Renault Trafic vs Volkswagen Tayron

What's the difference?

The Renault Trafic is a practical and capable workhorse, but then so are some other mid-sized van rivals which sell in greater numbers and come standard with five-star safety credentials. Therefore, a potential buyer must be prepared to accept the Trafic’s inferior standard safety menu (or pay extra to enhance it) to exploit its numerous strengths in a working role.

The Tiguan Allspace was not really an iconic Volkswagen badge, not in the same way as the Golf, Polo or even just the Tiguan itself, so the brand has taken a smaller risk than many in changing names. But, to be blunt, it doesn’t really matter what the badge on the back is, as long as, at its core, it lives up to the Volkswagen attributes buyers expect - and the Tayron definitely does that.

This new seven-seat SUV is a very welcome addition not only to Volkswagen’s line-up, but to the entire family SUV segment. It’s competitively priced, enjoyable to drive and very practical. The Tayron has a lot to offer those in the market for family-friendly transport.

That doesn’t mean it’s best-in-class, and there are areas where it can be improved, but there’s no reason why the Tayron shouldn’t enjoy the same level of success the Tiguan Allspace enjoyed.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Our LWB example rides on a sizeable 3498mm wheelbase with four-wheel disc brakes, rack and pinion steering and MacPherson strut front suspension.

The rear suspension uses torsion bar primary springing, supplemented by a pair of secondary coil springs for carrying heavy loads.

Its 1967mm height ensures access to height-limited areas like multi-storey car parks and underground loading zones, but its lengthy wheelbase and front wheel-drive configuration combine to produce a relatively large 13.8-metre turning circle.

The Pro’s no-frills work focus results in extensive use of unpainted dark grey plastic in external areas where bumps and scrapes usually occur in hard-working vans, including the door mirror shells, wheel hubcaps, front/rear bumpers (including the rear pillars from top to bottom) and along the sides.

As a result, the Trafic has a robust and purposeful appearance, combined with a neat and practical cabin design with seating for three on a tasteful blend of contrasting grey fabrics. Hard surfaces are enhanced with satin chrome highlights.

The minimalist dash design (thankfully) provides physical ‘piano key’ buttons for numerous functions, plus there’s a trio of large manual dials to control fan speed, air-flow and cabin temperature in preference to distracting touchscreen prompts.

Despite the name change, the resemblance between the Tiguan and Tayron is strong, largely because they still share a lot of commonalities.

From the front windscreen forward, they are the same, but the Tayron gets a different lower bumper treatment across the variants to give it a unique front, as well as squared-off wheel arches for further visual separation from Tiguan.

It’s a similar story at the rear too, with a unique lower bumper to make the pair look different when parked side-by-side.

But where you see the most obvious differences between the pair is from the side, with the Tayron 280mm longer than the Tiguan. 

Crucially, the wheelbase has been stretched from 2681mm for the Tiguan to 2791mm for the Tayron, adding an additional 110mm of interior space. This means the side profile of the Tayron looks longer too.

Ultimately, while the changes are obvious when the two are side-by-side, there’s still a clear visual connection between the pair, despite the different names.

With its relatively light 1816kg kerb weight and 3070kg GVM, our test vehicle has a substantial 1254kg payload rating which is almost 200kg higher than Toyota’s HiAce LWB (1055kg).

Its 1630kg braked tow rating is also higher than the HiAce’s 1500kg limit and with its 4700kg GCM (or how much it can legally carry and tow at the same time) the Trafic (like the HiAce) can haul its maximum payload while towing its maximum trailer weight.

Standard cargo bay access is through a single kerbside-sliding door or glazed swing-up tailgate, but a right-side sliding door and glazed symmetrical rear barn-doors with forklift-friendly 180-degree opening (the latter as fitted to our test vehicle) are available as options. The cargo bay walls and doors are lined to mid-height.

The load floor is 2937mm long and 1662mm wide, with 1268mm between the rear-wheel housings. So, it can carry up to two standard 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points.

The cargo bay offers a competitive 6.55 cubic metres of load volume. Our example is fitted with a 12mm-ply non-slip floor kit and cube shelving kit provided by local industry supplier Autosafe. According to Renault, this tradie-focused set-up retails for $5254 including freight and installation.

The fixed two-passenger bench seat has a lap-sash belt for the central passenger and even someone my height (186cm) can get reasonably comfortable in the middle of a crew of three, albeit with knees competing for space with the prominent dash protrusion that houses the gearshift. By contrast, the outer passenger has ample knee and foot room.

