Volkswagen Tiguan VS BMW X1
- Spacious cabin
- Big boot
- Feels plush
- Safety pack still optional on base car
- Expensive servicing
- Low speed hesitancy
- Potent engine
- Nice handling
- Massive interior
- Ride way too firm
- Missing essential active safety
- Some awkward trim bits
The lower grades of the Volkswagen Tiguan range have been removed, with the German brand deciding to focus on high-end customers in the mid-size SUV segment with a petrol-only, all-wheel-drive-only line-up.
The five-seat Tiguan model range was pared back to just two models for 2019 - the 132TSI Comfortline and the 162TSI Highline, which were the best-sellers though 2017 and 2018 anyway. And then there’s the special-edition Wolfsburg version, which we have here.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
I like it when a car subverts expectations.
It sounds like BMW is just playing a dangerous game of badge-swappery. Yet, after a week behind the wheel, I had to admit there’s more to the X1 than the numbers and specs might suggest. It admittedly won me over.
How, exactly, did this little SUV manage to charm this doubting critic? Read on to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Volkswagen Tiguan 2019 may be more expensive than in previous years, but that better reflects its standing as one of the best mid-sized SUVs in the segment.
If you splurge on the 162TSI you’ll be getting a quicker family hauler, but it may not be essential to your needs. The value on offer in the 132TSI Comfortline is hard to ignore, too. But if you want the best-looking version, you really ought to get in quick to snap up one of the 500 Wolfsburg Edition versions.
Do you think VW has made the right move by dumping base models and diesels? Tell us what you think in the comments section below.
BMW’s X1 won me over mainly because of its raucous engine, signature handling, and suspension characteristics.
It is perhaps a little harsh for some family drivers though, and still has some notable spec omissions this far into its lifecycle. So, keep these factors in mind when considering it against its premium competition, particularly given there are some serious rivals arriving in the coming months.
The 2019 Tiguan range does away with one of the most disappointing elements it had since launch - halogen headlights. Now, with only two grades permanently available, LED headlights and daytime running lights are standard. Thank you, VW.
The exterior design of the Tiguan line-up is largely unchanged compared with when this generation launched in Australia back in 2016, so it’s probably due for a mid-life facelift soon. But even so, it still looks pretty fresh, and in Wolfsburg spec it gets people’s attention.
I’ve always been partial to the R-Line package on the Tiguan, which essentially adds a lower body kit to it. Admittedly there’s no outlandish rear spoiler or rear diffuser, and with ground clearance of 201mm you won’t need side steps. VW Australia has previously offered the more off-road focused Adventure model with underbody protection, if that’s your persuasion.
It manages to look sporty but still be smart, with a big glasshouse that doesn’t taper up like some - meaning better vision for the driver and rear occupants. The piano-black exterior trim highlights look terrific… if you can keep the car clean.
In terms of dimensions, the Tiguan is 4486mm long on a 2681mm wheelbase, 1839mm wide and 1658mm tall. The length extends by 4mm and the width by 20mm for the R-Line pack, because of the body kit, and the track is 10mm wider front and rear, too.
Remember, if you need more size, there’s always the Tiguan Allspace, which has a seven-seat layout but is a bit longer and taller to allow for more generous interior dimensions.
Check out the images to see if you like the R-Line leather trim of the Wolfsburg, or would prefer cloth.
From the outside, the X1 totally owns the BMW design language. It somehow comes together so well over the frame of a small SUV, from the traditional BMW double kidney grille, to the chiseled LED headlights, squared-off profile, and cleanly resolved rear.
It’s miles better than its first-generation X1 predecessor, at least from the outside.
I found the inside to be a mixed bag. I liked the seats, steering wheel and multimedia system, but it just doesn’t feel cohesive.
It’s like a bunch of parts have been plucked off the shelf and shoved together. It has a strangely compact dash cluster from the outgoing 2 Series, but at the same time, the brand’s latest touchscreen, as well as a collection of old-looking controls on a cascading dash which for some reason eats an uncomfortable amount of the front occupant’s space.
It’s been made to work together, but still feels a little chaotic. Like parts and buttons have just been plastered all over. This extends down to the centre console, where BMW gives you the option of controlling the media suite through a dial and buttons.
All the fittings are undeniably quality though, with everything from leather-clad surfaces to switchgear all having a solid, satisfying feeling. The feeling of this car being more expensive for a reason. There’s also an abundance of padded surfaces, and comfortable seats in every position.
The VW Tiguan is one of the most practical SUVs in its segment, with tremendous use of the space available.
