2025 Volkswagen Multivan T7 review: Australian first drive

• Doors and Seats

  

  NA

• Engine

  

  NA

• Engine Power

  

  110kW, 360Nm

• Fuel

  

  Diesel 6.4L/100KM

• Transmission

  

  NA

• Warranty

  

  NA

• Ancap Safety

  

  NA

Family Cars Guide

Seven generations of history is a big deal for any model of vehicle, and the 2025 Volkswagen Multivan has one of the most impressive back catalogues to crow about. Not just for people movers, either. Any car brand would kill to have the kudos and pop-culture tie-up that is enjoyed by Volkswagen's people mover.

But while it's the most storied people mover, the Volkswagen Multivan is far from being the most popular in the segment in recent years. Ever since Toyota chose to withdraw the Tarago people mover from the segment, it's been one-way traffic for the Kia Carnival in terms of sales dominance and overall popularity.

And for good reason, as well. Compared to the likes of a Hyundai Staria, LDV Mifa and more expensive Mercedes-Benz Vito, you've got a vehicle that these days blends practicality, flexibility, comfort and ease of use wonderfully.

Now, we've got the next-generation Volkswagen bus to test, and there are some important changes to this long-loved family bus.

This is the first time Volkswagen's people mover has adopted a platform shared with the passenger car range. Previously, it's always been about bones shared with the vans, because that makes logical sense.

Although, there is a caveat there. The first generation of this Volkswagen bus – the T1 back in 1949 – was originally prototyped on a modified Beetle (Type 1) chassis. However, the heavier payload requirements of a dual-purpose van and people mover saw it adopt a more heavy-duty ladder chassis.

Now modular and scaleable platforms have become all the rage, Volkswagen has stretched and pulled at the MQB platform to make it work here, which is quite a feat considering the same bones also underpin a Volkswagen Golf and Audi A3.

The fact that the Transporter is now a platform-sharing operation with the Ford Transit Custom – similar to the Ranger/Amarok relationship – might also have something to do with it.

What hasn't changed is the powertrain, with a 2.0-litre turbocharged four-cylinder diesel engine continuing to serve under that snub-nosed bonnet. Peak power remains at 110kW, but now arrives higher up at 3750rpm, while torque has been bumped up to 360Nm (from 340Nm) in a slightly broader range of revs.

With a starting price of $75,990 before on-road costs, the Volkswagen Multivan kicks off very close to where the Kia Carnival stops in its highest specification level: GT-Line Hybrid. The diesel GT-Line Carnival is cheaper at $73,060 plus on-roads.

However, the Multivan cannot match Kia's offering for standard equipment. In this case, we have cloth seating, room for seven on board, 17-inch alloy wheels, rear-view camera and three-zone climate control. There's also LED lighting, manual-adjusting front seats (with adjustable lumbar support), tyre pressure monitoring, a leather-wrapped steering wheel and parking sensors front and rear.

Having electric sliding doors along with an electric tailgate is very important, and highly valuable for when your hands are full and have increasingly autonomous kids running around.

For reference's sake, it's worth pointing out that the Kia Carnival has significantly more kit for around the same asking price as what we have here.

And if you want a Multivan with more kit than this, you'll need to wait a bit longer. Plus, we don't yet know how much a future 'Style' trim level will cost.

Now, Volkswagen is persisting with the 'LWB' (Long wheelbase) and 'SWB' (Short wheelbase) names, even though the length of the wheelbase doesn't vary between the two models. Instead, the overall length bumps out by 200mm at the rear, from just under five metres to 5173mm.

Going for the longer model costs you an extra $3000, and grows space from 469L to 661L, according to the specs sheet.

The length of the floor rails (for adjusting the seat position) doesn't change. So, you can't slide the third row back any further, but you'll fit a fair amount of extra kit into the back when you need all three rows of seats.

Once you apportion enough space between all three rows, because they all slide and tilt, don't forget, you've got a good amount of overall interior room in the Multivan. Similar to previous-generation models, the flat floor is equipped with tracks that allow the seats to slide a long distance fore and aft or be removed completely.

This is really good for a few reasons. Firstly, you can easily slide the middle seat into the middle or back rows, swapping between a two-two-three and two-three-two layout easily. This is something the Carnival cannot do. And being able to pull out seats (which are now 25 per cent lighter) can also help for camping trips, furniture transport, and anything else you might need. This can be converted into a full-blown two-seat van if you need or any other variation you want.

