Volkswagen Tayron vs BMW 128TI

What's the difference?

So, does the new Volkswagen Tayron 195TSI R-Line sink or swim? It's definitely swimming as it delivers a solid blend of features and comforts for families seeking a 'sometime' seven-seater. It's not yet on the podium as it doesn’t hit every mark. Purchase price and servicing costs may put some buyers off but it packs in a number of thoughtful, family-oriented features. Whether it will go on to become Volkswagen’s standout seven-seat offering remains to be seen, but it’s a capable, well-rounded option in the segment.

It might not be rear-wheel drive, but the 128ti is a thoroughly enjoyable BMW to steer, proving the 'f' in front-wheel drive can stand for fun. It’s a very good hot hatch.

And given how expensive mainstream hot hatches have become, the 128ti is a bargain, giving would-be Golf GTI, Focus ST and i30 N buyers a thing or two to think about.

After all, the 128ti is a premium hot hatch by virtue of the BMW badges it wears and the higher quality of its parts, but not its price. And for that reason, it cannot be ignored.

The Tayron has a robust silhouette but avoids tipping into boxy territory. Its long wheelbase is balanced well by the overall shape and the large 20-inch alloy wheels give it a planted, purposeful stance. It’s a pleasant-looking family SUV, though it stops short of being particularly distinctive. Beyond the illuminated Volkswagen badges (which are a genuine highlight and lend the Tayron some subtle Tron-like flair) the design is fairly unassuming.

Inside, the Tayron makes its strongest impression after dark. Multiple illuminated panels with galaxy-like patterns add depth and visual interest, giving the cabin a sense of atmosphere that’s largely absent in daylight. There’s a reassuring mix of soft-touch surfaces and materials throughout. Suede-like microfleece and leather elements are used generously, contributing to a cabin that feels well made.

The black headliner is a win when you have kids but interestingly for a top-spec grade, there is no sunroof. The R-Line leather steering wheel looks the part and feels good in hand but aside from the expansive digital displays, the cabin lacks a clear focal point. A little more personality would have gone a long way toward elevating the cabin space.

You can count me among those who aren't fans of the 1 Series' version of BMW’s 'kidney' grille. It’s not just out of proportion, but arguably, misplaced.

In fact, it just spoils the front end, although I'm also not a fan of the bumper's 'smiling' centre air intake.

But, thankfully, that’s where my unfavourable opinion ends, as the angular headlights and hexagonal DRLs look the part, while the 128ti's red-trimmed side air intakes bring a sense of occasion.

And you better be a big fan of red trim, as the 128ti liberally applies it around the side, where the brake calipers have some presence behind the attractive 18-inch Y-spoke alloy wheels. And don’t forget the side skirt insert and 'ti' decal!

At the rear, aside from the obligatory '128ti' badge and the relatively subtle red-trimmed side air intakes, there isn’t much to separate the 128ti from a garden variety 1 Series, but that’s no bad thing as it's its best angle.

The sporty rear spoiler, sleek tail-lights, stupendous diffuser insert and scintillating dual exhaust tailpipes are gorgeous. And the 128ti is attractive in profile, thanks to its appealing silhouette and smoothly sculpted lines.

Inside, the 128ti stands out from the 1 Series crowd with the red stitching applied to the steering wheel, seats, armrests and dashboard, while the floor mats have – you guessed it – red piping.

The most interesting design flourish, though, is the red-stitched ti logo on the centre armrest. That's one way to make a statement, and it all combines to make the 128ti feel special.

And being a 1 Series is a leg-up in the first place, as high-quality materials are used throughout, in concert with a simple but effective design.

Mercifully, the centre stack features physical climate and audio controls, while the centre console has an appropriately sized gear selector and a rotary dial to control the multimedia system.

That's right, the 128ti has multiple input methods aside from the 10.25-inch central touchscreen and voice control, making it a relative breeze to operate, especially with Apple CarPlay and Android Auto support of the wireless variety.

That said, there's plenty of room for improvement for the 128ti's 10.25-inch digital instrument cluster, which lacks the breadth of functionality of its competitors.

The Tayron’s cabin hits most of the right notes for a three-row family SUV. Space is strongest in the front and middle rows, with generous head and legroom accommodating taller passengers without issue. That said, the narrow centre armrest means the driver and front passenger end up quietly competing for elbow room on longer drives.

The electrically-adjustable front seats are the most comfortable place to be, particularly over distance. With heating, ventilation, massage and strong lumbar and under-thigh support, they reinforce the sense that this is the flagship grade.