The cabin is comfortable and considered, with good storage throughout: there are big lined pockets with bottle holders for all four doors, map pockets in the back, a spot for your phone/wallet/keys in front of the gear shifter, and the cup holder count is good: two (plus a bit of extra space) up front, and two in the back in the fold-down armrest.
The media screen in the high-spec model lacks a volume knob, which can be annoying for passengers (the driver has controls on the steering wheel), but otherwise the system is pretty good. Our car had no issues with Bluetooth phone pairing or audio streaming, the nav system was pretty simple to use, and the phone mirroring (Apple CarPlay / Android Auto) worked great. The sound system is pretty good, too.
The presentation of the cabin is classy and simple, with a nice mix of materials across the high part of the dashboard, predictable placement of intuitive controls, and, with that bigger media screen, it looks plush enough.
The seats offer a decent range of adjustment and are reasonably comfortable, if a little flat when it comes to side bolsters. In the back, there is more than enough space for someone my size (182cm) to sit behind a similarly sized occupant up front, with good knee and foot room, while headroom is superb. And yes, you can fit three adults across if you need to.
The boot space is excellent, with up to 615 litres (VDA) of luggage capacity available with five seats up, and 1655L with them folded down.
The boot dimensions are also flexible in size because the second row slides fore and aft, meaning if you have tall backseat occupants you can shrink the boot space a little to improve legroom - and even in that setup the boot is bigger than a Mazda CX-5’s. There’s a cargo cover blind and you can get a boot liner if you need it, and there’s a space-saver spare wheel under the floor, too.
Of course, if all that isn’t enough storage space you can fit roof racks and a cargo box to the roof rails.
The X1’s hidden trick is in how big its interior space is.
It’s voluminous – or as Richard Berry pointed out in his 2018 review of the pre-facelifted X1 – it has more head and legroom than an X3 and almost as much luggage space.
Impressive, right? Especially for something which is quite a bit smaller when it comes to its exterior dimensions.
A lot of that is down to the X1 sharing its platform with space-efficient and predominantly front-wheel drive Minis. But there’s more, too!
The back seats are foldable and on rails, letting you choose luggage over passengers if need be. While this is pretty impressive, the X1’s 505-litre boot space is under threat.
Audi’s new generation Q3 offers 530 litres, while the incoming Mercedes-Benz GLB will offer 570-litres in five-seat form. If it’s boot space (or seven seats…) you’re chasing, it is worth factoring in to your premium small SUV decision making process.
The back seat, as already mentioned, has plenty of leg and headroom, plus dual USB ports and directional air vents on the back of the centre console.
Front seat occupants are pretty well treated, with some cool turbine-design cupholders in the centre, smallish trenches in the doors, as well as a large bin under the armrest. There are a selection of USB ports to choose from as well as a wireless phone charging bay.
Seat comfort is good all-round, although it took me a long time to adjust to the odd upright seating position which seems to be the only ‘right’ way to have everything adjusted, at least for my preferences.
Price and features
The lack of any entry-grade models means the price list and RRP range for the VW Tiguan 2019 line-up is higher than many competitor SUVs, like the Mazda CX-5, Toyota RAV4 and Honda CR-V. So, how much does it cost?
The model comparison is simple enough - it’s the 132TSI Comfortline vs the 162TSI Highline. Well, for the ‘regular' range, anyway.
The 132TSI lists at $42,490, and it has a lengthy standard features list, including 18-inch alloy wheels, LED headlights with LED daytime running lights (yep, no bi-xenon headlights here!), front fog lights, a power tailgate, keyless entry and push-button start, three-zone climate control air conditioning, cruise control, auto headlights and auto wipers, electric folding side mirrors, an auto-dimming rearview mirror, cloth seat trim and a tyre-pressure-monitoring system.
Multimedia needs are met through an 8.0-inch multimedia touchscreen with GPS sat nav, Apple CarPlay and Android Auto - so you can plug your iPhone or other device in to mirror its screen - three USB ports, and of course there’s Bluetooth phone and audio streaming as well. No Tiguan has digital DAB radio capability, nor a DVD player, but there is a CD player to pump the tunes through eight speakers.
If you want, there’s a sort of comfort pack that VW calls the 'Luxury Package', which adds leather trim, electric seat adjustment, heated front seats and a sunroof ($4000).
Stepping up to the 162TSI means a price increase to $49,490, but this improves the standard-gadgets list.
