Volkswagen He quoted us last week to learn more about all his PHEV model range, that is, plug-in hybrids. And it is that the German firm has an offer of no less than seven different models and nine versions in total of the range Volkswagen eHybrid.
From the compact Volkswagen Golf to the extreme Volkswagen Touareg R, passing through Passat, Passat Variant, Tiguan, Arteon and Arteon ShootingBrake. Naturally, all these VW count on DGT Zero Emissions sticker. Thanks to them, the Wolfsburg brand currently has a market share of almost 4% in our country. And be careful, they promise 70 BEV and 60 PHEV versions by 2030.
The day consisted of testing several models of this plug-in hybrid range on routes of between 35 and 40 kilometers. In our case we opted for the Golf GTE, Arteon SB eHybrid and Volkswagen Touareg R. Below we will tell you some brief first impressions, but first we will leave you with the main data and prices of each model.
Seven models and nine versions
As we said before, Volkswagen's PHEV range is really wide, adapting well to the needs and tastes of all types of customers. The Golf, Passat, Tiguan and Arteon take the MQB platform and use practically the same system. For its part, the Volkswagen Touareg equips the MLB, with another thermal engine, battery and electric drive.
| Golf eHybrid | golf gte | Passat GT | Tiguan eHybrid | Arteon eHybrid | Touareg eHybrid | Touareg R | |
|---|---|---|---|---|---|---|---|
| Golf eHybrid | golf gte | Passat GT | Tiguan eHybrid | Arteon eHybrid | Touareg eHybrid | Touareg R | |
| Battery | 13 kWh | 13 kWh | 13 kWh | 13 kWh | 13 kWh | 17.9 kWh | 17.9 kWh |
| Autonomy | 71 km | 64 km | 57 km | 50 km | 59 km | 48 km | 48 km |
| Electric motor | 80 kW / 109 CV | 80 kW / 109 CV | 85 kW / 116 CV | 85 kW / 116 CV | 85 kW / 116 CV | 100 kW / 136 CV | 100 kW / 136 CV |
| heat engine | 1.4 TSI 150 HP | 1.4 TSI 150 HP | 1.4 TSI 156 HP | 1.4 TSI 156 HP | 1.4 TSI 156 HP | 3.0 TSI 340 HP | 3.0 TSI 340 HP |
| Total power | 204 CV | 245 CV | 218 CV | 245 CV | 218 CV | 381 CV | 462 CV |
| Motor torque | 350 Nm | 400 Nm | 400 Nm | 400 Nm | 400 Nm | 600 Nm | 700 Nm |
| Consumption l/100km | 0.9 | 1.1 | 1.1 | 1.6 | 1.3 | 2.6 | 2.7 |
| EV consumption kWh/100km | 13.7 | 14.5 | 15 | 16.8 | 15.6 | 24.1 | 24.2 |
| CO2 emissions g/km | 21 | 25 | 26 | 38 | 29 | 59 | 61 |
| Prices with campaigns and MOVES | 33.200 € | 34.800 € | 36.550 € | 36.100 € | 39.130 € | 72.870 € | 85.080 € |
Regarding the data in the previous table, the Touareg is not included in the current MOVES Plan, the rest yes and those prices already include the discount for scrapping. It should also be added that in these quantities Volkswagen gives a aid of 1.000 euros for the installation of the charging point at home, as well as Mode 2 and Mode 3 charging cables.
Golf GTE, the plug-in brother of the GTI?
For the first tour we opted for the Volkswagen Golf GTE. The brand sells it as the plug-in brother of the Golf GTI, but it has a different approach despite the fact that the maximum power is identical and that its aesthetics are very similar.
The mechanical part is made up of a 1.4 hp 150 TSI engine, a 6-speed DSG gearbox, an 80 kW (109 hp) electric motor and a 13 kWh battery. together develop 245 hp and 400 Nm of torque, settling for very tight consumption data as long as we recharge when it touches the battery.
Thanks to the fact that the batteries are located in the lower part of the bodywork, the center of gravity is too low and he feels very poised. He has a good cornering and gives confidence to the driver, without being uncomfortable when going through potholes. In addition, thanks to the electrical part, the answer is very immediate.
But no, at the driving level it does not feel as sporty as its GTI brother. The Volkswagen Golf GTE has a softer suspension configuration, it feels somewhat heavier (mainly due to the extra weight of the electrical part) and when it comes to accelerating it does not have that character of the GTI.
