Volkswagen Tiguan VS LDV D90
Volkswagen Tiguan
Likes
- Fun to drive
- Big design and tech upgrade
- Practical, spacious interior
Dislikes
- No new hybrid powertrains (yet)
- Base price will go up
- Touch-based climate
LDV D90
Likes
- Makes more sense as a diesel
- People-mover practicality
- Affordable
Dislikes
- Terrible software
- Cheap interior
- A bit unwieldy to drive
Summary
Volkswagen Tiguan
Without a doubt, this is Volkswagen’s most important new vehicle.
Roughly eight million Tiguan mid-size SUVs have been sold since the nameplate came into existence in 2007, and the one we’re looking at for this review is the first new-from-the-ground-up version in eight years.
While it might look familiar from the outside, don’t be fooled. This third generation car is significantly different inside and underneath with upgrades the brand will need for it to stay relevant against an increasing array of hybrid traditional rivals and newcomers from China.
Does the 2025 Tiguan have what it takes to be your next family hauler? Stick with us as we find out.
Read more about
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| Safety rating | — |
|---|---|
| Engine Type | 1.4L |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
LDV D90
It’s pretty hard to miss the LDV D90.
Mainly because it is gigantic; it's one of the biggest SUVs you can buy. In fact, I’d say what’s drawn you to this review is maybe you’ve seen one of these behemoths trucking past, and you’re wondering what the LDV badge is all about and how this relatively unknown SUV stands up against popular rivals and other notable newcomers.
To get one confusing thing out of the way, LDV once stood for Leyland DAF Vans, a now-defunct British company which has been brought back to life by none other than China’s SAIC Motor – yes, the same one which also resurrected MG.
So, is this MG big brother worth looking into? We took the recently released diesel version of the D90 on test for a week to seek some answers…
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 9.1L/100km |
| Seating | 7 seats |
Verdict
Volkswagen Tiguan7.9/10
It's a hard to deliver a definitive verdict yet, because we’re still some way out from the Tiguan’s local arrival.
Expect a pricier mid-size SUV, but one which leans into its best traits as a semi-premium option, with a stellar cabin and a significant tech upgrade. What sets it apart in such a crowded segment is its ability to appeal to the keen driver, although it’s a shame Australia will miss out on some of the more ambitious and modern powertrain options available overseas, at least initially.
For now though, consider us impressed.
Tune back in in the second quarter of 2025 for all the details on the Tiguan’s local launch and pricing.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
LDV D907.1/10
Looking for a cheap, powerful diesel SUV with huge cabin space and a humane third row for adults? The D90 is a really sound offering, especially considering the price of entry for this top-spec diesel which should resonate with Aussies a bit better than the petrol version.
It has plenty of issues that could be ironed out, but they’re all so small and not sale-breaking it’s almost annoying how much better the D90 could be with just a little work. Rivals should be looking over their shoulder for what comes next.
Design
Volkswagen Tiguan
There’s a lot of familiarity with this new Tiguan. It doesn’t stray far from the sturdy, boxy, but pragmatic shape of the current car, at least at a distance.
Up closer, though, it’s clear there are some significant changes this time around. The previous car’s hard and angular character lines have been replaced by curvy finishes over the top of the wheel arches, paired with heavier contours down the doors and across the nose.
The face has dumped the previous chrome highlights, moving the grille lower and replacing the horizontal strips which used to sit behind the VW badge with a solid plastic bar (incorporating an LED light) running across the top.
The grille has been moved lower, and chrome has largely been replaced with gloss black and matt silver finishes. While the outgoing car was attractive in a relatively conservative way this new Tiguan makes more of a statement.
Round the back, expect a similar contemporary translucent plastic light-bar treatment to marry the rear two light fittings, with the VW badge taking pride of place alongside the TIGUAN typeface, as is the current trend.
Design elements carried over in the rear three-quarter include the shape of the rear side windows, the tough extruded bumper and the little roof-mounted spoiler. Trendy aerodynamically-styled wheel choices round out its modern appeal.
