Volkswagen Tiguan review

UK buyers have seven different powertrains to choose from, which is a bit discombobulating, to say the least. So it’s a delight to say that the cheapest and simplest is possibly the easiest to get along with, too. The 1.5-litre TSI petrol which kicks off the range with very subtle mild-hybrid assistance will give you just enough performance while keeping the Tiguan in its lightest possible configuration.

The smaller, 128bhp output just sneaks under the 1.6-tonne mark, but you’re probably better served by its 148bhp sibling which is precisely 1.5 seconds quicker to 62mph (at 9.1s). Sure, this isn’t a performance car, but chockful of family you’ll need at least some vim down a motorway slip road.

Britain’s best-selling version is expected to be a plug-in hybrid, mind, reflecting the huge company car appeal of an SUV like this. There are two options, both using the same 113bhp electric motor but pairing it to different tunes of 1.5-litre TSI for 201 or 268bhp peaks, the latter offering an almost warm hatch-esque 7.1s acceleration run.

Truth is you’ll rarely extract all the performance in one go, not least because the slightly coarse nature of its petrol unit discourages it. Better to lean into the car’s efficiency credentials and meter out power more responsibly. Especially given it’s solely front-wheel drive in its hybrid tunes.

Is it any fun?

Well, MQB-platformed cars have always had pretty sharp reactions, and it would appear the MQB Evo base is similarly alert. It’s an ever faithful partner, flicking nicely into corners with its rear axle following tidily round. Grip is unfailingly strong and its handling utterly consistent. Body roll is impressively minimal for an SUV, too. It’s all very smart, but stops short of anything approaching true involvement or satisfaction. The standard for either of those metrics isn’t exactly high in the SUV universe, so the MkIII Tiguan is immediately installed among the shrewder handlers in its class.

Just at the expense of comfort; while that slippery aero profile ensures it’s quiet and placid at a cruise, the ride quality – particularly at low speeds – could be much better. The caveat is VW allowed us to drive the new ninth-generation Passat estate immediately before the Tiguan, but lord is the latter boisterous over low-speed bumps and ruts. That strikes us as a misstep given lots of these will trundle to and from urban school gates or office car parks.

The plug-in Tiguan eHybrid’s extra 270 kilos (and the process of keeping it in check) only makes things worse and the powertrain itself has a few flaws, too. Chiefly poor engine braking during higher-speed driving. You can adjust the level of brake regen to help avoid riding the brakes on downhill stretches of motorway, but this requires more touchscreen prods than tweaking the colour of the digital dials. Because VW clearly hasn’t fully recovered from its minor ergonomic crisis.

Should I go diesel, then?

It feels highly unfashionable to say it, but the mid-range torque of the 2.0-litre TDI model really suits the car. A chunky SUV still feels at its most natural with an engine that dislikes revs (the 1.5 sometimes needs plenty) and it’s a very refined unit nowadays. You notice a smidge of extra weight at its front axle, but otherwise it’s pretty pleasant.

We’re yet to try the lesser 2.0-litre TSI, but the range-topping version is most pleasant, effectively pairing the 261bhp engine of the latest VW Golf GTI with four-wheel drive for the most sophisticated Tiguan of all and a truly poky 5.9s sprint to 62mph. Frivolous? Why of course. Unless you’re towing. But in R-Line spec as we tested it’s no lightweight, weighing over 2.2 tonnes. Which in combination with the 20-inch alloys of our car led to a rather crashy ride.

What about running costs?

We’ll rattle through these as quickly as possible. For the base 1.5-litre mild hybrids you’re looking at a quoted WLTP figure of around 45mpg. There’s little difference whether you go for the 128bhp or 148bhp engine.

Naturally, the PHEVs get a bonkers ‘official’ figure that isn't worth repeating (oh go on then – 707mpg!), but both versions claim e-range of 62 miles from a 19.53kWh battery. Reckon on two thirds of that.

Then we’re into 2.0-litre territory. The diesel is the most frugal at a quoted 52mpg. But you’ll only see that if you’re schlepping up and down the motorway all day. The petrols average out at 35mpg. We actually very slightly bettered that.