2022 Volkswagen T-Roc 110TSI Style 2022 review |Drive

The Volkswagen T-Roc – the SUV equivalent of the best-selling Golf hatchback – might be relatively new to Australian buyers, but it’s already come in for an upgrade.

While it’s only been on sale in Australia since mid 2020, it has been in European showrooms since the end of 2017 – so Volkswagen has treated it to a facelift to keep it fresh among newer rivals.

There’s a restyled front end, a larger infotainment screen on some models, promises of better interior materials, and higher standard equipment levels across the range – but prices have also risen by between $1750 and $2550.

The T-Roc fits into Volkswagen’s line-up between the Polo city hatch-based T-Cross and mid-size Tiguan.

The T-Roc range includes three model variants – and it’s the base car on test here, the front-wheel-drive 110TSI Style.

Prices start from $37,250 plus on-road costs for model year 2022 (MY22) vehicles, which represent the initial batch of cars in the country – or $36,600 plus on-road costs for MY23 models arriving in showrooms now, which for a few more months will miss out on blind-spot monitoring, rear cross-traffic alert and proactive occupant protection safety features due to the semiconductor shortage (more details here).

Drive-away prices for MY23 models with no options fitted range from $40,500 to $41,700 depending on the state or territory.

The entry-level T-Roc is about $6000 dearer than a base Mazda CX-30 automatic, or $3000 higher than the cheapest Skoda Kamiq.

But its equipment levels are more closely aligned with mid-grade versions of both rivals – and compared to those cars, the Volkswagen is within a few hundred dollars ($36,690 plus on-roads for a CX-30 G20 Touring, or $41,990 drive-away for a Kamiq Monte Carlo).

Our test car was a MY22 vehicle finished in no-cost Pure White (with a black roof) and a $600 hands-free power tailgate, bringing the total price to $37,850 plus on-road costs, or approximately $42,500 drive-away using a Sydney postcode.

For the money, you get 18-inch alloy wheels, an 8.0-inch touchscreen with wired Apple CarPlay/Android Auto, an 8.0-inch instrument display, LED headlights, microfleece seats, dual-zone climate control, wireless phone charging, power-folding mirrors, keyless entry and start, and a suite of advanced safety features.

There’s an array of options available, from $650 metallic paint and a $2000 sunroof to two option packages priced up to $3950, which if all ticked can push the price past $50,000 drive-away. For a full breakdown of prices and specs, click here.

The interior has been a focus of the Volkswagen T-Roc’s 2022 update, with a tablet-style infotainment screen, standard digital instrument cluster across the range, and a new steering wheel, climate-control panel and dashboard inserts.

What hasn’t changed for the facelift is the underlying layout of the cabin. The T-Roc hasn’t adopted the button-less, curved cockpit of the new Golf hatch, and instead retains a freestanding touchscreen, traditional gear selector, and push buttons and rotary dials for many functions.

The seats – manually adjustable in base 110TSI Style models without the leather package – are firmly padded but still comfortable for long journeys, and are trimmed in a pleasant microfleece material.

The steering wheel is wrapped in a nice leather-like material, adjusts for tilt and reach, and – in this entry-level T-Roc – is home to banks of physical buttons, rather than the touch-sensitive controls in dearer T-Roc 140TSI and R models. At 183cm tall, I had no trouble finding a comfortable driving position.

Volkswagen says it has introduced new soft-touch materials with the facelifted T-Roc, after complaints about the old model’s cabin – but beyond the armrests, and a leather-look wrapping over the top of the dashboard, most touchpoints remain hard plastic.

Traditional volume and tuning dials remain on either side of the touchscreen (though the fact the power icon on the volume dial spins as you turn it may irritate some buyers), as does the bank of switches below the air vents, for the parking sensors, drive modes, and more.

But where Volkswagen has taken a marked step back with the facelift is swapping the physical climate-control dials and buttons for a series of touch-sensitive sliders and buttons.

Instead of adjusting the temperature or fan speed by rotating a dial – and feeling it move one or two clicks, without looking at it – you now need to take your eyes off the road to ensure your fingertip lands on the right touch slider, and move it by just the right amount to make the desired change.

It’s a frustrating change given there was nothing wrong with the old car’s dials. The air-conditioning system does remain dual zone.

New for the 2022 update is a standard wireless phone charger across the range, which is covered in a rubberised surface to keep your phone in place ­– though unless you option the Sound and Vision pack, you still need to plug your phone in for Apple CarPlay or Android Auto.

Other amenities up front include two USB-C ports (there are no more USB-A sockets), a 12-volt socket, white ambient lighting, and keyless entry and start.

Storage space for front occupants is reasonable. The door bins and cupholders are large, though perhaps too big to prevent 600ml bottles rattling around, and the glovebox is a decent size – though the centre console compartment won’t fit much more than a wallet and a big set of keys.

The rear seats offer enough headroom for taller occupants, but those over six feet tall may find their knees squeezed into the seat in front if sitting behind a driver or front passenger of similar height. Foot room is good, though the middle passenger will need to straddle the large transmission tunnel.

