Displaying items by tag: Volkswagen

Saturday, 10 July 2021 05:52

Volkswagen Golf Estate review

Thoroughly rational, practical family car with an air of quality
 

 At a glance

New price £24,730 - £31,330
Lease from new From £270 p/mView lease deals
Used price £17,990 - £24,915
Used monthly cost From £449 per month
Fuel Economy 46.3 - 62.8 mpg
Road tax cost £155
Insurance group 14 - 22How much is it to insure?
New
8.0 - 10.7
Miles per pound (mpp)

 PROS

  • Sensibly sized for British roads and towns
  • Premium feel and many clever details
  • Diverse range of engines and trims
  • Uncompromised practicality

 CONS

  • Appreciably more expensive than rivals
  • Tech overkill, touch-controls are annoying
  • Some trim is not family-friendly
  • Can’t escape engineering shared with cheaper cars
 

Is the Volkswagen Golf Estate any good?

You won’t be surprised to learn that in eighth generation form, the Volkswagen Golf Estate is a thoroughly polished car and it’s somewhat better than good. However, it’s not a car that achieves greatness, because it is far from unique. The core engineering is shared across many cars from the wider group of brands owned by Volkswagen – from Audi to Skoda – and each one is micro-managed to the finest points to appeal to different audiences.

As both the progenitor of VW’s modern-family car approach, and the ‘widest appeal’ marque, the Golf thus ends up being something of a personality-free zone. There’s none of the zest of the Leon Estate, nor the superior arrogance of the A3 Sportback, or the reserved pragmatism of the Skoda Octavia, even though the best qualities of all three are wrapped up in one package.

So yes - it’s very good, and of high quality. But it’s just a touch anonymous.

In isolation, though, it’s rather impressive against the likes of the Mercedes-Benz CLA Shooting Brake, Ford Focus Estate and Hyundai i30 Tourer. A safe, advanced choice that won’t let you down or lose much money when it's time to trade in.

Whether it wins your heart, however, is another matter.

What’s it like inside?

Blurring the lines between VW Group’s brands, the Golf has taken some of the ‘high tech’ thunder from Audi and swapped to futuristic touch controls throughout. It’s not just the gadgetry, depending on trim level there are luxury touches that set the Golf ahead of many premium marques – albeit at the cost of family resilience.

Take, for example, the velvety-soft fabric lined door pockets on some models – they dampen rattles and feel much nicer than sharp edged unfinished plastic, but you wouldn’t want to clean it up after leaving some forgotten sweets in there on a hot day.

Everything is put together to a very high standard, with excellent fit and finish and no in-car rattles even with the large panoramic sunroof. Materials and appearance vary with specification, but all models get some version of two-screen cockpit; this is where the polish starts to wear off as the infotainment system can be laggy, the touch heater controls are hard to use by, well, touch, and after a while you just wish it had been designed with more focus on usability rather than looking good.

None of it is a showstopper though and you’ll adapt, it’s just there’s a lot of progress for the sake of it in a car that is supposed to be a familiar family friend.

Volkswagen Golf Estate (2021) review interior view 

Practicality and luggage space

With big windows, a long, flat roofline, and a large, flat-sided boot the Volkswagen Golf Estate is the perfect shape for carrying people and stuff; there’s little attempt to make it ‘sporty’ or fashionable, and that’s the way we like it. The tailgate extends low down with a wide, unimpeded opening and there’s an impressive amount of width available relative to the car’s size. Because the Golf Estate is still a relatively small car it’s got a short load area that is easily extended by folding the seats – and it has the useful feature of Isofix points on the front seat so you can fetch large items and take your infant with you.

Front seat comfort is the same as a normal Golf. In the rear seats the more upright roof and windows mean visibility is better, and Volkswagen’s thoughtful touches extend to not one, but three pockets on the seat backs on some models – with smartphone-sized slots further up the back of the front seat.

Fabric interiors retain that VW trick of making your back feel a bit hot after a while behind the wheel, but as many models come with air conditioning or climate control as standard, that isn’t as uncomfortable as it used to be. Ride depends on engine and spec – but every Golf is a strong performer here.

Volkswagen Golf Estate (2021) boot space
 
 

What’s it like to drive?

We tested the Volkswagen Golf 150 TDI Style, a mid-range model with torquey diesel engine and DSG automatic gearbox. VW’s diesel offers impressive refinement and more than adequate performance, as well as near 60mpg real-world economy.