But for family usage, the amount of space you can apportion between all three rows means this is a proper seven-seat option with room for adults and kids' seats across all three rows. The amount of second-row space is huge, and there's plenty of airy visibility and space on offer.

Having five ISOFIX and top-tether points (all seats in the back) underscores the versatility on offer here.

Although, a relatively small manual-opening second-row window, which slides across instead of down into the door, feels like a downgrade.

If you can't find second-row USB power, don't fret: it's actually hiding in the storage bin on each door. Watch out for cables getting guillotined by the electric sliding door, though.

The fold-out tables on the back of the front seats will be eminently useful, and the so-called 'multifunction table' is quite tricky with its pop-up tables, extra cupholders and adjustable height. It can also be slid all the way front to back, but is an extra cost of $990.

Speaking of options, going for leather seating with heating for all outboard seats in the Multivan is an expensive procedure at $6990, while going all out on all-round seat heating (except for that rear middle seat) costs an extra $1600. If you prefer microfleece seats, you're looking at a $3990 upgrade cost.

The optional Goodnight Package is cool as well, adding in a removable bed over the rear along with blockout blinds, vents and other things. However, it's also quite pricey at $4,390.

Moving to a shift-by-wire automatic transmission, which is the same seven-speed dual-clutch unit otherwise, does free up space on the dashboard of the Multivan, as well as offering more space around the floor area. There are some pop-out cupholders here, and don't forget that the optional table can be slid forward as well.

Twin USB-C power outlets and a 12V plug give you charging abilities up front, and there is a handy little shelf for your phone to rest on under the infotainment display.

Moving to an electric park brake frees up even more space, but having the combination of touch-sensitive 'buttons' and a slider for your climate and volume controls can be finicky to use when on the move. At least Volkswagen has done a retrograde upgrade by keeping physical buttons on the steering wheel.

And while the seats might not be as fancy and feature-laden as others at this price point, the ergonomics and comfort are great. Having armrests for the front and rear seats is awesome too.

The driving experience of the Multivan – which is now passenger car based, don't forget – is improved over the previous van-based generation. It steers more sweetly, without that van-like slowness and heaviness we got previously. The ride quality is improved as well.

Although, it's not rampantly better. We noticed some rougher roads impart noises and thuds into the cabin, with the taller seating position and overall height jostling occupants a little. I also noticed a bit of noise from the suspension cycling when negotiating bumps.

In other words, the ride quality and driving experience are certainly improved, but it still cannot match the segment darling from Korea.

Interestingly, a quick punt in the Multivan down a twisting and enticing back road revealed surprisingly good balance and dynamics when you start to push, despite the feeling like you're driving a block of flats. However, such qualities are less important for this kind of vehicle.

The diesel engine – impressively subdued in operation – provides enough torque and general motivation for town driving. It's mostly unstressed and doesn't gruffly vibrate like you might expect a diesel donk to do.

The dual-clutch automatic transmission, which owners will likely get used to, still has its low-speed foibles. Low-speed manoeuvring can feel a little rambunctious, and taking off at the traffic lights (along with the auto stop-start feature employed) feels not as linear and smooth as a torque converter transmission. But once you're cruising, gear changes are crisp and smooth.

In terms of fuel economy, our initial drive in the 2025 Multivan saw an indicated figure of around 8.0 litres per 100 kilometres against a claim of 6.4L/100km. We'll learn more about this after more time with the vehicle, however.

Visibility is awesome for the driver, and from all seats, in fact, and the turning circle is pretty good considering the size of the vehicle. Although it's now car based, the driver still sits high and somewhat over the steering wheel, and is surrounded by plenty of vertical glass. It's different to a low-slung Carnvial, but feels like an intrinsic part of the Multivan's vibe and character.

When you compare the Volkswagen Multivan to the Kia Carnival, it's hard to rationally keep them level. Both have a big and hugely versatile interior, which go about their business in different ways. The Multivan is awesome with the broad sliding, adjustable and removable seats. However, the Carnival strikes back with the smart third row that folds out of the floor to gain extra boot space.

And while the driving experience of the Multivan is now more refined, it's still got that cool factor of a high driving position, loads of visibility, and squared-off interior space that has been there for generations and decades.

It's not the best in the segment, but it's still appealing. And I totally get why some might want to spend up, miss out on some features, and still love this as their family bus.

Family Cars Guide

Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures. Off-road writer of the Year, Winner - Sam Purcell

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