The best thing is that we have aesthetics and equipment very similar to those of the legendary GTI, much more adjusted consumption for daily use and a surplus energy delivery for most drivers. The sound of the 1.4 TSI engine is not comparable to that of the 2.0 TSI, just as it does not feel like a car focused on maximum fun, on going on the road.
Volkswagen Touareg R, 462 hp for this beast
We got off the Golf GTE to get on the Volkswagen Touareg R, which is currently the most powerful model of the German firm. We are talking about a huge car with huge mechanics. Under the hood there is a 3.0 V6 petrol 340 hp, while the electric motor gives 136 hp. In total, it develops a maximum power of 462 hp and no less than 700 Nm of torque.
No doubt this Touareg it's a car that draws a lot of attention. It is a very large vehicle, while the R version adds many specific details to increase that sporty presence. Countless necks were twisted in the 40 kilometers that I was able to travel with him.
Once inside, we have various controls to control the available driving modes (including offroad mode), as well as to vary the body height with air suspension. Logically, it takes a few minutes to adapt to the dimensions of the car, especially when strolling or driving on narrow roads. Even more so if, as in our case, we just got out of a compact car.
When we leave the city and enter twisty roads, the Touareg R quickly makes it clear to us that it has enormous mechanical potential. It accelerates a lot and the huge speedometer soon warns us that we are going too fast. When a tight curve arrives we have to have prepared the work well if we don't want to get a scare.
And it is that the Touareg R is one of those cars with which it is very easy to accelerate, but not so easy to brake. Be careful, the car brakes wonderfully, but the inertia is noticeable with perceptible weight transfers both during acceleration and braking, as well as when cornering. It takes time to change support and it is not comparable in precision to the aforementioned GTE, for example.
Thus, despite its R designation, it is not a sports SUV with which you are going to enjoy a lot at the wheel. It is not comparable, for example, to a Porsche Cayenne Turbo S. And it is that even in sport mode, the suspension feels soft, absorbing potholes well although it cannot contain all the inertia. Rather it is a fast car in acceleration, but that lives mainly on its imposing aesthetics.
Volkswagen Arteon Shooting Brake eHybrid, the balance
To finish off, we made the last section with the Volkswagen Arteon eHybrid in Shooting Brake bodywork. It is definitely a real version. balanced in every sense. It has a sporty aesthetic but it is also a practical car, it looks more youthful than the VW Passat and it has very solvent benefits for the vast majority of drivers.
The hybrid engine part is similar to that of the Golf GTE, only with some slight differences that offer a final performance of 218 hp and 400 Nm. Its battery has the same capacity of 13 kWh, allowing an approved electric range of 57 kilometers.
At the level of dynamic behavior, a smooth and comfortable vehicle is shown in every way. It does not have a touch with a certain spicy, as in the Golf GTE, but it is pleasant in any circumstance. Nor does it have an "explosive" response from its hybrid mechanics in any driving mode, but if we accelerate hard there is the hybrid set to push forcefully through those 400 Nm of torque.
In this case, most of the route was on the motorway and some city sections, showing a well plumbed vehicle with a clear orientation towards comfort. It's been a while since I've been on a Arteon, but at least in this unit it seemed better isolated than I remembered.
All of this, with some spacious enough rear seats -without reaching those of the Passat- and a spacious and very usable trunk, winning in practicality for the best loading mouth in this Volkswagen Arteon Shooting Brake. Its starting price is 39.300 euros including, as we said above, the aid of the MOVES III Plan.
Common across Volkswagen's plug-in hybrid range
An important detail is that the PHEV models of VW they have a efficiency predictive hybrid system. For this it is necessary to put our destination point in the browser. In this way, the hybrid system knows the route and can adapt and manage the electrical load to improve efficiency.
Thus, it will choose to give greater prominence to the electric mode for urban sections depending on the kilometers we travel, opting to use thermal mechanics mostly in fast sections. This achieves, in addition to saving fuel, polluting less in urban areas.
On the other hand, all these models also have different operating modes for the hybrid system. The driver can select between an automatic mode, forced operation in electric mode or, on the contrary, maintain the current charge level. All this is done quickly and easily from the central screen.
The best part is that on a relatively long trip we can reserve electricity to have electricity when reaching a large population, for example. In addition, the system allows us recharge the battery while driving.
Imagine. We start the march and the battery charge is very low. From the screen we can select how much battery percentage we want to recharge. Take for example 60%. And what is it for? Well, to get to our destination with enough charge to cover the last kilometers through the city without generating noise and contributing to improving the air quality of that locality.
More information about this model
- Plazas 5
- Power 115 - 320 hp
- Consumer goods 1,1 - 7,8l/100km
- Assessment 4,7