Volkswagen Tayron review: Easy to drive but hard to love
Can you honestly get seven people into a sub-five-metre vehicle, or are the rearmost two seats strictly for children?
Sceptics might suggest not, since this is one of those fill-in models for those who find VW's five-seat Tiguan slightly too small and the larger seven-seat Touareg slightly too sizeable.
In fact, the Tayron name first appeared in 2018 as a joint project from FAW-VW in China. For last year's introduction of the second-generation model, the Tayron became a world car (on sale in all, or at least most, markets), built at VW's HQ in Wolfsburg to replace the Tiguan Allspace – although it's based on the Tiguan running gear.
To add to the confusion, the Tayron is known as the Tiguan in the US, where supplies come from Mexico, and the Tayron L in China where it's built in Changchun.
Domestic range
The UK gets a choice of two plug-in hybrids (PHEV), with either 201bhp or 268bhp. With a 70-mile electric-only range, the PHEV versions have a 19.7kWh battery, but fitting it means sacrificing the two rearmost seats, which loses some of the point of the vehicle.
More conventional drivetrains include a 148bhp, 1.5-litre mild hybrid tested here. There's also a brace of 2.0-litre engines delivering 201bhp or 261bhp to all four wheels (the only 4x4 versions) and a 148bhp 2.0-litre diesel, which is officially capable of 50.9mpg.
There are five trim levels and prices run from £40,130, so you are into the luxury car tax bracket from the off, meaning an extra £425 in VED from years two to six.
It's 4,792mm long, 1,853mm wide without the mirrors and 1,668mm high. In the UK's most popular 1.5-litre form tested here, the boot swallows an impressive 850 litres with the rear seats folded and 345 litres with them up, while folding the second and third rows liberates 1,905 litres. It weighs 1,723kg and will tow up to 1.8 tons (but some models will tow up to 2.5 tons).
Inside job
Step inside and you're likely to be impressed, mainly by the tight surface changes and ostensibly high-quality materials. There's also plenty of storage space in the doors and the centre console. Closer inspection, however, reveals that some of those plastics and fabrics don't have quite the warp and weft of upmarket rivals.
The seats are comfortable and there's plenty of space in the first two rows. The rearmost two seats are no different from most; cramped, tricky to access and lacking amenities such as USB ports and air-conditioning outlets. Children might like them, but a strapping teenager or full-size adult will be complaining of discomfort before long. Rivals with larger, more easily accessed rear seats include the Peugeot 5008 and Hyundai Santa Fe.
The instrument binnacle and touchscreen are clear and precise; a genuine improvement over the disaster area that has become known as 'Golf 8' when the initial version of VW's latest software was introduced in the Mk8 Golf. The 'slider' controls are now illuminated, while a programmable centre windlass control is easy to use.
Not quite so great is the huge stretch required to reach the farthest tiles on the optional 15in (£1,130) centre touchscreen. For those who like to stay in their seat, there's VW's AI voice assistant Ida, which continually interrupts conversation (and, given half a chance, tries to join in with the radio).
Under the skin
The 148bhp/184lb ft 1.5-litre four-cylinder petrol engine has a 48-volt mild hybrid system consisting of a beefed-up starter generator pack, driving the front wheels via a six-speed twin-clutch gearbox. There's no manual option.
The suspension is independent all round with front MacPherson struts and multi links at the rear. Fuel consumption is 42.9mpg in the official Combined cycle (I managed to achieve 37.2mpg on the winding A-roads of Worcestershire). The CO2 emissions are 150g/km, which means a first-year VED of £540, with £620 a year (including the £425 'luxury car tax' surcharge) for the following five years. The top speed is 127mph and 0-62mph is dispatched in 9.4sec.
On the road
The heavily-boosted engine has just about adequate performance provided you keep it in the middle of the rev range and don't fill all the seats. It struggles, however, if you allow it to drop below the turbo boost level, requiring a couple of gear changes to keep it on the boil. The twin-clutch gearbox is smooth and fast to mask the engine's lack of urge, but the whole caboodle gets quite noisy and frantic if you are going for a fast overtake, for example.
During sedate cruising, the Tayron, with its acoustic windows and close attention to sound deadening, is pleasingly quiet and restful.Just make sure you aren't struggling against the clock and other traffic.
The same applies to the handling where the suspension settings, which rightly tend towards the soft, allow a fair bit of body movement. So the Tayron isn't the last word in steering precision, but still gives a decent account of itself, inspiring confidence provided you don't push too hard.
The lighter drivetrain (a 216kg saving over the PHEV) of the 1.5-litre makes the nose slightly more eager to change direction and takes some weight off the suspension over potholes and bumps.
Inevitably, there's a compromise between allowing a vehicle to corner on its door handles or putting so much roll resistance in the chassis that it waggles your head around like a pig's bladder on a stick. VW treads a confident path with the Tayron, although the £470 optional 20in wheels put vanity before ride quality – try to avoid them.
There's also an option of DCC adaptive dampers, although experience shows that few buyers opt for these useful but expensive items.
As far as the urban jungle is concerned, it's an easy car to manoeuvre, with good visibility and sightlines, as well as large mirrors.
The Telegraph verdict
Thomas Schäfer, CEO of Volkswagen Passenger Cars, says he wants VWs to look like VWs again and, in that respect, this large crossover/SUV delivers, although whether that makes it a handsome car, I will leave up to you.
As for the comfort and dynamics, the Tayron doesn't quite deliver as rival models also based on VW's ubiquitous MQB platform, lacking the fluid feel of the mechanically similar Skoda Kodiaq, for instance.
Although it feels as sporting as spotted dick and custard, the Tayron is none the worse for it. For the job it has to do hauling families around the suburbs or long-distance motorway journeys to holidays and far-flung relatives, this 1.5-litre version is perfectly adequate.
The 4x4 2.0-litre cars might make better (if more expensive) sense, perhaps even the diesel. As for the five-seat-only PHEV versions, while tax-friendly, the limited seating versatility might drive buyers into the arms of full seven-seat rivals such as the Hyundai Santa Fe, despite its lower EV range.
In short, the Tayron is an easy car to drive but a hard car to love.
The facts
Body style: five-door family SUV
On sale: now
How much? from £41,655, as tested £53,650
How fast? 127mph, 0-62mph in 9.4sec
How economical? 42.9mpg (WLTP Combined), 37.2mpg on test
Engine & gearbox: 1.5-litre four-cylinder turbo petrol with 48v mild hybrid system, seven-speed twin clutch automatic gearbox, front-wheel drive
Maximum power/torque: 148bhp at 5,000rpm/184lb ft at 1,500rpm
CO2 emissions: 150g/km (WLTP Combined)
VED: £540 first year, £620 next five years, then £195
Warranty: three years/60,000 miles
The rivals
Mercedes-Benz GLB Sport Executive GLB200
Seven-seat, from £40,190
Good news, it's a Merc SUV. Bad news, the mild hybrid 1.33-litre engine might produce 163PS but it's a bit asthmatic. Then again, most folk end up with a sportier-looking AMG Line version which can extend the price up to £50,000.
Skoda Kodiaq SE
Seven-seat, from £39,000
With largely the same VW Group 1.5-litre drivetrain, the Kodiaq is a cheaper and nicely executed alternative, if not quite as refined. Crucially, however, it limbo dances under the £40,000 luxury car tax (VED) threshold.
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