Volkswagen Tayron vs Jeep Grand Cherokee

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.

A wise man* once said "Being first can sometimes feel like being wrong" and perhaps that's how it is with the 4xe, but at least Jeep Australia is giving the large SUV hybrid realm a good ol' try.

* Former CarsGuide Big Kohuna, Glen Knowles.

The company's first plug-in hybrid, the Grand Cherokee 4xe, is not perfect by anyone's standards, however, it is a definite move in the right direction.

It's a quiet and refined drive, it retains the brand's renowned 4WD capability, and even its hefty price-tag likely won't dissuade Jeep loyalists from giving it a go.

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.

As with any vehicle, some will like it, some won’t, and some simply won’t care all that much. 

The 4xe certainly has a distinctive Jeep look to it.

A few exterior design cues hint at its PHEV leanings: the plug-in point on the front left-hand panel and a ‘4xe’ designation on the rear door.

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.

The Jeep Grand Cherokee Summit Reserve 4xe PHEV retains the regular model’s level of functionality but adds a reasonably classy touch to everything.

All seats offer adequate comfort, support and room.

There are plenty of storage spaces, cupholders etc, and charging points - two USB-A and two USB-C plus a 12V socket in the front and two USB-A and two USB-C plus a 230V point in the back.

Controls are generally easy enough to locate and operate although some buttons are positioned in awkward places – including drive-mode buttons under the steering wheel – and it sometimes takes a few finger-stabs at the multimedia touchscreen to get to where you want to go in the operating system.

In terms of packability, the rear cargo area has a listed 1067 litres of space, and, with the second row folded and out of the way, that space opens up to 2004 litres.

The five-seat Jeep Grand Cherokee Summit Reserve 4xe PHEV has a MSRP of $129,950 (excluding on-road costs).

Standard features include a 10.1-inch multimedia system (with Apple CarPlay and Android Auto), a 10.25-inch digital instrument cluster, 19-speaker audio system, quilted Palermo leather-trimmed seats, air suspension and 21-inch alloy wheels.

It also has a heated steering wheel, 12-way power-adjustable seats and four-way power lumbar adjustment with memory for driver and front passenger, driver and front passenger seat massage function and heated and ventilated seats (driver, front passenger and rear outboard passengers).

A Mode 2 charging cable is also included.

An 'Advanced Technology Group' pack is available as a $5500 option and that includes a head-up display, a 10.25-inch screen for the front passenger, wireless phone charger, and night vision camera.

Exterior paint options include 'Bright White', 'Diamond Black', 'Silver Zynith', 'Velvet Red', 'Baltic Grey', 'Rocky Mountain', 'Midnight Sky' and 'Hydro Blue'.

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 Jeep Grand Cherokee Summit Reserve 4xe PHEV has a 2.0-litre four-cylinder turbo-charged petrol engine, two electric motors (one on each axle) and a 17.3kWh battery.

Combined engine and electric outputs for power and torque are 280kW and 637Nm, respectively. The 4xe has it over any of its stablemates equipped with the 3.6-litre Pentastar V6 petrol engine because that yields 210kW and 344Nm.

The 4xe has an eight-speed automatic torque-converter transmission and regenerative braking.

Drive modes include 'Hybrid' (with combined engine and electric motor providing “maximum instant torque and impressive acceleration”, according to Jeep), 'Electric' (“zero emissions”) and 'eSave' (aims to save battery power). 

There are a few options available when it comes time to charge the 4xe.

The 4xe vehicle has a Mode 2 charging cable so you can charge it at home in less than 10 hours, according to Jeep.

With a full charge, the 4xe has a claimed driving range, on electric charge alone, of 52km.

Jeep reckons a Mode 3 (wall box) single-phase electric vehicle charger will fully charge the 4xe in less than three hours.

If out and about and looking for a charge, a 4xe driver can use the onboard 'UConnect' system to locate an appropriate public charging station.

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.

As mentioned, the 4xe has a listed electric-only driving range of 52km.

On our official test day, we drove just under 50km on a full electric charge and then the rest of the trip was courtesy of the good ol’ petrol engine.

Jeep's official figure for the combined cycle is just 3.2L/100km, but that's predicated on keeping the hybrid battery charged at all times. On fuel-only we recorded 11.6L/100km.

The 4xe has a 72-litre fuel tank (you need 95RON premium to fill it), so going by that on-test fuel-consumption figure, you could reasonably expect to get a driving range of about 620km out of a full tank.

Add an approximate electric range of about 50km on a full charge to that figure and you have a total estimated driving range of 670km.

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.

We’re all time-poor, right? So, why should I take up your time and rattle on about the 4xe for a thousand words when I can get the essence of it across to you, the reader, in a few sentences? Call me, Mr Thoughtful.

This is generally a big, quiet and refined, easy-steering large SUV, but it feels bulky at times and tends to be quite fussy on irregular surfaces, exhibiting a jittery ride on even brief sections of light corrugations on dirt tracks.

The 4xe’s PHEV set-up is smooth and highly responsive on-road and you can switch between the aforementioned drive modes to suit the circumstance.

Driving range on electric only is listed as 52km. I only recorded a total distance of just under 50km, and it’s a very quiet and smooth drive while relying on electric power.

It regenerates power rather quickly down big hills and via braking, but we’d exhausted all electric charge by the time we’d reached our 4WD test track.

As expected, this Grand Cherokee tackled every off-road challenge without any strife. 

The air suspension, set to full off-road height, is a bonus.

Our 4WD test track consists of difficult set-pieces, including one small steep rocky hill that I’ve seen heavily modified vehicles struggle to conquer and, to the Jeep’s credit, it climbed the incline, no sweat.

The 4xe’s efforts were only ever hampered by its 'all-season' Continental CrossContact tyres (275/45R21) which are much better suited to blacktop driving and the fact the 4xe costs upwards of $129,950 and I didn’t want to risk any damage to it.

The 4xe has a listed wading depth of 610mm but our test track was dry so I never had the chance to do any water crossings. 

The Grand Cherokee has a solid enough rep as a towing vehicle but, take note, the 4xe is rated to tow 2722kg.

The Jeep Grand Cherokee Summit Reserve 4xe PHEV has the maximum five-star ANCAP safety rating from assessment this year.

Safety gear includes AEB with pedestrian detection, blind-spot monitoring with rear cross-traffic alert, adaptive cruise control, lane-keep assist, driver monitoring, traffic sign recognition, intersection collision assist, and a surround-view parking camera.

The Summit Reserve spec brings with it 'ParkSense' parallel and perpendicular park assist and (low-level autonomous) 'Active Driving Assist'.

It has eight airbags including front, side, and knee (for driver and front passenger), sides (for second-row passengers) and full curtain airbags.

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.

The Jeep Grand Cherokee Summit Reserve 4xe PHEV has a five-year/100,000km warranty and a lifetime roadside assist service.

Servicing is set at 12-month/12,000km intervals and capped price servicing keeps what you pay for each appointment at $399 for the first five.