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New Car Test Drive - 1994 Volkswagen Euro Van GL
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| Updated |
Jul 7, 2004 20:16:52 |
| Rating |
 189 ( -26 -13.75% ) |
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Description:
In 1993, when Volkswagen replaced its rear-wheel drive Vanagon with the all-new front-wheel drive EuroVan, the action was regarded as an act of heresy by longtime VW loyalists. After all, these folks spent their halcyon youth rambling around in the venerated VW Microbus-the granddaddy of all vans-and the Vanagon was a friendly reminder of the Micro.
But for those who valued function over adherence to tradition, the EuroVan was a hit. Its maximum cargo volume of 201 cubic feet-aided by a low 20.3-inch floor and high 53.7inch ceiling---was about 35 percent roomier than the average minivan.
Indeed, its spacious interior allows VW to successfully market the EuroVan not as a minivan but as a midsize van, despite the fact that its length is shorter than some minivans and just a few inches longer than some sedans.
At press time, the 1994 edition of the EuroVan was not yet in the showrooms. But VW reported that no changes were planned for the latest model. So to bring you the necessary data to make an informed purchase, we tested a 1993 VW EuroVan with a base MSRP of $20,420. After adding options including a four-speed automatic transmission, four-wheel anti-lock brakes (ABS), cruise control, power assists and a sliding left-side window, the retail price was $23,745.
Walkaround
While the Vanagon's appearance VW clearly stated that it was an update of the original VW Microbus, the EuroVan pays less obvious homage to the legendary Micro. The front end has a personality all its own, but then it's a straight shot to the rear, with no articulation or eye-catching design flourishes.
The windows of our test van were flush-mounted, and the rear taillights were set about as low as they could be evidently in order to make the top-hinged rear hatch as large as possible. Likewise, the sliding side door opened to create an airy 50.6 by 40.9inch loading space.
Our test model was a bright Jamaican Aqua Blue-a refreshingly vibrant hue for a van-with a contrasting mid-body channel for the sliding door, and very purposeful-looking VW-ish wheel covers.
The transverse-mounted, 2.5-liter, five-cylinder, 109-hp engine was tightly tucked under the hood. VW says the EuroVan can haul a 4,400pound braked trailer or a 1,500-pound unbraked trailer.
The Inside Story
The front bucket seats were quite cozy and completely adjustable, right down to the armrests. Looking back from the driver's seat offered a view of a forest of headrests-seven altogether. And you want map pockets? On the inside of the driver's door was a pocket so big that saddle bag would be a more appropriate term. You could stow a brown-bag lunch in there and your sprout sandwich would emerge unsquished.
The three easily reachable heater and air-conditioning controls were a familiar sight-the same ones VWs been using since the unveiling of the front-wheel drive Rabbits. Attention-getting center-mounted indicators allowed our driver to keep a watchful on hand-brake engagement, the rear-defrost function, recirculation and the ABS.
Since van buyers typically like to carry or tow heavy loads, we would recommend the four-speed automatic transmission over the five-speed manual. However, even on our automatic model, the shifter was on the floor - apparently for those drivers who want the gear strength of an automatic to approximate the form-follows-function of a gearshift.
Stepping to the rear of this bus, we noted various cubbies and holders that revealed that the VW EuroVan has been conscientiously designed for family use. For those of us who can read in a moving vehicle without getting sick, the magazine holders behind the front seats were a civilized touch. And for highway dining, the center double seat folded down into a table with recessed rectangle tray bins and cutaway cupholders.
The rear bench seat could be removed, folded or tumbled forward to make space for various cargo configurations. VW likes to point out that when the rear seats are removed, enough space is left behind to accommodate a stack of 4- by 8-foot sheets of plywood, or-by the looks of it - that lawnmower, stair-climbing machine or other major appliance you ve avoided buying because you didn't have proper means of transport.
Ride & Drive
EuroVan GL offered everything we could ask from a van in the way of handling, cornering and maneuvering. At one point during our test drive, we got stuck between a car hauler on our left and a van on our right, and the power-assisted rack-and-pinion steering kept us right where we wanted without having to over-steer and adjust.
Any vehicle that's 75.6 inches high is going to have a slight lean while cornering. But the EuroVin's sports car-like four-wheel independent suspension system boasted double wishbones with torsion bars and a 23-inch stabilizer bar up front, and semi-trailing arms with progressive coil springs in the rear. Both the front and rear were bolstered by telescopic shocks. The bottom line: The EuroVan cornered amazingly well for a van.
However, we didn't like the steering wheel's bus-like attitude and slant. As our driver turned the wheel hand over hand, he was forced to lean forward like Ralph Kramden on a bad day. And we ultimately paid for the excellent handling with a ride that was a bit too firm-a definite disadvantage for parents who have to worry about their kids getting nauseous on a long trip.
Visibility was more than adequate, and the driver's seat was high enough-significantly higher, in fact, than the rear seats-to afford a panoramic view of adjacent sedans and coupes, even for short drivers.
The EuroVan was definitely capable of some speed-we didn't grow a beard waiting for it to hit passing gear. But as is typical for a VW, whose engineers really like to keep the rpms up, this was a high-revving machine. At 65 mph, the tachometer needle passed 3,900 rpms and the engine noise level was accordingly high. We found ourselves wishing for one more gear, because that rpm level was where most engines operate when they're in third gear. The tachometer redlined at 5,400 rpms, and the green area-which is where VW engineers would like drivers to linger-topped out at 4,500.
Final Word
All in all, the EuroVan GL was an impressive driving machine spacious, smooth-handling and both driver- and passenger-friendly. But it had its quirks: the Kramdenesque steering wheel, the stiff ride and the fact that the front-seat cupholder was unreachable by our driver, to name a few.
And although longtime VW enthusiasts are probably accustomed to such quirks, their loyalty may be tested by a mid-$20,000 sticker price for a 109hp engine that sounds as if it's complaining at high speeds. |
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