Passenger Capacity: Comparison Test Of Three Minivans

It makes no sense to close our eyes to the obvious fact: minivans are not very popular in Russia, because they are too specific and not close to our spirit. Almost no one buys such cars for a family, so there are more chances to meet such a car at the airport, in the parking lot of an expensive hotel or near the office of a reputable company than in the neighboring yard. Corporate parks value them for the size of their cabins - after all, nothing more spacious can be found within the B driver category

We have brought together Chrysler pacifica, ToyotAlphard and Volkswagen Multivan, to understand why they are better or worse than the same crossovers from our recent test. Both there and here - seven seats each, but some lead the sales ratings, and the second are found on our streets less often than other supercars. Why?

We look and peep

In life, our minivans seem even larger than the aforementioned crossovers, although they are similar in size. Length - plus or minus five meters, width - almost two. But parking in a minivan is easier: thanks to a different layout, the dimensions are better felt in it.

Especially if it is Volkswagen multivan… He has the shortest hood (and he himself is shorter than the others) and the highest seating position. And there is also the best visibility in the test: the windshield is huge, the struts, albeit massive, but without triangles, props, and in the salon mirror you can see more than in other minivans.

The consequence of the short hood is the tightness under it: the place was found only for the two-liter "four" installed across. The engine can be petrol or diesel, with different power options, ranging from a ridiculous 102 horsepower and ending … The test Multivan is equipped with a top 204-horsepower diesel engine, a robotic DSG gearbox and all-wheel drive with a Haldex clutch.

According to the passport, such a Volkswagen accelerates to 100 km / h in 9.6 seconds. But these numbers are not impressive when near ToyotAlphard… The hood here is also small, but this is a hoax: the windshield simply covers half of the engine compartment. And there - a petrol 3.5-liter V6, which produces 300 horsepower! The engine is paired with an 8-speed "automatic" and drives the front wheels. In the passport of a Japanese minivan, 8.3 seconds to hundreds and 200 km / h of maximum speed are indicated. And they do not seem to be an exaggeration: 180-190 km / h this "bus" travels with ease and a large margin under the gas pedal.

However, the surrounding Alphard amazes not so much with overclocking as with its appearance. This car is a level 80 outrageous master. Chrome was smeared on the body with a wide brush, and for those who are not even enough of such kitsch, Toyot offers "golden" rims. Moreover, they are uncontested for the top-end configuration. The size of the radiator grille of the minivan can compete with the trucks, a spoiler is attached to the tailgate, and the taillights "flow" into the sidewalls in a fancy zigzag pattern. Alphard seems to be an anime hero, and not a real car for the banal transportation of passengers.

Chrysler pacifica against the background of the rest - somewhere on the designer's equator. The shocking Japanese minivan is alien to him, but he does not look as ordinary as the Multivan with its truly German severity. Although smooth lines and a minimum of chrome also do not catch the eye. The most memorable details are the winged Chrysler logos. The brand has been too exotic for Russia in recent years.

At the same time, the Americans are true to themselves: Pacific is also "the best". In this case, the biggest one. This minivan is longer than the others by a good 25-30 centimeters and surpasses them in width. But its height is only 1818 mm (already with rails) - for comparison: Multivan at the withers is 1970 mm. Therefore, Chrysler looks against the background of the rest not as a bus, but as a huge station wagon. Due to its large dimensions and racks with useless windows, it is more difficult to maneuver on it, but as compensation, there is the only car parker in the test.

The engine is not hidden in the cabin, and it is also decent - an atmospheric V6 with a volume of 3.6 liters and a capacity of 279 hp, which is installed, for example, on the Jeep Grand Cherokee. Plus "automatic" and front-wheel drive, like a Japanese car. The claimed acceleration to 100 km / h is 7.4 seconds. But the feel of the Pacific isn't nearly as fast as the Alphard.

Trying to take off. And maneuver

Chrysler Pacific starts briskly, and if you press the gas harder, then in the first meters it grinds the asphalt with 18-inch tires. But the American car does not have a fighting spirit: a good acceleration must be knocked out of it by active use of the accelerator. The atmospheric engine is predictably sluggish at low revs, but the main culprit is the box.

It seems to be modern and advanced (nine programs!), But with an old man's character. "Automatic" does not like to switch down and block the torque converter, which is why the acceleration sometimes seems "variator". It is also impossible to throw off a step or two on your own: Pacific does not have a manual switching mode. As well as sports.

It is all the more surprising that the American chassis turned out to be the most combatant in the test. Pacifica, of course, is not a station wagon, but I don’t want to rank it among the clumsy buses. The car is closest in habits to crossovers, and to good ones.

