Compact SUV Comparison: One for All

VW Tiguan faces Audi, BMW, Hyundai, Kia, Mazda and Mercedes

Once a year, chief editors of automotive and sports publications from all over the world meet at Bridgestone's European Test Center near Rome to jointly test the latest innovations on the market. This time around, the focus was on the latest generation VW Tiguan, which faces tough rivals from Audi, BMW, Hyundai, Kia, Mazda and Mercedes in the battle for the crown in the compact SUV segment.

As you know, all roads lead to Rome ... The reason for the joint test this year of publications of the auto motor und sport group from all over the world was more than justified. The SUV market segment continues to grow rapidly, with more and more candidates with ambitions, technology, ingenious approaches and fresh ideas to grab the attention of consumers. Both well-known players and new serious rivals are involved in the distribution of the European share of this market, and this year both camps have shown significant success.

The VW Tiguan and Kia Sportage are all new, while the BMW X1 and Hyundai Tucson hit the market a few months ago. The idea behind the third World Editors’ Summit was to take on debutants and new generations head-to-head with the well-known Audi Q3s, Mazda CX-5s and Mercedes GLAs at the famous arena – the test tracks of the Bridgestone European Center near the Italian capital. The order in which participants are introduced follows a logical and fair alphabetical order, which in this case coincides with the obligatory show of respect and giving way to the oldest participant in the competition.

Audi Q3 - settled

The Q3 has been on the market since 2011, and this is evident - both in terms of extremely mature performance with near-perfect quality, as well as relatively limited interior transformation possibilities, lagging behind in terms of ergonomics of function maintenance and limited passenger space. After the GLA, the Q3's trunk offers the most modest boot space, and placing two adult passengers in well-padded rear seats inevitably leads to intimacy.

The driver and his front passenger like the seats with excellent support, but their position is quite high, and the person sitting behind the wheel constantly struggles with the feeling that he is sitting and not in the car. So the road feel is a bit stubborn at first, but the steering performance is pretty close to optimal, and the extra 19-inch wheels give Audi models smooth and secure neutral handling through corners. Lateral hull deflection is minimal, and ESP responds quickly to changes in load and maintains course without sudden intervention. Thanks to the adaptive dampers included as an option, the Q3 delivers very good driving comfort despite the hard base settings – only bumps from road bumps penetrate inside.

The 9,5-litre turbocharged petrol engine responds to sporting ambitions with its powerful and homogeneous traction. It picks up speed willingly, even a little rough, and the precise operation of the seven-speed DSG is a very good companion to the engine. It comes as a modest standard on a rather expensive and not very economical (100 l / XNUMX km) Audi model, whose electronic driver assistance systems are clearly inferior to novelties in the class.

BMW X1 - unexpected

With the second generation of their X1, the Bavarians are offering something completely new. The model uses the modular UKL platform from BMW and Mini, has a transverse engine, and in the sDrive version is driven by the wheels of the front axle. However, this comparison includes the all-wheel drive version of the X1, whose electronically controlled slat clutch can send up to 100% of the torque to the rear wheels. However, like its competitors, the X1 is pulled from the front axle most of the time.

At the same time, quite dynamic, thanks to the impressive traction of the two-liter gasoline turbo engine with excellent smoothness and desire for speed. The good news is that the standard eight-speed automatic is just as fast.

But the power of the engine is also felt in the steering wheel, the precise steering system responds to bumps in the road, and on very uneven sections, contact with the pavement becomes a problem. On the road, the X1 is slightly ahead of the Tucson, which speaks eloquently of how this BMW model behaves - like a regular SUV. As with the Mini Clubman and the second series Tourer, which also use the UKL, driving comfort is not a top priority here. Despite the additional adjustable shock absorbers, unevenness is felt, and with a loaded car and long waves on the road, the rear axle begins to sway vertically.

So far, with weaknesses - otherwise, the new X1 deserves only praise. Only the Tiguan offers more interior space, and the BMW also excels in terms of ergonomics, versatility and workmanship. It has excellent brakes, electronic driver assistance systems are available, and fuel consumption is the lowest in the test, despite demonstrating excellent dynamics. And, as usual, all of these BMW benefits come at a price.

Hyundai Tucson - ambitious

Tucson's price level is significantly lower, although the South Korean model offers comparable indicators in terms of internal volume and the possibilities for its transformation. The lag behind the best in its class is explained not so much by external flaws as by simple materials in the interior and complex control of functions, but by a deeply hidden undercarriage. The empty Tucson rides pretty hard and shows insecurity in short bumps. But the charged one handles them better than the BMW and Mercedes models. The biggest improvement over its predecessor ix35 is cornering behavior, where the Tucson has acquired skills that it has lacked until now. The steering is more precise and while there is still some disconnection in the steering system, the Korean behaves safely in all situations, with ESP closely monitoring and choking at the onset of critical situations when load changes.

