Volkswagen Tiguan vs Volkswagen Tayron

What's the difference?

The new Tiguan is as confident as ever in its identity, even in such a crowded mid-size SUV space where there are so many models worthy of your attention.

No matter which version you choose, this is still the mid-size SUV for a driving enthusiast who doesn’t quite have premium dollars to spend.

While it may not quite expand its appeal as much as the brand hopes precluding a hybrid variant, those who are choosing this as their family hauler for the right reasons won’t be disappointed.

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

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.

The new Tiguan is a bit of a mind-bender. Its new design seems to make it feel smaller than the outgoing vehicle, despite it being both slightly wider and longer.

This, I have decided, is because the design creates a visual effect, where the upper curvier parts seem to shrink it down, and the additional length makes it seem narrower than the more boxy visage of the previous model. Also, it’s 20mm shorter than the previous design, which we’re told combines with the new bodywork to make for a 15 per cent drag reduction.

Either way, it’s nice not to see a mid-size SUV not continually engage in an arms race to get bigger and bigger. Volkswagen will also introduce the dedicated seven-seat Tayron later in 2025. It’s a half-size up and replaces the outgoing Tiguan Allspace, and this time it features a much more distinct design from its Tiguan sibling.

The third-generation Tiguan not only embraces a more curvy design aesthetic than its predecessor, but it also features many more contemporary design elements. The headlights and curvy accents over the wheelarches feel like they more closely associate this SUV with the new ID.4 and ID.5 EVs, while the light bar across the front on some grades combines with the new light bar across the rear to give it a trendy silhouette. It tops things off with the ‘Tiguan’ letterwork on the tailgate, and, as usual, a sporty spoiler fitting giving the rear hatch a bit of depth.

As usual, VW’s array of gloss-black, chrome or plastic garnishes on the outside, depending on grade, offer a subtle and tasteful finish to the exterior appearance.

The inside is revolution rather than evolution, now heavily screen-centri, and featuring an array of lighting features like many of its rivals.

The screens look the part and have fast and mostly straightforward-to-navigate software, while the seat designs are a real highlight, being both aesthetically pleasing and nice to the touch in all grades.

The ambient lighting features add a sense of presence to the cabin, and unlike the outgoing car, the new one feels a bit more driver-centric thanks to the design of the dash and screens effectively pointing their way down the road from the driver’s point of view.

It does away with the sparse feeling of the previous car, elevating things a notch with an increase of nice materials throughout.

While some may find the abundance of gloss-black finishes a bit harder to maintain, it’s hard not to feel like this new Tiguan is a major generational jump from the previous one. Mission accomplished, VW.

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.

Like the previous model, VW hasn’t forgotten its pragmatic touches for the interior, despite its increase in complexity and appointments.

Finding a driving position was easy for me at 182cm tall, with both a healthy adjustment range for the seats and steering wheel. The digital instrument cluster remains one of the best on the market in terms of usability and customisation, while the multi-function steering wheel commits to buttons rather than the widely-disliked haptic feedback panels, which have appeared on various other VW models.

Unfortunately, this doesn’t entirely extend to switchgear for key functions, with the climate control exclusively controlled via touch sliders, a touchscreen menu or the Tiguan’s new voice control suite, none of which are as intuitive as just having a physical dial for temperature and fan speed and buttons for recirculate, auto and on-off.

However, the Tiguan does have a central dial on the console, which can cycle through volume control, drive modes or ambient lighting modes when pressed. A welcome addition.

Moving the shift stalk to the steering column, like the ID.4 and ID.5, has also allowed additional space for the centre console area, which is now quite versatile. It includes a variable-height armrest console box with either dividers or a dual-bottle-holder fitting, which can be interchanged between the two areas, while the dual-charging bays up front have a rubberised cover, which can be pulled down as to not waste the storage space. This has the additional feature of making the cooling system for the wireless charging phones more effective.

There are two large bottle holders and pockets in each door, which have a carpeted finish to reduce vibration, and there’s also a passenger glovebox.

The rear seat offers a healthy amount of space behind my own driving position. I had leagues of knee room and a healthy amount of airspace above me, however the presence of a tall raise for the transmission tunnel eats into the amount of room a centre passenger would have for their feet.

