2025 Volkswagen Multivan review

The seventh-generation Volkswagen Multivan is finally here.

A model that we first tested overseas in late 2021, the all-new Multivan is people mover we’ve been waiting to drive on local roads, yet it seemed to get further away every time its estimated date of arrival approached.

We were originally told it would arrive in Australia in late 2024, but in August 2024 it was delayed until the first quarter of 2025. When first quarter of 2025 rolled around, Volkswagen Australia narrowly missed that deadline too.

And so here we are in April 2025, and we’ve finally had the chance to drive it. Better late than never, and it’s given us plenty of time to get ready for the change in direction Volkswagen has cooked up for its larger new people mover.

The headline change is that it’s now built atop the Volkswagen Group’s MQB Evo platform, a unibody architecture primarily used for passenger cars like the Golf and Tiguan, not to mention numerous models from Skoda, Cupra, and Audi.

That’s led Volkswagen to call this the most car-like Multivan ever, as it’s now fully separated from the German brand’s other commercial vehicles like the Transporter, which rides on a commercial vehicle platform shared with the Ford Transit Custom.

The T7 Multivan has been released here with just one trim level and one diesel engine, though an additional variant and a different diesel engine will follow down the line. Additionally, Volkswagen Australia has said it hopes to bring the plug-in hybrid (PHEV) Multivan eHybrid before the end of 2025.

Both of these variations – and more – have been on sale in Europe for some time already. What has carried over to Australia is the T7’s larger frame compared to the T6.1 Multivan, though prices have gone up.

You still get seven-seat capacity, yet it’s fully configurable. That means every seat in the second and third rows can be moved around, removed completely, and reinstalled on a whim, thanks to the rails they slot into.

It’s a comprehensive upgrade and one that promises a lot for Volkswagen’s direct rival for models like the Kia Carnival, Hyundai Staria, and Ford Tourneo.

We had the chance to drive it in and around Sydney to see what it’s all about – does the T7 Multivan have what it takes to be a people-moving leader?

How much does the Volkswagen Multivan cost?

Prices have increased against the comparable T6.1 Multivan, and not by a small amount.

There was no Life trim level with the previous generation, but it’s fairly safe to assume that it’ll be the base model once the new lineup is fully established.

The entry-level T6.1 was the TDI340 Comfortline SWB, which was priced at $69,290 before on-roads. The cheapest LWB model was the TDI340 Comfortline Premium, which cost $75,290 before on-roads.

Compared to the competition, the T7 Multivan is also pricey. The Kia Carnival starts at $50,300 before on-roads for the base S, and extends to $76,360 before on-roads for the flagship hybrid GT-Line.

The Ford Tourneo, meanwhile, costs either $65,990 or $70,990 before on-roads, depending on the variant. Further, the Hyundai Staria ranges from $49,500 to $67,500 before on-roads.

To see how the Volkswagen Multivan stacks up against its rivals, use our comparison tool

What is the Volkswagen Multivan like on the inside?

Simple and functional – exactly as you’d want.

The Multivan was never a vehicle known for having a flashy interior, and the T7 is no different. That makes it easy to jump in and understand what’s going on if you’re not used to a van-like people mover.

The theme throughout the cabin is configurability. While it’s counter-intuitive to start anywhere other than the front of the vehicle, we feel it makes more sense to talk about what it is that makes the Multivan unique.

Volkswagen is very proud of its fully customisable seating arrangement, which starts with seven-seat capacity in the standard 2+2+3 configuration. There are then countless different ways in which the seats can be mixed and matched, giving you full freedom to make the Multivan fit your individual needs.

The seats in the second and third rows both slot into rails running the length of the cabin and can easily be removed entirely. This is done by pulling a red tab underneath the seat, which releases it from the rails to be lifted out.

Uniquely, these rails are also powered, which provides not only signals for seatbelt sensors but also allows for seat heating in models with that function optioned.

Also available are a set of optional extras, which also utilise the rails. One is the multi-function table, comprising a series of cupholders, an extendable folding table, and extra storage options if needed – this is also easily removable.

