Behind the wheel of the EuroVan, it's obvious this isn't just another Dodge Caravan wannabe. The EuroVan driver sits much higher than drivers do in other minivans, looking down on those in Caravans and Windstars. There's a commanding view from the bridge.
Foot room is limited, encroached by the front wheelwells and tight packaging. The front seats, in cushy light-gray velour, are chair-height and a good compromise between softness and support. Both have left and right armrests and are a good place to watch the road go by.
The steering wheel does not have a tilt function, and some may be put off by the somewhat bus-like angle of the steering wheel. It isn't nearly as bus-like as the wheel on the old microbus, however. The fully automatic dual zone (front and rear) climate control system is adjustable in one-degree increments. An ambient air thermometer is included, which is useful in changing weather conditions. The ventilation system includes a dust/pollen filter, beneficial for hay fever sufferers.
Overall the interior looks more institutional than luxurious, but it is comfortable. The ambiance is one of functionality rather than style, with straight lines serving where straight lines will fit. There's walkthrough space to the rear passenger area.
The face-to-face seating in the second and third row of the MV was a novelty that our passengers thought could grow old. Foot room is shared, and even with cooperation and coordination there will be accidentally kicked ankles. After dark, our backward facing passengers found the headlights of following cars shining in their eyes irritating. This arrangement makes a lot more sense when the tray table is raised. It's nice for those roadside lunches, impromptu card games and tailgate parties. An overhead fluorescent lamp adds lighting to the regular dome lights. The rear seat can be converted into a passable bed and privacy curtains snap all around the interior.
Pass-through panels under the rear seat allow long items to be carried. With the rear seat removed (not an easy task), a sheet of plywood will fit.
A cargo shelf splits the cargo area in half which, depending on the nature of your cargo, will either be a blessing or a pain in the neck. It bolts in, however, and will require a wrench to remove. The back of the third-row seat, covered in vinyl cloth, could use a more durable backing as ours had already suffered a laceration from rough cargo loading.
The EuroVan comes equipped with a high level of standard equipment that includes electronic climate control, cruise control, heated windshield washer jets, and power windows, locks and mirrors, and dark tinted glass for side and rear windows. The power glass sunroof, a $1,000 option, uses a fabric shade that's not opaque but blocks the sun, even on bright days. We're also partial to the $400 heated front seats, with settings from 1 to 5 on dash-mounted thumb wheels. The right-side sliding door provides a child lock for extra safety.
Volkswagen's V6 is very smooth and delivers on its promise of torque. Snap the throttle open and the front end rises slightly while the EuroVan accelerates. With the added power, other minivan drivers will have to be alert to get the drop on the VW. No more excuses and rationalizations are needed for the EuroVan's acceleration capability. The V6-powered EuroVan easily cruises at or above any posted limit in the U.S. The cruise control works very well, maintaining a constant speed on Interstate grades.
"Tomb-like" would not describe the EuroVan on the Interstate. Wind, road, and engine noise all raise the interior sound level, though not objectionably so.
Despite its big flat sides, the EuroVan tracks like a bullet on the Interstates, even with crosswinds. It responds to the steering wheel with immediacy and precision. The natural expectation for this tall vehicle is for oodles of lean in hard cornering, but not so with the EuroVan. There is little tilt and no sway. It is remarkably confidence building, with a steady dose of understeer and feedback. You won't see any EuroVans at the local sports car races -- other than the one in the parking lot. But driving a EuroVan won't consign you to being a slow-moving roadblock on winding roads. Volkswagen has strengthened the body and the increased rigidity allows the fully independent suspension to do its job well. The 38.4-foot turning radius wasn't a problem in tight parking lots.
We found the EuroVan excellent in traffic in the city of Lancaster, Pennsylvania. When our speeds were reduced to a walking pace, the nicely tuned throttle response enabled us to do the stop-and-go smoothly enough to enjoy a scalding cup of coffee without worries. Yet we were able to move quickly when we had the chance. These opportunities were easily anticipated from our lofty perch in the driver's seat, giving us an uninterrupted view of the traffic jam extending off to the horizon. The brakes were easily up to the part in the harder stops.
Two standard-wheelbase EuroVan models are available: the $26,200 GLS and $27,700 Multivan or MV.
The primary difference between the GLS and MV models is their seating arrangements. EuroVan GLS contains traditional forward-facing center and rear seats, with last year's optional individual seats for the second row made standard this year. The MV replaces the second-row bench with a pair of rear-facing seats -- positioned back-to-back with the front seats.
In addition to the GLS and MV models, Volkswagen offers a Winnebago Camper model with a longer wheelbase (by 15.7 inches). It's just the thing for that big trip to Yellowstone. It can be outfitted with a pop-up roof, full-swiveling captain's chairs, two-burner LP gas stove, refrigerator and other amenities.
A $3,235 Weekender Package available on the MV comes with a pop-up canopy top and many of the other amenities of the Camper without the longer wheelbase.