Storage up front is more mixed. The door bins and glove box are on the larger side, but the centre console leans more towards tray than box. While the ‘hideaway’ dual wireless charging pads are a clever idea, accessing them means clearing whatever you’ve placed on the shelf above. A small drawer to the right of the steering wheel is a useful touch, though, and works well for a garage remote or wallet.

The second row is firmer and more bench-like, with seat backs that don’t offer much support in corners. Heated outboard seats are a welcome inclusion, but, much like the Tiguan Allspace, there are noticeable gaps of around 12cm between the seats and the doors. While the Tayron offers three top-tether anchor points across this row, fitting three child seats side by side would be challenging.

That said, amenities in the second row are plentiful. The transmission tunnel is relatively low, foot space is generous, and there’s no shortage of features to keep younger passengers comfortable. Map and device pockets, dedicated climate controls, two USB-C ports, retractable cupholders and manual sunblinds all feature. The sunblinds, in particular, are a road-trip essential when travelling with kids or a sleeping baby. The only frustration is that the climate and seat heating controls can occasionally lock, requiring access via the front touchscreen.

The third row is kid-coded because of the access and available legroom. There’s no footwell as the seat base sits fairly close to the floor, so knees are up. There are also no amenities aside from a single cupholder, so any novelty will quickly wear off even for younger kids.

Much of the Tayron’s functionality runs through the large 15-inch multimedia display, including climate control. The screen offers clear graphics and is mostly responsive, though some lag can occur on start-up. Built-in navigation is standard, along with wireless Apple CarPlay and Android Auto. CarPlay maintained a consistent connection and pairing was straightforward.

Practicality is rounded out by a well-shaped boot. With all seats in use, there’s 345L of cargo space which is enough for school bags and a grocery run. Fold the third row and capacity expands to 850L, which is better than several key rivals. The squared-off load area makes it easy to stack gear, and it comfortably swallowed a nine-year-old’s BMX bike and scooter without needing to fold the second row, which benefits from a versatile 40/20/40 split.

All grades come with a space-saver spare tyre, which is far preferable to a repair kit, and the R-Line adds a hands-free powered tailgate. Deep side pockets flanking the height-adjustable boot floor and a 12-volt socket round out a cargo area that feels genuinely family-friendly.

Measuring 4319mm long (with a 2670mm wheelbase), 1799mm wide and 1434mm tall, the 128ti is a small hatchback in every sense of the term, but it makes the most of its size.

The boot's cargo capacity is competitive, at 380L, although it can be increased to a more accommodating 1200L by stowing the 60/40 split-fold rear bench.

Either way, there's a decent load lip to contend with, but four tie-down points, two bag hooks and a side storage net are on hand for securing loose items.

In the second row, there's a welcome four centimetres of legroom behind my 184cm driving position as well as a centimetre or two of headroom, even with our test car’s optional panoramic sunroof.

Three adults can sit on the rear seats on short journeys, but they will have next-to-no shoulder-room, plus a large central tunnel (necessary for AWD 1 Series variants) to deal with.

Young children are accommodated, though, with two ISOFIX and three top-tether anchorage points available for fitting child seats.

Amenities-wise, those in the back have access to the storage nets on the front seat backrests, clothes hooks, the centre console's directional air vents and two USB-C ports.

The door bins can take a regular bottle each, but there isn't a fold-down armrest with cupholders.

Up front, the glove box is surprisingly large, while the driver-side cubby is not only decently sized, but two-tiered. The central storage bin is also solid, and has a USB-C port hidden inside.

Ahead of that are a 12V power outlet, a pair of cupholders, a USB-A port and a narrow, open cubby that should house a wireless smartphone charger (but doesn't). And yes, the door bins are ready to swallow a regular bottle apiece. So, pretty damn good overall.

Priced from a tempting $55,031, plus on-road costs, the 128ti finds itself right in the thick of the hot-hatch action, with its M135i xDrive big brother at least $10,539 dearer, while its most direct rival, the Golf GTI, is just $541 cheaper.

Of course, more affordable FWD hot hatches are available, and they're more potent than the 128ti and GTI, including the Ford Focus ST X ($51,990) and automatic Hyundai i30 N Premium ($52,000).

Either way, the 128ti stands out from the 1 Series crowd with its bespoke steering tune, lowered sports suspension (-10mm), black grille, unique two-tone 18-inch alloy wheels with 225/40 Michelin Pilot Sport 4 tyres, upgraded brakes with red calipers, and black side-mirror caps.