The comfortable seats continue and are on rails if you need to increase the amount of room in the boot, or simply want a more aggressive recline. When it comes to storage, there are bottle holders in each door, a drop-down armrest with dual bottle holders, dual USB-C outlets on the back of the console, as well as dual air vents with a touch control panel for the independent third climate zone. The only thing it seems to be missing is built-in window shades, which are offered on some Skodas and the now-discontinued Passat (RIP).

The boot helpfully features a powered tailgate on all grades, and measures in at 652 litres with the second row up, or 1650L with the seats down. Numbers can be deceptive, but it does seem large for the class, and there’s a space-saver spare wheel under the floor.

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.

A hybrid version of the Tayron is expected later this year, but for now Volkswagen is launching the model with three petrol engines across three grades. We’re family-testing the flagship 195TSI R-Line, which sits at the top of the range and offers the most power, priced at $73,490, before on-road costs.

That places it towards the upper end of its immediate rivals. The Kia Sorento GT-Line and Skoda Kodiaq RS come in more affordably, at $66,290 and $69,990, respectively, while the Toyota Kluger Grande jumps well beyond at $85,135, before on-road costs.

On paper, the Tayron doesn’t dramatically out-spec its competitors, which means its value equation doesn’t immediately leap out. Particularly as it’s also more expensive than the Tiguan Allspace it replaces, which won’t thrill some prospective buyers.

That said, there is little to want for with the R-Line, which will soften the sting. The cabin is generously appointed, with 12-way electric front seats featuring three-position memory, heating, ventilation and a massage function. Upholstery is finished in Varenna leather, paired with a mix of suede-like microfleece and synthetic leather trims. Second-row outboard seats are heated, as is the R-Line leather steering wheel and a 30-colour ambient lighting system adds a noticeable lift to the cabin at night.

Technology plays a central role, with a large 15-inch multimedia display joined by a 10.25-inch digital instrument cluster and a colour head-up display. The system runs Discover Pro Max navigation and includes a voice assistant function, wireless and wired Apple CarPlay and Android Auto, Bluetooth connectivity and a 10-speaker Harman Kardon sound system covering AM, FM and digital radio.

Elsewhere, the R-Line includes a 360-degree camera system with a cleaning function, although image clarity is slightly underwhelming for a vehicle at this price point. Owners also receive a complimentary five-year subscription to Volkswagen’s 'GoConnect' app, which provides live vehicle status, location tracking, trip data, warning notifications and direct dealership communication.

Day-to-day practicality hasn’t been overlooked. There are manual sunshades for the second row windows, three-zone climate control, two 15W wireless charging pads, four USB-C ports, and two 12-volt sockets. A hands-free powered tailgate and a space-saver spare tyre round out a feature list that, while not segment-leading, is thorough and well considered.

There are three engine options in the Tiguan range, and it is notable none are even mild hybrids (MHEVs) in 2025.

The base engine present in 110TSI variants is even a carryover 1.4-litre four-cylinder turbocharged petrol engine, providing 110kW/250Nm to the front wheels. The big news for these base cars is the dry-clutch DCT has been swapped out for the better-performing wet-clutch version, which also has various improvements made to it for this iteration. Notably, VW has stripped-out the stop-start system with this engine and transmission combination. 

The brand says it opted not to use the more recent 1.5-litre MHEV version of this engine as it simply didn’t need it to meet Australia’s new emissions standards and it would have added a prohibitive amount to the cost of entry-level variants to justify its inclusion in the range.

Next up is the new 150TSI engine. It is a 2.0-litre turbocharged four-cylinder unit, which replaces both the 132TSI and 162TSI engines from the previous-generation model. It provides 150kW/320Nm and drives all four wheels via the same seven-speed dual-clutch automatic. This engine also reintroduces stop-start.

At the top of the range, solely available on the R-Line, is the 195TSI engine. VW says this offers buyers of the previous Tiguan R somewhere to go, but also an option for those who wanted more than the previous 162TSI R-Line offered. The 2.0-litre four-cylinder turbocharged 195TSI engine is sourced from the Golf GTI and produces 195kW/400Nm, driving all four wheels via the same seven-speed dual-clutch. It reduces the 0-100km/h sprint time from 7.1 seconds to 5.9 seconds.

It is a shame in the current environment VW hasn’t chosen to make a splash with the 1.5-litre plug-in hybrid (PHEV) variant, which is available overseas. This Tiguan features a 25kWh battery paired to the 110kW engine to make for an estimated 100km electric-only driving range. It even features both 11kW AC charging and 50kW DC charging for convenient top-ups.