Despite a wealth of driver assistants on offer, the Golf’s unobtrusive, driver-friendly setup means you can enjoy the car’s precise steering and neat handling. Yet it’s easy to let the tech take over in more tedious situations, which it does very effectively.

Nothing is outstanding on this spec, given the price – it’s just very, very good, intuitive, and predictable. As the Golf Estate is also available in very basic, luxurious, all-wheel drive and soon, high-performance R models as well, you should be able to find the experience you want; crucially they all have the same impressive, no-nonsense practicality that you want an estate for in the first place.

What models and trims are available?

As the best of Volkswagen Group, the Golf Estate offers, well, the best of VW’s engine selection. Everything from a 110hp 1.0-litre petrol to the storming Volkswagen Golf R will be available eventually – the latter offering all-wheel drive and 320hp when it arrives, depending on spec. This will be a truly fast load-lugger with only the smallest of external clues to tell other drivers what it is. Until the R arrives, the 200hp Alltrack provides grip and torque.

At present the hybrid Golf – the GTE – is not available in estate form, and for this generation there’s no e-Golf as the VW ID.3 fulfils that role, so there's unlikely to be a plug-in Golf Estate.

However, there is a slightly higher ground clearance, all-wheel drive Golf Alltrack, which is only available with 200hp diesel power and DSG automatic gearbox.

On other models, you can opt for a manual gearbox or VW’s proven DSG automatic, and there’s a comprehensive set of driver assistance available if desired. In short, the Volkswagen Golf may be a byword for the essentials of family motoring, but it can be lavishly equipped.

What else should I know?

One thing the Golf Estate has going against it is cost. No VW Golf is ‘cheap’, but even so you’ll find you pay a hefty premium for a normal spec of Golf against strong rivals such as the Ford Focus Estate, Kia Ceed and of course, the in-house rivals of the Skoda Octavia and SEAT Leon estates.

However, the Golf feels more like a premium product – in places it feels more upmarket and higher quality than more obvious posh brands such as Mercedes-Benz and even some Audis. A little bit of that is in soft, short-lived things like soft-trimmed door bins – but it implies a longer-lasting, more robust car overall.

On the other hand, if longevity is important to you other manufacturers are now offering warranties that make VW look decidedly stingy. With that in mind, read on to find out if we think the Volkswagen Golf Estate is worth buying.

 
Volkswagen Golf Estate (2021) review, driving

Should you buy a Volkswagen Golf Estate?

There is absolutely no denying that the eighth-generation Volkswagen Golf is technically the best Golf ever – and it isn’t always a given that a new one will be a better one, as the third generation demonstrated. However, the same engineering is available with different badges for less money, in the form of the Skoda Octavia Estate – which also has some physical controls instead being completely dependent on touch controls for many features, too.

If practicality is foremost in your buying decisions, that alone will rule the Golf out. However, the Golf does present a more pragmatic image and balance than, say, an Audi.

Soon, the appeal will be enhanced with the delightful combination of family-friendly, small-enough-for-towns subtle performance in the Golf R Estate which has few direct rivals, and little that can approach the performance for the money.

So ultimately, it’s down to whether you’re the sort of person who likes to pay for high quality, without necessarily shouting to the world that you bought the fanciest thing. If you are, the fit and finish will impress, the details reassure, and the relatively classless badge will appeal.

What we like

The wide range of engines and transmissions, the classless image and the sheer practicality of the Golf Estate make it a very easy car to like.

What we don't like

It's more expensive than a Skoda Octavia Estate and when you start optioning it up, it gets even more costly. The touch controls on the fascia are also unresponsive and are not as satisfying to use as traditional knobs and switches.

Which model is best for you?

There’s a diverse range, from the bare-bones 1.0 TSI Life to the 200hp all-wheel drive Alltrack, but we think the Golf Estate works best as a subtle, premium model – either of the 150hp diesel or petrol versions, in Style trim, will deliver an efficient, refined experience that justifies the expense.

The Golf Alltrack offers a different dilemma – when compared with premium rivals it represents good value for a capable car, ideally suited for rural areas prone to bad weather and patchy road clearance. It may struggle to look appealing next to a traditional 4x4 or SUV.

Overall though, the Skoda Octavia Estate offers better value than the Golf, particularly at the more affordable end of the range, and it would be our starting point here.

Volkswagen Golf Estate (2021) review, driving
 
(parkers.co.uk)
Published in Volkswagen

German carmaker Volkswagen will suspend sales of cars powered by internal combustion engines in Europe by 2035 and focus entirely on electric cars, while this change will arrive later in the US and China, said one of the members of the Board of Directors of the VW Group.

