New Volkswagen Tiguan 2016

Early signs are good after our cold-weather test of the all-new 2016 VW Tiguan. Even from this early drive, it’s clear that VW is on track to score an SUV hit with the new Tiguan. It’s bigger, more refined and more capable than before, and its premium-feel cabin and extra practicality should make it a strong rival for everything from the Nissan Qashqai to the BMW X1. We’ll hold fire on a star rating until we’ve had a chance to sample the VW on conventional roads instead of snow, but if you are in the market for a premium family SUV this year, we’d already advise you to hold off ordering until you’ve tried the Tiguan. It’s that promising.

Such is the strength of the family SUV market in the UK that Volkswagen views its latest Tiguan as this year’s most important arrival. A rival for mainstream SUVs like the Nissan Qashqai and more premium competition like BMW’s X1, the new Tiguan grows substantially from the car it replaces in a bid to offer more interior space, load-carrying capacity and towing ability. It’s a key model for VW; the outgoing version is third in the firm’s UK sales charts, beaten only by the Golf and Polo.

The Tiguan will be available with a choice of petrol engines - a 1.4 and a 2.0, both turbocharged - but the line-up is heavily focused on diesels. There’s a 114bhp 1.6 that’ll be the entry point for the range, plus 2.0-litre units with either 148bhp or 178bhp. The Tiguan will also get more potent 2.0-litre twin-turbodiesel producing 237bhp. The first editions to arrive will be the 148bhp petrol and diesel, both driven here, but you’ll be able to order pretty much everything from April 2016.

The standard transmission will be a four-wheel-drive layout and a seven-speed dual-clutch – which sounds surprising until VW points out that 75% of Tiguans sold in the UK in recent times have been 4Motion editions anyway. There will be front-drive versions available but they’ll be manual only. 

There’s also likely to be a hybrid, using a version of the plug-in powertrain we’ve already seen in VW’s Passat GTE. It should mix a 1.4-litre turbocharged petrol engine with an electric motor to give a combined output of around 215bhp - and CO2 emissions of less than 50g/km.

In the metal the new Tiguan looks more aggressive than the outgoing version, with the large grille emphasising its width in the same fashion as the most recent Passat, and a slightly lower stance completing the transformation. The rear has clear references to the current Golf, although it’s chunkier around the bases of the C-pillars.

It’s clearly larger, too, as VW has used the switch to the MQB chassis technology to increase length and width. That growth spurt brings greater practicality; there’s more knee and headroom in the rear seats than before – and they slide fore and aft by around 170mm to allow you to prioritise passenger space or boot capacity.

That luggage compartment increases by 145 litres, to 615 litres - although the gain could be tempered by the variable-height boot floor that’s likely to be standard on all UK models. It’s still bigger than a Qashqai or a Mazda CX-5, at least. With the rear seats lowered, the Tiguan offers 1,655 litres, a nice square shape and no discernible loading lip.

Up front, the dashboard will look decidedly familiar to anyone who’s experienced the latest Passat - or even the Mk7 Golf. The central infotainment screen and air-con vents are where you’d expect them to be but as with most VWs, the lower down you look on the dash, the more basic the design gets. In general, though, perceived quality feels every bit a match for, say, an Audi Q3’s.

The Tiguan does get a few MQB-related embellishments, too, with what VW calls an ‘Active Info Display’ available as an option; this is, in effect, the same TFT instrument panel that we’ve seen on the Audi A4, and it’s stunning. There’s a head-up display, too, although it involves a small glass screen rising from behind the instrument binnacle, so it’s not as neatly integrated as on some premium rivals.

On VW’s Arctic Circle test route the Tiguan felt pretty composed; you can choose different presets for engine, gearbox and four-wheel drive system via a dial between the front seats, and the ‘Snow’ setting felt particularly secure. The conditions made it hard to draw too many conclusions about the Tiguan’s general behaviour but the body control felt strong for a tall SUV, with not much body roll over bumpy terrain.

The 148bhp diesel and petrol engines both cope well with the Tiguan’s increased size, although the diesel is ultimately more comfortable with being asked to hurry. That extra slug of low-down torque feels enough for everyday use, in fact, so it’s already hard to see where the extra expense of a more potent diesel could be justified. Rolling refinement is excellent, with only the petrol sounding a little thrashy when worked hard.

VW has yet to confirm final UK specifications, not to mention economy or CO2 figures, but if the four-wheel-drive Tiguan diesel matches German estimates of 149g/km, it’ll be in the same ballpark as the likes of Mazda’s CX-5 automatic. If you’re willing to put up with a manual gearbox, meanwhile, the front-drive diesel should emit around 125g/km - so only one band up from the smaller and altogether less practical Audi Q3.

Key specs

• Model: Volkswagen Tiguan 2.0 TSI 4Motion
• Price: From £23,000
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 148bhp
• Torque: 340Nm
• Transmission: 7-speed dual-clutch automatic, four-wheel drive
• 0-62mph: 9.3 seconds
• Top speed: 124mph
• Economy: 50mpg (est)
• CO2: 149g/km (est)

Volkswagen Beetle Dune 2016

The Volkswagen Beetle Dune has been hanging around in one form or another for about 16 years now. It actually started life as a concept car based on the original ‘New Beetle’ in 2000. After a couple more concept cars, the production versions were revealed at the Los Angeles Motor Show in 2015, and now we've been given the chance to drive an almost-ready prototype.