Actually, the newly developed 1,6-liter engine does not threaten anyone with excessive dynamics, because the turbocharger is not able to fully compensate for the lack of power due to cubic capacity - more than 265 Nm is beyond the power of this unit. As a result, revs are needed, which sounds more tense and noisy than uplifting. Slightly jittery reactions from time to time are shown by the seven-speed dual-clutch transmission, which, according to Hyundai / Kia official information, is designed for high-torque engines. The question why it is not combined with such remains open - especially against the background of the high consumption (9,8 l / 100 km) that the engine pays for the stress to which it is subjected.

Kia Sportage - successful

Everything that we have just told you about the Tucson transmission fully applies to the Kia model, the cost of which, by the way, is almost the same. On the other hand, despite the general technical content, the recently introduced new generation Sportage still manages to differ from its brother from Hyundai.

A few centimeters longer overall length provides plenty of interior space, and rear-seat passengers enjoy greater comfort than before, primarily due to the increased headroom. The front sits comfortably and, along with the numerous and slightly confusing buttons, the Sportage looks better and the details are more precise than in the Tucson. Better brakes and more stock electronic driver assistance systems help it outpace the Hyundai in the safety category. Dynamic road behavior is definitely not the main discipline in the Sportage - mainly due to the lack of precision and feedback in the handling. Tight suspension adjustment, which affects comfort (ride improves under load), also does not bring much sporting enthusiasm - lateral body vibrations are noticeable in a turn, as well as a tendency to understeer, and ESP works earlier. As a result, the Korean model managed to make up a lot of what was lost in the evaluation of qualities, with an excellent level of equipment, a good price and a seven-year warranty, approaching the top of the ranking.

Mazda CX-5 - light

Unfortunately, the Mazda model remains far from it, which is primarily due to the powertrain. In urban conditions, the 2,5-liter naturally aspirated engine has good and homogeneous traction, but its power is quickly depleted - to reach the maximum 256 Nm, the car must reach 4000 rpm, which is quite difficult and noisy. Even when the standard and slightly unwieldy six-speed automatic transmission forced it to maintain that altitude, the engine failed to provide the CX-5 with comparable performance—with comparable fuel consumption and a significantly lower overall weight. The CX-5 weighs 91 kilograms less than the VW model, which unfortunately also shows up in economical seat upholstery, simple interior materials and modest soundproofing. The level of performance is also nothing special.

Light weight does not affect the dynamics of the road in any way - the CX-5 circles calmly enough along the cones in the slalom and does not rush when changing lanes. Off-road sections with corners work much better, where the steering response is precise and stable, and the behavior of the Mazda SUV model remains neutral with slight body roll and an eventual tendency to understeer. Among participants without adaptive shock absorbers, Japanese engineers have definitely found the best settings that fully relate to ride comfort. With 19-inch wheels, the ride isn't perfect, but big bumps are absorbed very effectively. Traditionally, Mazda models score points with extensive standard equipment, including a decent arsenal of electronic driver assistance systems. On the other hand, the braking system - despite being more efficient than in previous tests - is still not one of the CX-5's strengths.

Mercedes GLA - miscellaneous

The brakes on the GLA (especially the warm ones) stop like a sports car. Actually, the Mercedes model looks exactly like this compared to the competition. The idea of ​​straying a little bit here sounds out of place, and the AMG Line equipment and optional 19-inch wheels don't make things better. These two elements add significant value to the GLA's price, but contribute greatly to the dynamic performance of the model, which is known to be slightly raised and much more spacious in the A-Class version of the cabin.

And the dynamics are really good. A two-liter turbocharged unit with a capacity of 211 hp. gives a powerful starting impulse, lifts the mood and perfectly synchronizes with the seven-speed dual clutch transmission. Demonstrating excellent mechanical grip, the GLA literally corners with precise, uniform and excellent handling, stays neutral for long periods of time and shows a slight tendency to understeer in marginal mode – not even the BMW model performs better. With adaptive dampers, the empty GLA rides tight, but quite comfortably and without body wobble. Under load, however, the comfort of an uneven floor suffers greatly, and the suspension does not stand up to the test without having bumps in the cabin.

For a 4,42 meter car, rear seat space is surprisingly limited in terms of volume and transformability, but the deeply set and highly supportive sports front seats make up for some of this. Overall, it can be said that the GLA 250 is not striving for balance, but for individual extreme achievement, and the fact that despite the high price and modest standard equipment, the model climbed much higher in the rankings thanks to the best in the test. safety equipment. But this is not enough to win.

VW Tiguan is the winner

Which, without much surprise and difficulty, becomes the property of the new Tiguan. At first glance, the VW model does not impress with anything special, but it demonstrates in detail the solidity typical of the brand. No detail in the new generation stands out or shines unnecessarily, there are no revolutionary changes and risky steps in the Tiguan. Just a model - again, no surprises, better than its predecessor copes with everything it encounters.

The second generation uses the MQB platform, and its wheelbase has been increased by 7,7 centimeters, which, combined with an increase in overall length by six centimeters, provides it with the most spacious interior in this comparison. The Wolfsburg surpasses the X1 and Sportage by two centimeters in seating area, and its luggage space is absolutely unmatched by the competition. As before, the carrying capacity can be increased by sliding and folding in the longitudinal direction the rear seats, which, by the way, are perfectly upholstered, and are not inferior to the front ones in terms of comfort.