Then there’s the vis-à-vis Conference Seat package, which gives you two rear-facing seats for the second row and that multi-function table if your use case is a bit more business-y.

What helps is the fact these removeable items aren’t exceedingly heavy, though they’re not exactly light either. It can also be somewhat fiddly to slot the seats into the floor or swap around the removeable and interchangeable armrests.

Even so, all seats are comfortable, and you’ll struggle to run out of leg or head room in all three rows. Volkswagen has also fitted air vents above each standard seating position, as well as two USB-C ports for each row and fold-out tray tables on the front seatbacks – folding down the rearmost middle seat gives you a flat surface with cupholders.

Making the T7 Multivan feel less commercial is the inclusion of carpet flooring, as opposed to the vinyl found in the T6.1. This helps with both a more inviting appearance and additional sound insulation.

You also get power-sliding rear doors and a powered tailgate for ease of access, and there are clear buttons up front to open and close each one. The windows fitted to the sliding doors also feature a section that can be opened for airflow, though this is somewhat crude in operation.

The front of the Multivan may not be as manoeuvrable, but it’s still a functional space. There are several lidded storage cubbies integrated into the dashboard, along with a fold-out cupholder arrangement underneath.

Incorporated into the cupholder piece is a tray where you can store your phone, which is especially helpful if you have it plugged into the USB-C ports above. The only issue is those ports can be difficult to see when seated up front.

That makes it difficult to plug in a cable if you’re driving along, but fortunately, the Multivan comes standard with wireless Apple CarPlay and Android Auto. These interfaces utilise the whole 10-inch infotainment screen, though the climate ribbon will still be in place – we also like the screen and cabin’s sheer amount of cosmetic customisation.

While having a visual representation of the climate system here is fine, we don’t like that the Multivan still has Volkswagen’s touch-operated fan and temperature sliders below. They’re too fiddly, and the glossy black finish is a magnet for fingerprints and smudges – at least there’s a climate shortcut near the hazard switch.

Standard in the T7 Multivan is a 10.25-inch digital instrument cluster, which looks quite sharp and is easy to read. There are some different configurations to choose between, which can be selected using buttons on the steering wheel.

Thankfully, these buttons are all finished in dull black plastic and are entirely physical – no haptic controls here. This means you’re not second-guessing what you’re pressing while on the move.

The steering wheel itself is also a quality unit, leather-wrapped and unexpectedly small for the size of vehicle it’s tasked with piloting. Still, it feels nice in the hands and is well-proportioned, so no complaints here.

Its range of adjustment is also solid which, along with the driver’s seat, makes it easy to get comfortable. Steering wheel and seat adjustment are both manual only in the Multivan Life, though the latter will likely be upgraded to power adjustment in higher-spec variants down the line.

As for the seats themselves, two-tone cloth upholstery is fitted as standard. They certainly look the part, and you can opt for nicer upholstery for several thousand dollars if you want something a little more luxe.

They’re comfortable and well-bolstered for longer drives, and the driver’s seat is even fitted with armrests on either side.

There’s not much going on between the two front seats as standard, but the optional multi-function table fits quite well here as a defacto centre console. That’s mostly because you get those couple of cupholders, and if you find yourself with some downtime, you can fold out the table for paperwork or a laptop.

There are still bottle holders in the doors, but no extra cupholders on top of the dashboard – not completely tradie-proof, then.

The Multivan’s interior is still fitted with a lot of hard plastic, which is durable but fairly brutal in appearance. We appreciate that the key touch points are generally soft, and interactive items like the drive-by-wire gear selector tend to be sturdier and harder-wearing.

Towards the back of the Multivan, you get a choice when you purchase the vehicle. Though there’s only one trim level currently available, you can pick between two different body styles that give you varying amounts of cargo space.

Confusingly, Volkswagen Australia refers to the two models as short- and long-wheelbase variants, even though their wheelbases are identical in length.

What changes is body length, which is signified by a shorter or longer rear overhang.

Even more confusing is the fact that in overseas markets like in the United Kingdom, the two different Multivan bodies are referred to as standard or long overhang and are differentiated as such in online configurations.