The Dune is pitched as a jacked-up version of the standard Beetle, but with taller suspension (raised by 10mm), a wider stance, and 18-inch alloy wheels. The subtle changes have a cumulative effect, though, and the Dune looks great - the larger sills and stickers on the side does give it a dose of crossover style, and the LED taillights give the rear a fresh look as well. There's a new grille surround and a big rear spoiler, too, and both help give it a sportier stance.

Don't expect to be doing any dune hopping in this Beetle, though - there's no four-wheel drive or even a fancy traction control system like in the Fiat 500X. It tackled the bumpy dirt roads of the Mohave desert on our test drive without any fuss - and because most owners will never leave the tarmac it feels unfair to expect anything more.

It's not too different from the standard car inside, but the striking bronze paint scheme makes its way into the cabin via the doors and dash - and there's matching yellow stitching on the seats and steering wheel, too. The new colour looks good, but it's hard to shake the 'unfinished' feeling that body-coloured interior parts bring with them.

We tried a pre-production US-spec 1.8 petrol model in Cabrio form. When the Beetle Dune comes to the UK it will be available as a coupe and a convertible, but we won't get this larger petrol model - instead there will be a choice between a 1.2-litre petrol or a 2.0-litre diesel with either a manual or automatic gearbox.

The 1.8 petrol we tried had 168bhp, but felt underpowered - we expect that the punchy 2.0-litre diesel that will be available in the UK version will be the one to go for thanks to the extra torque, making overtaking easier. The six-speed DSG is as solid as ever, with quick, smooth gear changes.

On the road the Dune is good to drive, with well-weighted steering and lots of grip. Despite being a pre-production model the Cabrio we tried felt solid, with the vibrations sometimes associated with convertible cars kept nicely in check. The large wheels don't hurt the ride quality too much either. The Dune is composed and comfortable at speed – at least on the American roads we drove it on.

The seats are very comfortable and the driving position is excellent. Even after six hours in the car we felt as comfortable as we did after six minutes. With the roof down in the Cabrio model there's a bit of buffeting, but even without a wind deflector at the back it's still possible to enjoy open-top motoring even on a cold day (plus, the heated seats get rather hot).

The folding roof is the same as on the normal Beetle Cabriolet, so boot space should be the same as well. The details aren't confirmed yet, but with about 225 litres it's much bigger than the MINI convertible. The opening isn't a particularly useful shape, but there’s enough room for a weekend trip or a weekly shop.

 
It's a shame that the Beetle Dune can't quite live up to its sporty looks, though. VW says the Dune is based on the Baja Bugs of the 1960s and 70s, which roared through the desert chasing race wins - but the Beetle Dune never comes close to that kind of excitement.

We expect the Beetle Dune to cost from around £20,500 when it comes to the UK in late spring this year, with the Cabrio we drove likely to be priced at about £23,500. There will probably be plenty of kit included in that price, with the car we tried featuring a Fender sound system, reversing camera, cruise control, auto lights and wipers, DAB radio and smartphone connectivity. There are no UK specification details yet, though.

The Beetle Dune offers something a bit different - on one hand it's not quite as good to drive as a MINI Convertible, but it is more practical. On the other it's not quite as practical as a traditional-but-stylish crossover like the Fiat 500X, but it is definitely better to drive - and we'd argue that it's more stylish than both. 

Key specs

• Model: Volkswagen Beetle Dune Cabriolet
• Price: £23,500 (est)
• Engine: 1.8-litre 4cyl petrol
• Power: 168bhp
• Transmission: 6-speed auto, front-wheel drive
• 0-62mph: 8.5 seconds (est)
• Top speed: 120mph (est)
• Fuel economy/CO2: 34mpg/200g/km

Volkswagen Touareg

The Volkswagen Touareg is a large, luxurious SUV that's mechanically similar to the Porsche Cayenne, but a lot more affordable. The Volkswagen Touareg appears conspicuously good value for money when you consider that it uses the same mechanical package as the vastly more expensive Porsche Cayenne, as well as the recently replaced original Audi Q7.

Our Choice: 

VW Touareg 3.0 V6 TDI R-Line.

As the big SUV in Volkswagen's range, the VW Touareg rivals the likes of the Jeep Grand Cherokee, Audi Q7, Porsche Cayenne, BMW X5 and Mercedes GLE.

It first appeared in Volkswagen showrooms back in 2002, and this second-generation Touareg arrived eight years later. A light update was carried out in 2014, introducing design tweaks, improved efficiency from the engine line-up and a simplified range of three specifications.

Sadly, the second-generation Touareg has never been available with the 5.0-litre V10 TDI diesel. This engine served up incredible levels of torque and delivered amazing performance for such a big car. Then again, the V10 TDI tended to overpower its brakes a bit too easily with all that weight in the nose, so perhaps it was for the best.

All Mk2 Touaregs come with the VW Group's familiar 3.0-litre V6 TDI diesel, and this engine is reasonably economical and still has plenty of poke. In fact, this model is a bit of an old-school 4x4. In spite of structural connections to the likes of the Porsche Cayenne and Mk1 Audi Q7, it's not especially sporty to drive and is better viewed as a workhorse - albeit a hugely comfortable, luxurious workhorse.