The steering wheel is sharp (a little more than three revolutions from lock to lock), with a good, clear "zero" and a pleasantly increasing effort. The suspension is assembled - Chrysler does not sway on the waves, is not afraid of pits, and even speed bumps can be run over without braking. In corners, however, the rolls are noticeable, but they do not interfere with the tires reliably hold onto the asphalt. And the degree of understeer in this minivan is quite modest.

ToyotAlphard - the exact opposite. The Japanese automatic machine also does not work perfectly, but all its flaws are covered by the power of the engine. And a sensitive gas pedal, giving rise to a feeling of unprecedented dynamics. Does the box hesitate to switch down? It doesn't matter, Alphard is already accelerating faster than its downstream neighbors. In extreme cases, you can push the lever yourself. There is no sport mode - the button can only turn on the Eco-option, in which the power unit starts a siesta. But is it necessary?

However, with such a powerful motor, the chassis settings do not fit. Toyot doesn't really want to make friends with the driver: the steering sensitivity is low (there are already more than 3.5 rpm), "zero" is blurred, and in general the information content is so-so. The understeer is frankly insufficient, and the driver will not get an ounce of pleasure from the winding track. And the passengers are unlikely to approve of the "interception".

And it is clear that Japanese engineers tried to make the Alphard comfortable above all. Despite the lowest-profile tires (235/50 R18), the minivan smooths out minor road irregularities well, and in general it is not afraid of pits. But where the asphalt goes in waves, passengers begin to sway. And if you slightly exceed the speed when passing a speed bump, the suspension will upset you with a sensitive rebound shock. In general, the suspension works noisy, and the Japanese samurai lacks the composure that the American Pacifica has.

Even with the most powerful motor Volkswagen multivan expectedly loses to others in dynamics. But it is quite enough for both the Moscow stream and for country trips. And Volkswagen consumes about 2–2.5 l / 100 km less fuel than its petrol counterparts. By the way, with a petrol 2.0 TFSI of the same power, according to the passport data, the minivan accelerates "to a hundred" almost a second faster - almost like Alphard. And the diesel engine brings a narrow working range: the test Multivan has a bright pickup closer to 2000 rpm, but already by 4200–4500 rpm the thrust drops.

However, in real life this does not interfere: the 7-speed robot with two clutches takes care of the engine not falling into the turbo lag. Even in the standard Drive position, it is commendably agile, shifting gears quickly and without jerking. And if we translate it into Sport, the diesel speed during acceleration will always be in the active zone.

The box, paired with a powerful diesel engine, is considered the most reliable version of the DSG. Perhaps the only drawback of the "robot" is a noticeable hitch at the start, sometimes preventing it from quickly integrating into a dense stream of cars.

Managed Multivan is also understandable. Average (at the same 3.5 rpm) steering sensitivity is combined with good information content and a clear "zero" - what is needed for a car of this class. On a straight line Volkswagen is stable, in turns almost does not roll, and the minivan "writes" the arc accurately. Only in very steep turns do you want the car to understeer less.

Alas, so that such a tall car - and it's not just the extra centimeters of the roof - was so controlled, the German engineers noticeably clamped the chassis. Multivan regularly transmits road trifles to the salon, reacts painfully to asphalt joints, and even more so to speed bumps: if it is not enough to slow down, the body shakes from a hard blow. Moreover, the choice of the mode (and the test minivan had adaptive shock absorbers) does not fundamentally change the picture - switching the chassis to Sport is useless and even harmful. And in general, the suspension works a little noisy.

But for large minivans, comfort and roominess are more important than a sports suspension and a powerful engine. Let's finally take a look at the salons.

Opening the doors

First, let's take a seat in the driver's seat - already here three minivans differ radically. IN Volkswagen multivan you do not sit down, but enter, there is even a small step behind the driver's door. The height of the chair resembles an office chair, you press the pedals down somewhere, the steering wheel is piled forward - and the ranges of its adjustment are small. And to remove the car from the parking brake, you need to bend down, lowering the lever to the floor. However, the "bus" layout also has advantages - excellent visibility and the ability to pass between the seats to the rear of the cabin. In other cars, you have to get out for this.

But otherwise Volkswagen is true to itself. Cool instruments, a small steering wheel from passenger models, a gear lever right at hand. And in the buttons, which are assembled in blocks on a straight line, like a panel rail, you will not get confused. There is also a convenient shelf for a smartphone with connectors for recharging.

