Volkswagen Shores Up Family SUV Range with New Tayron as Group Hits Major Electric Milestone

For a brand usually so astute at covering every commercial base, Volkswagen has, until now, left a rather glaring gap in its showroom line-up. While family SUVs remain the bread and butter of European motoring, Wolfsburg had effectively left the territory between the popular five-seat Tiguan and the premium, full-sized Touareg unplundered. The previous attempt to plug this hole—the Tiguan Allspace of 2018—was merely a stretched version of a smaller car, a stopgap measure that never quite felt like a distinct proposition.

With the arrival of the Tayron, Volkswagen has finally committed to a proper, stand-alone seven-seater intended to rival established competitors like the Hyundai Santa Fe, Kia Sorento, Skoda Kodiaq, and Peugeot 5008. While those familiar with the Chinese market may recognise the Tayron name from a crossover produced with FAW since 2018, this new iteration has gone global. Crucially, production has shifted to Wolfsburg—a facility that has churned out nearly 50 million cars since 1938—signalling the immense commercial weight VW is placing on this model.

Bridging the Gap

The Tayron becomes the largest Volkswagen model to utilise the MQB Evo platform, shared with the Tiguan. Although visually the two siblings are remarkably similar, Volkswagen insists the Tayron shares no bodywork with the smaller SUV. Measuring nearly 4.8 metres in length, it commands significantly more kerbside real estate, making it longer than a Peugeot 5008 or Skoda Kodiaq, though still slightly shyer of the Hyundai Santa Fe’s footprint.

Under the bonnet, the Tayron boasts one of the most versatile powertrain line-ups in the current VW catalogue. The UK market will see an entry-level 1.5-litre mild-hybrid petrol (eTSI) producing 148bhp, alongside two 2.0-litre diesels and two 2.0-litre petrol units. The more powerful 2.0-litre variants come equipped with 4Motion all-wheel drive as standard.

Perhaps the most compelling option for company car drivers, however, is the plug-in hybrid (PHEV). Available with either 201bhp or 268bhp, the eHybrid models offer a claimed electric-only range of over 70 miles—a figure that places it near the top of its class. There is, however, a compromise to be made: opting for the batteries means sacrificing the third row of seats, reducing the Tayron to a five-seater.

Practicality Over Passion

On the road, the Tayron is predictable rather than pulse-raising. It is spacious and easy to pilot, but early impressions suggest it is somewhat unexciting to drive, lacking the engagement one might find in some rivals. Furthermore, while the interior space is generous, the third row remains tight, suitable primarily for children rather than adults on long journeys. Nevertheless, by offering petrol, diesel, mild-hybrid, and plug-in options, VW has ensured there is a Tayron for almost every use case.

A Five-Million Milestone

While the launch of the Tayron reinforces Volkswagen’s dominance in the combustion and hybrid SUV sector, the Group is simultaneously accelerating its electrification strategy. In a significant achievement for its manufacturing network, the Volkswagen Group has now produced five million electric drive systems globally.

This milestone highlights the scale of the company’s component manufacturing network, with the Kassel plant in Germany doing much of the heavy lifting. Volkswagen Group Components has positioned Kassel as a key hub, with production there set to increase by around 24 per cent in 2025, targeting an output of over 850,000 units.

Currently, the crown jewel of this production line is the APP550 rear-wheel drive unit. Used extensively across the VW ID. family, as well as in the Skoda Enyaq and Cupra Tavascan, this unit has already seen one million examples built at Kassel alone. According to the manufacturer, the APP550 sets new standards for efficiency and acoustics in the volume segment. Compared to its predecessor, it reduces energy consumption by roughly 20 per cent while significantly increasing torque and power—up to 560 Nm and 240 kW respectively—without changing physical dimensions.

Vertical Integration and Future Tech

Volkswagen is also moving to bring more technology in-house. The Group has developed its own pulse inverter—the “brain” of the electric drivetrain. By designing this component internally rather than relying on external suppliers, VW claims it can reduce costs, speed up product development, and secure greater independence for future models.

Looking ahead to the “Electric Urban Car Family,” which will include the likes of the VW ID.2 (referred to as the electric Polo successor), Skoda Epiq, and Cupra Raval, the Group is deploying the new APP290 motor. This unit utilises silicon carbide semiconductor technology to boost efficiency, ensuring that even the entry-level electric models benefit from improved range and performance.

Thomas Schmall, the Group Board Member for Technology, believes these simultaneous developments prove the brand’s versatility. He notes that hitting the five-million mark for electric drives demonstrates that Volkswagen is leading in both the internal combustion and battery-electric segments. By mastering the electric powertrain in-house—from the motor to the pulse inverter—the company aims to secure technological sovereignty while continuing to serve traditional markets with vehicles like the new Tayron.