In that sense, the closest rival to the Touareg is probably the upright and sensible Land Rover Discovery. But while the VW has the edge in terms of efficiency and emissions, the Land Rover hits back hard with its imperious off-road ability, as well as its bigger boot and seven-seat layout; the Touareg is strictly limited to five seats.

An unshakeable image gives this car an advantage over most of its rivals, though. Despite the recent headlines surrounding Volkswagen diesel engines, a big, chunky 4x4 wearing the VW badge won't attract the same disapproving stares as one from Audi, BMW or Porsche, for example. This is a big, rugged car that will pass under the green radar. 

For such a big car, the Volkswagen Touareg handles well. It doesn’t have the sharpness of its Porsche Cayenne cousin, but it’s still pleasant to drive and very comfortable, too. You’ll find there’s plenty of body roll even when taking corners gently, but settle into the Touareg’s ways and it won’t let you down. Grip levels are prodigious, so it’ll hang on to the tarmac.

Buyers can specify air-suspension as an option – it costs between around £2,000 and £2,500 depending on whether you’re upgrading an R-Line or an SE model. The set-up sharpens the handling in corners and makes the ride genuinely plush. Plus, it’s worth considering if you’re serious about your off-roading (something the Touareg is surprisingly good at), as the air-suspension allows you to increase the ride height by 300mm for tackling serious terrain.

The car is also capable away from the beaten track. It comes equipped with low-ratio gears and hill descent control to aid off-road ability, although ultimately the limited ground clearance and slightly less impressive approach and departure angles hamper its performance over rough terrain when compared to a Land Rover Discovery or Jeep Grand Cherokee.

Buyers have only one engine to choose from in the Volkswagen Touareg, and it's the same excellent 3.0-litre V6 TDI diesel you’ll find in various Audis, as well as other VW Group models.

Recent revisions have raised power to 201bhp in the basic SE and R-Line models or a significantly more useful 258bhp in the Escape version. That more powerful engine is available as an option in the SE and R-Line trims.

Even the 258bhp diesel may sound as if it’s going to struggle in an off-roader weighing nearly 2.2 tonnes, but the massive 580Nm torque output should provide plenty of reassurance. Go for the lower-powered model and you still get an impressive 450Nm, which should be sufficient in-gear punch for overtaking on the motorway or pulling up a steep, muddy bank off-road.

Whichever version you choose, power is sent to all four wheels through an eight-speed Tiptronic automatic gearbox, and while that shifts cleanly and smoothly, the engine can be a bit too noisy at times. It’s not an aggressive diesel clatter; it’s more of a smooth, low-pitched rumble that really makes its presence known when you want more power. Still, the engine settles down once you’re up to cruising speed, and the Touareg is a refined motorway car.

As you'd expect from Volkswagen these days, the cabin of the Touareg is classy and beautifully made. The doors close with a reassuringly solid clunk and the seats are big, broad and hugely comfortable. All the basics are right too, from the clear instrument dials and neatly arranged switchgear to the widely adjustable driving position.

The thing is, the interior just doesn't look as expensive as that of the original 2002 Touareg. That model shared most of its design inside with the hugely expensive Volkswagen Phaeton saloon (which later turned out to be a massive sales flop) and that meant lashings of fake wood and impeccable build quality.

In contrast, the current Touareg looks and feels more like an upmarket version of the Passat. There's nothing wrong with that, as the large family car has a class-leading interior, and if you've never sat in a Mk1 model you won't know what you're missing. But we can't help feeling a bit let down - although Volkswagen has at least tried to add a bit more of a premium feel inside with its latest round of updates, and the Mk2 Touareg now seems more worthy of its price tag inside than it did when it was first launched.

A big, bright, eight-inch touchscreen takes pride of place in the centre of the Touareg's dashboard. But while it's simple enough to use, there's no getting away from the fact that it's a generation behind the one you'd get in a Volkswagen Golf - a car that costs a fraction of the price.

By way of compensation, the system features a 60GB hard drive pre-loaded with 3D sat-nav, and incorporates an SD card reader. It also includes Bluetooth connectivity, allowing you to make hands-free calls and stream music wirelessly from your smartphone. Plus, drivers and passengers can hook up their mobile to the system using the USB connection under the armrest. In addition to the touchscreen operation, there are steering wheel controls for the infotainment system.

Not many cars can match the Volkswagen Touareg for comfort. Its seats are supremely supportive and on a long journey, the car is probably only beaten by a Volvo XC90 in this respect. This makes the Touareg a great choice for drivers who regularly spend hours behind the wheel.

For a big SUV, this Volkswagen isn't that long - a 4,801mm, it's significantly shorter than some luxury saloons. The Touareg should have few problems with height restrictions at car parks too, as it's just 1,733mm tall.

But some drivers may have trouble getting used to its width - it measures 1,940mm wide, or 2,208mm including the mirrors. That's exacerbated by the driving position, which places you low down and towards the centre of the car, making the Touareg feel even bigger than it is when manouevring in tight spaces. A Land Rover Discovery has similar dimensions, but you just don't feel it from behind the wheel because its sight lines are so much better.

