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Top Gear
08-07-2025
- Automotive
- Top Gear
Volkswagen Passat R-Line 2.0 TSI review: turbo estate is ace, but there's one problem... Reviews 2025
The kind of car Britain really should be buying more of. A boring German estate car? A Golf GTI-engined estate car! Advertisement - Page continues below No, it's an 'R-Line', which is the range-topping trim available on Volkswagen's spangly new Passat. Only now, there's the option of filling it with an engine Britain wasn't previously privy to: the 2.0-litre turbocharged four-cylinder lifted out of a Golf GTI. Sort of. 'Sort of'? Where a standard Mk8.5 GTI pumps out a healthy 261bhp from its 'EA888' engine, in this Passat VW's tuned it to deliver just 201bhp and 236lb ft of torque. So it's a MediumGTI-engined car. Disappointing. Lemme guess, it's saddled with pesky electrons, no doubt? Incorrect. This R-Line 2.0 TSI is free of electricity and is therefore about as old school as VW can get in 2025: front-wheel-drive, turbocharged four-pot, seven-speed DSG, five doors, zero e-motors. Advertisement - Page continues below Of course if you really like electricity in your car, VW will do you a Passat with a 1.5-litre hybrid offering 268bhp, which is a lot. But you don't want that one. You want this one. Quick reminder: this generation of Passat is now only available as an estate car – all the better for it, in our humble opinion – and shares its MQB Evo undercrackers with the Tiguan. Why do I want this one and not the one with more poweeerrr? Sounds better, for a start. The 1.5-litre TSI in the hybrids can sound a little coarse, but this one doesn't – it sounds eager, if a little subdued, and crucially doesn't sound like it wants to give up on life. It actually enjoys being given a light thrashing. And how fast does it go if I thrash it? VW reckons on a 0-62mph time of 7.5s which is respectable but feels much faster in a) the real world and b) something so large and cavernous. And it handles tidily. Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox.
Auto Blog
27-06-2025
- Automotive
- Auto Blog
I Drove the 2025 Volkswagen Tiguan. Here's My Brutally Honest Review
VW's best seller finally comes into its own The $30,920 2025 Volkswagen Tiguan marks the third generation of VW's best-selling model, but the once two-row, then three-row, and now two-row again compact crossover has had its fair share of growing pains. It couldn't exactly determine what dimensions and row count suited it best, and it has been hindered by quirky in-car tech that made user-unfriendliness its calling card. Its 'Tiger' and 'Iguana' portmanteau name managed to escape the awkwardness of the larger and now defunct Touareg SUV, and the Tiguan has thrived even when it wasn't the best model in the segment. For 2025, a lot has changed for the better, but the Tiguan is far from perfect. We drove the 2025 Volkswagen Tiguan R-Line and got to experience all of the model's changes first-hand. The new sheetmetal ups its game but still looks like a Tiguan 2025 Volkswagen Tiguan — Source: Amos Kwon The first thing you notice about the new Tiguan is that it just plain looks better. Eliminating the almost pointless third row allowed VW to shorten the front and rear overhangs, which makes for better proportions. Together with slimmed-down headlights, a bolder grille, a unified taillight bar, a steeper C-pillar slope, and more dramatic body creases, the new Tiguan is both sportier and more refined in its appearance. The new MQB Evo platform, which underpins the Tiguan, allows for efficient use of space and is the brand's most widely used platform to date. 2025 Volkswagen Tiguan — Source: Amos Kwon The front fascia of the last Tiguan wasn't bad-looking, but it wasn't especially memorable. The new one is more vertical and more SUV-like. It features a thinner, single-bar upper grille paired with a larger lower grille, whose shape varies based on the trim level. The headlight clusters are slimmer, similar to those of the Golf and Golf R. The new daytime running lights (DRLs) form a single, unified bar across the full width of the front. It's a cleaner look that's evolutionary but noticeable. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. 