This is where things become interesting for this oft-overlooked crossover. . . .

By Gary S. Vasilash

Volkswagen has had a Tiguan on offer in the U.S. market since model year 2009. It is now on its third generation of the compact crossover.

The first two generations—model years 2009 to 2017 then 2018 to 2024—were OK vehicles in a segment where the likes of the Toyota RAV4 and the Honda CR-V reside. That means OK is, well, not enough. The second gen vehicle was built all over the place—from Germany to Indonesia, from Algeria to India, yet in the U.S. it was something of a shrug.

That is, if we look at the total sales in the U.S. for the Tiguan for 2024 (gen two), it is 94,372 (and that made it the best-selling VW model overall in the U.S. for that year). Meanwhile, over at Toyota, there were 475,193 RAV4s sold.

And if it seems unfair to compare it with the top-seller in the segment (although it should be noted that on a global basis, Volkswagen is just a smidge behind Toyota in production volume, so it is actually fair; in addition to which, the third-largest global player is Hyundai, and in the U.S. market in 2024 its Tucson had sales of 206,126), that’s the segment in which it competes, so it is up against seriously stiff competition.

And Now This. . .

And with the third gen, and the R-Line Turbo model in particular, VW has a Tiguan that people who are looking for a compact crossover simply need to consider.

I won’t predict huge sales for the Tiguan (an unfortunate circumstance is that the models sold in the U.S. are built in the VW plant in Puebla, Mexico, and as such are hit with a 25% tariff), but it is, unlike its predecessors, a more serious player and if you’re going to be offering something in this highly competitive segment, it needs to be serious because otherwise it will be merely interesting.

When I mentioned to a friend that I was driving a Tiguan, he immediately responded, “The turbocharged one with 268 hp?!?”

Yes, that one.

That is a surprising level of awareness, and if it goes out to the general public, it should do good things.

A word about that performance: the standard engine provides 201 horsepower, which is a bit below the 2025 RAV4, which delivers 203 hp, but a considerable amount more than the 187 hp for the Tucson.

Improved Engine

The Tiguan is powered by the company’s venerable (it was originally launched in 2006) EA888 2.0-liter engine that has, to borrow a Toyota term, been the object of “continuous improvement” over the years. Now it is the Evo5, which brings with it plenty of improvements, notably the variable geometry turbo and a 500-bar fuel pressure system. The turbo, of course, handles the exhaust while the higher fuel pressure system (they are typically 350 bar) helps with the fuel injection into the combustion chamber (it provides smaller droplets of fuel that facilitate a better air-fuel mixture which means better combustion for both performance and fuel efficiency).

An addition word about the turbo. Chances are the sticker on the fuel door of a vehicle with a turbocharged engine will say that premium fuel is “Recommended.” Sometimes it is “Required.” Premium generally runs about $1 per gallon more than regular. While that might not be a big deal for someone who is driving, say, an Audi or a Lexus, for many people that buy vehicles in this category it is.

Regular fuel is Recommended for the Tiguan. Yes, even the turbocharged version. Often putting regular into a turbocharged engine results in reduced output. That’s not the case with the EA888 Evo5: that 268 hp is what you get with regular unleaded.

And while of the subject of gasoline, the vehicle is stickered at 22 mpg city/29 mpg highway/25 mpg combined, with the combined number being accurate during my time with the vehicle.

There is an eight-speed automatic and VW’s 4Motion all-wheel drive system.

(Here’s something clever–and surprising: that combined mpg number for the turbo AWD Tiguan is the same as the 25 mpg combined number for the standard version with AWD. No fuel sacrifice for improved performance.)

Size and Screens

A few more numbers: it has a passenger volume of 101 cubic feet—so it can seat five—and a cargo volume behind the second row of 27 cubic feet; with the seat folded, 59 cubic feet—so you can transport stuff.

There are a 15-inch infotainment screen and a 10.25-inch reconfigurable gauge cluster. A word about that infotainment screen. The graphics have a fresh, clean look.

On the subject of fresh and clean, the vehicle as driven has a “Mistral” leather interior package that is light colored and even has American walnut trim. Often interiors of German cars seem as though the inspiration came from the Black Forest. Not this one, which is a definitive plus.

Solid Offering

But then there’s that issue of being a “German” vehicle.

It has long seemed to me that the characteristic that is most prevalent in German products—vehicular or otherwise—is that they have a lot of serious mechanical engineering behind them. Robust. Solid. (One could argue that this is not merely a stereotype given VW’s contract with Rivian to source Rivian’s electrical architecture and software stack.)

One of the things that I discerned in this third-generation Tiguan that I would comparatively lacking in even recent iterations of gen two is that this solidity is back, that when you shut the door there is a “thunk” indicating substance.

There are lots of things to like about this Tiguan, from its quickness to the puddle lamp and front light illumination when you near the vehicle at night.

But that solidity. That’s something that sets it apart from that array of other compact crossovers.

This makes a big difference.