The driver's seat is quite high and, like in the Audi Q3, it gives the impression of living on the top floor. This is one of the reasons why the Tiguan is not particularly impressive on the road. Moderate times in slalom are a clear sign that the emphasis here is not on performance but on safety, as evidenced by the restrained understeer trend and early soft intervention by ESP. The steering wheel transmits commands accurately and evenly, but for more active behavior you need a little more complete feedback. Tiguan allows itself another weakness - at a speed of 130 km / h with hot brakes, its braking distance is longer than that of competitors. When the X1 is at rest, the Tiguan is still moving at nearly 30 km/h.

This can definitely cause serious discomfort, unlike the chassis characteristics of the new VW model. In the Comfort mode of the optional adaptive dampers, the Tiguan responds perfectly to unevenness both empty and loaded, absorbs even rough shocks, prevents unpleasant body vibrations and does not lose composure, even in Sport mode, which lacks truly sporty rigidity.

The TSI version 2.0 is currently the most powerful and fastest version of the Tiguan and is available as standard with a dual gearbox. The system uses a Haldex V clutch and allows you to conveniently change the operating mode using the rotary control on the center console. Traction is guaranteed in all cases, but under certain conditions, traction may not be enough. Therefore, as with other comparison participants, a diesel engine may be the best choice to power the Tiguan. Despite the early and impressive abundance of torque from the 9,3-litre turbo engine, there is sometimes a slight nervousness and hesitation when shifting the standard seven-speed DSG transmission with a dynamic driving style and high speeds. With a calm attitude to the accelerator pedal, its behavior is impeccable, and the engine pulls perfectly at low speeds without the need for noise and tension at high speeds. But, like most of the shortcomings of the Tiguan, we are talking about nuances and trifles - otherwise, the consumption of 100 l / XNUMX km of the new generation is one of the best test results.

Text: Miroslav Nikolov

Photo: Dino Ejsele, Ahim Hartmann

Evaluation

1. VW Tiguan - 433 points

A spacious interior with many volume transformation possibilities, very good comfort and a rich safety package - all this unambiguously raised the Tiguan to the first place. However, such a good car deserves even better brakes.

2. BMW X1 - 419 points

Instead of traditional Bavarian top-end dynamics, the X1 benefits from spaciousness and interior flexibility. The new generation is much more practical and faster, but not so dynamic on the road.

3. Mercedes GLA - 406 points

The GLA takes on the role of the most dynamic competitor in this comparison, which also benefits from the convincing performance of its powerful engine. On the other hand, it lacks space and flexibility in the interior, and the suspension is quite solid.

4. Kia Sportage - 402 points

In the end, the Sportage goes ahead in the cost section, but the model also performs well in terms of interior volume and safety. The drive is not as convincing.

5. Hyundai Tucson - 395 points

The main obstacle to a higher ranking here is an overly stressed engine. On the other side of the scale - a spacious coupe, good equipment, practical details, price and a long warranty.

6. Mazda CX-5 - 393 points

The diesel version of the CX-5 certainly deserves a place on the podium, but the naturally aspirated petrol unit is a different story. In a spacious and flexible cabin with a high level of comfort, there is also something to be desired from the quality of materials.

7. Audi Q3 - 390 points

The third quarter lags behind in the rankings mainly due to the price section and limited options for equipping with the latest security systems. On the other hand, Audi's rather narrow interior continues to impress with its dynamic handling and spirited engine.

technical details

1. Volkswagen Tiguan	2.BMW X1	3. Mercedes-GLA	4. Kia sportage	5.Hyundai Tucson	6.Mazda CX-5.	7. Audi Q3
Working volume	1984 cc	1998 cc cm	1991 sub. cm	1591 cc cm	1591 cc cm	2488 cc cm	1984 cc cm
Power	133 kW (180 hp)	141 kW (192 hp)	155 kW (211 hp)	130 kW (177 hp)	130 kW (177 hp)	144 kW (192 hp)	132 kW (180 hp)
Maximum torque	320 Nm at 1500 rpm	280 Nm at 1250 rpm	350 Nm at 1200 rpm	265 Nm at 1500 rpm	265 Nm at 1500 rpm	256 Nm at 4000 rpm	320 Nm at 1500 rpm
Acceleration 0-100 km / h	8,1 with	7,5 with	6,7 with	8,6 with	8,2 with	8,6 with	7,9 with
Braking distances at a speed of 100 km / h	35,5 m	35,9 m	37,0 m	36,0 m	36,8 m	38,5 m	37,5 m
full speed	208 km / h	223 km / h	230 km / h	201 km / h	201 km / h	184 km / h	217 km / h
Average consumption fuel in the test	9,3 l / 100 km	9,1 l / 100 km	9,3 l / 100 km	9,8 l / 100 km	9,8 l / 100 km	9,5 l / 100 km	9,5 l / 100 km
Base Price	69 120 levov	79 200 levov	73 707 levov	62 960 levov	64 990 levov	66 980 levov	78 563 levov