipulations are even easier, if slightly slower, with Ultima's electric push-button operation. When the seat is erect, the vacant pit contributes significantly to luggage space.

The eight-seat GLi's three-place second-row bench has almost 670mm of fore/aft travel to aid passengers' negotiations about legroom. The rear row is accessed, on the nearside, via the second seat's separately movable 40 per cent.

The seven-seat GLX and Ultima replace the second-row bench with a pair of Captain's chairs. Individually, these seats not only slide up to 804mm fore/aft, but also have 85mm lateral travel. Spread, the gap between them allows walk-through third-row access. With the gap narrowed, second-row passengers have better view forward between the front seats.  They can also access a flat-topped sliding storage bin shared with the front occupants.

Even so, it's undoubtedly a safe bet, indeed, that Toyota has done its homework -- hence the inclusion in each V6 variant of seven airbags (two front, two front-side, driver's kneebag, and full-length curtains affording protection to all three rows of occupants.

Anti-lock braking, electronic brakeforce distribution, brake-assist system, seat belt pretensioners, pre-crash tensioning of the front belts, traction control and a sophisticated vehicle stability control system which includes corrective steering adjustments are all standard.

COMPETITORS
For a class that has been assailed for more than a decade by hordes of faux 4WD models and urban-warrior SUVs, the peoplemover segment holds up remarkably well. It does so because there's no diminution of active families' need for more than five seats, nor for hotels, resorts and the like to have seats to go without the bulk and costs associated with most multi-seat all-wheel drives.

A fairly steady influx of new and replacement peoplemover models sustains interest and activity.

Although affordable four-cylinder models enjoy the lion's share of the market, the six-cylinder side is developing strong followings and attracting more attention from private buyers and commercial interests alike. That aspect is ripe for a model of the Tarago's many talents, but not without some stern competition from other sixes including Chrysler Grand Voyager ($55,990-69,990), Hyundai Trajet ($33,990), Kia Carnival (from $32,990) and Grand Carnival ($37,990-43,990), Mercedes Viano V6 ($68,390-74,990) and Volkswagen Multivan (front-drive $63,990-81,990).

No shortage of choice, then.

ON THE ROAD
Most peoplemovers spend most of their days doing mundane, albeit useful, domestic duties around city and suburbs. However, the Tarago V6 is one that deserves any excuse to get out of town. Not that it can't do the Mum's Taxi thing with great dexterity -- because it can -- but it's also too good a drive to be kept on a short leash 24/7.

Tarago's commandingly high driving position rivals SUVs' for panoramic insights to the traffic, road and surrounds. The driving position benefits from the amply adjustable seat and the wheel's reach-and-rake provisions. The stubby transmission selector is just a handspan away, and minor controls are well placed too.

That said, the Jetsons instrument cluster remains a bone of contention. It didn't impress in 2006, and still doesn't.

The GLi continues the original design from the four-cylinder model. The GLX and Ultima have the more spectacular Optitron cluster which is fine in shade or dark but it shares the plain version's exaggerated width (which thwarts at-a-glance comprehension) and legibility loss in strong sunlight -- particularly when you're wearing sunnies.

Fortunately, the quality of the driving helps you overlook the instruments' deficiencies. In a word, or few, the Tarago V6 goes, steers and stops like a beauty.

The phrase 'car-like' is sprinkled too liberally on some SUVs and peoplemovers. But here it's applicable because the Tarago V6 cruises as confidently and quietly as good six-cylinder sedans, and handles pretty damn well too. Of course, there's nothing car-like about a high seating position and the way it magnifies the effect of body roll, but the Tarago maintains well-balanced decorum throughout.

Although the steering has the variability of feel and weighting associated with electrical-assistance, it also provides amply accurate sense of direction which is blunted only when the V6's nose-heaviness translates to marked understeer in sharp turns and hard cornering.

Tyre slap infiltrates across filler strips and small ridges, but the ride overall is bump-blottingly absorbent without wallowing through corners or floating out of dips. And although the brakes haven't grown from the four-cylinder models', they have good meaty pedal feel and give arresting performance.

The Tarago's inviting driving dynamics help bring out the best in the six-speed V6 drivetrain which provides sparkling performance with creamily smooth and relatively quiet delivery. Seamlessly immediate and strong response is always available, and elevates the V6's overtaking and hill-climbing capabilities to another league. It puts the g-o in Tarago.

On top of which, besides being decisively the most powerful V6 peoplemover, and one of the torquiest, the Tarago is the most fuel efficient by far.

Running 10.8:1 compression, the V6 has preference for premium 95 RON petrol, yet accepts standard 91 RON without complaint.

According to the official numbers, the Tarago V6 GLi uses 10.2lt/100km, while the slightly heavier GLX and Ultima consume 10.3lt. Either way, that's another box ticked for a package that is as much about sizzle and style as seats.

Toyota Tarago V6 Ultima model pictured