Perhaps the strangest thing about this design is how it somehow manages to make the Tiguan look smaller where most next-gen designs make new cars look much larger than their predecessors. There’s something subtle about it.
Inside is a radical departure from the now significantly dated outgoing vehicle. The somewhat drab greyscale dash, which was also strangely upright, has been replaced by something much more intriguing.
A huge piano black panel defines the character line of the dash, housing the air vents, dashboard, and new ambient lighting, sitting behind the enormous pride-of-place 15-inch media screen.
VW clearly heard the audience and for this car has put a major focus on tech. The new software to match looks much better, the screen is sharp and fast, and as usual the brand’s digital dash is easily one of the best on the market.
Swapping out old switchgear has also allowed for a more contemporary, pared-back centre console with the nicely-designed steering wheel carrying across. EV-like controls from the ID series take their place on the steering column.
This is not a car you can judge from several metres away. This is a car that's been well and truly launched into the 2020s.
LDV D906/10
Some colleagues I’ve spoken to like the way the D90 looks. To me, it looks like someone gene-spliced a Hyundai Tucson with a SsangYong Rexton in a lab, then grew it in a stew of peptides and this was the result.
What can’t really be communicated in images is how truly massive the D90 is. At over five metres long, two metres wide and almost two metres tall, the D90 is certifiably huge. Given that’s the case then, it’s admittedly almost admirable that only the side profile makes this thing look a little goofy.
I think LDV has done a pretty good job on the front, and the rear is simple but well resolved for a vehicle that rides on a ladder chassis (just take a look at the Pajero Sport for how ladder-chassis rear designs can get… controversial…).
The wheels, garnishes, and LED headlights are all tastefully applied. It’s not ugly… just confronting… size-wise.
Inside shares some familiar characteristics with sister-brand MG. Look from a distance and it’s all quite nice, get in too close and you’ll see where the corners have been cut.
The first thing I don’t like about the interior is the materials. Apart from the wheel they are all pretty cheap and nasty. It’s a sea of hollow plastics and mixed trims. The faux-wood pattern, which is clearly just a print on a plastic resin is particularly gnarly. Reminds me of some Japanese cars from 20 years ago. It might work for the Chinese audience, but that’s not where the market is in Australia.
On the other hand, you could say “well, what do you expect at this price?” and that is true. Everything is here and works, just don’t expect the D90 to be playing alongside the established players when it comes to fit, finish, or material quality.
The huge screen works to finish the dash, but that darned software is so ugly you’ll wish it didn’t. At least all the major touch-points are ergonomically accessible.
Practicality
Volkswagen Tiguan
The previous Tiguan was always notable for how spacious its cabin was, and for the most part that pragmatic approach continues.
The re-designed seats proved comfortable over the significant amount of time we spend behind the wheel traversing central Germany, and while it feels a little smaller inside due to the much busier design of the dash, there’s plenty of room for even tall adults given the cabin's height and width.
As usual with Tiguan, it’s easy to find a comfortable and sporty seating position, and the touchpoints are all excellent with much less hard plastic in the doors and centre console.
Each door offers an enormous pocket and bottle holder, and the new car gets a two-tiered shelf design in the centre console, housing a wireless charger below.
A single multi-function dial can control either audio volume or drive mode with a quick press, and without additional switchgear. There is a versatile set of bottle holders and a centre console armrest box behind.
The huge screen is oriented towards the driver. In the pictures it looks like too much, but it’s somehow low enough and the software largely has clever shortcuts to minimise distraction.
The most unfortunate feature of the screen, though, is the requirement to control the climate via touch sliders or a screen-based menu.
If only the brand had committed to giving us two more dials to control the climate zones or fan speed as appear in its Skoda relations. Still, it’s a significant step-up from the outgoing car.
The back seat offers heaps of room for myself, at 182cm tall, behind my own driving position. The generous seat claddings continue (as usual for a VW), with adjustable air vents, a rear climate zone and USB-C ports offered on the back of the console for rear passengers.
