Powerful efficiency – the drive portfolio in detail

Front-wheel or all-wheel drive. In Europe, Volkswagen will offer the new Tayron with two plug-in hybrid drives (eHybrid), a mild hybrid drive (eTSI), two turbocharged petrol engines (TSI) and two turbocharged diesel engines (TDI). The power spectrum ranges from 110 kW (150 PS) to 200 kW (272 PS). The two purely turbocharged petrol engines and the most powerful turbocharged diesel engine are paired with 4MOTION all-wheel drive; all other versions have front-wheel drive. Automatic direct-shift gearboxes (DSG) generally take charge of the gear changes. An overview of all drive variants available for the new Tayron at the start of pre-sales:

Tayron eHybrid – electric car and long-distance SUV in one

The perfect modern vehicle – eHybrid with 150 kW and 200 kW. In 2024, Volkswagen made extensive changes to the plug-in hybrid drive for its MQB models. This new generation is also used in the Tayron. Compared with previous systems, the new plug-in hybrid drives offer significantly longer electric ranges and maximised efficiency, which is even noticeable when using the engine. The Tayron eHybrid will be available in two output levels: 150 kW (204 PS) and 200 kW (272 PS). The 200 kW plug-in hybrid drive is also the most powerful drive in the Tayron. Thanks to the efficiency of the drive system and the battery size, both plug-in hybrid models will achieve long electric ranges. Volkswagen currently expects the Tayron eHybrid with 150 kW and 200 kW to be able to cover distances of over 100 km with the electric drive motor only (forecast value). The long electric range transforms both Tayron eHybrid models into electric cars for everyday use. At the same time, the plug-in hybrid drives enable long ranges of around 850 km between two refuelling stops (forecast value). At a technical level, the plug-in hybrid drives in the new Tayron consist of a 19.7 kWh (net) battery, an efficient four-cylinder turbocharged engine (1.5 TSI evo2) and a hybrid module (electric motor plus six-speed eDSG). The battery can be charged at AC wallboxes and AC charging stations with 11 kW and – like an electric car – also at DC quick-charging stations with up to 50 kW. The details:

1.5 TSI evo2. In the entry-level eHybrid version, the 1.5 TSI evo2 engine produces 110 kW (150 PS) and, together with the electric drive motor’s peak output of 85 kW (115 PS), enables a system power of 150 kW (204 PS). Optionally, the flagship version of the engine is available with 130 kW (177 PS), which together with the electric drive motor generates a system power of 200 kW (272 PS). The 150 kW version develops a system torque of 350 Nm, while the 200 kW version offers 400 Nm of torque. The 1.5 TSI evo2 is characterised by a number of high-tech features. These include the TSI-evo combustion process (based on the Miller cycle) and a variable turbine geometry (VTG) turbocharger. The combination of TSI Miller cycle and VTG turbocharger is a unique technical feature in the area of hybrid drives.

Tayron eTSI – use electrical energy without charging

Kinetic energy as the key – eTSI with 110 kW. For the petrol-engine models, the basic drive system for the Tayron is a 110 kW (150 PS) mild hybrid. Here, the electric power is generated by converting kinetic energy – the energy created when braking or decelerating the SUV. As in the plug-in hybrid models (eHybrid), the 1.5 TSI evo2 also forms the technical heart of the powertrain here. The eTSI is coupled with a seven-speed DSG, a 48 V lithium-ion battery and a 48 V belt-driven starter-alternator that delivers an output of 14 kW power and a torque of 56 Nm. The 48-volt system acts like a type of electric booster and thus offers excellent performance when moving off. At the same time, the technology enables the petrol engine to be switched off, thereby allowing the vehicle to coast, which saves fuel. The details:

ACTplus and 48 V technology. The 1.5 TSI evo2 uses the particularly efficient TSI evo combustion process (based on the Miller cycle) and a turbocharger with variable turbine geometry (VTG turbocharger). Unlike the 1.5 TSI evo2 used in the eHybrid models, the 250 Nm eTSI is also equipped with ACTplus Active Cylinder Management. With ACTplus, two of the engine’s four cylinders are switched off as often as possible, depending on the operating situation. Efficiency thus increases in the active cylinders, while the passive cylinders run almost loss-free. When the throttle is opened, they immediately become active again. The 48 V technology of the drive system enables high levels of electrical power to be transferred. Compared with vehicles with pure 12 V technology, this leads to significantly larger amounts of energy being recuperated during braking or deceleration. The energy stored in the compact and lightweight 48 V lithium-ion battery is used to drive a 48 V belt-driven starter-alternator. In the Tayron, the water-cooled, belt-driven starter-alternator has the function of both alternator and starter. At the same time, it acts temporarily as an electric drive motor, which increases the drive torque without any delay when moving off. The output of the alternator is transferred by the belt drive. The alternator also starts the petrol engine – which is switched off as much as possible while the vehicle is moving. Overall, the 48 V mild hybrid drive combines low consumption and emission values with extremely agile and comfortable moving-off performance in daily operation.

Tayron TDI and TSI – towing vehicles for up to 2.5 tonnes

2.0-litre turbocharged diesel and turbocharged petrol engines. The two turbocharged diesel engines (TDI evo2) and two turbocharged petrol engines (TSI evo4) – Volkswagen’s latest generation of 2.0-litre turbocharged four-cylinder engines – play an important role in the Tayron’s drive system range. They are combined with a seven-speed DSG as standard. The 142 kW (193 PS) TDI is combined with the 4MOTION all-wheel drive as standard – a key feature for SUVs. This TDI develops a maximum torque of 400 Nm between 1,750 and 3,250 rpm. The two 2.0-litre TSI engines are also always used in conjunction with all-wheel drive. All Tayron TSI and TDI 4MOTION models are approved for high trailer weights of up to 2,500 kg (braked, 12 per cent gradient).

4MOTION with intelligent all-wheel drive coupling. The all-wheel drive in the new Tayron uses a sixth-generation 4MOTION coupling for transmitting power to the rear axle. This is characterised by intelligent energy management: Under normal driving conditions – for example in the city on dry roads without maximum load requirements – only the front axle of the Tayron is powered. This saves fuel. The rear axle is only integrated into the Tayron’s drive system via the 4MOTION coupling and propshaft in the event of higher load requirements or when there is a risk of a wheel losing grip. However, the all-wheel drive can also be activated manually by the driving experience control in order to use the all-wheel drive permanently on the way to the ski slopes, for example. In addition to the Eco, Comfort, Sport and Individual profiles, the Offroad and Snow all-wheel drive profiles are also available for the 4MOTION models. In the 4MOTION models, Volkswagen uses a special all-wheel-drive version of the seven-speed direct shift DQ381 and – depending on the drive output – an innovative centrifugal pendulum that neutralises vibrations and perfects the acoustic comfort.

Automatic activation of the Trailer driving profile. As soon as the Tayron 4MOTION tows a trailer, the additional Trailer driving profile is automatically activated. The intelligent 4MOTION coupling automatically distributes the power between the front and rear axles in the optimum way for trailer operation. If the Tayron is ordered with the ball coupling that can be folded out semi-automatically at the push of a button, the Trailer Assist trailer manoeuvring system is also part of the standard equipment. This assist system automatically controls the steering angle of the trailer when reversing by means of an active steering intervention. Trailer Assist means the driver no longer has to think about the complex task of first having to turn the steering wheel to the left so that trailer turns to the right (and vice versa) when reversing with a car and trailer.