"We are leaving the market for cars powered by internal combustion engines in Europe between 2033 and 2035, and later in the United States and China," said Klaus Zellmer, Member of the Board of Management of the Volkswagen Group in charge of sales.

"As far as South America and Africa are concerned, conventionally powered cars will stay there for a bit longer due to the fact that there are no legal frameworks that provide time limits for achieving zero emissions," he added.

In addition, Zellmer told the German newspaper Muenchner Merkur that by 2050 at the latest, the entire Volkswagen range should be completely CO2 neutral.

The idea is that in Europe, by 2030, electric cars will make up 70% of Volkswagen's total sales, which would allow them to avoid the severe penalties imposed by the European Union for all car manufacturers that exceed the CO2 allowance.

Published in Blog/News

According to the latest statements of the CEO of the Stellantis group, Carlos Tavares, it can be concluded that the competition has repeatedly wanted to take ownership of the Alfa Romeo brand, and the most serious was Volkswagen in 2018.

According to Autocar sources, contact was established between Volkswagen and the FCA Group during 2018 on the idea of ​​Ferdinand Piëch. The former director of Volkswagen often spoke positively about Alfa, for example during the Paris Motor Show in 2011 when he thought that this brand could flourish if it were owned by the VW Group, and even then said that Porsche could manage the Italian brand .

By 2018, Piëch no longer had the main say in Volkswagen’s day-to-day operations, but sources claim he was still determined to buy an Alfa Romeo. His interest jumped when investment company ADW Capital Management, a longtime owner of shares in the FCA, suggested that the Alfa Romeo brand could reach the level of Ferrari with a few changes.

Contact was established in June 2018, at the request of Ferdinand Piëch. Mike Manley, who then took over as CEO of the FCA Group, and Herber Diess, the head of Volkswagen, met to talk about potential collaboration. However, when Diess asked if Alfa Romeo was for sale he got a short and simple answer - no.

Published in Blog/News
Tagged under

Singapore is the most expensive country to own a car

YouTuber Kuma Kuruma opens the topic using the Volkswagen Polo as an example, citing its open market value (OMV), or the price of the car before taxes and fees are applied.

According to B92, the value of the open market is 17,796 Singapore dollars. Then an excise tax of 20 percent of the value is added, in Paul's case 3,559 Singapore dollars. After that, there is the service tax (GST) which is 7 percent - 1494 Singapore dollars.

The worst fee is the registration fee (ARF), and for cars whose open market value is below 20,000 Singapore dollars, you pay an additional 100 percent of the open market value. This means that since Polov OMV is Singapore $ 17,796, its registration fee is that much more.

Add another 3,559 Singapore dollars in excise duty and 1,494 dollars in services tax, the total price of the new Paul in Singapore is 40,646 Singapore dollars, which is 30,226 US dollars, or 2,983,214.82 dinars.

However, once you've bought your new car, your troubles don't stop - you need one more thing before you can drive it: a Certificate of Rights (COE) that allows you to drive a newly acquired vehicle for up to 10 years. For one Polo, such a certificate would cost around 48,000 Singapore dollars, according to which the final cost of Polo would be 99,000 Singapore dollars, which is 73,620 dollars!

Published in Blog/News
Wednesday, 16 June 2021 06:27

New Volkswagen T-Cross Black Edition 2021 review

The small Volkswagen T-Cross SUV turns on the style in new Black Edition trim

Verdict

Black Edition trim is a useful update to the T-Cross line-up, adding some additional styling touches for not much extra. It’s a solid small SUV with some good tech – although we wish more of it was standard. However, we can’t fault the excellent powertrain when it comes to refinement and performance, while flexibility, practicality and efficiency are sound, too.

To keep its T-Cross compact SUV feeling fresh in an incredibly crowded class, Volkswagen has updated the range, adding new trims – including an Active model – and this, the T-Cross Black Edition.

It’s identical to the rest of the range mechanically, available with the same 1.0 TSI turbo petrol in two power outputs (though not the range-topping 1.5 TSI), and either manual or dual-clutch automatic gearboxes, depending on which version you go for.

However, image is important in this class, and Black Edition trim – as its name suggests – adds some key visual extras, including 17-inch black diamond-turned alloys, black door mirrors and some dark tinted windows, plus some extra kit over the SE model it’s otherwise based on, including full LED headlights and all-round parking sensors.