Because they’re designated as SWB and LWB models in Australia, we’ll stick with that for this review. Volkswagen has provided cargo volumes for the three most common seating configurations in the long-wheelbase Multivan.

You’ll find that in the LWB, in particular, it’s possible to fit seven occupants comfortably and still cram in a healthy number of suitcases and bags in the very back. This becomes a little more difficult in the SWB.

Compared to the Carnival, there’s less quoted space with the third row up (627L vs 469L) and with the third row down (2827L vs 1844L), despite the Carnival having a lower roofline and marginally shorter body length.

It’s worth remembering that the Multivan’s seating positions are highly configurable, which means these figures are guaranteed to vary from the figures in the table below – in reality, the load space feels massive and possibly slightly larger than the Carnival, thanks to its higher roof.

Volkswagen hasn’t quoted cargo volume for the short-wheelbase Multivan, but it’s likely a few hundred litres smaller than the long-wheelbase alternative.

Also apparent is its larger stature compared to the T6.1 Multivan, which gives you more space inside. The SWB has a wheelbase that’s more than 120mm longer than the outgoing model, while its body is wider too.

That means it’s roomy for passengers and could serve as a fairly convincing makeshift commercial van if you took out all the removable seats.

To see how the Volkswagen Multivan stacks up against its rivals, use our comparison tool

What’s under the bonnet?

The T7 Multivan retains a 2.0-litre four-cylinder turbo-diesel, but torque has been increased by 20Nm. Its seven-speed DSG is unchanged.

Fuel economy for the T7 Multivan is supposedly 0.2L/100km better than the T6.1. Our drive route at Volkswagen’s launch didn’t give us the chance to get a representative fuel economy figure, but we saw figures upwards of 8.0L/100km after substantial inner-city and suburban driving.

To see how the Volkswagen Multivan stacks up against its rivals, use our comparison tool

How does the Volkswagen Multivan drive?

As easy as it is to get stuck in the marketing headspin claiming a vehicle is supremely comfortable and passenger car-like, there actually is something different going on with the new Multivan.

The previous generation, while a vehicle that drove well, felt rather van-like with its somewhat echoey rear cabin and more noticeable engine noise.

Its utilisation of Volkswagen’s EQB Evo platform means the T7 Multivan benefits from additional cabin insulation, reducing noise heard from the engine, road, and wind.

We’d stop short of calling it whisper quiet, but there’s no question there’s been an improvement.

What helps its refined on-road characteristics are appropriately sized wheels and tyres, which means there’s plenty of rubber to soak up most smaller imperfections.

Unfortunately, the ride still isn’t perfect. This is most apparent in the suburbs, where speeds are around 50km/h, and the roads can be a bit bumpier.

From behind the wheel, you can tell the new Multivan wants to drive like a passenger car, but those sitting in the second or third rows will notice more bumps and small chatter than they’d want to.

Having the Multivan at seating capacity helps a little bit, but it’s mildly odd that this is trickier to notice as the driver. It’s also worth noting that these bumps don’t ripple through the cabin as can happen with commercial vehicles; it’s just that more is fed back from the road than you’d expect.

If you are driving the Multivan unladen, there’s not a lot to complain about. The ride is fine from the front of the cabin, and once you hit higher-speed roads you’ll find the Multivan is quite composed.

Larger bumps and undulations get ironed out effectively, which makes long-distance driving easy. This is supported by the Multivan’s frame, which, despite being van-sized, doesn’t feel overly large or unwieldy.

We suspect this is a product of the MQB platform, as the short-wheelbase multivan does well to keep itself controlled and nimble.

Driving through Sydney’s CBD revealed minimal issues, and it’s a good sign that we were more concerned with getting lost than hitting a parked vehicle.

On that note, we found the short-wheelbase Multivan rode slightly better than the LWB. Maybe we were imagining it, given the wheelbase between the two is identical, but it’s not unreasonable to expect slightly more weight behind the rear axle to affect ride quality.

We can appreciate the Multivan’s handling though, because it does well to stay composed around tight bends. It doesn’t feel terribly unsettled by mid-corner bumps, and you can carry a decent amount of speed if necessary – that helps with overcoming a little bit of turbo lag.