You'll forgive the bulky feel inside the Touareg when driving around town because it's a very, very spacious car. Even on models with the optional sunroof, there's masses of headroom, while six-footers can stretch out comfortably in the back behind drivers or front seat passengers of a similar height. The car's considerable width also means you should be able to get three child safety seats side-by-side on the rear bench, which partly makes up for the lack of a seven-seat option.

The boot is massive no matter how you look at it, but you can adjust it to maximise rear passenger comfort or maximise luggage capacity. The rear seatbacks can be reclined, so boot space effectively expands from 580 litres to 679 litres.

Either way, that should be more than enough space, but of course you can fold the back seats to take really big loads. There's a handy lever in the boot to release the seats (and incidentally, a release for the optional rear tow hitch is found in the same place) and once they're folded the luggage capacity increases to 1,642 litres. That's not as much as in a Land Rover Discovery - which can swallow up to a massive 2,558 litres - but it should be plenty for most people's needs.

Volkswagen has an enviable reputation for quality and reliability, and as the Touareg is one of the brand’s flagship models, you’d like to think it gets that little bit of extra attention on the production line.

The big SUV didn’t feature in the Auto Express Driver 2015 satisfaction survey, as there weren’t enough responses from owners, but the general impression from drivers is that the Touareg is solid and dependable. It was well known in the trade that many Mk1 V10 TDIs ended up with suspension and underbody damage as Volkswagen didn’t fit strong enough brakes to cope with the extra weight of that mighty engine – owners were forced to go straight over grassy roundabouts. There are no such worries with the latest car, but it goes to show that you have to keep your eyes open.

On the safety front, the Touareg should provide exceptional crash protection. It hasn’t been tested independently by Euro NCAP, but the US Insurance Institute for Highway Safety gave the car the top ‘Good’ rating in all its assessments, which should give some peace of mind.

Plus, Volkswagen has fitted the Touareg with a full range of crash-avoidance systems, such as post-collision braking (which brings the car to a stop after an impact), stability control with a trailer-assist function and all-round airbags, including curtain airbags front and rear.

Buyers can specify more safety kit from the options list: active cruise control, lane departure warning, collision alert, city emergency braking and a blind-spot monitor are all available. So is a pre-crash sense system that tightens the seatbelts and closes the windows if it detects an unavoidable accident is imminent. Plus, all-round cameras help you park in tight spaces.

The standard warranty covers the Touareg for three years and 60,000 miles, but buyers can upgrade that to four years and 75,000 miles for £690 or five years and 90,000 miles for a whopping £1,690. Volkswagen’s own in-house roadside assistance package comes as standard for three years.

As with most major manufacturers these days, Volkswagen offers a fixed-price maintenance plan. Service intervals on the Touareg stand at 12 months or 10,000 miles for an oil change, 24 months and 20,000 miles for an interval service and oil change and 36 months and 30,000 miles for an inspection service with oil and brake fluid change.

VW Transporter T6 Highline van

In general, the Volkswagen Transporter feels a classier product than its core rivals in terms of both the interior quality and the driving experience. It’s not the most enjoyable small panel van to hustle along but it’s comfortable, efficient and, crucially, businesses will be proud to stick their logo on the side.

You kind of know what you’re going to get with the Volkswagen Transporter. This is the T6 generation but no other van maintains such a rigid adherence to a design blueprint so it looks much as the T5 and T4 before it did. The differentiating features are the slim grille and LED headlamps that now appear across the VW passenger car range and the similarly sharp light clusters at the rear. Other than that the Transporter looks like, well, a Transporter - but there’s plenty beneath the surface to mark it out.

The mid-sized panel van class where the VW Transporter competes is particularly flush with quality products at the moment. The Ford Transit Custom, the Vivaro and Trafic trims from the Vauxhall/Renault partnership and the Mercedes Vito are particularly strong rivals for the Volkswagen but hoisting yourself up into the driver’s seat, you instantly feel it’s a step ahead in terms of quality.

The upmarket feel inside the Transporter’s cabin is helped by the Highline spec of our test van, not to mention the optional (£816) Discover navigation package. The trim materials and the solidity with which they come together are a cut above the class norm, while the clear menu system of the touchscreen navigation console makes it immediately easy to get to grips with. The pleasing contours of the small steering wheel, with its integrated stereo and cruise control buttons, add to the classy effect.

So first impressions of the T6 Transporter are positive. It’s hard to get a downer on what must surely be the most car-like of the mid-sized panel van interiors, but how does the van actually work?

Storage wise, you get a decent array of small and large receptacles with slim recesses cut at elbow height into the doors or the dash-top cubby to take wallets, phones and paperwork. For larger items, the main door pockets are wide and good for large bottles. There are more options beneath the double front passenger seat too but no overhead shelf and the lockable glovebox is small.

In the load area, on the far side of a full metal bulkhead on our test vehicle, you get six load lashing points and two interior lights. The shape is square with little wheelarch intrusion helping the short-wheelbase Transporter to a 5.8m3 load volume. A payload of 858kg is competitive against similar models from the Vivaro and Transit Custom ranges which manage 1,079kg and 714kg respectively.

On the move, the Transporter furthers that upmarket impression given by the slick interior design. It’s comfortable and refinement is pretty good.

