Volkswagen Tiguan review
It may look like a Touareg that’s shrunk in the wash, but this is actually the facelifted Volkswagen Tiguan that was first shown off in mid-2020. The Tiguan isn’t just VW’s best-selling SUV these days either, it’s the brand’s best-selling model altogether worldwide, with over six million shifted since it was first launched in 2008. No surprise they’re a common sight on UK roads, then – last year it was the brand’s third biggest seller on our shores, behind the Polo and Golf.
So what’s new?
Well, it’s that success that goes some way to explaining the slightly conservative visual updates to this second generation, too. If it ain’t broke, and all that. There is a new face up front, of course. The bonnet is higher than before and VW says this is now its ‘SUV-family’ grille – hence the similarities with the bigger Touareg. All UK cars get LED headlights as standard too (with the even-more impressive IQ.Light LEDs standard on top spec cars), and ‘Tiguan’ is now spelt out in fresh lettering across the boot – because that’s all buyers really want these days.
What versions can I have?
This new model is available in four trim levels, and they follow a simple Y-shape structure. The base spec car is now called Life, which starts at £29,910 – previously you could have a Tiguan that was just Tiguan-trim and started at around the £25,000 mark. Anyway, above Life the range splits into the top spec Elegance (for maximum comfort and tech) and R-Line (for sporting touches inside and out) models. For those wondering, the larger seven-seat Tiguan Allspace is also still available and was similarly updated in early 2021.
What about powertrains?
There are many available engine and gearbox configurations. Bargain basement spec is a 128bhp 1.5-litre TSI petrol engine, front-wheel drive and a six-speed manual gearbox in the UK. Make the step up and you can also choose between a more powerful 148bhp version of the same four-cylinder petrol engine with either a six-speed manual or seven-speed DSG. There’s also a 148bhp 2.0-litre diesel with a manual or DSG option.
Still with us? Good. The joint top specs – that’s Elegance and R-Line trim levels – can be had with the 148bhp petrol engine and seven-speed DSG, or the 148bhp diesel with seven-speed DSG and either front-wheel drive or all-wheel drive. Plus, there’s then a more powerful 197bhp version of the same diesel engine that only comes with the auto gearbox and 4Motion four-wheel drive, and also a 187bhp 2.0-litre TSI petrol engine that drives all four wheels through the auto box. Just for reference, VW reckons around 20 per cent of Tiguans sold in the UK will still be diesels. Oh, and we haven’t even mentioned yet that in addition to those obvious powertrains, there’s now a 316bhp Tiguan R and an eco-friendly Tiguan eHybrid PHEV that can manage 31 miles of all electric range.
Volkswagen Tiguan eHybrid review: PHEV SUV tested
Correct on the first point, but don’t switch off just yet. This is the brand-new Tiguan eHybrid – essentially the powertrain from the Mk8 Golf GTE slotted into the newly-facelifted version of Volkswagen’s best-selling SUV.
Not quite ready for that all-electric ID.4? The plug-in eHybrid could be your ideal stop-gap solution.
Okay, so what are the stats?
The eHybrid’s combination of trusty 1.4-litre turbocharged petrol engine and 85kW electric motor means a total output of 242bhp and 295lb ft of torque, making it second only to the 316bhp R in the Tiguan power stakes. All of the grunt goes through the front wheels alone and gets the eHybrid from 0-62mph in 7.5 seconds.
The battery is a 13kWh job and provides an all-electric range of around 31 miles at speeds of up to 81mph.
Isn’t that all pretty standard fare these days? What else is interesting?
Well, provided you’ve got enough charge in the battery, the eHybrid will automatically start in its all-electric E-MODE, because VW reckons your average daily journey can be covered on electric power alone. You’ve then got a GTE button that combines the two motors for maximum boost, but perhaps the most interesting drive mode (oh yeah, we went there) is actually the classic Hybrid mode…
In said mode, if you’re not using the sat nav or you’ve got Waze on Apple CarPlay, you can manually select a percentage of the battery life that you’d like the car to save for the final part of your journey – for example if your last 10 miles involves driving through town after a motorway slog, you might want 40 per cent of your charge to be held back.
Even more clever, though, is if you put your destination into Volkswagen’s navigation system, the Tiguan will automatically balance your EV and ICE running-time throughout the drive. The car’s brain analyses the types of road you’ll be travelling on and even checks out the topography to deploy electric power in the most efficient manner possible, whilst also maximising range. Clever stuff.
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Sounds impressive. Does it work?
It genuinely does. Volkswagen won’t quote any official figures until the eHybrid goes on sale next year, but on a recent test that looked something like town – country roads – motorway – town, we managed well over 50mpg with some spirited driving thrown in. There’s also something to be said for the smugness that comes with navigating through a city while producing zero emissions at the end of a long and painless journey.
In this form the Tiguan is properly relaxing to drive too. It’s well insulated from road noise, the handover between electric and internal combustion is as smooth as you’ll find in the PHEV game and the six-speed DSG gearbox handles changes without much fuss.