Lovely soft trims continue in the doors, and there are a set of three pockets on the back of each front seat, good for phones, tablets, or whatever you can think of.
Boot space measures in at an enormous 652 litres, proving VW found a significant amount of space somewhere in this new design.
Need more? The second row is on rails, so if you’re not using it, or you’re using it for kids who don’t need the legroom, you can boost the load space even further.
LDV D909/10
The D90 is as massive on the inside as it is on the outside. I’m talking better space than a minivan, and nothing says that more than the humane third row. At 182cm tall, I not only fit in the rearmost two seats, but I can do so in as much comfort as any other row. It’s staggering. There’s actual airspace for my knees and head back there.
The second row is massive and on rails too, so you can extend the amount of room available to third-rowers – and there’s so much room in the second row, you’ll have space even with the seats moved forward.
My only criticism here is that the giant rear door is far enough forward to make clambering into the third row a little tricky. Once you’re there though there are really no complaints.
The boot is even usable with the third row deployed, with a claimed 343L of space. That should be hatchback-sized, but the measurement is a little deceptive as the space is tall but shallow, meaning it will only allow you to place smaller bags (a few, if you can stack them) with the remaining space.
The boot is otherwise cavernous with a wild 1350L available with the third row stowed flat, or 2382L with the second row stowed. In this configuration, with the front passenger seat slid forward to its furthest position, I was even able to get a 2.4-metre-long benchtop in the back. Truly impressive.
Without buying an actual commercial van then, this could be the cheapest way into such room, especially in a 4x4 bi-turbo diesel SUV. No arguing with that.
Second-row occupants get their own climate control module, USB ports and even a full-sized household power outlet, with more legroom than you could possibly need. My only complaint was that the seat trim seemed a little flat and cheap.
Front occupants get large cupholders in the centre console, a deep armrest box (with no connectivity in it, just a randomly placed DPF cycle switch), pockets in the doors, and an awkward binnacle under the climate controls that houses the single available USB port. My phone didn’t fit in there.
No complaints about leg and headroom in the front either, though, with plenty of adjustability to boot. The driver’s seat offers a commanding view of the road, although it can be a little unsettling to be so far off the ground in corners… more on that in the driving section.
Price and features
Volkswagen Tiguan
Australian deliveries of the new-generation Tiguan were still a while away at the time of writing, so we don’t have precise pricing and specifications to share just yet. However, the brand’s Australian division tells us to expect a similar grade walk to the outgoing car.
This will likely mean three key variants tied to three drivetrain options. We know for now the incoming base version will retain the same 110TSI engine, but will take a significant hike in standard equipment, while the next two variants up will use upgraded engines, a mid-spec 150TSI and a top-spec 195TSI.
The bad news is Volkswagen says it will be fair to expect a price-hike on base versions, what we understand is “closer to the $50K mark”, while the outgoing car starts from $43,990, before on-road costs.
The good news is the standard equipment is “more in-line with what the VW customer expects” according to the brand, with the main problem not being price, but apparently buyers wanting things like standard leather seats and upgraded cabin tech with the more basic engine.
Next up, the 150TSI 2.0-litre all-wheel drive will replace the outgoing 132TSI, and at the top of the range, the most important R-Line grade (which VW sells the highest proportion of) will also get a significant boost, not only with the 195TSI engine (up from the current 162TSI), but also new equipment.
Across its grades, the new Tiguan will have access to new-generation matrix LED headlights, large alloy wheel choices, and a 15-inch multimedia screen with wireless Apple CarPlay and Android Auto.
There is also a completely overhauled software suite, with a new version of the VW's renowned digital dash cluster, and you can expect impressive spec highlights from the current vehicle, like tri-zone climate control, to continue over.
And this third-generation car also scores completely re-designed seats, revised ambient lighting, a new head-up display and extended soft-touch materials throughout the cabin to solidify its semi-premium market positioning.
Stay tuned closer to the new Tiguan’s arrival in Australia in the second quarter of 2025 for full local pricing and specs. That said, the cars we drove for this review were largely representative of what we might see land on our shores.
