To a motoring enthusiast, the thought of driving a multi-purpose vehicle is an unappealing one. Images of toddlers screaming uncontrollably in a car cabin littered with toys and enveloped in a weird smell (might be from leftover food gone bad) are the stuff his nightmares are made of. Making the scenario even scarier is the fact that precious few MPVs are nice to drive.
Thankfully, not all such cars elicit this feeling of dread. Certain models, such as the Ford S-Max, actually have handling abilities that make school runs fun. While the newly arrived Opel Meriva doesn’t handle like the Ford, it has other attributes that could attract petrolheads with small families.
In its current second-generation form, the Meriva looks a lot sleeker than its boxy predecessor. It also offers more room in the rear, thanks to its larger dimensions. But more importantly, it has made this extra space more accessible with its coach-style rear doors, called FlexDoors by Opel.
Unlike regular car doors, which have their hinges at the front, FlexDoors have their hinges at the rear. The advantage of rear-hinged doors is easier entry and exit. On an MPV, rear-hinged doors also make it more convenient for parents to attach child seats and secure their children.
But rear-hinged doors didn’t always have a good reputation. In the early days, coach doors on motor vehicles became known as “suicide doors” – because if they suddenly opened while a vehicle was moving forward, a passenger trying to close it risked getting flung out.
To be fair, however, this risk was greater before seatbelts were invented and made mandatory in cars. But if rear-hinged doors are still a concern for kiasi parents, the Meriva’s 5-star Euro NCAP rating should go a long way towards assuaging their worries.
Keeping the driver worry-free are the wonderfully supportive front seats, which are ideal for long drives. Plush seats are great, but they’re actually more tiring than relaxing on a long haul.
Incidentally, the Meriva’s seats are approved by Aktion Gesunder Rücken, a German association dedicated to improving back health.
Not so pleasing, on the other hand, is the Meriva’s hi-fi system. The narrow display with its dated orange graphics is (somewhat) forgivable, but operating the whole system is difficult due to the sheer number of buttons on the centre panel.
In addition, the steering wheel seems to have been designed for taller, stronger drivers. Apart from lacking a decent range of adjustment for reach and rake, the effort required to turn the wheel is greater than expected. As our associate editor, Daryl, mused: “I feel like I should have well-developed forearm muscles to drive this car!”
The rest of the cabin is pretty solid. The way the doors sound when they close, along with the fit and finish of the materials, they feel sturdy enough to withstand the rigours of family use.
Pulling this German carriage is a turbocharged 1.4-litre engine that produces 120bhp and 200Nm. The power looks modest on paper, but in our urban landscape, the Opel’s oomph is adequate. The more significant figure here is the torque. With a full 200Nm available between 1850rpm and 4200rpm, the motor feels both linear and pliable.
Paired to a 6-speed automatic, the Meriva goes about its “family” business in an unhurried and seamless manner. There’s a manual override function for the keener driver, but given the Meriva’s purpose, its response is not particularly quick.
The cabin, by the way, could use a tad more sound insulation, as the engine note is more intrusive than in the larger Zafira Tourer, which utilises the same 1.4-litre 4-cylinder.
Given its tall roofline, this vehicle leans a bit around corners. But the real surprise is how much grip it accords the driver – keep your speed moderate and the car can hold your preferred line. Despite this, the overall ride quality is balanced, with enough damping to cope with undulating roads.
The Meriva could use some improvements in certain areas. But for family men who want/need a compact MPV that’s unique, ergonomic and actually appealing to drive, they should seriously consider taking the reins of this modern German carriage.
SPECIFICATIONS
DRIVETRAIN
TYPE Inline-4, 16-valves,
turbocharged
CAPACITY 1364cc
BORE X STROKE 72.5mm x 82.6mm
COMPRESSION RATIO 9.5:1
MAX POWER 120bhp at 4200-6000rpm
MAX TORQUE 200Nm at 1850-4200rpm
POWER TO WEIGHT 80.8bhp per tonne
GEARBOX 6-speed automatic with manual select
DRIVEN WHEELS Front
PERFORMANCE
0-100KM/H 11.9 seconds
TOP SPEED 185km/h
CONSUMPTION 13.9km/L (combined)
CO2 EMISSION 169g/km
SUSPENSION
FRONT MacPherson struts, coil springs
REAR Torsion beam, coil springs
BRAKES
FRONT / REAR Ventilated discs / Discs
TYRES
TYPE Bridgestone Turanza ER300
SIZE 205/55 R16
SAFETY
AIRBAGS 6
TRACTION AIDS ABS with ESP
MEASUREMENTS
LENGTH 4300mm
WIDTH 1812mm
HEIGHT 1615mm
WHEELBASE 2644mm
KERB WEIGHT 1486kg
TURNING CIRCLE 11.5m
BUYING IT
PRICE INCL. COE $134,800
(no CEVS rebate/surcharge)
WARRANTY 5 years/unlimited km
WE SAY
+ Solid build, distinctive and convenient coach doors, linear engine
– Confusing hi-fi controls, hefty steering, below-average cabin insulation