Oh, and despite the extra weight provided by that 135kg battery pack, it never feels too firmly sprung unlike some rivals. In both comfort and normal modes there’s a bit of body roll in the corners and plenty of ability to cope with rougher surfaces.
What’s it like inside?
Well, we’ll soon be bringing you a full review of the facelifted Tiguan, but there’s a couple of obvious improvements over the previous generation – the central touchscreen being the most in-your-face of which.
The brilliant 10-inch digital cockpit is standard on all eHybrids too, although unlike the Golf GTE which it borrows tech from, the eHybrid can be had with multiple different trim levels. The unnamed base-spec, the slightly plusher ‘Life’ spec or the top tier ‘Elegance’ and ‘R-Line’ trims are all available. Sadly though, all of those come with touch sensitive climate controls. Booo.
Any other drawbacks then?
As you can imagine, the eHybrid isn’t the most engaging thing to drive, but its practicality is also compromised by the powertrain. Oops. With the battery under the rear seat, the fuel tank is pushed back and boot space drops to 476 litres – 139 litres less than the ICE-engined Tiguans. That’s a fairly big hit for a family SUV. Still feels roomy in the back seats, though.
You’ll also need to be sure that the sums associated with a plug-in hybrid work for you, especially because the eHybrid will no doubt carry a premium for its electrification. Still, at least you can’t knock it for being boring.
Volkswagen Tiguan review
Well, to keep things a little bit simpler, we’ll stick to just the standard Tiguan in all of its different forms here and avoid the full-fat R and the Allspace. Click these blue words for our full Tiguan R review.
Sounds good. Tell me more…
The pre-facelift Tiguan was a tidy thing to drive, and this new one seems to hit all the same benchmarks. It’s still based on the tried and tested VW Group MQB platform and turns in well, corners with only a small amount of body roll and generally deals with its extra height with confidence. When the seats and boot aren’t full of kids and all their gear it encourages you to enjoy yourself a little, though to what extent depends, of course, on the engine you choose.
We haven’t driven a lower-powered or manual model yet, but the 148bhp petrol engine offers plenty of oomph, while the DSG behaves much like any other: smooth enough, well composed unless startled, and perfectly suited to most daily drivers. Just make sure you avoid using sport mode where the ‘box will hold a lower gear than necessary. Do that and the engines are quiet and refined.
What if I want something a little quicker?
The Tiguan really is an easy thing to get along with. You can see why previous generations have been so popular. If you’re looking for something with a turn of pace, the top spec 197bhp diesel manages 0-62mph in 7.5 seconds – just under two seconds quicker than its black-pump siblings. The 148bhp 1.5-litre petrol doesn’t feel sluggish, though we’re yet to drive the punchy 2.0-litre petrol. If you want even more power without going full-fat R, the eHybrid gets a combined 242bhp and can really shift if you keep some charge in the battery. Drain it and the petrol engine does struggle with the extra weight, though.
Any downsides?
The standard Tiguan’s only real issue in driving terms is the slightly firm ride. On smooth German tarmac with slightly smaller wheels it doesn’t seem much of a problem, but driving it in the UK on our pothole-aplenty roads, it’s much more noticeable. Road noise at higher speeds isn’t great, either – best to avoid the largest of the alloy wheel options to minimise both those issues.
Volkswagen Tiguan review
Right, let’s get it out of the way first. For this facelifted Tiguan, Volkswagen has done away with the easy-to-use, buttoned climate control panel of old and has replaced it with a completely unintuitive touch-button panel that provides no feedback at all. Spiffing. The new panel is also set so low that you’re always taking your eyes off the road to either check the temperature you’ve just set, or to check whether you’ve actually pressed a damn button at all. It’s bad, really bad. Oh, and R-Line cars also get a sports steering wheel with similar touch buttons rather than real ones. Nightmare.
Still, the rest of the interior is well laid out and there’s nothing too scary. The infotainment systems are new with base spec cars getting an 8.0-inch touchscreen and higher specs upgrading to VW’s 9.2-inch Discover Pro setup. As you’d expect, it has clean graphics and is nice and responsive, although not averse to crashing, as it did on more than one occasion on one of our test cars. Still, it works well most of the time and also offers smart mobile connectivity, with Wireless App Connect that can mirror your phone using Bluetooth.
All trim levels provide a practical package, with front seats and driving position just fine. There’s also plenty of space and – crucially – light in the rear (especially with the panoramic sunroof, standard on Elegance trim, a £1,270 option on other models), plus a hefty 615-litre boot – something that might just provide the biggest argument for ICE over PHEV as the eHybrid only gets 476 litres of space back there. R-Line and Elegance trims also get a 10.25-inch digital cockpit, heated front seats, and 30-colour ambient lighting as standard. Elegance also brings a heated steering wheel and panoramic sunroof, while R-Line cars get said sports steering wheel, black headliner and stainless steel pedals.
There are plenty of optional extras available (across all trim levels) that add even greater comfort and convenience, including a fantastic Harman Kardon sound system. Word of warning, though – best to be cautious when spec’ing, as costs can all too quickly add up.