2025 Volkswagen Tiguan — Source: Amos Kwon The body is what changes the look of the Tiguan the most. The curved creases over the front and rear haunches contribute to the tidier profile, adding muscularity and character. From the back, the Tiguan's new full-width taillights have a more complex pattern and give the Tiguan a wider stance. The blackened bumper trim and longer roof spoiler add sportiness to the look. Did we mention how much we love the new Sandstone Grey paint on our SEL R-Line tester? It's a subtle color that pairs nicely with the sporty black trim. Power returns, still hamstrung off the line 2025 Volkswagen Tiguan — Source: Amos Kwon The last Tiguan's engine was a 2.0-liter turbocharged inline four-cylinder that made 184 horsepower, which wasn't exactly potent compared to many of its competitors. It lost horsepower from the first generation's 201, but now the revised mill is back to 201 horsepower. While that's not exactly big news, VW will bring a 268-hp turbocharged four to the Tiguan Turbo SEL R-Line trim, replacing the current SEL R-Line. That should shake things up a bit as the power bump has been severely lacking for Tiguan fans. 2025 Volkswagen Tiguan — Source: Amos Kwon As much as we applaud the return of power, we were disappointed by the Tiguan's response off the line. Similar to its predecessor, the 2025 Tiguan pauses on takeoff with a lagging torque response that hamstrings the get-up-'n'-go quotient enough to sully the experience. It reminds us of the last Tiguan, unfortunately. The good news is that the eight-speed automatic transmission is responsive, and it appropriately holds the gears noticeably longer in Sport mode. We dialed that in as often as we could, but it didn't seem to help the lag. Steering is sharp with a bit more effort, and body control is very good. The brakes don't take hold when you first press the pedal, so it's a tad alarming at first. Progression is good once they bite, though, and you get acclimated to their responsiveness after a short while. The interior goes three steps forward and one back 2025 Volkswagen Tiguan — Source: Amos Kwon So much has changed in the cabin that the Tiguan looks like it went to etiquette school. The overall look and feel are significantly better than the previous generation's. Our SEL R-Line tester had rich Amber Brown quilted leather and open-pore wood trim, which looked better than some of its pricier Audi siblings. Materials quality is improved significantly, and the aesthetics are cleaner and more upscale. The first thing you notice is the huge infotainment screen. Our tester came with the upgraded 15-inch touchscreen for higher trims, but the standard screen is still a sizeable 12.9-inch touchscreen. Thankfully, both are much larger than the last generation's 8 and 10.3-inch versions. They're vivid and attractive, but making virtually all controls operate through the screen is frustrating and distracting. 2025 Volkswagen Tiguan — Source: Amos Kwon The shift knob has moved from the center console to the steering column. While this provides more room for storage, we dislike the lack of intuitiveness of the shifting exercise. Climate controls now exist as sliders below the infotainment screen and as a menu selection. We didn't like the old climate control panel, and the change hasn't improved matters at all. We dislike it even more than the old one because using sliders while driving is imprecise and much harder than just tapping. Neither is better than using a physical knob, which we hope VW returns to when a refresh is due. 2025 Volkswagen Tiguan — Source: Amos Kwon The Tiguan's new center console rotary dial is a mixed bag. It's technically a third screen that can switch between the audio system's volume control and the Tiguan's drive mode selector by pressing the dial. Oddly, you can also swipe to choose 'Atmospheres' like Nature, Joy, and Energetic. It alters ambient lighting and audio depending on your choice, and R-Line models get 30 customizable colors and extended lighting locations in the dash and front doors. It's a fancy feature but putting additional controls on the knob screen is an unnecessary distraction when controls for this amenity are already on the center touchscreen. Sometimes, less is more, VW. 2025 Volkswagen Tiguan — Source: Amos Kwon An important note about the interior is the increase in the Tiguan's second-row legroom from 36.5 inches to 40.2 inches, which transforms comfort for rear passengers by adding a whopping 3.7 inches. No longer outdone by the Taos, the Tiguan's second row increase means six-footers can easily sit behind themselves with room to spare. The deletion of the third row and the new platform can take credit for the change, and the Tiguan is far better as a result. Final thoughts The redesigned Tiguan is worth a look for shoppers who want a head-turning compact SUV that won't break the bank. The marginal price increase of $615 provides you with a significant upgrade in terms of style, space, and power. Especially in higher trim levels, the Tiguan looks and feels like a premium product that can nip at the heels of a Lexus NX or a BMW X1, and is quite a bit bigger inside. The issues arise when you have to wait after mashing the gas from a traffic light, when you want to make a simple temperature adjustment, or find an operation buried in the menu. VW needs to get these issues sorted out to make the Tiguan truly great. For now, it's just much better than it ever has been, and that could very well be enough for most. About the Author Amos Kwon View Profile