ToyotAlphard the inside looks as monumental as the outside. On the high dashboard, you can set a dinner for two - from the steering wheel to the lower edge of the windshield, there are almost a meter here! And between the seats there is a high central tunnel with a huge armrest, inside which you can stick your arm up to your elbow. The seats are wide and with weak lateral support, but they are still lower than in the "Multika". And the steering wheel - big, like everything in this car - is tilted closer to the vertical.

Even more unusual (or illogical) Toyot is in the little things. The control buttons for the rear doors are located on the headliner and for the second row seats are located to the left of the steering column. The heaters scattered across the panel like cockroaches: at the steering wheel it is activated on the left, at the windshield - behind the steering wheel, and the funny knobs that regulate the heating or ventilation of the seats found a place only next to the machine gun lever. There is also a shelf for a phone, which no modern phone can fit, except for the push-button Noki3310. And for the entire seven-seater cabin, the Alphard is equipped with just one USB port!

Whether it's the case Chrysler pacifica… There are as many as three sockets on the front panel alone. There is also a convenient shelf-slot where you can securely attach your smartphone on the go. And in general, the American minivan is trimmed more elegantly and of better quality. Although he also has ergonomic troubles. For example, the purpose of the shelf right on the floor between the chairs, and with sockets, is not very clear. What should I put there? And all the heating in the cabin is controlled through the touchscreen, and they still need to be found in the depths of the menu.

But the main thing that makes the Pacifica different is the almost light driver's position. The seat is set ten centimeters lower than that of the Volkswagen, the legs can be extended forward, and the steering wheel is adjusted almost vertically. And although there is also an armrest, in fact it is not needed - not the driver's position.

Moving the doors

The main trump card of minivans is behind the rear doors. They themselves are a significant advantage: for passengers sliding "gates", especially with electric drives, are more convenient than swing gates. It is enough to press a button to open the view of an impressive interior. And each minivan is organized in its own way.

Alphard most of all resembles the cabin of an airliner. The second row is business class, with a pair of luxurious seats that look the most desirable. Soft pillows, ottomans, heated and ventilated. On the side racks there are reading lamps, and in the high armrests there are control panels for all this economy and "aviation" tables. True, they are so small that it is difficult to attach a tablet.

And on the third row there is an economy sofa. Formally, for three passengers, although the width and relief hint that it is better to sit here with a maximum of two. Adjutant seats have a minimum of amenities, but in general they do not constrain adult passengers. Except that getting there is difficult: you have to manually move the heavy second-row seats forward.

On the Multivan you can order a salon in various variations. The one we have is also about business, but it's more of a mobile office. And here the seats for VIP passengers are on the wide sofa of the third row. Especially if you slide it all the way into the trunk, providing impressive legroom.

And the middle row with individual seats is not Toyota's Emirates at all, but rather German Lufthansa. Hard pillows, short armrests, and of all the privileges - a passage between the seats, occupied by a table (which can be removed or moved forward). There are not even power windows, instead of them there are sliding windows. Without electric drives. But you can turn these chairs against the movement, unfold the table and arrange a meeting with colleagues on the go. Or a mini-banquet - there are enough cupholders for everyone.

But if the purpose of your visit is business, then Pacificmay seem like a car, the interior of which combines the disadvantages of the other two. The third row is even narrower than Toyota's - only the three of them will sit there, and the two middle row seats are as simple as in Volkswagen. And Pacific is the only minivan in the test without any longitudinal seat adjustment at all. They only change the inclination of the back. And this is Chrysler, considered the ancestor of the minivan class and the most popular in the segment in the home market today?

Yes, it's just that the American car was created for other purposes. The seats do not move back and forth, but in just a few seconds, the Pacific becomes a four-seater station wagon with a huge trunk. Literally at the touch of a button. The second-row chairs also need a minute to disappear under the floor in an almost magical way. And you get a van with a cargo compartment length of about 2.3 meters! The Multivan, for example, can also be turned into a truck. But it takes tools, a couple of sturdy men to carry the heavy seats, and a garage for storage.

Having fun

Those who sit in Multivan… Its multimedia system is limited to a 6.33-inch screen on the front panel, an SD slot and a couple of USB ports - and then for an additional fee. To be fair, there is a head-up display in the list of Volkswagen options, but it is priced at an unmerciful 254,300 rubles! And without it, passengers are left to have fun themselves, using the Wi-Fi distributed throughout the cabin.

Alphard is also able to connect the salon to the Internet, and can also turn into a mini-cinema. There is a screen on the ceiling and a control panel is stored in the center console. But by multimedia standards, Toyot is 10-15 years behind. Who, for example, would like to connect an external player via "tulips" today? And the diagonal of the overhead display is rather modest.