Consistent between both bodies is strong visibility, assisted by colossal windows and appropriately sized side mirrors.

A high driving position allows you to grasp the size of the vehicle, and Volkswagen’s split A-pillar approach means the steep bonnet and windscreen don’t create massive blind spots up front.

The large rear windscreen is easy to see out of, and we don’t expect that a person sitting in the middle of the third row will obscure vision in any prohibitive way.

Changing lanes is easy thanks to blind spot monitoring, which will pipe up if you’re somehow having trouble seeing out of those massive side windows for head-checks.

Unfortunately, we weren’t able to put the Multivan’s safety tech through its paces. There weren’t any meaningful highway stints on our route, and we were also plagued with typical Sydney traffic that made even normal driving difficult.

That being said, we saw no issues with its lane-keeping system, and there were no moments when something unexpected jumped out. There were also no beeps to annoy us.

We found the calibration on items like blind-spot monitoring to be good, while its reversing camera boasts a high-definition display – a must-have when reversing such a big, boxy vehicle.

There haven’t been any significant changes to the Multivan’s powertrain, apart from a 20Nm torque boost for its 2.0-litre turbo-diesel. That’s not a bad thing, as it was already quite a refined unit.

The torque boost helps to get the Multivan off the line, though you will notice some turbo lag. It’s therefore worth remembering that even though it may not scurry away, patience will help to not take off with a surge of power as the turbo spools up.

Noise from the engine is kept to an acceptable level, and the typical rackety diesel tendencies are barely noticeable. When mated with the typical Volkswagen DSG, you get smooth and comfortable power delivery, something carried over from the T6.1.

There’s no hybrid assistance to be seen here, but Volkswagen’s engine stop/start system is strong. You’ll notice that as you roll to a stop, the engine will shut off and quickly start back up at even a hint of any pedal movement.

It is possible to confuse the system with inconsistent coasting and throttle input, but we’re overall impressed with its calibration.

To see how the Volkswagen Multivan stacks up against its rivals, use our comparison tool

What do you get?

There’s currently only one trim level of the new Multivan in Australia, with the higher-spec Style coming later.

Multivan Life highlights:

• 17-inch alloy wheels
• Full-size alloy spare wheel
• LED headlights and tail lights
• Power sliding doors
• Power tailgate
• Leather-wrapped steering wheel
• Shift-by-wire lever
• Two-tone cloth upholstery
• Manual front seats
• Modular 7-seat capacity
• Interchangeable armrests
• Under-seat storage (excl. third row middle seat)
• Keyless entry and start
• Tri-zone Climatronic climate control
• Three-row air vents
• Dark-tinted, heat-deflecting rear glass
• Auto-dimming rear-view mirror
• 10.25-inch Digital Cockpit instrument cluster
• 10-inch touchscreen infotainment system
• Bluetooth connectivity
• Wireless Apple CarPlay, Android Auto
• 8-speaker sound system
• 2 x front USB-C ports
• 4 x rear USB-C ports
• 12V outlets (front and rear)
• 30-colour ambient lighting

Options

A handful of optional packages are available for the T7 Multivan, along with a series of individual items.

Goodnight package: $4390

• Foldable mattress
• Storage bags
• 2 x folding camping chairs
• 1 x folding table
• Front window ventilation grille
• Magnetic blockout blinds

vis-à-vis Conference Seat package: $690

• 2 x single second- and third-row seats
• Rear-facing second-row seats with integrated seatbelts

Standalone options:

• Two-panel, dark tint panoramic sunroof ($2290)
• Rail-mounted multifunction table with three cupholders ($990)
• Net partition ($490)
• IQ.Light Matrix LED headlights ($2100)
• Illuminated moulding between headlights ($490)
• Seat heating for outboard passenger seats ($1600)
• Digital Cockpit Pro ($460)
• Front ArtVelours microfleece seat upholstery ($3990)
• Front leather seat upholstery with ventilation ($6990)
• 17-inch black finish alloy wheels ($470)
• “Discover Pro” navigation system ($1090)

To see how the Volkswagen Multivan stacks up against its rivals, use our comparison tool

Is the Volkswagen Multivan safe?