Mail & Guardian
22-06-2025
- Automotive
- Mail & Guardian
The new VW Tiguan: Premium, posh and affordable
Stylish: The new Tiguan includes a LED strip across the front of the vehicle. I did not have the privilege of testing the Volkswagen (VW) Tiguan before it won the award for the best family car at the 2025 South African Car of the Year awards. The one thing I could see was the impressive design the new Tiguan has been given. It looked way more confident than the previous generation as VW dumped the traditional radiator grille for a very neat LED strip across the front of the vehicle. It looked more aggressive, but still held the traditional value of the older Tiguan. When I received the vehicle on test, I took a look around and noticed that the LED strip across the back almost makes the front and back of the vehicle symmetrical. This is a really cool touch from VW because the front and back of the vehicle blend the exterior together extremely well. Some manufacturers usually put a lot of effort into a bold and aggressive front, but often leave the back of the vehicle plain and boring. Interior The Tiguan means business on the inside. It looks and feels comfortable from the second you get into the vehicle. The premium feel of the interior pushes excellence. The new ergoActive Plus leather seats with pneumatic four-way lumbar adjustment and a pneumatic 10-chamber pressure massage function are a perfect match for the high-quality character of this SUV. These leather seats are optional on the Life derivative but come standard on the R-Line derivative. My recommendation is to take them, especially if you drive long distances like I do. Nothing hits better than the 'circles' massage that the seats offer. The large and comfortable leather seats are also heated and cooled. The dashboard is stylish and comes with a fully digital instrument cluster and an infotainment screen that can be 12.9 inches or 15 inches depending on what you choose. The infotainment system is extremely responsive and user friendly. There are also stylish climate and volume touch sliders just below the infotainment system that are convenient but also aesthetically pleasing. My favourite part about the interior is the driving experience dial located in the centre console, which is a unique touch from VW. It looks like a volume dial on the surface, and it is, but if you press it, it allows you to select your driving mode or change the atmosphere in the cabin to fit your mood. I was always feeling energetic when driving the Tiguan, so that option applied to me. The driving experience dial can change driving modes, volume and the atmosphere in the car. The only downside of the interior was the storage unit. The cupholders are hidden and it was just difficult to get my coke can out while driving. In terms of space, the Tiguan remains generous. Both the front and back are spacious and comfortable. The boot also gains an extra 37 litres from the previous generation and now has a capacity of 652 litres. The interior of the new Tiguan The drive The Tiguan we had on test was the Life derivative that has a 1.4 turbocharged petrol engine and delivers 110kW of power and 250Nm of torque. VW has also just released a 2-litre turbocharged petrol and diesel variant of the Tiguan. That is certainly enough power, but it is also important to remember that this is not a performance SUV. Rather, it is the ultimate family cruiser. It provides a smooth, quiet and elegant drive. On the N12 and R21, this car was a dream to drive. The handling was effortless, the suspension was solid and the engine and cabin insulation provided a beautifully refined drive that allowed me to enjoy all the comfort and technology inside the car. It got even better when I looked at the fuel consumption. VW claims 7.6 litres/100km, but I managed 6.7 litres/100km. There was a point on the open road where I was averaging 5.8 litres/100km. German excellence: The new Tiguan handles the roads effortlessly Safety Tiguan has received a 5-star safety rating from Euro NCAP. This rating signifies excellent overall impact protection and a good level of standard safety features. The new Tiguan comes standard with Park Assist Plus. Park Assist Plus is a system that is already familiar from other Volkswagen models: it allows assisted driving into or out of parallel or bay parking. The Volkswagen models take over control of acceleration, braking and steering for this purpose. Verdict There's a reason the Tiguan beat contenders such as the impressive Jaecoo J7 and Mini Countryman to the family car of the year award. It offers tremendous features, pleasant comfort and an exceptional drive. A Tiguan will cost you from R651 500, going all the way up to R834 400. VW has pushed the third generation Tiguan into a more premium category while still managing to remain affordable. In a world where all the value for money looks like it is coming from Chinese manufacturers, the new Tiguan offers a refreshing option for those who still love German engineering. Pricing Tiguan 1.4 TSI 110kW DSG R651 500 Tiguan Life 1.4 TSI 110kW DSG R702 800 Tiguan R-Line 1.4 TSI 110kW DSG R766 300 Tiguan 2.0 TDI 110kW 4M DSG R755 700 Tiguan 2.0 TSI 140kW 4M DSG R834 800