Where some small panel vans like the Mercedes Vito and Peugeot Expert sit you in a lower MPV-style position the Transporter is more old-school panel van with a high, upright position giving you a good view out. It’s easy to see down the nose of the vehicle to judge its extremities and the big door mirrors help when changing lanes or joining flowing traffic from a junction. Taller drivers will find themselves sliding the seat all the way back to the bulkhead and from there it feels like the pedals could be a little close to the floor so you can rest a heel more easily when feathering the throttle or brake.

The steering is perhaps the least impressive aspect of the driving experience, with its variable assistance occasionally making the helm very light when you don’t expect or need it. As is often the case with these set-ups, the heaviest steering setting is going to be fine for most drivers most of the time but however much electric assistance you’re getting, there’s never much feedback from the wheels.

It’s a similar story with the way the Transporter rides. It's one of the top vans to cover big distances in but things are less impressive in the corners, where the Transporter starts to feel taller and more cumbersome than a Ford Transit Custom partly as a result of the lack of steering feel and the soft suspension.

The engine is very hushed even when extended, only providing a background hum in our bulkhead-equipped model. Road noise and an accompaniment from the suspension as it deals with bigger bumps are far more prevalent inside the cab than the sound of the engine.

Performance in an unladen van was more than adequate too with smooth acceleration through the gears selected by the typically accurate VW manual gearbox. A 0-62mph sprint of 15.3s and a 98mph top speed are nothing to write home about but this power option will be fine for light duty work. Those carrying bigger loads should probably ascent the range though.

A package of efficiency aids under VW’s Bluemotion Technology banner includes regenerative braking and a stop-start system that works pretty seamlessly in traffic. These help the van to an excellent 47.9mpg on the combined cycle with emissions of 153g/km of CO2.

Volkswagen Tiguan

Given the fact that the Volkswagen Tiguan combines the usability of the Golf with desirable SUV features, it’s no wonder the tall-riding crossover is a favourite among UK buyers.
Despite it getting a little long in the tooth these days, the Tiguan is still a top choice in the increasingly popular crossover SUV market. That’s down to a smart interior, quiet engines and an expansive trim range.

You can choose from entry-level S trim, well-equipped Match Edition, chunky Escape and racy R-Line. Entry-level S and Match Edition models can be had with either two- or four-wheel drive while the more expensive Escape and R-Line versions are four-wheel drive only.

On the engine front, you can only choose from three different power variants of a 2.0-litre TDI diesel. The 108bhp version is reserved for the S trim only, while the most powerful 181bhp version is four-wheel drive only. The middle-of-the-road 148bhp diesel offers the best blend of power and economy. However, the Tiguan’s relative age and the upcoming release of a new model mean the Tiguan isn’t as economical as cars like the new Renault Kadjar or Honda HR-V.

Key rivals include the Ford Kuga, Skoda Yeti, Nissan Qashqai and Renault Kadjar, while Volkswagen’s premium aspirations means it also goes toe-to-toe with the BMW X1 and Audi Q3.

The Volkswagen Tiguan comes in four-wheel and front-wheel drive versions, both being comfortable and enjoyable to drive. Thanks to great adjustability in the driver's seat and steering wheel, visibility is great and it's easy to find the ideal driving position.

In terms of engines, the diesels make the most sense as they're more refined and offer the best mix of economy and performance.

The most economical engine is the least-powerful engine on offer. The 108bhp 2.0-litre TDI can return up to 57mpg and emissions of 130g/km in its most economical form.

The Volkswagen Tiguan feels more comfortable on-road than off, but Escape versions do come with a higher front bumper and hill descent control for maximum traction over challenging terrain.

We'd definitely opt for the middling 2.0-litre TDI Diesel BlueMotion model - this produces 148bhp, returns 53mpg and emits just 140g/km of CO2, meaning road tax payments will be minimal. Meanwhile, the BlueMotion Tech pack adds stop-start and regenerative braking.

As you'd probably expect, if you opt for four-wheel drive or an automatic gearbox you'll see a significant impact on running costs.

Rivals such as the Skoda Yeti and Mazda CX-5 definitely offer more in terms of efficiency and economy. But Volkswagen does provide a range of fixed-price servicing deals and all Tiguans come with a three-year, 60,000-mile warranty.

The Volkswagen Tiguan may not stand out as much as premium rivals like the Range Rover Evoque or Porsche Macan, but a 2011 facelift did at least bring it inline with the latest VW look. It introduced a sleeker front bumper, a more intricate headlight design with daytime running lights and LED taillights.

The Volkswagen Tiguan comes in four main specifications, including the entry-level S model, Match, Escape and top-of-the-range R-Line versions.

Volkswagen Tiguan S models are a bit sparse, so we'd opt for Match versions, which get a colour touchscreen sat-nav, climate control and front and rear parking sensors as standard.

Escape models come with underbody protection for those wanting to make the most of the off-roading experience. Range-topping R-Line cars get bi-xenon headlights, 18-inch alloy wheels, sportier front and rear bumpers plus two-tone sport seats.

Despite its compact dimensions, the Volkswagen Tiguan is a very spacious car. There's 470 litres of boot space on offer - that's better than the Nissan Qashqai's and the Skoda Yeti's.

If that isn't enough, the rear seats slide and recline, allowing more space for extra luggage or legroom as required. You can even fold the rear seats flat, creating a total load area of 1,510 litres. A high loading lip does let it down a little, though.