The cabin is equally generous with headroom and displays optimum use of storage space. This includes a large bin in each door which can fit large bottles, with a smaller bin above.

There’s also small-bottle/cupholders on each side of the dash-pad plus a clamshell-lid compartment ahead of the driver, a large open tray in the centre (with two USB-C ports), small closable bins in the lower dash on either side of the driver and a single glove box.

If you choose the glazed bulkhead option, the centre-seat backrest folds forward to reveal an elaborate three-tier workstation, starting with a clipboard on top that can also be detached to use outside the vehicle or mounted vertically in the workstation to face the driver or passenger.

Beneath the clipboard is a hinged work desk, which when raised reveals a shallow felt-lined compartment that’s ideal for hidden storage of phones, tablets, lap-tops etc.

Folding the bench seat’s front-hinged base cushions forward also reveals a cavernous hidden storage compartment underneath.

Volkswagen’s reputation for being ‘semi-premium’ came in part because it offered an elevated in-car experience compared to many of its mainstream rivals. And that is very much the case with the new Tayron, which is loaded with the latest technology but still looks and feels like a Volkswagen.

The interior is dominated by the central screen, which at 15 inches on the 150TSI Elegance and 195TSI R-Line pushes to the very limits of how big and how high an multimedia screen like this can be practically and safely included in a car. While it’s not the biggest in-car screen, it sits right at the top of the centre of the dashboard and almost gets in the way of vision across the bonnet.

The (slightly) smaller 12.9-inch display in the rest of the range is obviously better, but both screens are generous in size and offer good touchscreen usability, with fast reactions and relatively straightforward menus.

However, what neither offers is much in the way of physical switchgear, so most controls need to be changed via the touchscreen, which is not the easiest or safest way to interact with a vehicle you’re trying to drive.

But overall the cabin design is nice and what we’ve come to expect from Volkswagen. The materials look and feel high quality and there’s a nice mix to create a more premium-feeling environment.

One notable element is the extra storage in the console between the front seats, which includes a clever spot for two smartphones to wirelessly charge, with a lid on top for added usable space.

As for the practicality, that really depends on your point-of-view and reasons for needing a seven-seat SUV. That’s because the Tayron, like the Tiguan Allspace before it, is not really a true seven-seater but rather more accurately described as a ‘5+2’ SUV. 

What that means is, the third-row seats are for occasional use rather than regular use. So, if you need something to carry five or more passengers (most likely a family with multiple children) on a regular basis, then the Tayron is likely too small for your needs.

If, however, you need a five-seater the majority of the time but would like the option to carry two more if the need arises, then the Tayron is very much worth considering.

Even then, it’s worth noting that the third row is both tight on space (even with the second row slid forward) and there is only limited storage and no air-con vents, charging outlets or even child seat restraints.

Space in the first two rows is good, though, with the second row able to slide backwards and forwards depending on how much space your passengers need.

As for the 150TSI Life, with its unique five-seat layout, well it takes advantage of one of the biggest selling points of the Tayron - it’s big boot. 

The five-seater gets 885 litres of boot space, thanks in part to some underfloor storage where the seats would normally be. So it will appeal to those who like a mid-size SUV, like the Tiguan, but need extra cargo room on the regular.

As for the seven-seat versions, Volkswagen claims the Tayron has 850 litres with third-row stowed and 345 litres with third row in use. The former is excellent, while the latter is adequate.

The addition of the extra seats means the Tayron is equipped with a space-saver spare wheel, rather than a full-size one.

Volkswagen Australia has spent the last two decades carefully positioning itself as a ‘semi-premium’ car brand, selling buyers on its European design and dynamics while still undercutting the genuine luxury brands.

However, with the influx of new brands and the post-pandemic inflation across the industry, Volkswagen knows it cannot price itself out of reach of the typical family buyer that would look for a Tayron.

That’s why the entry-level 110TSI Life starts below $50,000 and both the five-seater 150TSI Life and seven-seat 150TSI Elegance come in under $60k. It’s only the flagship 195TSI R-Line that blows past $70,000 and pushes back into that true ‘semi-premium’ part of the market.

The decision to have the Tayron around that $50-60,000 mark is no accident, the brand revealed that's the price range many of its buyers prefer to shop in, so they’ve met them where they are.