Auto Car
08-05-2025
- Automotive
- Auto Car
A car for NPCs or a standout, desirable option? 3000 miles with a new Volkswagen Tiguan
Close Do you believe in real-life NPCs? Sorry, to explain: there's an only semijoking theory online that 'non-player characters', which simply and unconsciously follow a coded set pattern, have escaped the confines of video games. And I do reckon that a lot of evidence can be gathered to back up the theory – not least from British roads. The Volkswagen Tiguan has been the bestselling Volkswagen model globally since 2019, shifting many millions of them in that time. Indeed, I started seeing third-generation examples everywhere mere months after it went on sale. But I've yet to meet a car lover who can convincingly explain why, making me wonder if it's NPCs buying all these SUVs. But what is it about this particular one that inspires such excitement in so many non-enthusiasts that they gladly pay extra to have it over that legendary all-rounder, the Volkswagen Golf? Looks? Handling? Performance? Practicality? None of those aspects seems much better to me on paper. If anything, on first impression, they all seem to be slightly worse (and actually, to be brutally honest, I think this Tiguan looks less appealing than the previous one). And my road tester colleagues adjudged it to be competitive with its direct rivals but no better than that. So perhaps we really can blame the whim of whoever coded this game we call life? Yes, this demands a thorough investigation. My new Tiguan is specified in sporty R-Line trim. That would have worried me, given that you can always expect bigger wheels (20in in this case and curiously named after the city of Leeds) to hamper a car's ride comfort, but thankfully the optional Dynamic Driving Package has been fitted here too, including Dynamic Chassis Control Pro, so I can soften the damping to counteract that at least somewhat. That pack also includes Dynamic Steering, which means the gearing changes depending on the driving scenario, again in an effort to allow this prosaic family SUV to wear its R outfit a bit more comfortably. There is a Vehicle Dynamics Manager too – not new from Volkswagen but new to the Tiguan, controlling elements of the damping and the electronic differential locks. The powertrain, however, is the entry-level option: Volkswagen's routine 1.5-litre four-cylinder turbo petrol engine with a mildhybrid system and a seven-speed dual-clutch automatic gearbox, promising 148bhp and 43.2mpg combined – reasonable, I suppose, although a 9.1sec 0-62mph time does seem quite long for an R-badged car. The proper Tiguan R didn't survive the generation changeover, but you can still get a very healthy 261bhp in the four-wheel-drive 2.0 TSI, if you want bite as well as bark. That seems logical to me, but then it does cost £8000 more, and both Tiguans will just get stuck in the same rush-hour queues anyway. There's also, unusually and commendably, still a diesel offered in the Tiguan range – a 2.0-litre four – as well as two company car tax-friendly plug-in hybrids. Like everyone else at Autocar, and indeed many customers, I was, shall we say, not a fan of the new dashboard interface that the Volkswagen Group began introducing with the electric ID 3 in 2019. Both the Mk8 Golf and its Seat Leon sibling drove me mad at their 2020 launches with seriously glitchy software, a dearth of buttons and touch-sensitive 'sliders' for controlling the internal temperature. Thankfully, although that basic design persists in the Tiguan, I've so far not had any trouble with the ones and zeroes, and the sliders are at least backlit at night. There are proper buttons on the steering wheel too, rather than those infuriating kind-of-buttons in the ID 3 and Golf – a relief for anyone who ever wants to skip a song. As standard, the Tiguan's touchscreen measures 12.9in across, but here it has been expanded to a full 15.0in by the £1130 Infotainment Pack Plus – which also includes a head-up display to supplement the usual 10.3in digital instrumentation display. My preference would be a small, dial-controlled screen, but if you're going to make me lean forward and tap, then the bigger the better, really. So, are all those Tiguan buyers really unthinkingly following a set coded pattern, or am I just af icted with a bad case of cynicism and main character syndrome? A journey of discovery, whether self- or otherwise, starts here. Update 2 Why has Volkswagen integrated ChatGPT into its latest cars, I wonder aloud? 