In short
272 ch
119 km of electrical autonomy
From € 63,600
We get lost a bit in the Renault SUV range, but what about Volkswagen’s? It is just as rich and complex, ranging from T-Cross to Touareg (but yes, it still exists). Just below the latter, there is the Tayron, which is none other than a tiguan extended so as to accommodate up to 7 passengers. Received machine of relatively affluent families, the Tayron is available in rechargeable hybrid engine, of which we have already tested the 204 CH version. There remained the one wealthy of 272 hp, how does it stand out? Mainly by its heat engine, the 4-cylinder 1.5 TSI Evo2 here pushed to 177 hp, the torque not varying (250 Nm). The electric group remains identical to that of the 204 hp version, consisting of an 116 hp electromotor combined with a 19.7 kWh Nets battery.
A software that makes the difference
But then, will you ask me, how can an additional 27 hp increase in an additional 68 hp on arrival? It’s simple, we have changed the management of the electric machine so that it temporarily brings its maximum power closer to that of the thermal block. This translates into an official average consumption unchanged (0.4 – 0.6 l/100 km) but, surprisingly, a slightly degraded electrical autonomy: from 137 to 142 km according to VW, against 138 – 148 km for the 204 hp.
There follows a global radius of action a lower chouia, announced at 894 km (- 34 km). The recharging capacities do not move an iota, the charger and the battery remaining identical: 0 to 100 % in 2 h 30 at best on an adapted domestic socket (capable of delivering 11 kW), and 10 to 80 % in 25 min on a direct current terminal (the VW then cashes 50 kW). In corollary, do we benefit from performance in sharp rise? The maximum increased from 210 km/h to 215 km/h (no interest), and 0 to 100 km/h from 8.3 s to 7.6 s. This remains modest, but let’s not forget the consequent weight (1,948 kg, which earned him a 1,490 € (+ 90 €) of the Tayron 272 hp. But what would we do to take his family with dignity, including in the long highway climbs, like that of Beaune? Except that is there that the bast. No performances, but the carrying capacities: the Tayron 272 hp remains a pure 5-plates, depriving itself of the 6e et 7e Assizes, just like the 204 hp version.
Always a lot of space
And that is a shame, because the Volkswagen trunk is huge, varying from 705 l rear seats in place at 1,947 L folded folders, An easy operation to perform thanks to shooters and belts that do not lead the movement. Nearly 2 m loading, almost as much as in the Passat but with a total length 12 cm lower (4.79 m vs 4.91 m). At the rear, we take ease in the Tayron, thanks to a considerable space and a comfortable bench, separated into two parts sliding independently from each other. That said, they are not removable.
At the front, in this high -end version, we appreciate the sport seat with electric settings, adjustable in all directions, like the steering wheel. The driving position takes a little time to be found, however. We find the large central screen of the Passat, always as precise, responsive and … complex in its use. No bowl, he joined air conditioning orders. The combination of instruments convinces much more, by its richness and its clear graphics. The Tayron E-Hybrid starts in electric mode in 99 % of cases, and if we stay in this mode, we appreciate its soundproofing. The suspension? It reconciles high -level filtration and good control of cash movements, even if, lever effect requires, we will feel them more than in a passat. On the roads of the Breton coast, the Tayron 272 hp managed to travel 100 km by using only its lithium-ion battery. Good score, close to the manufacturer’s announcements, especially since I did not drive to the economy. But not on a highway either, because there is none in the area.
As for traffic conditions … Between countless works, cyclists and agricultural vehicles, they were not ideal. Once the batteries are discharged, the Tayron behaves like a classic hybrid, alternating between petrol and gentle electricity.
More powerful, but not sporty
If we raise the pace, we can place it in sport mode. In this case, the mechanics affects, the box gains in responsiveness (but loses its softness) the direction and the piloted damping strengthen, the latter becoming almost tape-cul if it is adjusted to the hardest via the central screen. But here we are disappointed. Not by performance, amply sufficient if not sporty, but by the chassis. The good responsiveness of the Passat’s front train is a distant memory here: The Tayron shows laziness to register in turn (Like a T-Cross, in reality), management does not communicate much and motor skills quickly lacks, both when the gases are discharged and acceleration from the stop. Regrettable. It is nevertheless balanced and perfectly safe, but we expect more from a badged model R. To tell the truth, it is better to leave it in auto mode, to appreciate its great comfort and its low noise level. In addition, when you normally drive (but far from 4-vows), consumption is 6 l/100 km.