Highlights include 19-inch alloy wheels, LED tail-lights, leather seats, heated front seats with electric adjustment and memory settings, heated outboard rear seats, a bigger screen (9.2-inch) for the navigation system, ambient interior lighting, the convenience of auto high-beam lighting with anti-dazzle function (Dynamic Light Assist), adaptive cruise control and adaptive chassis control.
For a limited time there’s also the Wolfsburg Edition 162TSI, with 500 examples offered. It costs $55,490 and adds plenty of additional desirable equipment.
The Wolfsburg adds the high-tech Sound & Vision Package (with the digital instrument cluster that VW calls Active Info Display, a surround-view camera, Dynaudio sound system with nine speakers and a subwoofer, and ambient interior lighting), the R-Line Package (R-Line body styling and interior trim, 20-inch alloy wheels in black, and VW’s ‘progressive steering’ system), plus further black exterior trim elements, dark window tint, and a head-up display. There’s a Wolfsburg badge at the back, and the choice of Oryx White Pearlescent, Deep Black Pearl or Indium Grey Metallic for your paint colours.
The regular 2019 Tiguan range has six colours to choose from: Pure White, Tungsten Silver Metallic, Indium Grey Metallic, Atlantic Blue Metallic and Ruby Red Metallic. There’s no gold to be seen, and the orange that was offered earlier on has been axed, too.
Both trim levels get floor mats as standard, so there’s no need to look at the accessories list for those - and while there are heat insulating tinted windows, you can get dark tint on the high-grade. Other options include 19-inch rims, a towbar kit, roof bars with a roof box (there are roof rails as stand on both grades). You’ll need to shop around the aftermarket for a light bar, bull bar or nudge bar.
How many seats does a Tiguan have? Five… unless you choose the Tiguan Allspace, which has third-row seating. There’s a space-saver spare with tool kit under the boot floor of all Tiguans.
No model comes with a heated steering wheel, but you can option a panoramic sunroof ($2000).
Safety goes beyond lane assist and ESP - read the section below for the full breakdown.
Our X1 is the top-spec xDrive25i trim. That means it’s all-wheel drive, and gets the most potent four-cylinder engine available in the X1 range. Ours was also the M Sport version (with all the extra M bits) boosting the price to a total of $66,150, before on-roads.
Expensive? Maybe. The tricky thing here is we don’t know how much this car’s primary German rivals will cost when they arrive this year. I’m talking about the higher-spec Audi Q3 (currently you can only buy the entry-level version of the new one), and the Mercedes-Benz GLB isn’t set to arrive for a few months yet.
Of course, there are a plethora of non-premium options for much less, but I’m guessing if you’ve made it this far in the review, they will be of little interest.
Standard spec has some impressive items, including 19-inch alloy wheels, an impressive-looking 10.25-inch multimedia touchscreen with sat-nav as well as Apple CarPlay as standard (but still no Android Auto…), a head-up display, LED head and tail-lights, push-start and keyless entry, an ambient interior lighting package, and leather upholstery.
The M Sport pack added (to our car) an adaptive suspension package, the M Sport steering wheel and power steering characteristics, M-branded seat belt trim and M Sport brakes.
There’s a semi-digital dashboard, too, but not the super swish digital dash suite from the more recently released cars in BMW’s range. Keep in mind, this second-generation X1 is now almost five years old, despite a minor refresh in 2019.
It’s not a bad feature set, aside from the rather upsetting omission of Android phone mirroring, which is a real necessity in today’s SUVs. While the sat nav suite is a handy thing to have, you only get three years of updates included, and it lacks the really intuitive features now built in for free with Google maps for Android users.
The M Sport pack’s three-spoke steering wheel is the best one in BMW’s parts catalogue. It’s the perfect size, weight, and material. Bonus points for that.
Engine & trans
Engine specs are easily dealt with this time around, because the 2019 Tiguan range has two turbocharged petrol powerplants, both with the same engine size (2.0-litre) but different horsepower tunes.
The entry-grade 132TSI sits at the bottom of the specifications tree, with ratings of 132kW of power an 320Nm of torque, and you don’t need to think about whether to choose a manual transmission or automatic transmission, because it only comes with a seven-speed dual-clutch (DSG) auto.
The next model up is much the same: the 162TSI has a 2.0-litre turbo-petrol, seven-speed DSG auto, AWD. But as the name suggests, it has 162kW of power and 350Nm of torque.
Wondering if each has a timing belt or chain? The answer is a chain.