'Volkswagen may have integrated ChatGPT into its cars to enhance in-car virtual assistant capabilities, improve user experience and offer advanced AI-driven features for communication and assistance.' There we have it, straight from the horse's mouth. Very meta. But even the horse itself isn't entirely sure why, it would seem, and as so often is the case when artificial intelligence is concerned, the explanation is mostly jargon. In plain English, then, this AI integration means you can issue voice commands to the car – to change the sat-nav, phone, audio, interior climate, ambient lighting or vehicle settings, for instance – or generally ask it questions about literally anything. To Volkswagen's credit, the AI is well integrated with the rest of the software in the Tiguan, not tacked on as an afterthought, being able to tell me the car's current average MPG or change its drive mode. Less impressive is that although I'm supposed to be able to wake the ChatGPT lady by saying 'Hello Ida' or 'Hello Volkswagen', sometimes she ignores me and often she starts listening when I've said nothing of the sort. I can choose my own activation word if I like, though, and it seems there's no profanity filter. I'll have a think… The other day, I was driving home when I passed Brentford FC's team bus (registration THE 833S – geddit?), which made me wonder if they had a game that evening. So I asked Ida, and she promptly told me who they were playing against and when. Impressive. Intrigued, I then asked her to name some of the team's players. Two of the four she named had left years ago. Hmm… This speaks to a fundamental, larger problem with AI: unless it's 100% accurate 100% of the time, you can't trust anything it says. Not until it has banked some credibility, at least. And there's often no way of digging into its code to see where it sourced its information from, to verify the claims being made. Another time, demonstrating the Tiguan's AI to a mate, I asked Ida about one of his favourite rock bands. But instead of talking about Tool, she gave us a dictionary definition of a tool… While I remain unconvinced that having Ida in my car adds any value or makes my life easier today, given how quickly AI has worked its way into our everyday lives, there's no telling what she might be capable of by the time the next Tiguan comes around – a simultaneously terrifying and exciting thought. Perhaps by then Volkswagen will nally have squeezed all the glitches out of its own software, too. In addition to the issue of the steering wheel heating getting stuck on that I reported a few weeks ago, the rear-view camera is now going on strike as often as a train driver. Instead of a video image of what's behind me, I just get a black screen beside the graphic that turns amber or red to represent object proximity. And this isn't an isolated incident: the same glitch aflicted our VW Tayron test car recently. That's a brand-new model. Ay ay ay… Update 3 So many mainstream cars these days offer a Sport driving mode, but usually it does little more than make an unpleasant-sounding engine rev harder and for longer, and as such I will try it once and then never touch it again. This Tiguan, though, has been enhanced with the Dynamic Driving Package (for £1025), meaning its modes affect not just the powertrain but also the dampers and steering. Having defaulted to normal (Eco) mode, I decided to drive home the other day in Sport mode – or at least I planned to. I lasted only about 15 miles before the constant jiggling over rough surfaces and thumping over potholes became too much for me to bear. The latter is a problem with my particular Tiguan anyway, it being a sporty R-Line model on big, heavy, 20in wheels, but the experience needn't be so bad. Indeed, when I switched over to Comfort mode, the difference was immediately noticeable: the jiggling faded away into serenity, the thumping reduced from frequent to occasional. The steering also felt considerably lighter, which seemed more appropriate for town but not there on the motorway. Pleasingly, there's an Individual mode that, once selected via the twist-and-press dial on the transmission tunnel (which doubles as an audio volume dial), can then be configured on the touchscreen. And, impressively, there are not just three shades of damping but a full 15. After some experimentation, I settled on Comfort powertrain to keep the growling four-pot quiet, Comfort suspension to keep my vertebrae separated and Sport steering to take some of the effort out of keeping tracking straight. Of course, there is an inherent oxymoron in testing Sport driving mode on a motorway, so I also took to a favourite countryside road, and here it makes a lot more sense: the firmer damping makes the car's body control much tighter and gives it that added bit of traction through corners, which really does boost your confidence. Although, of course, the problem of surface damage and thus discomfort is