The 110TSI Life starts at $48,290 (all prices exclude on-road costs) and the more powerful 150TSI Life from $53,990. Both come with 18-inch alloy wheels, keyless entry and ignition, a power tailgate, digital instrument cluster, a 12.9-inch touchscreen multimedia system, in-built navigation, wireless Apple CarPlay and Android Auto, as well as a wireless charger.

Interestingly, the 110TSI comes standard with seven seats, while the 150TSI only has five, but we’ll dive into the details on that later.

Next up in the range is the 150TSI Elegance, which is priced from $59,490. It has seven seats as well as 19-inch alloy wheels, LED headlights with an illuminated grille strip, LED tail-lights, chrome roof rails, rear privacy glass, heated steering wheel, leather-appointed upholstery, power adjustable front seats with massage function and heated rear seats.

Finally, the range is crowned by the 195TSI R-Line, starting at $73,490, and equipped with Matrix LED headlights, R-Line exterior and interior styling, progressive steering, a 15-inch touchscreen multimedia system, a head-up display and a Harman Kardon premium sound system.

The Euro 5-compliant 2.0-litre, four-cylinder, turbo-diesel produces 125kW at 3500rpm and peak torque of 380Nm at 1500rpm.

The six-speed dual-clutch automatic transmission offers the choice of sequential manual-shifting using the shift-lever (no steering wheel paddles) and offers three drive modes comprising 'Normal' (default setting), 'Eco' and 'Performance'.

There are three powertrain choices for the arrival of the Tayron, but the company has also confirmed two plug-in hybrid variants are coming in 2026.

For now it’s an all-petrol-powered line-up. The 110TSI Life is powered by a 110kW/250Nm 1.4-litre turbocharged four-cylinder petrol engine. This is paired to a seven-speed dual-clutch automatic transmission and sends all its performance via the front wheels only.

The 150TSI gets a bigger 2.0-litre turbocharged four-cylinder engine making, you guessed it, 150kW and 320Nm. It also has a seven-speed dual-clutch automatic but adds all-wheel drive.

Finally, there’s the 195TSI R-Line, which VW claims offers ‘GTI levels of performance’, so it gets a 2.0-litre turbocharged four-cylinder unit pumping out 195kW and 400Nm. Once again, this is mated to a seven-speed dual-clutch automatic transmission and gets an all-wheel drive system.

While the performance offered by all three powertrains is good, the lack of the hybrid option from launch does cost Volkswagen a point or two.

Renault claims official combined (urban/extra-urban) average consumption of 6.5L/100km but the Trafic’s dash display was showing 7.9 when we stopped to refuel at the end of our 359km test, of which about one third of that distance was hauling a one-tonne-plus payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 8.9 which falls comfortably within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ consumption.

Fact is, any mid-sized van that can produce sub-10L economy in the real world gets a big thumbs-up from us. So, based on our numbers, you could expect an expansive driving range of around 900km from its 80-litre tank.

Going with a line-up of turbocharged petrol engines means the Tayron isn’t the most efficient SUV in its segment, but the addition of the eHybrid PHEVs next year will change that.

In the meantime, what you need to know is that the 110TSI uses 7.6L/100km, the 150TSI has a  7.7L/100km claim and the 195TSI is unsurprisingly the thirstiest at 8.6L/100km.

Those are all relatively high when you compare them to key rivals, such as the Hyundai Santa Fe Hybrid, which uses just 5.6L/100km, the same as the Toyota Kluger Hybrid - and both of those are conventional hybrid systems. 

The saving grace for VW is the non-hybrid Santa Fe uses 9.3L, so it makes the Tayron look better. But until the Tayron plug-in hybrids arrive, VW is at a disadvantage.

As for driving range, the 110TSI has a 55-litre fuel tank, so a theoretical range of 720km between fueling stops. The 150TSI and 195TSI get a slightly larger 58-litre tank, which means the former has a 750km range and the latter approximately 675km.

The driver’s seat offers good comfort with its firm bolstering, fold-down inboard arm-rest and adjustable lumbar support. The only thing missing is a left footrest, just like the one residing in the outer passenger footwell which is of course the driver’s footwell in LHD models.

The synthetic leather-rimmed steering wheel feels nice in your hands and has a premium look. Eyelines to all mirrors are good and the large window in the optional cabin bulkhead allows a clear view through the rear barn-doors, but only if you remove the centre seat’s headrest when the middle seat is unoccupied.

Engine response is at its most energetic from 1500rpm where maximum torque is tapped and it continues to pull strongly all the way to maximum power at 3500rpm.