If you really have a hankering for a 4x2 or front-wheel-drive version of the Tiguan, you’ll need to look for a 2017 or 2018 model, likewise if you have a desire for a turbo diesel or a manual gearbox. Maybe have a look at the seven-seat VW Tiguan Allspace?
At this stage there’s still no plug-in hybrid Tiguan on sale, and there won’t be an LPG version. And while the diesel models were better for consumption, the fuel-tank capacity is a decent size for these petrol models at 60 litres.
The gross vehicle weight isn’t specified by VW, but we can tell you the towing capacity if you plan to fit a towbar: it’s 750kg for an un-braked trailer and 2500kg for a braked trailer - decent pulling power, but this isn’t a towing review.
Check our Volkswagen Tiguan problems page for any historical diesel problems (including diesel particulate filter), automatic gearbox problems/4x4 transmission issues, or any well-known concerns with the turbo, battery, clutch, suspension, engine (even injector issues!). You will even find concerns relating to the existing model’s engine with a turbo and supercharger. And be sure to check your owner’s manual for info like oil type and capacity . If you think there’s excessive oil consumption, consult your VW dealership.
No complaints here. With 170kW/350Nm on tap from a four-cylinder turbo-petrol, you can’t make the argument the 25i needs more power.
BMW has stopped short of saying there will be a faster M version of the X1, and there probably shouldn’t be, what’s offered here is more than enough. BMW claims the 25i will sprint from 0-100km/h in just 6.5 seconds.
The 25i is ‘xDrive’ all-wheel drive only and drives power to the wheels via an eight-speed torque converter automatic transmission.
Neither of these two petrol models can quite match the existing diesel fuel economy and mileage, but both offer good fuel consumption.
The 132TSI has a claimed consumption figure of 7.5 litres per 100 kilometres, while the higher-output 162TSI uses 8.1L/100km (claimed). Both require 95RON premium unleaded. There’s no eco-mode button, but there are different drive modes - we’ll get to that in a sec.
On test in the 162TSI Wolfsburg model, we saw 8.4L/100km over a week of mixed driving. I’d be very happy with that if I bought one.
How much fuel you will consume will largely depend on how much the punchy engine will tempt your right foot, but the claimed/combined figure on the X1’s spec sheet is 7.1L/100km.
Despite enjoying the 25i more than I care to admit, my average fuel usage over a fairly representative ‘combined’ week came out as 7.9L/100km. Not bad at all.
The X1 requires mid-grade 95RON unleaded petrol and has a 61 litre fuel tank.
Having driven the 132TSI model previously, I can tell you that it has enough go to get the job done for the vast majority of families. It has strong response in-gear, although there’s some low-speed hesitation from the transmission.
That might mean you find it hard to justify the extra expense to get into the 162TSI model. If you forget the extra spec, the additional 30kW/30Nm probably isn’t worth $6500 to most people.
But if money isn’t that big of a concern for you, the 162TSI Highline - or, better yet, the Wolfsburg Edition - is worth spending up on.
It’s not just the power and torque from the 2.0-litre engine, which revs a little more freely and has noticeably more gusto when you push it hard - you also get adaptive dampers, which allow you to tailor the drive experience a little more, including a Sport mode that stiffens things up for twisty sections.
In most situations the ride is well sorted - even in the most aggressive setting it doesn’t feel crashy or harsh, but don’t expect it to be too cushy, either. I spent the majority of my time in Normal mode, but there’s also Eco, Comfort, Sport and Individual.
In Comfort there’s a marked softness to things, even on the 20-inch wheels around city streets, although the front suspension is a little more prone to thumping into bumps than the rear suspension.
There’s also Snow and Ice mode - great for the cooler months, as it adapts the throttle response and transmission behaviour to ensure better traction. Plus there’s Off-Road and Off-Road Individual, and the off-road capability in the 2018 Tiguan 132TSI Adventure model I tested was pretty good - even with a ground-clearance figure (201mm) that is less than some of its competitors.
But an off-road review wasn’t the focus this time around. If I were interested in using a Tiguan for more extending driving off the beaten track, I’d be fitting some smaller wheels (maybe 17 inch alloys), some off-road tyres and wheel-arch extensions. Maybe even a lift kit?
And in Wolfsburg guise, you also get the progressive steering system, which is both more involving at higher speeds and easier at lower speeds.
For the geeks out there, this variable-ratio system allows you to apply 101 degrees less lock for the same outcome as a car without it. It is super easy to pivot the car when parking, and because it has a bit more assistance than a regular Tiguan at speed, it feels more direct in the bends. The steering weight is hefty in Sport mode, but easier to manipulate in Eco or Comfort.
