Scheduled to launch in South Africa in the third quarter of 2025, we sampled the upcoming Volkswagen Tayron in Arvidsjaur, Sweden. First impressions here…
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Volkswagen Tayron 150 kW 2.0 TSI 4Motion DSG Fast Facts
- Price: n/a
- Powertrain: 2.0-litre, four-cylinder, turbopetrol
- Transmission: 7-speed dual-clutch
- Power: 150 kW @ 5 000 r/min
- Torque: 320 N.m @ 1 500- 4 400 r/min
- 0-100 km/h: 7.5 seconds*
- Top speed: 224 km/h*
- Fuel consumption: 7.6 L/100 km*
- CO2 emissions: 172 g/km*
*Claimed figures
What are we driving?
We are driving the Volkswagen Tayron (pronounced tie-ron), a nameplate conceived from the joint venture between VW and Chinese automaker First Automotive Works (FAW).
Introduced in 2018, the first-generation Tayron was exclusively produced for the Chinese market at FAW-VW’s Tianjin assembly facility China. However, with the second iteration, the VW Group decided it was time for the nameplate to go global. The second-generation Tayron is significant as it effectively replaces the Tiguan Allspace in VW’s T SUV portfolio. The Tayron is positioned between the new Tiguan and Touareg, and is built alongside several VW models, including the Golf and Tiguan, at the marque’s Wolfsburg plant.
Like the seven-seater SUV it succeeds, the Tayron is essentially an upsized version of the Tiguan. The Tayron measures 4 792 mm in length, making it 253 mm longer than the Tiguan, and 2 790 mm (up 114 mm) between the fore and aft axles.
Related: Road Test: Volkswagen Tiguan 1.4 TSI R-Line DSG
Inside, VW claims the Tayron offers 1 061 and 1 010 mm of front and second-row headroom, respectively. Passengers seated on the middle bench are afforded 710 mm of kneeroom. While 920 mm of headroom is plentiful, the rearmost seating does remain reserved for those smaller in stature. With all seats in place, the Tayron’s boot swallows 345 litres. However, with the rearmost pews folded down, a substantial 850 litres of claimed packing space is on offer.
In Europe, the powertrain line-up includes 150/195 kW 2.0-litre turbopetrols (TSI), 110 kW/360 N.m and 142 kW/400 N.m 2.0-litre turbodiesels (TDI), a 110 kW 1.5-litre mild-hybrid petrol (eTSI) and 150/200 kW 1.5-litre eHybrid plug-in hybrids. VWSA has yet to confirm local powertrain specifications, however. Yet, we expect the SA line-up will be available with the same internal combustion engines with which the modern Tiguan range is offered here.
The latter includes the firm’s 110 kW/250 N.m 1.4 TSI, 140 kW/350 N.m 2.0 TSI and 110 kW/340 N.m 2.0 TDI; all of which are coupled with VW’s 7-speed dual-clutch (DSG) transmission, with the TDI and most powerful petrol model equipped with the brand’s 4Motion all-wheel drivetrain.
What are the Volkswagen Tayron’s rivals?
The petrol-powered Tayron rivals the likes of Honda’s CR-V, the Nissan X-Trail and the Peugeot 5008. As a reminder, the CR-V employs a 1.5-litre turbocharged four-pot, which delivers 140 kW/240 N.m exclusively to the front wheels via a continuously variable transmission (CVT). Honda claims an average fuel consumption of 7.4 L/100 km. Coupled with a CVT, the X-Trail’s 2.5-litre sends 135 kW/244 N.m to all four corners. The Nissan’s average fuel consumption is rated at 7.8 L/100 km. The Peugeot 5008 is equipped with a 121 kW/240 N.m 1.6-litre four-pot and six-speed automatic transmission. The French firm claims an average consumption of 7.0 L/100 km.
Related: Review: Volkswagen Golf R Mk8.5 4Motion DSG
The diesel-powered Tayron competes against the Hyundai Palisade and Kia Sorento. The Palisade and Sorento’s 2.2-litre, four-cylinder turbodiesel engines churn out 142 kW/440 N.m and 148 kW/440 N.m, respectively. The Hyundai is equipped with an eight-speed automatic transmission and the Sorento with a dual-clutch ’box with a similar number of cogs. While the Palisade is only available with all-wheel drive, the Sorento can be had with front- and all-wheel drivetrains. The Palisade and Sorento’s claimed fuel consumption figures are 8.2 L/100 km and 6.1 L/100 km.
For adventure-focused folks who want to venture off-road, the Ford Everest, with its well-appointed cabin and option of four-cylinder or V6 turbocharged oil-burners, is worth considering.
What is the Volkswagen Tayron like to drive?
The derivative we sampled some 110 km south of the Arctic Circle employed the (likely-not-for-SA) 150 kW version of VW’s fourth-generation EA888. Curiously, while this unit produces 10 kW more than the 2.0 TSI with which the new Tiguan is available locally, it delivers 30 N.m less torque to its fore and aft axles.
Even so, and considering the Tayron press car’s 183 kg weight penalty over the all-paw 2.0 TSI Tiguan (1782 vs 1 599 kg, claimed), the engine did an admirable job of maintaining forward momentum thanks to the low-end torque (the full complement of 320 N.m is on offer from a mere 1 500 r/min) and smooth-shifting 7-speed DSG. The steering is well-weighted, yet pleasingly light when having to manoeuvre the XL Tiguan. Though, as expected, it doesn’t feel quite as nimble as the Tiguan. The Tayron’s road manners remain impressive, however.
There was little in the way of hampering overall ride comfort. However, the Tayron’s standard McPherson strut front/multilink rear suspension setup proved commendably pliant when traversing a few unkempt surfaces on our drive. Contributing to the comfortable driving experience, NVH suppression is tops.
Verdict
Though the model we sampled will probably not make its way here, spending time with it did provide an adequate glimpse into just how refined a package the Tayron is.
The seven-seater’s driving characteristics are largely comparable to that of the Tiguan. Add to that a similarly solidly constructed and well-appointed cabin with increased cabin space, and the Tayron makes for a commendable family SUV, for the daily commute and long-distance road trips.
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