even worse on these less-valued roads. While the Tiguan is neither the most comfortable nor the most dynamic family car on the road, it's a lot more talented than some SUV rivals. It takes a sensible middle point on the spectrum and earns further credit for allowing you to push it more one way or the other. I only wish I were Christoph Cülmer of Bavaria, who could enjoy this Tiguan to its fullest potential. Update 4 There are two kinds of cars in this world: Autocar cars and What Car? cars. I hasten to add that our friends on the other side of the office are no less enthusiastic than we are about performance cars and my Autocar colleagues are no less appreciative of a car that is sensible, practical and easy to own. But a car that one would put on the front cover, the other would seldom mention. And it won't surprise you to hear me say that the Tiguan is very much a What Car? car. How could it not be, with such an enormous boot? When I had to do an airport run recently, popping my parents' two carry-on suitcases in that 652-litre space looked almost silly: there was more space unused than used. Indeed, the What Car? guys got nine of the things in there, helped by its regular, straight-sided shape. The rear seats have the ideal 40/20/40 split too, so you can take a third person along with long items of luggage (bikes, Ikea boxes). The only downside is that if you pick a plug-in hybrid instead of a pure-ICE Tiguan like mine, you lose 162 litres to the battery. Nothing new with PHEVs, but still. A matter of personal priorities, I suppose. Family buyers will score the back seats very highly too. Even sixfooters don't have to slump or tuck in their knees – something you can't say about some rivals or most EVs, due to the thick batteries in their floors. The Tiguan is right up there at the top with the Kia Sportage and Skoda Karoq in this regard. Nissan Qashqai, eat your heart out. Probably the one thing that will really give family car buyers pause for thought is the running costs. My Tiguan doesn't have an amazing official economy figure, and is falling below that in reality (although admittedly I'm always on the motorway), at around 35mpg. It's quite a comedown from running a hybrid supermini, I can tell you. Then again, the equivalent Sportage Hybrid scores only 38mpg on the extra-high-speed WLTP test cycle. So this is more of an SUV problem than a Tiguan problem, I reckon. Am I boring you? Sorry if so. As discussed in my last report, there is actually some fun to be had from driving a Tiguan, at least if you spec yours with the selectable driving modes. But, being honest, the dull aspects are by far the most important in a car like this. And, in classic VW style, the Tiguan is very good at pretty much all of them. Final update The new Volkswagen Tiguan is thoroughly unremarkable. Not long ago, such a statement would have been unambiguously damning, but at this present time, when we're regularly driving cars with serious irritations or worse, stemming from an in ux of new brands and intrusive legislation, I actually consider it praise. Somewhat qualified praise, I must say, but praise nonetheless. No matter the fact that the Tiguan isn't the most comfortable, most dynamic, most efficient, most technically innovative or most daringly designed family SUV on the market right now, because it's undeniably up there with its class rivals in each of those areas – making it generally competitive enough that potential buyers will find nothing to really put them off. It's a conventional, well-equipped, practical family car with no nasty vices. And, crucially, there is the brand power of Volkswagen behind it: seemingly no matter the car, that VW roundel indicates a combination of competence, modesty, reliability (whether perceived or actual) and, perhaps most importantly of all in this age of curiously named newcomers from afar, familiarity and therefore trustworthiness. Just as hatchback buyers have for decades kept coming back to the Golf because it has always quietly done what they've needed it to without letting them down, so the Tiguan has over the past 18 years been doing the same for those who prefer their family cars of the higher-riding variety. My own Tiguan had the lower powered 1.5-litre turbocharged petrol four-cylinder engine and a dual-clutch automatic gearbox – incidentally, the same as you get in a middling Golf – and this is a powertrain that I can wholeheartedly recommend. Its 2.0-litre petrol relative makes the Tiguan fairly punchier, but frankly I never found it wanting for muscle, even when jostling for space on the M25 in rush hour. Yes, the 2.0-litre diesel would have been ideal for me on my long-distance motorway commutes, because the 1.5 averaged a rather disappointing 36mpg during our time together, but most owners won't drive their family Tiguans in the same way, and many will share concerns about the future