The 108bhp 1.0-litre TSI 110 we’re testing will be a big seller, not least because it comes with a six-speed manual gearbox as standard, whereas the lower-powered 94bhp model makes do with a five-speed transmission.

It’s an extremely refined engine as it is, but this extra gear – plus a useful 200Nm of torque – helps cruising refinement. The TSI 110 unit pulls smoothly and in a linear way; there’s not much turbo lag, just a smooth slug of torque that gets the T-Cross moving fairly swiftly and without any fuss from under the bonnet. The 0-62mph sprint takes 10.8 seconds, but it’s the flexibility that makes this a pleasing small SUV to use.

It’s coupled to good ride quality that only starts to become ruffled on bad country roads at mid speeds – it’s actually better the faster you go on this type of tarmac. Otherwise, the T-Cross is direct and agile enough to drive, with light steering and plenty of composure that means you can drive it faster than you might think.

Not that many owners will do this, and in everyday driving the T-Cross is a strong all-rounder. There’s a fair level of space in the rear of the cabin and a 455-litre boot, so small families shouldn’t feel the need for more space.

A sliding rear bench means you can prioritise either rear legroom or luggage space, so there’s a good level of flexibility. Along with the extra design touches here it shows that VW knows how small SUV buyers use their cars, offering an extra element of usability to help fit with the lifestyle crowd. It’s just as much a small family car as well, though, and we’d say that it offers a decent amount of practicality for most buyers in this class.

There’s just enough standard kit, too, given our test car’s £21,760 starting price. On top of the features mentioned above, Black Edition models benefit from adaptive cruise control, pedestrian detection with autonomous emergency braking, plus lane assist and blind-spot detection, as well as manual air-conditioning.

An eight-inch touchscreen infotainment set-up with wireless Apple CarPlay and (wired) Android Auto connectivity is included too. However, it’s a shame that VW charges £385 for its 10.3-inch Digital Cockpit Pro dash panel. Built-in sat-nav also costs £860, but it’s an extra we’d do without, given that many buyers will connect their smartphone anyway.

The infotainment works well, with the kind of snappy responses and sharp graphics on the main screen that we’ve come to expect from VW. The optional digital dash could still offer a higher resolution, though.

With a range of bright exterior colours to choose from, you can make your T-Cross stand out – or if you’d prefer to blend in, then there are darker hues, too.

Quality is fine, but nothing special and there are better small SUVs on sale when it comes to materials and finishes inside. But despite VW’s cost cutting in some areas, the T-Cross still feels solid enough at this price.

Its efficiency contributes towards its ability as an all-rounder as well, with WLTP-tested economy of 49.6mpg combined. This is the same as the less powerful 94bhp version, while the TSI 110 model’s 130g/km CO2 output is 1g/km better too, although this doesn’t change company car tax ratings.

Given there’s only a £725 difference in price we’d go for this more powerful model, because there’s no real penalty when it comes to running costs.

Model: Volkswagen T-Cross 1.0 TSI 110 Black Edition 
Price: £21,760
Engine: 1.0-litre 3cyl turbo petrol
Power/torque: 108bhp/200Nm
Transmission: Six-speed manual, front-wheel drive
0-62mph: 10.8 seconds
Top speed: 117mph
Economy: 49.6mpg
CO2: 130g/km
On sale: Now
 
Published in Volkswagen

Although sales in March jumped 63% from last March, the results are still far from those achieved before the pandemic.

With the exception of last year's crisis, last month's sales in Europe were the lowest since March 2013 and 22% lower than in 2019. At the same time, diesels reached a historically low share of only 24%.

According to data from 26 markets in Europe, sales jumped from 842,094 last year to 1,374,313 units in March, according to Jato Dynamics. That this is still not a reason to celebrate is confirmed by the fact that quarterly sales are only 1% higher than in the same period last year, ie the lowest since 1986.

"The European market is far from pre-pandemic, and governments need to take action to increase sales and restore customer confidence," said Felipe Munoz, a global analyst at JATO Dynamics.

What is required?
Only two groups of vehicles, SUVs and electrically powered models, recorded a positive result. In March, electric vehicles reached a record 16%. Recall, last March the share was 9.7%, and in 2019 only 3.4%.

The share of SUVs has risen even more. In March 2019, it was 37%, last year 40%, and this March as much as 45%. The largest increase in popularity is recorded in Sweden, Norway and our neighboring Slovenia and Hungary.