There is a cost beyond the initial expense; you’ll use a touch more fuel, and you’ll have to pay a little extra in servicing. But if you value a really nice drive experience, the Wolfsburg could be worth your money.
The X1 drives like a BMW – for better or worse.
There are some great attributes. The steering is a fantastic balance of weight and speed, the internal switchgear is all exactly the same as it is in the 2 Series sedan, and the suspension is firm, letting you feel every bit of the road.
That last one is possibly this car's worst attribute, though. While you’ll have an above average driving experience in the curvy stuff, the X1 is overly harsh for daily family duties.
I mean, seriously. I’m sure the average SUV buyer in this class is hardly going to be taking their kids to school via the Nurburgring every day.
If nothing else it’s a point of difference for the Bavarian SUV, and after a week you’ll be used to it. Those who do will be rewarded with one of the more engaging small SUVs on the market.
The engine proved to be distinctly punchy, impressing with its responsiveness and linear power delivery. It has a lovely (partially artificial) raspy exhaust note, to boot, which makes hopping behind the wheel all the more enjoyable.
It has some other quirks worth noting, too. I couldn’t get used to its oddly high and upright seating position, the front two seats seemed a bit narrow despite familiar BMW leather trim, and there was an undeniable heft to the whole product which made it lose its confidence when really pushed in the corners.
The X1 won me over, though. By the time I was handing the keys back, I did just want one more go…
The Tiguan safety rating according to ANCAP is five stars. It was tested in September 2016 but that score remains intact for this model year, too.
What about features? The two-tier Tiguan range comes with a standard-fit reversing camera, front and rear parking sensors, and there are seven airbags (dual front, front side, driver's knee and full-length curtain coverage).
Other equipment includes auto emergency braking (AEB), manoeuvre braking (where the car can brake if the rear sensors detect an obstacle), self parking (parallel and perpendicular bay park assist), driver fatigue detection, lane departure warning and lane-keeping assistance (the car will steer you into your lane if it needs to), and multi-collision brake (a system that applies the brakes if you have an accident, lessening the chance of further damage).
For the 132TSI there’s a 'Driver Assistance' pack for $1400, which includes adaptive cruise control, lane-changing assistant, a system called 'Emergency Assist' that can stop the car if the driver is unresponsive, and rear cross-traffic alert. The 162TSI has all of that as standard.
There are dual ISOFIX baby seat anchors and three top-tether points for child seats.
Where is the VW Tiguan built? Germany is the answer.
In terms of active safety features, the X1 is a little light on.
Rather than full auto emergency braking (AEB), the X1 gets a system called ‘braking assist’ which will slow the vehicle (or as BMW says “reduce impact speed”) if an object is detected from three to 65km/h. Beyond 65km/h it will “precondition” the brakes but requires human intervention to apply them.
So... it will help, but won’t quite stop for you.
Active safety features it does really get include lane departure warning, forward collision warning, traffic sign recognition and high-beam assist.
The X1 does get the expected baseline safety items, like electronic stability and brake controls, as well as six airbags. Parking sensors for the front and rear across the range are a nice touch.
There are also two ISOFIX child-seat mounting points on the outer rear seats.
Despite its slightly underwhelming active safety suite, the X1 still caries a maximum five-star ANCAP safety rating, as rated in 2015 before the stricter minimum active safety requirements came into force in 2018.
Volkswagen has joined the mainstream fray in offering five-year/unlimited kilometre warranty for all models - not only is that good for current owners, but because the warranty is transferable, resale value might be a little better, too.
On top of that, the average service cost is high for the Tiguan. We did the maths on maintenance costs, with the 132TSI averaging out at $635.60 per visit over the first five years, and the 162TSI a little dearer again, at $646.80. Intervals are every 12 months/15,000km.
Concerned about common problems, faults, issues, waiting time, complaints, reliability issues? It could be of value to read out VW Tiguan problems page before you sign on the dotted line.
BMW insists on a three-year warranty package, going so far as going on the record saying owners don’t want more (really… what kind of owner doesn’t want a competitive five-year warranty?). Regardless, it is the standard for cars in the premium segment, with the exception of Lexus which offers four years.
It would be nice to see premium automakers raise the game a little here, but the X1 is thankfully offered with a capped price servicing program.
Like other premium brands it is offered as a package at the time of purchase and covers five years of services. The 'Basic' program costs $1550, while the 'Plus' program comes in at $4420. The main difference between each program is whether wear items like brake pads, wiper blades, etc, are included.