If you want it, tell your dealer. VW tells us they’re working on a business case for the PHEV in the background, but if you want electric driving for now, it’s pointing current customers to the ID.4 (from $59,990 before on-roads).

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.

Efficiency is remarkably even across the Tiguan range, with the new engines and updated transmission helping to make things reasonably straightforward.

The base 110TSI versions have an official/combined fuel consumption of 7.6L/100km, as do the 150TSI versions thar benefit from the stop/start system but have the added heft of all-wheel drive.

The top-of-the-range 195TSI R-Line, meanwhile, is said to consume 8.5L/100km. All versions require 95RON mid-shelf unleaded. And for those who care, the 110TSI and 150TSI produce 173g/km of CO2, while the 195TSI produces 194g/km.

Interestingly, the 110TSI variants have a 55-litre fuel tank, while the 150TSI and 195TSI have a 58-litre fuel tank.

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 Tiguan range has some significant upgrades from behind the wheel this time around, but there are a handful of areas where I was surprised to find it didn’t quite live up to expectations.

Firstly, the seating position and driver-centric cabin design make the Tiguan feel like more of a driver’s car than ever before. The bucket-style seats and the high beltline combine to make the seating position feel like more of a hatchback than an SUV. Yet visibility out of the cabin is healthy thanks to large windows and mirrors.

As you set off, the Tiguan feels smoother through its drivetrain than its predecessor, thanks to the new dual-clutch automatic being sandpapered when it comes to its initial engagement and shift-mapping. Even the base 110TSI, which can sometimes struggle for initial torque thanks to a dollop of turbo-lag, has a decent roll-on, and with no stop-start system this time, it’s much more friendly when hopping on the accelerator from a standstill.

The steering tune is great in all grades, helping to make this new Tiguan feel light and reactive, despite its slightly expanded dimensions. This lightness is a trait which shines through on this new version, making it feel much less pedestrian than almost all of its rivals.

On the base variant, this can be to its detriment at times, with the 110TSI engine occasionally overcoming the grip of the front tyres when a lot is asked of it, however all-wheel-drive versions are much more confident in their footing, not only delivering power in a more linear fashion, but also putting it to the ground more smoothly.

R-Line variants, with wider and more expensive tyres, are reactive, grippy, and simply outstanding to drive in this mid-size segment, with the 195TSI bringing a strong additional lump of torque and a throatier engine note.

Indeed, this version of the Tiguan leans into the nameplate’s best traits and solidifies its position as the driver’s option in the segment. The 150TSI R-Line in particular stood out as raucous amounts of fun for a mid-sizer for a fair price, as it could be driven significantly harder than the more powerful 195TSI.

However, this new Tiguan was also not without some disappointments. The amount of road noise in all grades was notable, and while VWs are usually known for their balanced ride quality, all Tiguan variants also featured a certain seemingly inherent firm response to sharper blemishes in the road, perhaps a cost for the otherwise superb body control.

These blemishes in driving ambiance were relatively minor in scale, but surprising to find nonetheless.

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.

The Tayron carries a fresh maximum five-star ANCAP rating from 2025, with strong results across the board - 87 per cent for adult and child protection, 83 per cent for vulnerable road users and 85 per cent for safety assist systems. Nine airbags come as standard, including side-chest protection for the front and middle rows, something often reserved for the front seats alone and side curtain airbags extend across all three rows.

The suite of driver-assistance systems is comprehensive. Features include blind-spot monitoring, lane keeping aid, lane departure alert, side door impact protection, driver attention monitoring, traffic sign recognition, side exit warning, front and rear cross-traffic alert and forward and rear collision warning with emergency braking. The emergency braking system is sensitively tuned, though, and can be triggered by minor obstacles like leaves on the road, leading to the occasional mini heart attack while parking.

Adaptive cruise control with stop-and-go functionality is reasonably well calibrated. The middle row benefits from ISOFIX child seat mounts and three top-tether anchor points, though the third row misses out entirely. Emergency call capability is also absent.

Autonomous emergency braking covers vehicles, cyclists, motorcyclists and pedestrians and is operational from 4.0-250km/h.

Volkswagen offers the Tiguan with its usual five-year/unlimited-kilometre warranty. While this is still the prevailing standard, the warranty wars are back with more manufacturers pushing into the seven-to-10-year category.

The Tiguan requires servicing once every 12 months or 15,000km, although pricing for the service packages was yet to be revealed at the time we put this review together.

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.