Best selling Golf

The Golf has regained the title of best-selling model on the European market, with an increasing share of hybrid performances. Sales were 26,265 units, or only 836 units more than the second-placed Peugeot 208, which is the quarterly winner.

The Opel Corsa is in third place, ahead of the Clio and Polo, and the fourth place was taken by the Tesla Model 3, also by far the best-selling electric model.

Let's also mention the novelties. The newly launched Citroen C4 reached 5,671 registrations, and the Opel Mokka up to 5,560 units. Electric VW ID.3 and ID.4 had slightly lower sales.

Published in Blog/News
Tagged under

It’s a good thing you like SUVs, America, because the march of replacing passenger cars with compact crossovers continues without delay. The latest automaker to do it: Volkswagen. This is the new 2022 Taos, which will replace the Golf hatchback in VW’s lineup when it arrives in June (the GTI and Golf R will remain, however). Typically with these swaps — Ford Escape for Ford Fusion and Focus, Chevrolet Trailblazer instead of Cruze — the incoming SUVs are more expensive than the outgoing car. Not so with the new Taos with its starting price of $24,190 (all prices include destination), which is exactly the starting price for the outgoing 2021 Golf. The thought here is that VW is offering up the extra space, extra cargo, higher seating position and boosted utility of the Taos without a price penalty.

Is it enough to make us forget the demise of one of our favorite compact cars? We went to Chelsea, Mich., to drive the new Taos and see if VW’s new strategy will keep our interest in its crossover-heavy showroom.

Clean, Simple, Volkswagenisch Style

There’s nothing distinctive nor distracting about the Taos’ styling. It’s a nondescript crossover shape, same as most everything else out there. It does have a more formal SUV-like roofline, however, providing a boost to cargo space and headroom inside even with the optional panoramic moonroof installed. There are some surprising details, such as standard LED headlights and taillights, some nice bodyside trim with the Taos name embedded in it and VW’s new lettering style on the tailgate. Wheel sizes depend on which of the three trim levels (S, SE or SEL) you choose and whether you select front- or all-wheel-drive. Seventeen-inch wheels come on the S, 18-inchers on the SE and you can get 19-inch wheels only on the AWD SEL trim. The overall look is modern, clean and understated, but paint it in the optional Cornflower Blue pigment and the Taos really pops out on the street.

Competitive Dynamics

Powering all versions of the Taos is a turbocharged 1.5-liter four-cylinder engine making 158 horsepower and 184 pounds-feet of torque. Front-wheel drive is standard and comes with an eight-speed conventional automatic transmission, while all-wheel drive is optional and comes with a seven-speed dual-clutch automatic. That might not sound like much grunt, but it’s extremely well tuned to the Taos, and always provided peppy acceleration and plenty of oomph whenever called on. I drove both the FWD and AWD versions, and neither felt underpowered or sluggish in the slightest. The FWD version did feel a bit lighter on its feet, but that’s to be expected given its 255-pound weight advantage over the AWD model.

The Taos easily feels quicker than competitors like the Chevy Trailblazer or Subaru Crosstrek despite not really making much more power than either of their upper trims with optional engines. The Trailblazer’s base engine is a tiny turbocharged 1.2-liter three-cylinder engine making 137 hp and 162 pounds-feet of torque mated to a continuously variable transmission; you have to opt for higher trim levels to get the more powerful 155 hp and 174-pounds-feet of the turbo 1.3-liter three-cylinder. The Crosstrek comes with a 152-hp, 2.0-liter four-cylinder engine that makes a paltry 145 pounds-feet of torque, but higher trims get a 182-hp 2.5-liter engine with 176-pounds-feet — plus, all Crosstreks have standard all-wheel drive, which is optional on the Taos. If you want something high-zoot, the Kia Seltos is the one to look at: While it starts with an unremarkable 146-hp, 2.0-liter four-cylinder with 132-pounds-feet of torque, its optional engine is a zippy turbo 1.6-liter that makes 175 hp and 195 pounds-feet.

Stacked up against other competitors’ base engines, the Taos does them one better — compared against optional engines, the Taos is competitive. It’s even surprisingly efficient, as during my limited test drive that involved considerable spirited driving, it still returned better than 30 mpg, according to the onboard computer.

