Volkswagen Tiguan VS Renault Kadjar
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
Renault Kadjar
Likes
- Cool styling inside and out
- Bose stereo
- Leather seats
Dislikes
- Jerky dual-clutch auto at low speeds
- Falling behind in advanced safety tech
- Pricey
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.
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| Safety rating | — |
|---|---|
| Engine Type | 1.4L |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Renault Kadjar
Don’t let people talk you into buying a tiny car just because you live in the city. That’s what I’ve learnt from being a car reviewer and living about eight kilometres from the CBD.
Yes, car spaces are small, or almost non existent, but the people that live there are as full-sized as people elsewhere and they often carry around just as much gear. What you need is a big, little car and the Renault Kadjar is that – a small SUV which is actually bigger than most.
The Kadjar is also French, and that’s appealing to us city folk because even though there are millions of us living in one square metre we like to think of ourselves as different, as individuals, cosmopolitan, metropolitan.
So the Kadjar looks perfect then, right?
Well, it’s good yes… in some ways, but after reading this you might prefer its Japanese cousin, the Nissan Qashqai. Let me explain...
| Safety rating | |
|---|---|
| Engine Type | 1.3L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.3L/100km |
| Seating | 5 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.
Renault Kadjar7/10
The Renault Kadjar Intens ticks a lot of the urban boxes. It’s small, which is good for navigating narrow city streets and parking in tight spaces, but it’s also spacious and practical. The Kadjar is fuel efficient for a four-cylinder petrol engine and it has that sophisticated French styling.
The Intens is expensive, though, and unless you absolutely have to have leather seats, a glass roof, and the Bose stereo I’d go for the mid-range Zen grade and save yourself $5K but still have all the same safety tech. That said the Intens has auto parking as standard which is a nice convenience for the city.
Safety could be better. The AEB system doesn’t have pedestrian and cyclist detection, rear cross traffic alert, or reverse emergency braking.
Finally, the dual-clutch automatic and 1.3-litre turbo-petrol engine while a fuel efficient combination, isn’t all that easy to live with and can make driving a less-than-smooth experience. The Nissan Qashqai’s combination of CVT auto and four-cylinder naturally aspirated engine is better suited to the urban jungle - something to think about there.
Now the scores, the Kadjar Intens gets the same mark for daily driving and its urban talents – it could be smoother to drive, but there’s still lots to like.
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.
Renault Kadjar
People talk about French design being good. Well if you want to see just how good take a look at the Nissan Qashqai, because the Kadjar is fundamentally the same SUV with Renault’s design spin applied.
Yep, as I mentioned about 15 seconds ago, Renault and Nissan are part of an alliance that allows them to share the same cars, but each brand has room to ‘make it their own’ with styling that delivers a very different look, inside and out.
Now, the Qashqai is not an ugly car, but I think the Kadjar is more stylish and premium looking in the same way the larger Renault Koleos SUV is gorgeous compared to the relatively straight-laced Nissan X-Trail it’s based on.
There’s no doubt the Kadjar is a Renault thanks to the giant diamond logo on the plunging grille. I like the way the front bumper rises up into the bonnet like it’s all one piece, but I’m not completely sold on the rear of the car which looks a bit like its shirt is tucked into the back of its pants, which makes no sense unless you look at the images.
Still, the tail-lights have a prestige feel and the Kadjar model name spelled out across the tailgate is a confident statement, also adopted recently by other brands such as Volkswagen (T-Cross) and Ford (Puma).
Telling the Intens apart from the other two grades is fairly easy, it has 19-inch wheels (the others have 17-inch rims), there’s the enormous glass roof, and it also has a chrome effect on the front and rear bumpers, side skirts, and around the fog lights. It’s a more premium look.
That higher-end feel goes into the cabin as well with the Intens’ black leather upholstery and colourful ambient lighting. The touchscreen is tiny, though, and there isn’t a great deal inside that you don’t get in the entry-grade Kadjar’s cabin, which is also almost as stylish.
The Kadjar is classified as a small SUV, which means nothing really when it comes to wondering if it’s going to fit in your garage or in the tiny parking spaces we’re faced with in the city.
So, I’ve mapped it out for you. The Kadjar’s dimensions are, 4449mm long, 2058 mm across (including the wing mirrors), and 1612mm tall.
Another interesting thing – each B-pillar is adorned with a little French flag. I’m not sure if they're a sign of Gallic national pride or to remind everybody that meets the Kadjar that Renaults are French.
Either way, you don’t see this type of thing on other cars and for many buyers the appeal of a Renault is having a car that’s not like everybody else’s.
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.
