Volkswagen T-Roc 2023 review

When the T-Roc first arrived in Australia, the odds were stacked against it, because it arrived in a single high-spec and relatively expensive Sport variant.

This time around, though, the 2023 version arrives with an entire catalogue with flavours for many tastes, from a more comprehensive entry variant, to a full-fat, go-fast R.

The range now kicks off with the base Style. Wearing a before-on-roads price-tag of $37,250, the Style competes with mid-to-high range versions of rivals, which include the Mazda CX-30 (G20 Touring - $37,990), Hyundai Kona (N-Line - $37,100), although looks like better value when compared to a fellow European, like the Peugeot 2008 (Allure - $38,945).

The T-Roc range consists of the Style, R Line and R.

The Style scores a relatively high level of equipment, and is the only T-Roc variant to start with the most basic 110TSI engine (110kW/250Nm) although for those who have heard the horror stories of base model VW transmissions will be happy to know this car ships with a Japanese Aisin-sourced eight-speed traditional automatic.

Standard gear on the Style includes 18-inch alloy wheels, an 8.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, a new basic digital instrument cluster, a wireless charger, ambient interior lighting, rear window tinting, leather steering wheel, digital radio, LED headlights, and sport front seats with synthetic suede material.

Options for the Style include the 'Sound and Vision' package ($2000) which includes the improved digital instrument cluster from the R-Line, improved multimedia screen with wireless Apple CarPlay and Android Auto, as well as a 300W Beats-branded premium audio system.

Next up in the range is the R-Line, which replaces the original Sport. The R-Line syncs the styling up with the more recent offerings in Volkswagen’s range like the eighth-generation Golf and updated Tiguan mid-size SUV.

Costing from $45,350, though, the R-Line is serious money, ranking as one of the most expensive small SUVs. To be fair, it ships with what might be the best engine in the entire small SUV segment, as well as all-wheel drive, and comes with more than a healthy dose of equipment, although it is missing a handful of items which are bizarrely only available on the max-performance R.

Standard gear includes 18-inch alloy wheels (in an alternate design), a sportier suspension tune, progressive steering tune, an enhanced digital instrument cluster, and an improved multimedia suite with built-in navigation alongside wireless Apple CarPlay and Android Auto connectivity.

The R-Line can be optionally had with the 'Black Style' pack ($2900) which includes 19-inch gloss black alloys, black interior lining, and exterior highlight details, a contrasting gloss black roof, adaptive suspension, and the 300W Beats-branded premium audio system.

Optioning the 'Black Style' to the R-Line adds 19-inch gloss black alloys. (R-Line variant pictured)

Nappa leather interior trim can be chosen for $3450 on the Style, while higher-grade Vienna leather can be chosen on the R-Line for $3950. A sunroof can be optioned for $2000 on either grade, while an electric tailgate can be chosen for $600.

Topping off the range is the performance-oriented R. Wearing a price-tag of $59,300, it represents the entry-point in the R family, significantly more affordable than the Golf 8 R ($65,990) and larger Tiguan R ($68,990).

The R ups the ante with the most powerful engine in the small SUV segment (shared with the Audi SQ2), all-wheel drive, bespoke drive-modes, adaptive chassis control suspension, and the progressive steering tune.

It also scores 19-inch alloy wheels which match the Golf and Tiguan R's, an electric tailgate as standard, the premium form of the digital instrument cluster, R seats and interior styling, quad exhaust ports and spoiler, premium LED head- and tail-lights, and interestingly, is the only T-Roc model to get the larger 9.2-inch multimedia touchscreen suite with wireless Apple CarPlay and Android Auto connectivity.

The T-Roc R can be optionally fitted with a panoramic sunroof ($2000), Black Style pack ($1200) Beats audio system ($750), and blue interior highlights ($250 - but only when the signature ‘Lapiz Blue’ exterior colour is chosen).

Provided you’ve got the (semi-premium) coin then, VW has the small SUV for you. To boot, the brand expects it will be able to keep its supply online, even in the currently constrained market, meaning there shouldn’t be excessive wait times should you want to order one now.

This does come with the small caveat that only the initial shipment of Style and R-Line models will come with blind-spot monitoring and rear cross traffic alert as standard. Due to supply constraints, these items will be removed from these variants in 2023. Buyers at a later date will be offered a $650 discount.

Design is perhaps one of the least interesting points for the T-Roc as it largely sticks to the conservative VW formula as the pre-facelift versions. Sure, this small SUV was already quietly attractive has been tweaked with some meaningful updates, but nothing has changed enough for it to win any new fans.