Inside, there's plenty of room for five adults to sit in comfort, with generous headroom and legroom throughout. Escape versions even come with underbody protection and a different front end - so you don't need to worry if you fancy taking it off-road.

The Volkswagen Tiguan finished a lowly 102nd out of the 200 cars that scored in the 2015 Driver Power survey, which may be partially down to the car's age. Volkswagen took 22nd position out of the 32 manufacturers rated.

All parts are tried and tested, and the Volkswagen Tiguan even shares components with the reliable Volkswagen Golf.

On top of this, the Volkswagen Tiguan received the full five-star rating in the Euro NCAP crash safety tests, with a score of 87 per cent for adult occupant protection and 71 per cent in the safety assist category.

The Volkswagen Tiguan comes with traction control, electronic brake assist and six airbags as standard.

Volkswagen Golf Alltrack 2016

The Volkswagen Golf Alltrack could be considered the ultimate all-weather warrior. It’s exceptionally comfortable and refined at high speeds, yet the four-wheel-drive system and raised ride height allow you to drive with confidence through the winter months. In fact, if this car fits your needs, the only reason not to buy one is that a similarly specced Skoda Octavia Scout costs £2,750 less.

It’s no secret that the versatile MQB platform forms the basis for various cars across the VW Group’s extensive model range. However, when Skoda and SEAT announced more rugged, four-wheel-drive versions of the Octavia and Leon estates, in the shape of the Scout and X-Perience, Volkswagen was conspicuous by its absence.

But 12 months after its off-road siblings went on sale, the brand will now offer you the pumped-up Golf Alltrack. Essentially a taller Golf Estate with protective body cladding and all-wheel drive, it comes with a range of diesel engines and a choice of manual and automatic gearboxes.

The suspension has been raised by 20mm to cope with the occasional off-road excursion, but the real benefit is the ride. It is beautifully cushioned, making mincemeat of longer motorway journeys. It’s even noticeable around town, where the Golf almost neutralises deep ruts and potholes.

Buyers get a choice of three diesel engines: a 1.6 and two 2.0-litres. We tried the mid-range 2.0 TDI 150, hooked up to the six-speed manual gearbox. While we’ve not driven the lesser 1.6 in the Alltrack, we prefer the punchier 2.0-litre in the standard Golf Estate due to its superior torque and less stressed high-speed refinement.

Fuel economy does take a bit of a hit, though. The all-wheel-drive system bumps CO2 emissions up from 108g/km to 125g/km, while fuel economy drops to 58.9mpg – from 67.3mpg in the regular front-wheel-drive Golf Estate.

But the raised ride height doesn’t hamper the Alltrack through corners. It handles with the same finesse as the standard Golf, feeling reassuringly composed. The extra grip from the four-wheel-drive system is particularly welcome at this time of year, giving confidence in slippery situations.

While we didn’t get a chance to take the Alltrack off-road in the UK, our experiences on the international launch earlier this year proved the Haldex clutch was more than up to the job – sending power to each individual wheel in no time.

Practicality is unaffected, with the Alltrack offering all the space and versatility of the standard Golf Estate. That means a sizeable 605-litre boot that expands to 1,620 litres with the rear seats folded flat. There’s loads of room in the back, too, and as with all VWs, the driving position is spot-on. There’s even a space-saver spare wheel under the floor.

Key specs

• Model: Volkswagen Golf Alltrack 2.0 TDI 150
• Price: £28,155
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 148bhp/340Nm
• Transmission: Six-speed manual, four-wheel drive
• 0-62mph: 8.9 seconds
• Top speed: 129mph
• Economy/CO2: 58.9mpg/125g/km

Volkswagen Polo R-Line

The Polo R-Line may not be the cheapest car, but it shows its value in its breadth of abilities. The new 108bhp 1.0-litre turbo reinforces that with superb refinement and low running costs. R-Line trim also silences those who think the supermini is lacking style.

From the hair-raising GTI to the frugal BlueMotion model, there’s a VW Polo to suit every job. R-Line cars combine the two, getting hot hatch looks without the associated running costs; and now there’s an all-new 1.0-litre engine.

Volkswagen has lifted the three-cylinder turbo engine from the BlueMotion model, boosted power from 94bhp to 109bhp and replaced the five-speed manual gearbox with a six-speed.

So, all the characteristics that make the engine in the BlueMotion a winner are present and correct in the R-Line, only now there’s a little extra shove.

From start-up through to the red line, the tiny 1.0-litre engine is quiet, refined and punchy. The Polo rarely feels out of its comfort zone, either; it’s as happy tackling city streets as gruelling motorways.

The R-Line does away with some of the fuel-saving features from the BlueMotion, such as the low-rolling-resistance tyres and aero tweaks, but 65.7mpg economy and CO2 emissions of 99g/km are still impressive for a car that races from 0-62mph in 9.3 seconds.

VW also offers a seven-speed DSG gearbox option with the 1.0-litre turbo, but it’s a rather costly option, at £1,375, so we’d recommend sticking with the standard six-speed manual.

Yet low running costs aren’t the only part of the R-Line’s appeal, as the more pumped- up exterior styling gives the otherwise conventionally styled Polo a lift.

The front and rear bumpers have a more muscular look, while chunkier side skirts and darkened 16-inch alloys have also been added. The larger wheels do little to upset the ride, too, with the Polo remaining very composed and comfortable for such a small car.