The decisive shifts of the dual-clutch automatic in Normal (default) drive mode feel well calibrated in terms of optimising the engine’s performance in all driving conditions, which is confirmed by only small differences in response when using the Eco and Performance modes.

Its gearing also ensures the Trafic is well-suited to highway work, requiring only 2000rpm to  maintain 110km/h. It’s even better with the optional bulkhead/cargo barrier as fitted to our test vehicle given it insulates the driver from most cargo bay noise, which can become intolerable in vans at these speeds without this item fitted.

To test its payload rating we forklifted 975kg into the cargo bay. Combined with the weight of the Autosafe fit-out and driver, it equalled a total payload of 1150kg which was only about 100kg less than its legal limit.

The rear suspension compressed about 50mm under this loading, yet still had ample travel to ensure there was no bottoming-out during our test drive. It hauled this one-tonne-plus payload with commendable ease in city, suburban and highway driving, with negligible effects on handling and braking.

It also impressed on our 13 per cent gradient, 2.0km set-climb at 60km/h, quickly downshifting to third gear to easily haul this load to the top.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust, but in our experience typical of small displacement (sub-3.0L) turbo-diesels trying to restrain one-tonne-plus payloads on steep descents. Even so, the four-wheel disc brakes comfortably kept speeds under control without a hint of fade.

Family-friendly SUV or not, a big part of Volkswagen’s ‘semi-premium’ reputation came from its more dynamic and engaging driving experience. While other brands have certainly caught up, and in some cases surpassed VW, it remains a core attribute.

That is very much the case with the Tayron, which has a very well-sorted powertrain and chassis, and that means good performance when you put your foot down and excellent response when you turn the wheel. 

Obviously nobody really buys a seven-seat SUV for its dynamic qualities but it’s a nice bonus, especially when you are paying this kind of money.

One downside of the dynamics is the responsive handling comes at the cost of firmer suspension, so it can feel busy on bumpy roads.

However, there was a bigger issue on the cars we drove at the official launch event, with several suffering from noticeable rattles from the doors, especially when the road gets choppy.

This is very much not a traditional Volkswagen feature, which typically have very solid build quality, so it will be worth listening for if you take a Tayron for a test drive. 

As you’d expect from an all-new model, the Tayron comes loaded with safety equipment, including both passive and active systems.

On the passive side, there are nine airbags, including a centre airbag between the passengers and side curtain ‘bags that cover the third row occupants.

On the active safety front, there is all the usual stuff you expect these days, including freeway-speed auto emergency braking (AEB) with vulnerable road-user protections and intersection features, lane keeping assist, blind-spot monitoring, both front and rear cross-traffic alert (including pedestrian and cyclist detection), driver attention alert, traffic sign recognition, adaptive cruise control and exit warning.

Volkswagen has also rolled out a new system called Travel Assist, which combines the adaptive cruise control and lane assist to create a semi-autonomous driving function under the right circumstances.

Notably, if you don’t like all these systems, Volkswagen says that some of them can be switched off and stay off (rather than defaulting to on every time you start the car). These include the acoustic speed warning and adaptive cruise control for speed limit response and road layout response. However, all the other systems will switch back on every time you start the car.

Which is actually not a bad thing in the case of the Tayron, at least based on our initial drive. Unlike many rivals which feature overly-sensitive systems with annoying ‘beeps and bongs’ that can actually become distracting at times, the Volkswagen system is both well calibrated and offers subtle warnings. It makes for a more enjoyable driving experience, while retaining all the benefits of these safety systems.

The Tayron has already earned a five-star rating from Euro NCAP, so the company is expecting the same from ANCAP.

The Trafic comes with a five year/200,000km warranty, which includes five years 24/7 roadside assist. Scheduled servicing is 12 months/30,000km whichever occurs first. Capped-pricing applies to the first five scheduled services up to five years/150,000km which totals $3555, or an annual average of $711.

The Tayron is covered by VW’s usual five-year, unlimited kilometre warranty. While that’s not bad, per se, it also not particularly outstanding given the growing number of seven and 10-year coverages.

As for servicing, the Tayron requires a check-up every 12 months or 15,000km, whichever comes first. VW Australia offers either three or five-year Care Plans, which save you money compared to the pay-as-you-go offer.

For the 110TSI a three-year plan costs $1595 (saving $178) and the five-year plan $2910 (saving $528). The 150TSI and 195TSI cost the same, with three years $1891 (saving $211) and five years for $3550 (saving $554).