LDV D908/10
On paper, the seven-seat D90 is immediately quite appealing. At $47,990, it is literally a lot of car for the money. This latest iteration, the bi-turbo diesel, is only available in Executive trim at this price, but you can pinch pennies further by choosing one of the lesser petrol turbo variants.
Regardless, and much like its MG sister brand, LDV is good at making sure that essential spec boxes are ticked.
This includes screens galore as is popular in the Chinese market, including a massive 12-inch multimedia screen and 8.0-inch digital dash.
A screen is only as good as the software that runs on it though, and let me tell you, the D90’s software is not good. A quick flick through the weirdly small menu reveals barebones functionality, terrible resolution and response time, as well as possibly the worst execution of Apple CarPlay I’ve ever seen.
I mean, it doesn’t even use all of that screen real estate! Not only that, but in a recent overhaul to CarPlay, Apple released software to utilise wider displays – so the car’s own software must simply be incapable of supporting it. Inputs also proved laggy, and I had to repeat myself on multiple occasions to get any use out of Siri. Unlike every other car I’ve used, the software in the D90 wouldn’t return to the radio after you hang up or stop talking to Siri. Frustrating.
I’d rather have a far smaller display that actually worked well. The semi-digital dash was functional, although barely did anything that a small dot-matrix display isn’t capable of and had one screen which for my entire week said ‘loading’. I’m still not sure what it was meant to do…
At least it supports Apple CarPlay at all, which is more than could have been said for segment hero, the Toyota LandCruiser.
The D90 does tick some necessary items that are quite good. LED headlights are standard, as are leather seats with eight-way power adjust for the driver, a heated multi-function steering wheel, 19-inch alloy wheels (which still somehow look small on this huge thing), three-zone climate control, eight-speaker audio system, electric tailgate, keyless entry with push-start ignition, a reversing camera, front and rear parking sensors, tyre-pressure monitoring, as well as a fairly substantial safety suite which we’ll explore later in this review.
Great on paper then, the bi-turbo diesel engine is a boon, as is the fact that the D90 rides on a ladder chassis with an electronically-controlled low-range terrain mode for the transmission, too.
You’d expect to pay more – even from Korean and Japanese rivals for this much specification. No matter which way you cut it, the D90 is good value.
Under the bonnet
Volkswagen Tiguan
In some ways, I don’t envy our European friends, who can choose from a whopping eight different drivetrain permutations in the new Tiguan range.
However, again there’s good and bad news for the Australian market.
The bad news is we won’t see the new and more efficient 1.5-litre mild-hybrid engine option which is the base version (and one of the cars we drove) in Germany.
We also won’t see the surprisingly finely-tuned diesel versions, and we also won’t see the great new plug-in hybrid version, at least not at launch.
With this out of the way, what we can expect is a familiar line-up. The 1.4-litre turbocharged four-cylinder engine (110TSI) will carry over from the outgoing vehicle, producing 110kW/250Nm, a new mid-spec engine, producing 150kW/320Nm, and a new top-spec engine (dropped out of the Golf GTI, no less) producing 195kW/400Nm.
As usual, expect all three options to be mated to a seven-speed dual-clutch automatic transmission.
It's a shame the local division isn’t ambitious enough to launch with the next-gen plug-in hybrid version, which pairs the new 1.5-litre four-cylinder engine with a big 25kWh battery for an estimated 100km electric driving range.
It also brings with it robust charging specs, like an 11kW AC inverter (for a slow charge time of two hours on a compatible charger) and even the ability to charge on DC at 50kW (for a fast-charge time in half an hour).
Our experience in a German-market example proves one of the other benefits of this powertrain, which is a fuel-efficient hybrid mode even when the battery is drained.
Perhaps it’s a story of petitioning your dealer for one if you want it. No doubt the brand will be listening to on-the-ground feedback post-launch.
LDV D907/10
The D90 was initially offered in Australia with a 2.0-litre turbo petrol four-cylinder, but this 2.0-litre bi-turbo diesel makes much more sense, both for towing and long-distance touring.