Look closely, and you’ll see a new face, courtesy of a tweaked grille which now features an LED strip for extra drama at night, more contemporary alloy wheel choices, and tweaked light and bumper designs to keep it fresh.

The most extreme changes are applied to the R only, with its spoilers, contrast fittings, and prominent quad-exhaust, although even this car could do a lot more to show off.

To my eyes at least, the T-Roc sticks very closely to VW’s refined design formula, which is tasteful but perhaps a tad plain compared to some of its wackier rivals, like the Hyundai Kona or Toyota C-HR. For many buyers who may be searching for a sensible, tasteful design with an air of European elegance, this will be a very good thing.

The base Style with its large alloy wheels and LED light profile stands out as a particularly premium-looking choice, shying away from nasty things like halogen lights and hubcaps still employed by some cars in this segment. It makes no apologies for its premium intent.

The inside of the T-Roc has also been updated with the latest steering wheel, extended soft trims and an abundance of digital features to again, ram home the premium intent.

The dial-based climate unit has been replaced with a touch one, and the seats have been tweaked this time around for an improved overall cabin ambiance.

Still, this is one of the areas in which the T-Roc shows its age compared to the new-generation Golf 8. The design and materials feel notably dated, as do items like the elongated transmission stalk, as opposed to the far more sleek fly-by-wire levers and toggles in the new Golf.

Overall though, the T-Roc owns its place in the small SUV pecking order. It’s expensive, but it feels it, with nice materials and slick features, as well as a conservative design which keeps it on the right side of tasteful.

People buy SUVs for their perceived practicality, but not every SUV is actually more practical than its hatchback equivalent. Thankfully, the T-Roc boasts a larger boot space than the Golf, and it’s not bad when it comes to its cabin, either.

Up front, I feel like I have plenty of room in the T-Roc’s cabin. The Style and the R-Line offer comfortable seats with a commanding view of the road, and an abundance of storage in the doors and centre console. There are dual bottle holders in the centre, as well as two integrated ones in each door, and the blank space under the climate controls has finally been augmented with a wireless phone charger.

USB-C outlets also star in this area (the T-Roc is now USB-C connectivity only), with a 12V outlet, too.

There are dual bottle holders in the centre. (R variant pictured)

There is a small armrest console box, with an adjustable-height lid, and a little cutaway for your keys which runs down the side of the centre bottle holders.

Adjustability, for the seat and the wheel is great, but while the base Style gets a new digital dash, it’s a pretty basic execution of the tech, with minimal customisation.

The abundance of touch functions for things like the climate unit won’t be for everyone, and the larger 9.2-inch screen which features in the R comes with the caveat that there’s no physical volume dial.

It feels a little claustrophobic in the back of the R-Line and R. (R-Line variant pictured)

I find rear seat space more than sufficient, even behind my own driving position (at 182cm tall), although the centre position is near useless for adults, thanks to the large transmission tunnel needed to facilitate all-wheel drive on the R-Line and R variants. These two also feel a little extra claustrophobic in the back seat courtesy of the dark headliner.

Boot space, at 440 litres in the Style and 392 litres for the R-Line and R is larger than both this car’s Golf hatch relation (374L) as well as the Hyundai Kona (374L) and Mazda CX-30 (317L). A space-saver spare sits under the floor in both the Style and R-Line grades.

There are now three engine choices in the T-Roc range, one for each variant.

The Style has the most basic engine choice, a 1.4-litre turbocharged four-cylinder petrol familiar from elsewhere in the VW family. It produces 110kW/250Nm but in this case pairs with an eight-speed (Aisin) traditional automatic transmission in place of a lackluster dual-clutch auto, improving drivability significantly.

The 1.4-litre turbo four-cylinder produces 110kW/250Nm. (Style variant pictured)

Meanwhile, the mid-spec R-Line ships with a far punchier 2.0-litre four-cylinder turbo-petrol, producing a solid 140kW/320Nm. It drives all four wheels via a seven-speed dual-clutch automatic, which in this case is the higher performance wet-clutch version to handle the torque output of this variant.

Finally, at the top of the T-Roc range is the R. This car also has a 2.0-litre four-cylinder turbo of the critically-acclaimed EA888 variety made famous by the Golf R.

The R uses a seven-speed dual-clutch automatic. (R variant pictured)

In this form, the engine produces a whopping 221kW/400Nm paired to a seven-speed dual-clutch automatic, allowing a 0-100km/h sprint time of just 4.9 seconds.

While these engines are a lot of fun with their turbocharged surge and snappy transmission choices, it is notable VW is still behind the curve when it comes to hybridisation, with no sign of an electrified version on the horizon for Australia, with or without a plug.

Fuel consumption is relatively good across the T-Roc range despite the lack of electrification, at least on the official numbers.