Pacifica equipped with two screens in the passenger compartment at once: they recline from the backs of the front seats together with tables.And there are many opportunities to display an image on them, and on each display its own, there are many - a player on the console, USB connectors (central and individual), HDMI and even Internet streaming! In addition, passengers can entertain themselves with games and other applications. In short, everyone will find something to do on the long journey.

Drawing conclusions

All of these minivans are good, but each has its own role. Volkswagen multivan - the ideal shuttle, the most spacious and functional means of delivering passengers. You can not only get there, but at the same time communicate with colleagues in the business setting of a mobile office. The only pity is that the comfort on such a trip will not be enough.

ToyotAlphard - also primarily a business car, but for the "senior command staff". On this it is not shameful to meet a business partner at the airport or take the management "to the site". Especially if he is many kilometers from the head office, and the road there is not the most luxurious.

BUT Chrysler pacifica - not the best choice for a corporate park, but a great car for a person with a large family and a large home. Especially when the family loves travel, outdoor activities and other activities that require the transportation of bulky equipment. And if a big house does not stand somewhere in the middle of the Russian Black Earth Region, Pacific is better than a seven-seat crossover.

But if all these minivans are so cool, then why are they almost never bought? After all, the same crossovers are sold in Russia in tens and hundreds of thousands, and the annual sales of minivans are just hundreds, or even tens. And it's not only a lack of prestige, but also frightening prices.

The best equipped, richer finished and simply the largest Chrysler pacifica - also the most affordable. But affordable doesn't mean cheap. The car is offered with only one powertrain option and the only Limited Platinum trim. With all options, including a color surcharge, an American minivan costs 4,509,000 rubles.

Does not give a choice of motor and ToyotAlphard, but offers three levels of equipment at once. Even the basic Prestige for 4,764,000 rubles boasts a long list of equipment, but in order to seat VIP passengers in business class, you need a maximum Executive Lounge version for 5,118,000 rubles… For "metallic" you need to pay another 70,000, and for "mother of pearl" - 105,000 rubles.

Volkswagen multivan ready for any whims of buyers - the relationship with commercial vans affects. Now the configurator on the corporate website offers five (!) Options for the power of a two-liter diesel engine, and dealers also have petrol versions available. Transmission - "mechanics" or DSG, drive - front or full. In addition, you can buy the Multivan Long with a body extended by 40 cm.

Four basic levels and a long list of options are available for interior fittings. The richest, Highline, starts at 4,085,200 rubles for a car with a 140-horsepower engine and a handle. With a top-end power unit, the car costs from 5,225,500 rubles, and the test Multivan with all the additional equipment will cost 5,897,000 rubles.

Now let's take another look at our summer test of large crossovers. The most expensive of them (also, by the way, Volkswagen!) Costs a little more than four million. The rest are much smaller. Already with four-wheel drive and a reputation for being cool cars. And who will queue up for minivans after that?

Chrysler pacifica

Okay

• - Close to passenger chassis settings
• - Rich multimedia capabilities
• - Ease of transformation
• - The lowest price in the test

bad

• - A return that does not correspond to a large tax
• - Close third row
• - Low roof

Chrysler PacificRU specifications

Equipment

3.6 AT (279 hp)

Engine

3.6 l / 279 hp / gasoline

Transmission

automatic

Drive unit

front

Body

Minivan

Fuel consumption

-

Acceleration to 100 km / h

7.4

Price, ₽

4 509 000

All characteristics Car catalog

ToyotAlphard

Okay

• - Maximum comfort for passengers
• - Dynamics
• - Rich equipment

bad

• - Ambiguous design
• - Outdated multimedia
• - Inconvenient trunk

Characteristics ToyotAlphard III Restyling

Equipment

3.5 AT (300 HP)

Engine

3.5 l / 300 hp / gasoline

Transmission

automatic

Drive unit

front

Body

Minivan

Fuel consumption

10.5

Acceleration to 100 km / h

8.3

Price, ₽

5 118 000

All characteristics Car catalog

Volkswagen multivan

Okay

• - Plenty of room for passengers
• - Maximum variability of equipment
• - Economical engine

bad

• - High price
• - Rigid suspension
• - "Bus" landing of the driver

Characteristics Volkswagen Multivan T6

Equipment

2.0d AMT (204 HP) 4WD

Engine

2 l / 204 hp / diesel

Transmission

robot box

Drive unit

full

Body

Minivan

Fuel consumption

6.8

Acceleration to 100 km / h

9.6

Price, ₽

5 897 000

All characteristics Car catalog