In the modern era, cars keep getting bigger and bigger between generations. Or at least, they're certainly not getting smaller. That's especially true in America, where bigger is always better and the vehicles in the current crop of "compact" crossovers are now nearly as large as full-size SUVs from a decade ago. Don’t ask about curb weights, either, as more powerful drivetrains, including widespread adoption of hybrid-electric components, add significant mass, as highlighted by the new BMW M5 "sport sedan."
Within that fray, however, the new Volkswagen Tiguan stands apart. VW purposefully refined the third-gen Tiguan to cater better to American consumer needs, which meant dropping the third row to create more interior volume for the front and rear seats. The wheelbase still measures the same length at 109.9 inches (2,791 mm), but shorter overhangs mean the overall length actually shrinks by nearly two inches. Yet more efficient packaging on the inside also results in a marginal passenger volume increase of about two percent.
To help keep pricing attractive at below $30,000 to start, VW also decided to skip out on a hybrid variant, but the new EA888evo5 2.0 L turbocharged-four nonetheless delivers more power and improved fuel economy. And all of the above actually contributes to the Tiguan losing weight while evolving from the second to third generation, shaving about 160 lbs (72.5 kg), depending on trim.
I remain perpetually wrong-footed by the Volkswagen Golf R, the more powerful all-wheel drive upgrade to the venerable VW Golf GTI. I always expect I'm in for a driving experience that is as measured and calm as it is fast. I don't know why I continually underestimate the R—Ars has driven a few of them now, and you'd think I'd remember that maybe the R should stand for "raucous."
VW has been making hot Golfs for as long as I've been on the planet—next year will be the GTI's 50th anniversary. The super-GTI is a little newer. In 1986, the GTI was joined by a more powerful version with a 16-valve engine—here in the US, they also got a capacity bump from 1.8 to 2 L. Later, the much rarer Rallye Golf emerged as a homologation special. Five thousand all-wheel drive, supercharged Golfs were built to make the car eligible for Group A rallying, and then VW Motorsport built a small number of G60 Limiteds—essentially the Rallye with some added luxury like leather, ABS, and power steering.
The Mk2's straight lines gave way to the Mk3's curves, and by then, VW had developed its VR6 engine. Most engines with two banks of cylinders have a V angle of 60 or perhaps 90 degrees; with a V angle of just 15 degrees, the VR6 engine was able to fit in the tight confines of the Golf's engine bay. For the Mk4 and Mk5, this morphed into the Golf R32, where the VR6's power and torque were better harnessed by all-wheel drive.
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