There's also red trim on the front and rear air intakes, and side skirts, with 'ti' decals positioned above the latter. The steering wheel, seats, armrests, dashboard and floor mats have similarly coloured accents.

Other standard equipment includes a body kit, dusk-sensing adaptive LED headlights, rain-sensing wipers, a tyre repair kit, power-folding side mirrors with heating and puddle lights, keyless entry and start, a 10.25-inch touchscreen multimedia system, satellite navigation, wireless Apple CarPlay and Android Auto support, digital radio and a six-speaker sound system.

And then there’s a 10.25-inch digital instrument cluster, a 9.2-inch head-up display, dual-zone climate control, a sports steering wheel, power-adjustable front sports seats with memory functionality, an auto-dimming rearview mirror, black/red cloth and synthetic leather upholstery, 'Illuminated Boston' trim, ambient lighting and M seat belts.

Options include a $3000 'Enhancement Package' (metallic paintwork, panoramic sunroof and adaptive cruise control with stop and go functionality), which was fitted to our test vehicle for an 'as tested' price of $58,031.

Other key options include a $1077 'Convenience Package' (power tailgate, boot storage net and ski port), a $2000 'Executive Package' (alarm, rear privacy glass, 10-speaker hi-fi sound, gesture control and tyre pressure monitoring) and a $1023 'Comfort Package' (heated steering wheel, and front seats with lumbar support).

For now, the R-Line sits at the top of the Tayron range and is the most powerful version available. It’s powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 195kW of power and 400Nm of torque, paired with a seven-speed auto transmission and all-wheel drive.

In isolation, and particularly against its key petrol-powered rivals, those figures stack up well. For everyday family duties, the combination feels suitably polished.

With a 2500kg braked trailer towing capacity, it's competitive for this segment and will be sufficient for many families towing medium-sized toys. That said, buyers coming from, or expecting, a Touareg replacement may notice the difference. The Tayron doesn’t match the larger SUV’s 3.5-tonne towing capability. And the larger capacity will be missed.

The 128ti is motivated by a familiar 2.0-litre turbo-petrol four-cylinder engine, with its version producing a promising 180kW of power at 6500rpm and 380Nm of torque from 1500-4400rpm.

Disappointingly, Australian examples are detuned relative to their European counterparts, which are 15kW/20Nm more potent due to their market-specific set-up.

Either way, drive is sent to the front wheels via a dependable ZF eight-speed torque-converter automatic transmission (with paddle-shifters) and a determined Torsen limited-slip differential.

This combination helps the 128ti sprint from a standstill to 100km/h in a brisk 6.3 seconds while on the way to a not-in-Australia top speed of 243km/h.

For reference, competitor outputs are: M135i xDrive (225kW/450Nm), Golf GTI (180kW/370Nm), i30 N Premium (206kW/392Nm), and Focus ST X (206kW/420Nm).

Some of the Tayron’s key rivals lean on mild-hybrid assistance to improve fuel efficiency, and on paper they offer an advantage in this area. By comparison, the Tayron 195TSI R-Line sticks with a conventional petrol powertrain, so its efficiency figures are largely in line with what you’d expect given its size, weight and performance.

Volkswagen claims a combined (urban/extra-urban) fuel cycle figure of 8.6L/100km for this grade. With a 58-litre fuel tank, that translates to a theoretical driving range of up to 698km. In real-world use, after a mix of longer highway driving and some urban running, I recorded an average of 9.3L/100km, which feels reasonable rather than surprising.

Efficiency is an important consideration for families, particularly in this segment and it will be interesting to see how the upcoming hybrid powertrain performs once it arrives. For now, the R-Line’s fuel consumption feels broadly consistent with its output, even if it doesn’t lead the class.

The 128ti's fuel consumption on the combined cycle test (ADR 81/02) is a promising 6.8L/100km, while its carbon dioxide (CO2) emissions are 156g/km.

However, in real-world testing, I averaged a reasonable 8.4L/100km over an even combination of urban and highway driving. Without my heavy right foot, an even better return could be had.

For reference, the 128ti's 50L fuel tank takes more expensive 98 RON premium petrol at minimum. Its claimed driving range is 735km, but in my experience, I got 595km.

The R-Line’s engine is the standout in the Tayron range. It delivers solid, usable power with enough in reserve to make overtaking straightforward, particularly at highway speeds. While it doesn’t have the same effortless surge as the larger Touareg, it performs where it matters for everyday driving.

There is an occasional shudder through the front suspension and steering when entering a roundabout or turning off on a hill. It’s brief when it occurs, but noticeable and not something you expect to feel regularly in this class.

