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All-new combustion-engined seven-seat SUV slots in between the Tiguan and Touareg

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Those of you who know your Chinese cars will be aware of the Volkswagen Tayron name from a crossover produced collaboratively by Volkswagen and FAW – but in 2025, it's going global.

This new Tayron is an entirely new model that plugs the gap formerly filled by the Tiguan Allspace, offering a longer wheelbase, increased practicality and the choice of five or seven seats.

It's pronounced 'tie-ron', not 'tay-ron'.

It sits just above the regular, five-seat Tiguan and below the range-topping, luxury-geared Touareg

It's therefore a natural rival to the Hyundai Santa Fe, Skoda Kodiaq and Peugeot 5008, all of which have received comprehensive updates in the past 12 months. 

Volkswagen Tayron range at a glance

The Tayron offers one of the widest powertrain selections of the Volkswagen range, with petrols, diesels, mild hybrids and plug-in hybrids all on offer.

The UK market gets the entry-level mild-hybrid 1.5 eTSI, both PHEVs, two diesels and the range-topping 2.0-litre petrol with 262bhp. 

 
VersionPower
1.5 eTSI147bhp
eHybrid 204PS201bhp
eHybrid 272PS268bhp
2.0 TDI 150PS147bhp
2.0 TDI 193PS190bhp
2.0 TSI 204PS 201bhp
2.0 TSI 265PS262bhp

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DESIGN & STYLING

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vw tayron 009

The Tayron is based on the same MQB Evo platform as the Tiguan and has remarkably similar styling, but Volkswagen claims it’s a unique car with no shared bodywork.

The powertrain range is one of the most versatile in the Volkswagen line-up.

Measuring 4792mm, the Tayron is slightly longer than the old Tiguan Allspace.

The petrol engines are a 1.5-litre mild-hybrid turbo four with 148bhp and a 2.0-litre turbo four with either 201bhp or 261bhp and the choice of front- or four-wheel drive.

Then there are two diesels, with 148bhp (FWD) and 190bhp (4WD).

Finally, there are two PHEV systems, with 201bhp and 268bhp. They team the 1.5-litre petrol four with a 113bhp electric motor in the six-speed dual-clutch automatic gearbox and a huge, 19.7kWh battery for an electric-only range of more than 70 miles.

Volkswagen anticipates the PHEVs to be popular in the UK, accounting for around 20% of Tayron sales, even though the battery placement eliminates the option of seven seats.

INTERIOR

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vw tayron 007

Although the Tayron feels well-built inside, it’s not a haven of plush materials.

Some softer plastics and fabrics are present on the doors and dashboard, but there are still a few too many glossy and scratchy surfaces throughout.

More physical buttons wouldn’t go amiss, but the Tayron’s interior is certainly a more intuitive space than the Peugeot 5008’s.

There’s a clear feeling that Volkswagen didn’t want its newest SUV to cross over too much with the Touareg, the brand’s more expensive luxury flagship.

All Tayrons get a 12.9in digital display as standard, plus a 10.25in digital cockpit. A larger, 15.0in infotainment display is available as part of the £1130 Infotainment Package Plus, which also adds a head-up display, several USB-C charging ports and Volkswagen’s AI-powered voice assistant, Ida.

Volkswagen’s much-maligned climate and volume sliders are present, but they are at least backlit to make for easier night-time operation.

There are just two physical buttons on the centre console, for starting/stopping and the parking brake.

But Volkswagen has taken inspiration from Skoda with a new rotary dial that can be customised to control various functions, including the media, audio volume and drive mode. It works surprisingly well.

It’s spacious in the Tayron’s first two rows, with plenty of leg and head room. Comfort in the second row is enhanced by seats that slide and recline, plus numerous storage areas and cupholders.

The third row is much tighter than that of the 5008; adults will struggle for comfort despite good access to the seats. The more expensive Santa Fe’s is also more spacious and provides far more amenities, like USB ports and climate vents.

Boot space measures 885 litres in five-seat petrols and diesels, 850 litres in seven-seaters (or 345 litres with the third row in place) and 705 litres in the five-seat-only PHEVs.

ENGINES & PERFORMANCE

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vw tayron 003

The lower-powered PHEV makes for a combined output of 201bhp. This may seem rather puny for a large, near-two-tonne SUV but, thanks to that electric motor, the Tayron sets off quietly and with relative urgency, and with the engine and motor working together, it can go from 0-62mph in 8.6sec.

