2017 Volkswagen Tiguan Euro-Spec

first zox's review
Volkswagen was late to the crossover-SUV game with the first-generation Tiguan, and while 2.8 million examples have been sold worldwide since the model’s launch in 2007, the Tiguan hasn’t been a great success in the United States. American customers have complained about a high price and a lack of space compared with vehicles like the Honda CR-V and the Toyota RAV4—which is why, when the new version of the Tiguan launches here next summer as a 2018 model, we’ll get only the long-wheelbase variant.


Yet, when invited to drive the smaller, standard-wheelbase version of the new Tiguan on its German home turf, we jumped at the chance. That's because its features, powertrain, and road manners will be almost identical to the U.S. car. And distinguishing the long-wheelbase model from its shorter sibling will be almost impossible unless they’re parked next to each other. (The rear doors and the rear overhang grow slightly.)


Even in the shorter Tiguan, which has grown by 3.1 inches in wheelbase (now 105.6 inches) compared with the outgoing model, the rear seats are noticeably more spacious than in the current model—the U.S.-market version should be downright cavernous. That model, with a roughly 110-inch wheelbase, will have an optional third row, and its middle row can slide fore and aft. Visibility in the standard car is exemplary, and it should only improve with the longer model's larger rear windows.

Power comes from a 2.0-liter turbocharged four-cylinder (TSI) with about 180 horsepower; VW also is planning to offer a turbo-diesel 2.0-liter (TDI)—if it can obtain the necessary certification. If not, then the U.S.-market Tiguan will remain a single-powertrain offering, albeit with the choice of front-wheel drive or an all-wheel-drive system that is more than capable, as we found out on the steep and muddy hills of an off-road resort near Berlin. The adjustable chassis modes include an off-road setting, which controls wheelspin to get the Tiguan through the most adverse conditions. Hill-descent control is also part of the package.

In Europe, the 2.0 TSI engine is mated to a seven-speed dual-clutch automatic; U.S.-bound models will get a conventional eight-speed automatic. The 2.0-liter/dual-clutch combination makes for a pleasant and responsive powertrain with a silky soundtrack, but it fails to move the needle in terms of performance. With an estimated zero-to-60-mph time of 7.5 seconds and a top speed of 130 mph, this isn't exactly a taller GTI. As far as the TDI goes, we’ll reserve judgment until there’s a U.S.-tuned version. In Europe, VW expects the diesel to be the most popular offering.


In terms of handling, the Tiguan will vie to be the most crisp and sporty entrant in its segment, a title we currently give to the Mazda CX-5. It’s claimed to be lighter than its predecessor by about 100 pounds, and its chassis tuning makes it comfortable enough for long trips but with remarkably little body roll during cornering. And while the electrically assisted power steering feels artificial and overboosted at low speeds, it’s more natural at higher speeds. This crossover could run circles around the Toyota RAV4 and the soon-to-be-replaced Chevrolet Equinox—if it were fitted with a more powerful engine.

It compares favorably with the competition in terms of interior material quality. U.S.-bound Tiguans will be built in Puebla, Mexico, rather than Wolfsburg, but if the Mexican-built Golf and GTI are any indication, they should match the quality of German-made examples.

VW is likely to offer its usual three trim levels in the States: S, SE, and SEL, plus an R-Line package with slightly different visuals. We hear that the top-of-the-line trim level will be fitted with the same configurable, digital instrument cluster available on European models. This ultra-modern display is highly legible, can show a broad navigation map, and puts the displays of most competitors to shame. Other noteworthy features will include standard LED taillights and optional LED headlights. With its sharp body creases, this vehicle oozes sophistication, even if its styling is slightly understated.

As much as we like the new Tiguan, we lament the fact that it is actually less powerful than its predecessor. In this European specification, it has all the ingredients to move to the top of the class, with tasteful design, rich materials, and upmarket features. If the Tiguan is to make a lasting impression here, VW needs to offer high levels of technology and convenience features. At least the value proposition will be attractive; we’re told to expect a $23,000 starting price when sales start next summer as a 2018 model.