viability of oil-burners. I would advise anyone to think carefully before ordering R-Line trim, however. The big, thin rubbered 20-inch alloy wheels and sportier-looking bumpers prove too enticing for many to resist, but the price you pay in terms of ride comfort may not be worth the gains in handling smarts. If you do want R badges, at least add the Dynamic Driving Pack (£1025) that was fitted to my car, as this brings adaptive dampers with 15 selectable stages of firmness. This allowed me to have a relatively so (if not clunk-free) ride to work, then tighter body control and extra traction on weekend blasts. I'd also consider the Infotainment Pack Plus (£1130), because it makes the touchscreen slightly larger (and therefore a tad easier to use, I'd imagine) and adds a head-up display – not something I tend to use, as I always find my eyes wanting to focus on the speed readout rather than my surroundings, but a highly desirable feature for many drivers. If only there were another option to add in physical controls for the cabin climate – my biggest pet peeve nowadays. Volkswagen has improved its touch-sensitive 'sliders' by adding back-lighting for easier night use, but they're still nowhere near as intuitive as a button or dial, and you still have to prod open a touchscreen menu to change any setting other than the temperature. The software isn't infallible, either, as uncomfortably demonstrated by the heated steering wheel's refusal to turn off during one of my commutes, and the repeated absence of the rear camera image when I selected reverse gear. It also had a curious habit of briefly disconnecting my phone from Apple CarPlay at the conclusion of a call. Volkswagen has got its act together since the glitch-ridden introduction of its latest digital ecosystem back in 2020, but still not entirely. I have more than once described this Tiguan to others as like how water tastes. It is what it is. I was being flippant, of course, but there is actually something in that. You might enjoy a coffee, but while it will give you an energy boost, a caffeine crash later is inevitable. You might enjoy a few beers, but while they will li your spirits for a night, a headache the next morning is inevitable. A glass of water tastes just fine and simply sustains you, giving you no ill effects. I embarked on this test back in March by asking why the Tiguan is so popular when it is seemingly so unremarkable, and why people pay extra to have one over a Golf. I still think the Golf is the wiser buy, but I now can appreciate that the Tiguan's unremarkable nature is actually a major factor – perhaps even the main one – in its continuing appeal. Prices: List price new £40,275 List price now £41,005 Price as tested £48,760 Options: Black Styling Pack £1255, Comfort Pack £1140, Infotainment Pack Plus £1130, towbar £1095, Dynamic Driving Pack £1025, Driver Assistance Pack £975, Persimmon Red metallic paint £810, IQ Light HD matrix headlights £595, Winter Pack £460 Fuel consumption and range: Claimed economy 43.2mpg Fuel tank 55 litres Test average 36.0mpg Test best 41.0mpg Test worst 32.4mpg Real-world range 436 miles Tech highlights: 0-62mph 9.1sec Top speed 130mph Engine 4 cyls in line, 1498cc, turbocharged, petrol, plus ISG Max power 148bhp Max torque 184lb ft at 1500rpm Transmission 7-spd dual-clutch auto, FWD Boot capacity 625 litres Wheels 8.5Jx20in, alloy Tyres 255/40 R20, Continental ContiSportContact 5 Kerb weight 1541kg Service and running costs: Contract hire rate £378pcm CO2 147g/km Service costs None Other costs None Fuel costs £618.62 Running costs inc fuel £618.62 Cost per mile 16 pence Faults Software glitches Back to the top
CBS News
08-04-2025
- CBS News
1 killed in crash after vehicle drives off overpass, collides with light rail train south of Denver
One person was killed when a vehicle drove off the overpass at the I-25 and C-470 interchange south of the Denver metro area and then was struck by a light rail train early Tuesday morning. The crash happened near 10200 Station Way in Lone Tree just before 2 a.m. According to South Metro Fire Rescue, the driver of a vehicle drove off the overpass and onto the tracks and then was struck by a light rail train. One person in the vehicle died. There was one light rail operator and a passenger on the train at the time of the crash. Neither was injured. Crews continued to work for several hours to remove the train because the vehicle was pinned between the train and the wall. The on-ramp from northbound I-25 from eastbound C-470 was closed during this time and reopened shortly after 6 a.m. Colorado State Patrol and Lone Tree police are investigating the crash. The E Line trips remained suspended during the investigation on Tuesday morning. Shuttles replaced the R Line between Lincoln Avenue and Peoria Street and for the H Line between Southmoor and Ridgegate for both north and southbound trips.