It’s a four-cylinder offering a healthy 160kW/480Nm. You’ll note that’s pretty close to Ford’s similar 2.0-litre bi-turbo diesel, which is currently offered in the Everest…
The diesel also gets its own transmission, an eight-speed torque converter automatic with computer-controlled ‘Terrain Selection 4WD’.
This gives the D90 diesel a max towing capacity of 3100kg braked (or 750kg unbraked) with a max payload of 730kg.
Efficiency
Volkswagen Tiguan
Given the engines will be familiar don't expect any radical changes when it comes to fuel consumption.
We don’t have official WLTP-certified figures yet because the 1.4-litre 110TSI and 2.0-litre 150TSI engines aren’t even in production in the new body yet, but it's fair to assume they won't stray far from the 7.7L/100km of the current 110TSI, up to 8.5L/100km for the current 162TSI R-Line.
For those wondering, the difference between the carryover 110 and the new one in Europe, it’s about 0.9L/100km according to overseas figures (with the new 1.5-litre MHEV engine consuming 6.8L/100km).
Even better news is the power boosted 195kW engine has the same fuel consumption as the outgoing 162TSI.
Meanwhile, the 1.5-litre eHybrid (PHEV) version we’ll miss out on has claimed fuel consumption of just 0.5L/100km.
As usual, these turbocharged Volkswagen engines will require a minimum of 95RON premium unleaded fuel.
LDV D906/10
The D90 diesel is said to consume 9.1L/100km of diesel on the combined cycle, but ours didn’t score near that with a figure of 12.9L/100km after a week of what I’d consider “combined” testing.
The D90 a big unit, so that number doesn’t seem outrageous, it’s just nowhere near the claim… All D90s have 75-litre fuel tanks.
Driving
Volkswagen Tiguan
The Tiguan has always been a stand-out drive in the segment (which VW says underpins the high-spec R-Line version's popularity in Australia) and the improvements for this new-generation car lean even further into its on-road prowess.
Significant revisions as part of the new Tiguan’s upgraded MQB Evo platform include improved chassis rigidity and all-new suspension, which has an immediate and obvious effect as soon as you hop behind the wheel.
We were able to sample a 1.5-litre MHEV (an engine we won’t get, but in a trim level indicative of 'our' base car) as well as a 2.0-litre 150TDI diesel all-wheel drive (as a stand-in for the not-yet-in production 195TSI model) and both stand well above the segment in terms of handling and straight-up fun (at least for a mid-size SUV).
Don’t expect the kind of doughy ride and compliant steering of rivals, instead prepare yourself for what feels like a scaled-up Golf.
The third-generation Tiguan is defined by accurate, engaging steering, punchy and reactive engines, a sandpapered-smooth response from the dual-clutch transmissions, even at low speed, and (particularly for the front-wheel drive) an SUV which feels light on its feet.
This all makes for a mid-size SUV which, if anything, encourages you to push harder on a bit of curvy tarmac. Sure it doesn’t have the nearly EV-like smoothness of its hybrid rivals, but this is supplanted by serious fun to be had, which is extremely rare for this segment.
In our experience, the new ride is springy and reactive, although it was hard to gauge how the new Tiguan might feel in Australia due the high quality of German roads which don’t have the imperfections which riddle the surface of Australian tarmac.
It does feel a bit more locked down, but the previous Tiguan had an outstanding ride considering its more sporty intent, so I wouldn’t be surprised to see this continue.
Both turbo engine options roar to life when pushed with a pleasing tone, and as usual the dual-clutch autos are lightning fast at shifting and provide a lot more feedback and engagement compared to the usual dull CVT popular on rival mid-sizers.
The one thing which takes away from the experience is the need to interact with the climate controls via touch interface, a bit annoying and potentially distracting on the go.
On the flip side, the active safety equipment (particularly lane keep assist) is thankfully not anywhere near as overbearing as it is in some of this car’s rivals, solidifying the Tiguan’s position as a robust option for a keen driver.