Inside, you’ll find a Golf R-like flat-bottom steering wheel, which, like in any other Polo, isn’t connected to the most direct of steering racks, but it’s weighty and accurate. Elsewhere, sporty side bolsters and R-Line-embossed seats add a touch of sparkle to the sophisticated cabin.

 

Key specs

• Price: £17,590
• Engine: 1.0-litre 3cyl turbo
• Power: 109bhp
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph: 9.3 seconds
• Top speed: 122mph
• Economy: 65.7mpg
• CO2: 99g/km

VW Golf GTD Estate

This vast and fast VW Golf GTD Estate combines speed, practicality and style really well. It’s beautifully finished and adds an extra element over the hatchback version for an affordable £695 premium. Ultimately, it’s great to drive in all conditions, which makes it a very attractive package. However SEAT and Skoda do offer very similar models at an even more attractive price.

Volkswagen has been making headlines for all the wrong reasons lately following ‘dieselgate’, so performance diesels like the Golf Estate GTD aren’t exactly flavour of the month. However, as we’ve found out from our first drive on UK roads, there’s still lots to like about this fast and practical load lugger.

First up is performance. The Estate GTD has the same running gear as the hatch, so the 2.0-litre TDI engine sends 181bhp to the front wheels with the help of a clever XDS+ electronic diff, which serves up lots of grip. There’s also a choice of six-speed manual or DSG auto transmissions. Here, we drive the manual, and the car is all the better for it.

The light, mechanically precise shift action is really involving and works brilliantly with the zippy engine. And with 380Nm of torque at 1,750rpm, the motor pulls hard and revs out freely – delivering surprising pace. VW claims the GTD races from 0-62mph in 7.9 seconds, and it feels good for every last tenth under acceleration.

The Golf carries incredible speed down bumpy roads, with plenty of security due to the precise steering and impressive damping. Our car had the £830 adaptive dampers, and we found the suspension is best suited to UK roads in Comfort, which knocks the edges off jarring humps nicely.

There are Normal and Sport modes, too, with the latter noticeably firmer. But even in this setting, the Estate never feels flustered, as the chassis has bags of poise. You can also select Sport for the engine, which sharpens up the response. However, this pipes a synthesised noise into the cabin, and as the 2.0-litre diesel isn’t the nicest-sounding engine in the world, it can get a bit tiresome.

The same goes for the steering, where the lighter weight in Comfort and Normal modes highlights the artificially heavy feeling you get in Sport. This spoils the car’s flow down a twisting back road.

At £28,285, the Estate GTD isn’t cheap, yet you get lots for your money. And as you’d expect from a hot Golf, it’s beautifully finished inside, with smart details like the ball-shaped gearlever, quality materials and tartan seats. And although it’s a versatile car, with a 605-litre boot, that doesn’t mean it loses out in the design stakes.

The GTD gets bespoke bumpers, a 15mm reduction in ride height and 18-inch alloy wheels which, together with the defined creases, give the car a suitably butch stance.

Key specs

• Price: £28,285
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 181bhp
• Transmission: Six-speed manual, front-wheel drive 
• 0-62mph: 7.9 seconds
• Top speed: 144mph
• Economy/CO2: 64.2mpg/115g/km

VW Amarok Ultimate 2015

 

Extra kit for this limited edition Volkswagen Amarok Ultimate doesn't quite offset high price.

 

Most commercial vehicles are long on dependability and a bit short on luxury, but the Volkswagen Amarok pick-up has always bucked that trend by blending an SUV style interior with refined road manners – and now with this Amarok Ultimate limited edition, there’s an even higher level of equipment on offer, too.

Just 500 of these Ultimate versions will make it to the UK, and you can tell it apart from lesser models thanks to an Amarok first: LED running lights as part of the bi-xenon headlights. There’s also a set of 19-inch polished alloy wheels and some extra, bright trim parts and window tints to complete the look. Its rugged design is highlighted by the chrome rear bumper, load bay bar and grille strips, which give the Amarok even more presence.

The makeover continues inside with Alcantara seats (heated in the front), a leather steering wheel, Bluetooth, sat-nav, front and rear parking sensors and a reversing camera to help when manoeuvring the VW’s sizeable bulk.

Being based on the standard Amarok BiTDI, the Ultimate has the performance to back up its looks. Under the bonnet there’s a 178bhp 2.0-litre twin-turbodiesel engine available with either a six-speed manual or an eight-speed DSG auto box. We’ve driven the manual version here, which makes 20Nm less torque than the auto at 400Nm, but there’s still lots of smooth load-lugging ability on offer.

The 0-62mph sprint takes 11 seconds, but it’s more about in-gear acceleration. The motor is very flexible and doesn’t transmit many vibrations through to the cabin. It’s noisy if you rev it hard, but change up early and, along with cruise control, long distance journeys are dispatched easily.

There’s ample legroom in the double cab body style, but with a 2.5m square load bay and a 3,000kg towing limit, the VW is equally at home when it’s being pressed into service. Selectable four-wheel drive and a low-range gearbox mean it’s just as impressive off-road.

It feels robust, with a composed ride compared to some of its rivals. However, slow steering means you have to work the wheel, but a light clutch ensures it’s easy to drive around town. However, a high price and poorer efficiency at 35.3mpg and 211g/km CO2 means the Amarok will be costlier to buy and run compared to newer rivals like the Mitsubishi L200. As a working vehicle, this could hold it back.