Both FWD and AWD models exhibit neutral ride and handling characteristics. There’s nothing athletic about the Taos, but then there’s very few people who’ll expect one to be. The steering is feather-light and offers very little feel or feedback, but the steering ratio is super-quick and the turning radius is tight, making for quick directional changes with minimal input on the tiller. It also enables the little Taos to make U-turns in an extraordinarily small space, a boon for urban maneuvering. It feels very different from the Golf it replaces, but it should — it’s taller, larger and heavier. What it doesn’t have are the tighter, more buttoned-down European road dynamics that were seemingly baked into every Golf hatchback.

Out on the street, the Taos’ ride is comfortable regardless of 18- or 19-inch wheel options. It’s well damped, quiet and while it does exhibit a noticeable amount of body roll in corners, it’s never uncomfortable or tippy-feeling. It does feel like you sit taller in a Taos than in a competitor like the Crosstrek or Trailblazer, but it’s part of the appeal of a crossover, I suppose. You’ll never mistake it for a tall wagon; unlike some competitors in the class, it does indeed feel more like an SUV than a passenger car.

Entry-Level Digs

The interior of the Taos is familiar to anyone who’s been in a VW recently. The polygonal styling, the touch-sensitive multimedia system, the buttons and knobs for the climate controls, they’re all right out of the old Tiguan, Passat, Atlas and other models, which is fine — it all works well, is easy to identify at a glance and still maintains things like a volume knob for the audio system. The touch-sensitive steering wheel and climate control system coming for the new Tiguan aren’t here yet, which could be another reason the Taos might be more popular than VW’s upcoming new, slightly larger crossover. New items in here include a standard digital gauge cluster (an 8-inch unit on lesser trims, a reconfigurable 10.25-inch one on the SEL), Volkswagen’s Car-Net connectivity suite with Wi-Fi capability, and heated seats, side mirrors and washer nozzles on the base S AWD model.

The interior is comfortable and surprisingly spacious, especially in the backseat. The front seats have a variety of materials, depending on which trim you select, but all of them feel like an upgrade over the past vinyl transgressions of VW interior designers. The same cannot be said for material quality in other areas, such as the dashboard itself, which features a large swath of shiny plastic that feels and looks cheap, especially when compared with the high-quality materials seen in vehicles like the Seltos. The SEL trim I drove had faux-leather upholstery on the dash and doors, and it does help things, but it doesn’t carry into the backseat, which features plain plastic door skins. It’s not a deal killer and certainly isn’t worse than most other vehicles in its class, but I wouldn’t call it best-in-class materials.

But just as in other VW vehicles like the big daddy Atlas, the sketchy materials quality becomes rather less significant when you realize that the Taos offers extraordinary space. I could sit in the backseat after adjusting the front seats to my normal driving position, and my nearly 6-foot-tall frame didn’t see my knees touch the seatbacks — something you can’t say about a Ford Escape or Jeep Compass.

There’s so much usable space in the second row and cargo area that I do wonder if the Taos doesn’t become more popular than the larger, slightly more expensive Tiguan; having seen them both in person, it’s obvious to me that VW wants to reposition the Tiguan as a more premium, more luxurious option in the class, leaving the Taos to take up the mantle of volume and price-leading family mover.

Priced to Bring ‘Em In

The starting price for a new Taos is $24,190, exactly the price of an outgoing Golf. For that money, you get an S FWD trim with standard LED lights front and back, black mirrors and roof rails, a 6.5-inch multimedia system, the 8-inch digital gauge cluster and more (our full pricing breakdown can be seen here). The mid-level trim is the SE, which brings faux leather and cloth seats, more amenities, and larger wheels and tires, while the top of the line is the SEL, which comes extremely well equipped. A fully loaded SEL AWD with optional panoramic moonroof will top out at $35,440, a considerable sum for a compact SUV but competitive with other models in the category — although at those upper reaches of the price spectrum, VW would truly prefer to show you a new Tiguan SEL R-Line, with its racier styling, bigger wheels and more premium cabin.

So, is this a suitable replacement for the Golf in the VW showroom? Well, not if you’re intent on finding something that’s still tight and entertaining while still being a capable commuter. But given Golf sales versus Tiguan sales over the past decade, it looks like those buyers are increasingly uncommon. The new Taos definitely has a more “American-style compact crossover” feel to it than a “tight European hatchback” feel, but that’s what sells these days, and the new Taos meets all the requirements to be a success in this segment. Priced right, loaded with equipment, efficient, more spacious than expected, and providing that high seating position and AWD capability that buyers are craving, the new 2022 Taos has the potential to be more popular here than the Golf ever was.

(cars.com)

Published in Volkswagen
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