LDV D906/10
The D90 is easier to drive than it looks… to a degree…
It lacks some polish of its more established rivals, which results in a drive experience that isn’t bad, but occasionally frustrating.
The ride somehow manages to be soft and harsh at the same time. It undulates over larger bumps, while transmitting the worst parts of smaller, sharper ones to the cabin. It speaks to a lack of calibration between the suspension and dampers.
That having been said, the D90 masks its ladder chassis underpinnings well, with little of that typical body-on-frame jiggle that some rivals still struggle with.
The drivetrain is good, but a little unruly. As you’d imagine from the figures, there’s more than enough power on tap, but the transmission tends to have a mind of its own.
It will occasionally lurch between gears, pick the wrong gear, and off-the-line will sometimes be delayed before shunting the D90’s bulk forward with a sudden mountain of torque. It doesn’t sound particularly good either, with the diesel surging through the rev range with industrial crudeness.
By the time the D90 has reached cruising speed though, there’s really not much to complain about, with the D90 milling along with plenty of power in reserve for overtaking. The view of the road is commanding, but you really feel the D90’s high centre of gravity in the corners and under heavy braking. The physics of such a large object are undeniable.
I have to say, LDV has done a fantastic job of the D90’s steering, with a quick, light feel that betrays the SUV’s size. It manages to stray on the right side of lightness though, not being so disconnected that you lose a feeling of where the wheels are pointing. No mean feat in something this shape.
Overall then, the D90 isn’t bad to drive and has some genuinely great characteristics, it just also has a litany of small issues that get in the way of it being truly competitive with segment leaders.
Safety
Volkswagen Tiguan
The new-generation Tiguan was recently awarded a maximum five-star Euro NCAP safety rating and has significantly increased its array of equipment.
Even the base Tiguan in Europe gets auto emergency braking with vulnerable user protection, lane keep assist, and blind spot monitoring with rear cross traffic alert.
There is also now front cross-traffic alert, a more thorough driver attention monitoring system, traffic sign recognition, and a safe exit warning system, alongside the usual array of stability, traction, and brake aids.
Airbag coverage has also been expanded to include a centre airbag up front, and full side airbags to join the usual curtain set.
Tune back in when the Tiguan launches in Australia to see if its maximum European rating carries across to ANCAP.
LDV D908/10
The LDV D90 carries a maximum five-star ANCAP safety rating as of 2017, and has a fairly comprehensive active safety suite.
Included on the diesel is auto emergency braking (AEB) with front collision warning, lane-departure warning, blind-spot monitoring, driver-attention alert, traffic-sign recognition, and adaptive cruise control.
Not bad for the price, and nice that there’s nothing optional. Expected items include electronic traction, stability, and brake controls, as well as six airbags.
The curtain airbags do extend to the third row, and there’s the bonus of a reversing camera and a tyre-pressure-monitoring system.
There is a full-size steel spare under the boot floor, and the D90 also gets dual ISOFIX and three top-tether child-seat mounting points.
Ownership
Volkswagen Tiguan
As of right now, Volkswagen offers a five year, unlimited kilometre warranty with a year of roadside assist, and it would be a shock not to see the usual three- or five-year pre-paid service packages when it launches in Australia.
On the current car, these amount to about $580 annually (for a 2.0-litre 162TSI R-Line) which is on the premium end for the mainstream SUV segment.
Expect the same service interval as the current car, too, set at 12 months or 15,000km. Check back at local launch time for full details.
LDV D907/10
LDV covers the D90 with a five-year/130,000km warranty, which is not bad… but falls behind sister brand MG, which offers seven years/unlimited kilometres. At the very least it would be nice to have the unlimited kilometre promise.
Roadside assist is included for the duration of that warranty, but there’s no capped price servicing offered through LDV. The brand gave us indicative pricing of $513.74, $667.15, and $652.64 for the first three annual services. An initial six-monthly 5000km checkup is free.
All D90s need to be serviced once every 12 months or 15,000km, whichever occurs first.