Renault Kadjar
The Kadjar is a big-small SUV, in that it’s longer than many in the same segment at 4.4m with a wheelbase of more than 2.6m, which means more space inside for people and their stuff.
That said, don’t expect limousine legroom, but at 191cm (6'3") tall, I can sit behind my driving position with my knees only just touching the front seat back, which is pretty darn good for a small SUV.
Making life a bit more comfortable back there, too, are directional air vents, two USB charging ports and a 12V power outlet. There are another two USB ports and a 12V up front, too.
Cabin storage is okay. The door pockets in the back are big enough for a 500ml bottle, while there are larger ones in the front, along with two cupholders and another circular hole, which looks like it’s for coins, if anybody still uses those?
The centre console bin is pretty decent in size and so too is the boot which has a cargo capacity of 408 litres with all seats up and 1478 litres with the second row folded flat.
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.
Renault Kadjar
The Intens is the highest grade of Kadjar you can buy and has a list price of $37,990. As a point of reference, the entry-grade Kadjar with an automatic transmission is $29,990. So, what are you getting for an extra $8K?
Well, the entry-level Kadjar comes with a 7.0-inch touchscreen with Apple CarPlay and Android Auto, cloth seats, dual-zone climate control, privacy glass and 17-inch alloy wheels. The Intens gets 19-inch alloys, leather seats (heated up front), a seven-speaker Bose sound system, leather steering wheel, panoramic sunroof, as well as LED headlights and fog lights.
The Intens also comes standard with auto parking, and even the most determined DIY parkers will appreciate that in the city.
The Intens also has more advanced safety equipment than the entry-grade, although the same tech also comes on the mid-spec Zen for $32,990.
You may already know this, but the Kadjar and the Nissan Qashqai are essentially the same car. Renault and Nissan have an alliance which lets them share technology and as well as entire models.
So, you might want to compare the Kadjar Intens to a Qashqai Ti which lists for $38,790. Other models to check are the Mitsubishi ASX and Toyota C-HR.
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.
Renault Kadjar
While the Renault Kadjar and Nissan Qashqai are essentially the same car, they don’t share the same powertrain. The Kadjar has a smaller but more powerful engine – a 1.3-litre turbo-petrol four-cylinder making 117kW/260Nm.
Shifting gears is a seven-speed dual-clutch auto. There’s no manual available, and all Kadjars are front-wheel drive.
Frankly, the Qashqai four cylinder with less grunt and CVT are a smoother combination. The dual-clutch auto and turbo lag means power delivery and acceleration are delayed, while low-speed gear shifts can be jerky.
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.
Renault Kadjar
Renault says after a combination of open and urban roads the Kadjar will have used 6.3L/100km. In my own testing I measured 6.5L/100km at the fuel pump. That’s outstanding.
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.
Renault Kadjar
Renault’s Kadjar may be a better-looking version of Nissan’s Qashqai, but it doesn’t drive as well. This comes down to the engine and transmission Renault has gone with.
There’s turbo lag with that small four-cylinder and this delay is made more pronounced by a dual-clutch transmission that causes the vehicle to lurch during shifts.
This type of shemozzle is not uncommon, the Ford Puma and Nissan Juke behave in the same way with their similar powertrains.
There’s nothing wrong with them, it’s just that for a car that’s probably going to spend its life mainly in the city, the Kadjar won’t provide the smoothest driving experience.
The Qashqai has a CVT automatic and while these transmission aren’t as sporty feeling as a dual-clutch, they’re smooth and good for easy city driving.
The Kadjar does have a comfortable ride and good handling, so if you’re able to get used to the antics of the engine and transmission there’s more to like than not about the way this Renault drives.
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.
Renault Kadjar
The Kadjar hasn’t been given an ANCAP safety rating, but it did score the maximum five stars when tested by its European equivalent Euro NCAP in 2015.
But beware, the Kadjar isn’t equipped with much in the way of advanced safety equipment. Yes, there is AEB on all grades, while the mid-spec Zen and top-of-the-range Intens come with blind spot monitoring and lane departure warning. But that’s about it. No lane keeping assist, or rear cross traffic alert, or adaptive cruise.
There are front and rear parking sensors, which are almost vital in the city, and a reversing camera.
It’s for this reason the score here is so low – charging $38K and not having anywhere near the level of safety tech on a new car that costs much less is disappointing.
For child seats there are three top tether anchor points across the second row and two ISOFIX points.
Under the boot floor is a space saver spare wheel.
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.
Renault Kadjar
The Kadjar is covered by Renault’s five-year/unlimited kilometre warranty.
Service intervals are every 12 months or 30,000km and capped at $399 for the first three services, followed by $789 for the fourth then back to $399.
There’s also up to five years roadside assistance, if you service your Kadjar with Renault.