Volkswagen Tayron vs Peugeot Expert

What's the difference?

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.

Positives are higher payload and tow ratings than the Toyota HiAce along with superior fuel economy. Negatives are inferior safety, evidence of questionable build quality and a list price more than $3000 above a HiAce equivalent. So, whether the positives outweigh the negatives to justify its higher price, only a potential buyer can decide.

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.

Our 'Long' example rides on a 3275mm wheelbase with 5309mm overall length, 1920mm width and 1948mm height, so compared to the HiAce it's slightly longer in wheelbase and overall length but narrower and not as tall. It’s also significantly lighter with a kerb weight that’s almost 500kg (or half a tonne) less than the Toyota; a big factor in its spirited performance and superior payload rating.

The Peugeot’s front-wheel drive underpinnings include MacPherson strut front suspension, coil spring semi-trailing arm rear suspension, rack and pinion steering and four-wheel disc brakes. Its 12.4-metre turning circle is also more than a metre larger than the HiAce.

The Pro’s work focus can be seen in its black plastic front and rear bumpers and side mouldings where most scrapes and dents occur in hard-working vans. There’s matching black on other high-wear surfaces like the door mirrors, door handles, hubcaps, rear wipers and rego plate shroud.

The cabin has seating for three with a driver’s bucket seat and separate two-passenger bench seat. Although all occupants have ample headroom, the dashboard’s protruding centre console leaves little legroom. In fact, the centre passenger must travel with both knees skewed to the left of this extension, which then encroaches on the outer passenger’s legroom. So, for a crew of three we’d recommend short trips. Our only other criticism was the lower dash panel on the passenger’s side, which kept popping loose despite repeated attempts to click it back into place.

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.

Its relatively light 1743kg kerb weight combined with a 3100kg GVM allows for a sizeable 1357kg payload that’s almost 300kg more than the HiAce. It’s rated to tow up to 1800kg of braked trailer, which is also 300kg more than the Toyota. And with its 4900kg GCM, the Expert can legally tow its maximum trailer weight while carrying its maximum payload. These are excellent numbers for a multitude of working roles.

The cargo bay and cabin are separated by a stout steel bulkhead, which insulates the cabin from tyre noise emanating from the rear wheel housings and doubles as a cargo barrier. Its central window provides vision for the rear-view mirror and the ability to check on loads.

Lined to mid-height, the Expert’s cargo bay is accessed through large sliding doors on each side with handy 935mm-wide openings, while rear access is through glazed barn-doors which open to 180-degrees to aid forklift access. Each is equipped with its own windscreen wiper and demister.

The load floor is 2780mm long and 1628mm wide with 1258mm between the wheel housings, so it can carry up to three 1200 x 800mm Euro pallets or two 1165mm-square Aussie pallets, held in place by a total of eight floor-mounted load anchorage points. The 6.1 cubic metres of load volume splits hairs with the HiAce’s 6.2 cubic metres.

Cabin storage starts with a cavernous bin in the base of each front door that can easily hold a big 1.5-litre bottle and lots more. Each door also has two other compartments for smaller items. The dash-pad has a cup holder at each end and there’s a shrouded storage compartment in the centre. There are also two small storage nooks near the gearshift dial, plus on the passenger side is a glovebox and additional storage compartment (with 12V accessory plug inside).

The bench seat’s hinged base cushion also tilts forward to reveal two large storage bins below, with one thoughtfully lined with polystyrene foam to keep items either hot or cold.

Our test vehicle is the Pro Long Auto variant. ‘Pro’ means it’s the lower-priced and more work-focused of two Expert model grades. ‘Long’ means it has the longer of two wheelbases and ‘Auto’ denotes auto transmission as opposed to the manual alternative.

Powered by the same 2.0-litre four-cylinder turbo-diesel shared by all Experts, it has a list price of $50,075 plus ORCs which is significantly more than its LWB HiAce auto equivalent at $46,760. And our example is finished in Artense Grey metallic, which is one of several premium colours available at extra cost.

The Pro Long Auto is built for work with 16-inch steel wheels and 215/65 R16C Michelin tyres plus a full-size spare. Useful workhorse features include rear parking sensors, 12-volt accessory socket, automatic headlights and wipers, front fog lights, cruise control and a multimedia system with 7.0-inch colour touchscreen and multiple connectivity including Apple CarPlay/Android Auto.

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.

The Expert’s punchy 2.0-litre four-cylinder diesel is one of its strengths. Turbocharged and intercooled, it has Euro 5 emissions compliance and produces 110kW at 4000rpm and 370Nm at 2000rpm. The eight-speed torque converter automatic has near-seamless shifting and offers the choice of sequential manual-shifting using steering wheel paddle-shifters.

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.

Peugeot claims a combined average consumption of 6.3L/100km and the dash display was close to that at 7.6L after 386km of testing, which included about one third of that distance carrying a full payload. Our own figure calculated from fuel bowser and tripmeter readings came in higher again at 8.3L/100km, which is still outstanding economy for a vehicle of this size. So, based on our numbers, you could expect an extensive driving range from its 70-litre tank of around 840km.

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. 

It has a comfortable driving position as the steering wheel is adjustable for height and reach, the bucket seat has a fold-down inboard armrest and there’s a prominent left footrest. Although the driver’s seat base has no rake adjustment, it’s long enough to provide good under-thigh support with enough rake to avoid sliding towards the front of it like some rivals.

The steering is responsive and nicely weighted, which combined with competent handling and braking makes the Expert feel sure-footed. The supple four-coil suspension provides a smooth unladen ride quality.

The energetic drivetrain with its 370Nm of torque has spirited acceleration and good agility in traffic. Although peak torque is at 2000rpm, the 2.0-litre turbo-diesel pulls cleanly from 1500rpm which showcases its flexibility.

The eight-speed automatic gets good results from this engine, but sequential manual-shifting using the paddle-shifters is handy when more driver input is required. The cabin is acceptably quiet at highway speeds, thanks to the cabin bulkhead and low tyre, engine and wind noise.

Our only major criticism is the absence of blind-spot monitoring and rear cross-traffic alert. In our opinion every van, particularly with solid side-walls and doors like this one, should at least have these active safety features as standard (like the HiAce which also has standard front parking sensors).

The Expert’s relatively small mirror on the passenger door is not sufficient in eliminating the large and potentially hazardous blind-spot over the driver’s left shoulder, particularly in heavy traffic and when reversing from driveways into busy streets.

No ANCAP rating and although it’s equipped with AEB, emergency brake assist and forward collision warning there are only front airbags for driver and passenger, which looks threadbare compared to the HiAce’s seven airbags. It also misses out on important active safety features previously mentioned.

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).

The Expert is covered by a five years/200,000km warranty. Scheduled servicing every 12 months/20,000km whichever occurs first. Five years of capped-price servicing totals $3049 or an average of $609.80 per year.