What is it?
Overpriced. That’ll be your first thought about this flagship diesel Meriva. Because £20k seems an awful lot for even the poshest version of a junior five-seat MPV.
But this new Meriva isn’t so ‘junior’ after all. Vauxhall’s moved the goalposts.
At 4.3-metres long, the new Meriva’s within 20cm of a Citroen C4 Picasso. And with a roomy cabin, clever rear seats that slide in two dimensions, and coach-style rear-hinged rear doors, this car seems every bit as accommodating as a five-seater from the ‘C-MPV’ Scenic/C-Max segment.
What’s it like?
The Meriva SE’s well-finished and well-equipped. Our test car came with cabin materials that almost everywhere seemed the match of those you’d find in an Insignia, and better quality than those of a Citroen Picasso.
Clever storage features like a sliding, interchangable centre console module really count in the Meriva’s favour, as do comfortable part-leather seats, a great driving position and a huge panoramic sunroof.
Powering this car is the latest version of GM’s Isuzu-derived 1.7-litre turbodiesel, first used, many moons and modifications ago, in the mkIII Astra. You expect it to feel strained, but it’s been very thoroughly intergrated here, and only gets vocal beyond 4000rpm.
Its gift to the Meriva is something the weedier 1.3-litre turbodiesel engine struggles to provide: easily accessed torque. There’s more than 221lb ft on offer at 2000rpm.
You can frequently deploy all of that thanks to the slick six-speed manual gearbox; there’s enough of it that you rarely need to work the engine beyond 3500rpm; and because of it, you’re almost never caught in the wrong gear.
This car steers accurately and consistently, handles keenly, and rolls much less than a C3 Picasso, for example.
It even rides better than other Merivas; the added weight of its iron-block engine, and of the extra standard equipment (apparently that glass roof weighs a bit), has a calming influence on the car’s otherwise slightly fidgety ride.