For comparison, the higher-powered PHEV will do 0-62mph in 7.3sec, the 1.5 eTSI in 9.4sec and the FWD 2.0 TDI in 9.7sec, while the punchier 2.0 TSI is by far the quickest, needing just 6.1sec.

The PHEVs are effortless – as long as you keep their batteries topped up.

In hybrid mode, with a charged battery, the PHEV is silky smooth and refined, alternating between petrol and electric power seamlessly.

Its engine can sound coarse under harder acceleration, but it’s quieter than the diesel and petrol cars that we also tried, plus it’s no more unpleasant than the rival Santa Fe PHEV.

The mildly hybridised 1.5-litre four-cylinder petrol engine has a useful slug of low speed torque but sounds strained when worked hard, which is something it will need to do when the Tayron is loaded with people and luggage. 

With 148bhp and 184lb ft, this unit is just about the bare minimum you can get away with a car of this size, although the slick DSG automatic gearbox helps make the most of the available urge.

RIDE & HANDLING

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vw tayron 011

Like the closely related Skoda Kodiaq, the Tayron is based on the Volkswagen Group's latest MQB Evo platform, which results in a pleasingly fluid dynamism, despite its tape-stretching exterior dimensions. As a result, the Tayron is tidy and precise in the corners, even if it lacks any inspiring dynamism.

Our PHEV was fitted with the optional Adaptive Chassis Control, making a noticeable difference in ride comfort compared with the other Tayrons we tested. It felt supple but not wafty in its softest mode, making light work of speed bumps and potholes.

It's a shame the acoustic glass is an optional extra.

Another key option on our PHEV test car was acoustic glass, which quietened the cabin and helped to eliminate wind and road noise with great success. 

With its 216kg weight saving, the mild-hybrid petrol feels a little lighter on its feet, with just a fraction less laziness in direction changes. The steering is calmly paced and decently weighted, while taut body control (with either the optional DCC adaptive dampers or standard passive set-up) means the Tayron feels nicely tied down and admirably agile over the twisting and rolling roads.

MPG & RUNNING COSTS

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vw tayron 001

The Tayron looks good value on paper. Its cheapest variant (with seven seats), the 1.5 eTSI Match, is priced at under £40,000 in the UK, while the cheapest Santa Fe currently available to order is more than £47,000 for the PHEV. The Nissan X-Trail is cheaper still, at around £35,000.

If you're willing to sacrifice that third row, the PHEV also has that seriously impressive electric range. Volkswagen claims it will exceed 70 miles in the best conditions – but of course it's down to you to keep its battery charged. 

The real-world electric range of the PHEV will cover most people's commutes.

We're yet to conduct a full economy test of any variant of the Tayron, but we would expect a figure closer to 50 miles of range on a charge in our lower-powered PHEV. 

VERDICT

vw tayron 008

The Tayron has a slightly unusual set of skills for a large SUV.

It’s easily the best in its class to drive and particularly comfortable when fitted with the adaptive dampers, but it offers less space and creature comforts in the third row, and while perceived cabin quality is reasonable, it’s not a standout feature either. Meanwhile, the PHEV’s electric-only range is twice as long as that of the equivalent Santa Fe or Kia Sorento – but those PHEVs keep their third rows.

The diesel is a bit of an unsung hero: it's economical yet also punchy, and it keeps all seven seats too.

Prioritising driving dynamics and PHEV credentials, the Tayron feels like the large SUV for the driver who needs lots of space only occasionally. With many rivals vying for sales, it’s good to have a niche.

However, if your a private buyer and don't need the tax-saving PHEV drivetrain, then the 1.5 TSI and 2.0 TDI versions are fractionally more dynamic to drive and have the added bonus of those extra rear seats.

James Disdale

James Disdale
Title: Special correspondent

James is a special correspondent for Autocar, which means he turns his hand to pretty much anything, including delivering first drive verdicts, gathering together group tests, formulating features and keeping Autocar.co.uk topped-up with the latest news and reviews. He also co-hosts the odd podcast and occasional video with Autocar’s esteemed Editor-at-large, Matt Prior.

For more than a decade and a half James has been writing about cars, in which time he has driven pretty much everything from humble hatchbacks to the highest of high performance machines. Having started his automotive career on, ahem, another weekly automotive magazine, he rose through the ranks and spent many years running that title’s road test desk. This was followed by a stint doing the same job for monthly title, evo, before starting a freelance career in 2019. The less said about his wilderness, post-university years selling mobile phones and insurance, the better.