Suspension tuning is on the firmer side, though overall ride comfort remains acceptable. The Tayron provides decent road feedback without feeling unsettled or harsh. At higher speeds the cabin can sound slightly tinny, but around town it remains quiet and composed.

Steering response is direct without being heavy. The Tayron corners confidently for a vehicle of this size, but there is some body roll, which is most apparent for passengers in the back rows.

Forward and side visibility are strong, helped by a high seating position and unobtrusive pillars. Rearward visibility becomes more limited when the third row is in use, and a digital rear-view mirror would be a worthwhile addition.

With a 12.1m turning circle, the Tayron can feel large in tighter car parks, though it’s otherwise easy enough to park. The 'Park Assist' function and 360-degree camera system helps, even if image clarity falls short of what you’d expect from a flagship grade.

So, can a FWD BMW be fun to drive? As far as the 128ti is concerned, the answer is a resounding yes.

Yes, you get the feeling you’re being pulled rather than pushed, but the 128ti attacks corners with entertaining vigour.

Of course, the 2.0-litre turbo-petrol four-cylinder engine’s 180kW/380Nm outputs can easily overwhelm the front wheels off the line, and torque steer is a threat, particularly when pushing hard around bends, but they’re welcome characteristics.

After all, corner exits are improved by the 128ti’s Torsen limited-slip differential, which works hard to optimise grip when you need it most.

When going for the jugular, understeer still rears its ugly head, but wrestling the 128ti into shape is half the fun.

That said, body control isn't quite as strong as hoped. Turn in sharply and the 1445kg 128ti generates a surprising amount of roll.

It’s worth noting the lowered sports suspension goes without adaptive dampers, its fixed-rate set-up attempting to find the delicate balance between comfort and dynamic response.

All in all, the 128ti's ride is firm but well judged, with short, sharp imperfections the only real bother. Needless to say, it’s capable of being a daily driver, and so it should be.

As mentioned, the electric power steering has a unique calibration, and it's nice and direct, with a good amount of feel. But if you prefer more heft, simply engage 'Sport' mode.

Speaking of which, the Sport drive mode also releases the full potential of the engine and the eight-speed auto, sharpening up the throttle and raising the shift points.

The 128ti engine is a gem, offering up plenty of punch, especially throughout the mid-range, where torque is at its fattest and power is about to peak. The accompanying soundtrack also has some presence, even if it is artificially 'enhanced.'

But the smooth yet relatively quick shifting automatic transmission can take plenty of credit for the brisk performance on offer.

That said, the 128ti's first and second ratios are surprisingly short, so pay attention if you take matters into your own hands via the steering wheel’s paddle shifters.

The 128ti and the wider 1 Series range received a maximum five-star rating from independent Australian vehicle safety authority ANCAP in 2019.

Advanced driver-assist systems in the 128ti extend to autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane-keep assist, cruise control, speed sign recognition, high-beam assist, driver attention alert, blind-spot monitoring, active rear cross-traffic alert, park assist, rear AEB, a reversing camera, front and rear parking sensors, and 'Reversing Assistant.'

That said, annoyingly, adaptive cruise control with stop and go functionality is part of the 128ti’s optional Enhancement Package fitted to our test vehicle, or as an individual option.

And tyre pressure monitoring is tied to its extra-cost Executive Package. Both should be standard.

Also included are six airbags (dual front, side and curtain), anti-skid brakes (ABS) and the usual electronic stability and traction control systems.

The Tayron is covered by Volkswagen's five-year/unlimited km warranty which is a shorter term than a lot of its rivals.

You can pre-purchase a three- or five-year servicing plan at $2207 or $4098, respectively, which isn’t as affordable as some rivals but does include roadside assistance. However, at the time of writing, the five-year price was set at $3550.

Servicing intervals are well spaced at every 12 months or 15,000km, whichever occurs first, with servicing available at any of VW's 118 official service centres nationwide.

The Tayron only accepts a minimum 95 RON unleaded petrol, which might sting a little with regular fill-ups.

Like all BMW models, the 128ti comes with a three-year/unlimited-kilometre warranty, which is two years off the five years/unlimited km premium benchmark set by Audi, Genesis, Jaguar/Land Rover, Lexus, Mercedes-Benz, and Volvo.

The 128ti also comes with three years of roadside assistance, while its service intervals are average, at every 12 months or 15,000km, whichever comes first.

Capped-price servicing packages are available, with three years/40,000km starting from $1350, while five years/80,000km kicks off at $1700. The latter, in particular, offers great value.