Over the years, the Tiguan has become the bestseller in the Volkswagen model range. After more than three million units sold since the market launch in 2007, the third generation will start in early 2024. No longer a secret: it will be the last Tiguan whose sell-by date, at least in Europe, is set for 2035, when cars with internal combustion engines will become extinct on our continent. If VW has its way, the mid-range SUV should leave the scene with a bang after it celebrates its world premiere at the IAA in Munich in September. At the beginning of next year, the first customers can look forward to the significantly more rounded crossover, which is based on the MQB Evo platform.
Visually, both inside and out, there is a clear approximation of the electric ID models, which will gradually form the majority in the Volkswagen model range. The length of the Tiguan III has grown by 3.2 centimeters to 4.51 meters, while the other dimensions have hardly changed. The slight reduction in height and work around the bodywork have contributed to a significant improvement in the new Tiguan’s aerodynamics, which will allow the drag coefficient to be reduced from 0.34 to around 0.29. Boot capacity has been increased by 30 liters to 550 liters, while maximum towing capacity is between 2,000 and 2,300 kilograms, depending on the model.
The further development of the plug-in hybrid system, which is to be launched three months after the diesel and petrol models initially available, is essential. The battery capacity doubles from 9 to 18 kWh, which doubles the all-electric range from almost 50 to around 100 kilometers. The Tiguan PHEV combines the 1.4-liter petrol engine with its 115 kW / 156 PS with an electric front motor (96 kW / 130 PS), which can be divided into two different performance versions with 204 and 272 PS thanks to different software settings. Maximum torque remains at 400Nm for both versions, due to the limitation imposed by the automatic gearbox, which is still a six-speed dual-clutch gearbox. The possibility of charging the battery with direct current up to 50 kW is practical; a function that was previously only available in premium models from Range Rover and Mercedes as well as the Mitsubishi Outlander.
While the previous model of the Tiguan eHybrid only allowed AC charging with up to 3.6 kW and this meant almost 4 hours for a full charge, the charging time is now reduced to less than half an hour thanks to DC technology. As before, the 4×4 versions will only be the TSI and the TDI, because there are said to be space problems on the rear axle in particular. The Tiguan versions with internal combustion engine should keep the power of the current generation, thus 150 hp for the 1.5 TSI and the 2.0 TDI. The TDI version with 120 hp is canceled and the 200 hp version now has to make do with 193 hp. A major technical achievement in the new Tiguan is the availability of the variable damping system, which uses two valves per shock absorber, one for compression and one for rebound. It’s the first car from a volume brand to use this technology, which has the advantage of allowing the wheels to absorb almost any impact while the body remains much more stable than with a traditional system. The first driving impression is the more direct response of the steering and the improved lateral movements of the body. The variable damper adjustment has an extremely positive effect, as it frees the body from most vertical vibrations. Also positive: the different driving modes differ significantly more than before. In particular, the comfort mode is much more comfortable than before, while the sport mode is firmer and more direct than before.
In the interior, the new Tiguan has clearly moved in line with the ID models. The transmission selector has been moved from the center console to the steering column, freeing up the center console area. This is where the new knob for controlling the driving modes, the off-road programs, the volume of the sound system and the backlighting of the dashboard and displays is located. In addition to the 10.25-inch instrument display, the customer can, somewhat surprisingly, choose between a 12.9 or 15-inch central infotainment screen. Finally, the head-up display doesn’t project the information onto a small plastic element, but directly onto the windshield. The interior space has been retained and is generous in both length and height.
