TIGUAN GETS EXTRA ZIP FOR ’18
Turbocharged four-cylinder adjusts to heavy or light loads for better power, fuel economy
More power, less fuel. It’s a mantra for all automakers these days but especially for Volkswagen, which needs a viable replacement for its torquey, fuel-sipping diesel that’s gone and unlikely to return.
The automaker is introducing a new 2.0-litre turbocharged engine that beefs up low-end power while cutting back on consumption. It’ll appear first in the all-new 2018 Tiguan, and then the Passat and Beetle. (The Golf will use a different engine that’s yet to be revealed.)
Called a B-Cycle engine for inventor Ralf Budack, it’s a variation of the 1.8-L currently used in the Passat. The physical size is unchanged, and the extra displacement comes from a longer piston stroke. What’s really different is its ability to adapt its combustion cycles to what the driver needs. The camshaft can slide back and forth, presenting different sized lobes to change the intake valve timing. Under light load, the valves stay open for a shorter period to improve fuel consumption, but when more power is needed, they stay open longer.
The outgoing Tiguan makes 200 horsepower, which drops to 184 with the new 2.0-L engine. But it’s torque that gives you off-the-line acceleration, and the new engine has more: 221 pound-feet that peaks at 1,600 rpm, up from the old engine’s 207 lb-ft at 1,700 rpm. An eight-speed automatic transmission replaces the current six-speed.
Volkswagen estimates an eight per cent improvement in fuel economy from updated fuel injection and reduced engine friction in the Tiguan, which is currently rated at 11.1 L/100 km for combined city and highway driving in all-wheel-drive configuration.
The engine is new to Volkswagen, but not to the automaker overall. Audi currently uses it in the A3, but it’s tuned in the Volkswagen version to run on regular-octane fuel, rather than the Audi’s premium-grade requirement.
This event was an extremely quick “pre-preview” glimpse of the Tiguan, and I didn’t get to drive it on the street. Instead, I piloted the new 2.0-L in a pre-production Passat, mostly on the highway, and then drove the current-gen 1.8-L. Both are smooth and quiet, but the new version is quicker to pick up the pace when asked. There’s virtually no turbo lag and it’s impossible to detect any change in the engine’s operation as it switches between the combustion cycles.
It’s basically a slightly peppier version of the engine currently in use, although we’ll have to wait for official testing to see how much better the fuel consumption is.
The prototype Tiguan models couldn’t go on the street, so I made a large loop of a tricky offroad course instead. The 4Motion all-wheel-drive system, which will be available in Canada alongside a front-wheel-only version, is upgraded this year with an Active Control dial that lets you switch between pavement, snow and offroad modes. It’s the third model to use it, after the new Atlas and Golf Alltrack. An electro-hydraulic coupling in the rear differential transfers power as needed, and the Tiguan runs in front-wheel drive in regular driving and brings the rear wheels into play as needed, including on acceleration.
Carmakers love to take auto writers on these types of courses, tackling the mud, sand and rocks that 99.9 per cent of everyday drivers will never see. It’s a given that vehicles demonstrated on these types of events will complete the course, but I was still surprised at the Tiguan’s ability to power through some very gloopy spots. The system’s normal front-wheel bias was never an issue, and it’s indicative that — with the right tires — the Tiguan should be able to handle really rough winter conditions.
As with most remakes, the new Tiguan is larger than its predecessor, with an additional 272 millimetres of length that’s used to create a roomier cabin with sliding second-row seats. Given that extra length, the designers stuffed in a so-cramped-it’s-pointless third-row seat for two additional passengers. The good news is that it’ll be an option on all trim levels. Too often, automakers make the third row mandatory on the toplevel trims, forcing buyers who want all the luxury features to take a space-gobbling, weight-adding seat they’ll never use.
The styling is similar to the outgoing model, but with sharper creases, more rear overhang, and a redesigned grille and headlights for a wider appearance. The interior changes considerably, with a large centre screen to handle the infotainment duties, a flat-bottomed steering wheel and horizontal air vents.
My ride had the optional “digital cockpit,” a programmable instrument cluster that, for the off-road driving, had been set up to display the angle of the front wheels. A rearview camera is standard, while the optional adaptive cruise control can handle stop-and-go traffic by starting up again when the car in front moves, and the lane-departure assist actively helps steer back into the lane.
I’ve always liked the Tiguan’s size and performance, and despite my very brief stint behind the wheel, this newest one looks like it’s going to continue that tradition. The new engine has potential, too, and it’ll be interesting to see just how good it is once the final fuel figures are released.