The Style, with its smaller engine, has a claimed fuel consumption, on the combined cycle) of just 6.3L/100km, while the R-Line is said to consume a higher 7.3L/100km. Finally, the go-fast R’s official fuel claim is 8.3L/100km. The Style and R-Line will need to be fed mid-grade 95RON unleaded, while the R will need 98.

We were hopping in and out of multiple vehicles during the launch program this time around, but expect slightly higher real-world numbers as per our tests of the pre-facelift models.

Oddly the base Style has a 50-litre fuel tank, while the R-Line and R have a 55-litre version.

When I originally drove the T-Roc in 2020 I decided it was the new standard by which all small SUVs should be measured, and while the field is highly competitive, I think there are few cars which are yet to come close to the T-Roc.

The Style blends the peppy 1.4-litre engine with the transmission it deserves, eschewing the glitchy dual-clutch automatic it is usually paired with for a far smoother experience with the eight-speed Aisin.

This means it rolls on nicely from the lights with a predictable feel, rather than suffer from a delay, while still maintaining the snappy feeling between gears. The ride is also particularly good in the base car, which is the only one to have a non-sporty calibration. Even with those relatively large 18-inch alloys, things are very under control over bumps and corrugations.

The Style has the most comfortable ride in the T-Roc line up. (Style variant pictured)

The steering feel is nice and organic, but feels far from responsive and direct like the alternate tune available on the R-Line.

Still, without having the R-Line for context, the Style is a very capable, comfortable, and even fun little SUV to drive.

Meanwhile, the R-Line really knocks things up a gear with a huge jump in power, and a matching increase in cornering prowess from its all-wheel drive system. It feels significantly heavier than the Style, but with the progressive steering and sportier suspension it is very well composed even in the most demanding of cornering situations.

The steering feel is nice and organic. (Style variant pictured)

The trouble is, if you want to enjoy yourself, you can have an even better experience in the Golf, with its lower centre of gravity, and now, its even further refined interior treatment and ride quality.

While the ride in the R-Line isn’t quite as comfortable as it is in the Style, it’s still better than most of the small SUV field.

The R-Line also uses a dual-clutch transmission, which is usually a red-flag, but this version pairs nicely with the higher-torque 2.0-litre engines, and only produces its usual glitchy action when accelerating from a standstill on hills.

The R-Line really knocks things up a gear with a huge jump in power. (R-Line variant pictured)

The touch interfaces which are now required for the climate functions are a little frustrating to use while the car is on the move, and while the multimedia screen is pleasingly high-resolution, this has the side effect of making some of the shortcut touch elements on Apple CarPlay for example a bit small and hard to jab at while you’re trying to steer.

For more on the go-fast T-Roc R, see our full review on that car at a later date.

On the whole, the T-Roc is still the standard to beat from behind the wheel in the small SUV world. Some cars, like the smaller Ford Puma, are nice to drive, and others, like the Mazda CX-30 feel lovely on the inside, but none blend the premium elements with the driving ones quite as well as the T-Roc.

Safety is mostly a very good story, with even the base Style variant scoring autobahn-speed auto emergency braking, lane keep assist with lane departure warning, blind-spot monitoring and rear cross-traffic alert, as well as adaptive cruise control with stop-and-go function.

There is a rather large catch, though. The initial shipments of the facelifted T-Roc Style and R-Line arriving this year will come with blind-spot monitoring and rear cross-traffic alert as standard, while versions which arrive over the course of 2023 will not, due to supply constraints. Buyers who put their name down for a later version will be offered a $650 discount. The full-fat R will still score these safety features, regardless.

The T-Roc retains its five-star safety rating from ANCAP. (Style variant pictured)

The other downside is the T-Roc on its older platform doesn’t have the same upgrades as the new Golf 8, scoring just six airbags (dual front, side, and curtain) instead of eight (the Golf now featuring quad side airbags).

The T-Roc will maintain its maximum five-star ANCAP safety rating dated to the 2017 testing standards, except for the R which is specifically excluded as it did not exist when the car was originally tested.

Volkswagen maintains an industry-standard five-year and unlimited kilometre warranty with roadside assistance for the duration.

Service interval is 12 months/15,00km. As each variant has its own engine choices, service pricing for the three- or five-year periods varies between them. The Style costs $1350 for three years ($450 annually) or $2250 for five years ($450 annually), while the R-Line costs $1550 for three years ($516.70 annually) or $2600 for five years ($520 annually).

It’s semi-premium pricing matches VW’s current semi-premium market positioning, but adds up with the premium fuel to further remove the running costs from something like a hybrid Toyota.