Key specs

• Price: £36,504
• Engine: 2.0-litre twin-turbo diesel
• Power/torque: 178bhp/400Nm
• Transmission: Six-speed manual, four-wheel drive
• 0-62mph: 11.0 secs
• Economy/CO2: 35.3mpg/211g/km

Volkswagen Golf GTE

Plainly, that ‘E’ is for electricity, but what Volkswagen means by the rest of the badge is ‘Gran Turismo’ – as it does for the GTI and diesel-powered GTD.

Positioning your hybrid as a sporty option is certainly not new, but it does burden the GTE with additional buyer expectation. Not only does the first hybrid Golf have to be studiously parsimonious, but it also has to go about its business with a degree of hot hatch verve.

That’s a tall order when you consider that the model’s sister car, the Audi A3 Sportback e-tron, failed to set the world alight when we tested it at the end of last year.

However, there are reasons to be cheerful – not least that this is a Volkswagen Golf we’re talking about here, and the world’s biggest car maker is renowned for getting things right when it comes to its prodigal son.

The rewards for doing so are potentially seismic. With the demonisation of diesel likely to hit a higher gear in years to come as European emissions legislation takes greater account of nitrogen oxides and particulates, Europe’s buying public is likely to take a wider interest in hybrid technology than ever before.

The prospect of finding a household name at every VW dealer, virtually indistinguishable from the real thing and apparently free from compromise, is feasibly the nudge many may need to finally embrace the idea of plugging a car into the mains electricity every night.

For others, specifically business users, the nudge is already unnecessary. They will not need this test to tell them that running a GTE will mean a substantial benefit-in-kind company car tax saving versus a diesel.

That this five-door-only car gets GT-strength status in the first place is conceivably a ploy to lure middle managers out of their beloved GTDs. Or it might just be the real thing. Let’s find out.

New VW Sharan 2015 facelift

The Volkswagen Sharan seven-seater has had a mid-life refresh to keep pace with new MPV rivals. Have the changes done the trick?

 

In purely cosmetic terms, the latest Sharan refresh is as subtle as they come, but then style isn’t a top priority for MPV buyers. Extra equipment, efficiency improvements and slight interior upgrades are welcome, and it’s good to see VW hasn’t messed with the Sharan’s most appealing feature – space. The glaring problem though is its high price tag – especially given that it has a genuine premium (and similarly priced) rival now in the shape of the BMW 2 Series Gran Tourer. 

The seven-seater MPV market isn’t what is was when Volkswagen first launched its Sharan 20 years ago, but it’s still alive and kicking. Ford is poised to launch new version of the Galaxy and S-MAX, plus BMW is muscling in with the 2 Series Gran Tourer. To keep its old girl competitive, VW has treated the Sharan to a light refresh.
 

‘Light’ is definitely the word for the exterior facelift – the rear light clusters are now LEDs and have a new design, and that’s it on the outside. In the cabin there’s a new steering wheel and upholstery, and to keep the Sharan in step with the latest Volkswagens in the range it gets VW’s latest second-generation touchscreen infotainment system as standard – for an extra £100 you can add Apple CarPlay, Google Android Auto and MirrorLink functions, too.

Although originally launched back in 2010, the Sharan still has one of most versatile and sturdy interiors in its class. The dashboard design is practical rather than stylish but there are plenty of cubbies, two large storage places in the roof and lots of space for the driver and front seat passenger to get comfortable.

The middle row of seats can slide forwards and backwards independently, and there’s the option of the outermost ones becoming child booster seats for £400. One tug of a handle tilts the outer seats forwards, too, allowing easy access to the third row. Six-footers will struggle with headroom in the third row, but there’s decent head and knee room for smaller adults and children can stretch out.

With the rear seats in place, boot space is still a respectable 300 litres; drop all five seats there’s a van-like 2,297 litres on offer. There’s also a large list of options available including electric sliding doors for £620 and an electric tailgate for £495 as well as roof racks, cool boxes and dog guards.

All engines are now Euro-6 emissions compliant, and the line up includes a 148bhp 1.4-litre turbocharged petrol along with two 2.0-litre diesels with 148bhp or 182bhp. There are also two transmission options – six-speed manual or six-speed DSG. We got behind the wheel of the lower-powered diesel with the manual ‘box and it’s easily the best combination.

The 2.0-litre diesel offers plenty of punch thanks to 340Nm of torque, but returns economy and CO2 emissions of 56.5mpg and 130g/km respectively – that translates to £110 road tax a year and is someway off the BMW 118d Gran Tourer’s 64.2mpg and 115g/km.

Unsurprisingly, the BMW is also more involving to drive, but the Sharan offers a nice blend of supple suspension, good body control and accurate steering – it’s probably the best all-rounder in the class considering the target audience. At cruising speeds, it’s a hushed place to be too being nicely insulated from wind and road noise. 

However, with prices ranging from £26,300 to £36,280 it’s at the upper end of the segment and on par with the BMW 2 Series Gran Tourer. So while there’s no doubting how accomplished the Sharan is, it’s an expensive way to transport seven people. Which is why we’d point you towards the SEAT Alhambra – also recently refreshed – as it offers a near identical package for less cash.