The T7 Multivan wears a five-star ANCAP rating in New Zealand based on Euro NCAP tests, though Australian variants are currently unrated.

For one, the ANCAP rating apparently applies to only “New Zealand PHEV variants”, and not standard diesel options. As mentioned, Australia isn’t due to receive a hybrid Multivan until much later in 2025.

It also has a five-star Euro NCAP score, which supposedly applies to all variants. All individual metrics are identical to our ANCAP rating, except Safety Assist, which is 8.0 per cent lower here. Diving into New Zealand’s configurator also reveals PHEVs that aren’t comparable to what’s on sale in Australia, but there are also diesels.

The most similar Kiwi Multivan has the same diesel engine as ours, except it utilises a six-speed dual-clutch auto instead of our seven-speed. It’s a strange mishmash of things going on, and so we’ll consider our diesel Multivan unrated as of yet.

Standard safety equipment includes:

• 7 airbags
• Adaptive cruise control (with stop/go)
• Active lane assist
• Semi-autonomous travel assist
• Side wind assist
• Rear cross-traffic alert
• Autonomous emergency braking (AEB)
• Park assist
• High beam assist
• Reversing camera
• Parking sensors (front and rear)
• Driver fatigue monitoring
• Tyre pressure monitoring
• Safe exit warning

To see how the Volkswagen Multivan stacks up against its rivals, use our comparison tool

How much does the Volkswagen Multivan cost to run?

Like the rest of its model lineup, Volkswagen Australia backs the Multivan with a five-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first, and the German brand is careful not to call it “capped-price servicing”.

Though service pricing could change, current individual costs are detailed below:

To see how the Volkswagen Multivan stacks up against its rivals, use our comparison tool

CarExpert’s Take on the Volkswagen Multivan

It’s a strong upgrade, but we predict the Kia Carnival will remain the segment leader.

To start with the Multivan, there’s quite a lot to like about the new T7 generation. It’s comfortable, quiet, and well-appointed enough that you likely won’t be wanting more, even if you can only get a ‘base’ model right now.

If there is something you’re still wanting, chances are you’ll be able to get Volkswagen to add it to your vehicle at the dealership. There’s a huge amount of options you can choose from too, which means you can make the Multivan your own.

The benefits of the MQB Evo platform are obvious once you hit the road. Having a people mover on a commercial platform makes it feel a lot like a van, which can make your passengers feel a bit more like customers instead.

It’s a strong package, and one that appears to be confident in itself. That’s good for Volkswagen because the Multivan is far-enough distinguished from the German brand’s other people movers and should be more than capable of serving its specific purpose.

An unfortunate downside is powertrain options are limited here, and even the SWB option will cost you a pretty penny.

It’s more expensive than practically all of its direct rivals. Only when you start getting into Mercedes-Benz V-Class territory does the Multivan win on cost, but that class of vehicle is a couple of rungs higher on the ladder of luxury.

The Carnival in particular has the benefit of multiple powertrains, including that all-important hybrid option. Sure, the Multivan is supposed to get a PHEV powertrain before the end of the year, but given the model’s history with delays in Australia, we won’t hold our breath.

That’s the other issue too. The fact the Multivan was delayed by the best part of six months means that people mover customers who may have been interested in one when it was first announced may have already jumped ship to one of its rivals.

To further put the current sales difference into perspective, the Carnival’s sales in 2024 were 20 times greater than the T6.1 Multivan. That’s substantial, and even the similar (but cheaper) Staria outsold the Multivan by around 800 units.

All things considered, and as far as van-like people movers go, the T7 Multivan is a great option – and likely one worth considering over the Staria or Tourneo. It’s just hard to win the award of “most car-like” when your biggest rival is about as car-like as people movers can get.

Interested in buying a Volkswagen Multivan? Get in touch with one of CarExpert’s trusted dealers here

MORE: Everything Volkswagen Multivan

Pros

• Clear passenger influence on-road
• Clean, highly configurable interior
• Refined engine and gearbox combo

Cons

• Fairly expensive, even for a people mover
• Still some commercial tendencies
• Interior bits and bobs can be fiddly