Rear passengers are treated to a centre armrest (with adjustable cupholders), two more USB-C ports, air vents, map pockets on both front seatbacks, three top tethers, two ISOFIX points, and compartments in each door (albeit smaller than those in the front).

Volkswagen claims 445L of space in the boot with the rear seats up – which is average for the class, and among rivals – with a space-saver spare wheel hiding under the floor.

Those rear seats fold 60:40, and there’s a ski port through the centre (which is more likely to be used for trips to Bunnings rather than actual skis, as the Style is front-wheel drive).

One quirk of the T-Roc’s design: open one of the doors after the car has been parked in heavy rain and you’ll be greeted with water dripping out from the bottom of the doors. We’re not sure if this is an issue with our test car, user error, or common to all T-Rocs.

The 8.0-inch touchscreen now sits in a tablet-inspired surround high up on the dashboard – rather than integrated lower down previously – and comes with wired Apple CarPlay and Android Auto, and AM, FM and DAB digital radio.

The software behind the screen is easy to use with clear graphics, quick responses, and shortcut buttons on either side, which are easy to hit despite being touch-sensitive as they’re in your eye line.

However, the lack of in-built satellite navigation for rural driving – and convenience of wireless Apple CarPlay and Android Auto, not just wired – might compel many customers to option the $2000 Sound and Vision pack.

Ahead of the driver is an 8.0-inch digital instrument display that is easy to read at a glance – but beyond three switchable views, isn’t particularly customisable. The widescreen 10.25-inch cluster in the Sound and Vision pack – capable of displaying a full-screen map – is worth the upgrade, if it’s within your budget.

The unbranded six-speaker sound system is acceptable for the price, but once again, the Sound and Vision pack might be worth the upgrade for music lovers keen on the additional punch of its Beats premium stereo.

The Volkswagen T-Roc carries a five-star safety rating from ANCAP, which is based on testing in Europe and wears a 2017 date stamp – even though the T-Roc didn’t launch here until 2020.

It received scores of 96 per cent for adult occupant protection, 87 per cent for child occupant protection, 79 per cent for vulnerable road user protection (pedestrians and cyclists), and 71 per cent for safety assist technology.

It is worth noting these were achieved under older and less stringent criteria to what’s in place today – and the T-Roc’s rating will expire at the end of 2024 unless it is re-tested under current criteria.

Standard on the 2022 T-Roc 110TSI Style tested is the full suite of advanced safety features, including autonomous emergency braking with pedestrian detection, adaptive cruise control, lane-keep assist, lane-centring assist, blind-spot monitoring, rear cross-traffic alert, proactive occupant protection system (which tightens seatbelts and closes windows if an imminent crash is detected) and six airbags.

For vehicles built before December 2022 – which will arrive in Australia over the next few months – new 2023 T-Rocs will not be fitted with blind-spot monitoring, rear cross-traffic alert and proactive occupant protection system (more details here).

The autonomous emergency braking system presented no false positives in our testing, and the lane-keep assist (departure prevention) is unobtrusive – but the adaptive cruise control can be slow to react at times, and the lane-centring system can sit closer to the lines than I’d like.

There are also front and rear parking sensors, a reversing camera, and a hands-free parking feature.

The Volkswagen T-Roc is covered by a five-year/unlimited-kilometre warranty, and requires maintenance every 12 months or 15,000km.

Pay as you go and scheduled servicing will cost $1489 over three years/45,000km, or $2895 over five years/75,000km. Pay for one of Volkswagen’s Care Plans upfront, and these costs are reduced to $1350 for three years or $2250 for five – savings of $139 and $645 respectively.

The Care Plan prices are generally competitive with European rivals – $2235 for five years/75,000km in a Peugeot 2008, $2385 for five years (but 150,000km) in a Renault Captur, and $2393 for five years/75,000km in a Skoda Kamiq (but a pre-paid service plan can cut that to $1500).

However, Japanese and South Korean rivals are cheaper; a Toyota Corolla Cross costs $1150 over five years/75,000km, a Kia Seltos 2.0-litre costs $1914 over the same intervals, and a Mazda CX-30 G20 costs $1732 for five years (but 50,000km).

Comprehensive insurance costs approximately $1215 based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Volkswagen claims fuel economy of 7.8 litres per 100 kilometres in the city, 5.4L/100km on the highway, and 6.3L/100km in mixed conditions.

We saw an indicated 7.6L/100km after a week of testing, with a skew towards medium-speed driving (70–80km/h) on main roads. If you don’t plan to drive far outside of city centres, expect a fuel-use figure closer to 9.0L/100km.

The T-Roc requires 95- or 98-octane premium unleaded petrol for its 50L fuel tank.

Powering the T-Roc 110TSI Style is a 1.4-litre turbocharged four-cylinder petrol engine developing 110kW (at 5000rpm) and 250Nm (from 1500–3500rpm), driving the front wheels through an eight-speed conventional automatic transmission.

It’s an ageing engine, having debuted in Volkswagens in Australia about a decade ago – but it still feels smoother than some of the non-turbo engines in rival small cars and SUVs.

The modest on-paper outputs are matched well with the weight (1325kg without fluids or driver) and size of the car, and the turbocharger means you don’t need to rev the engine out to extract its best.

It can require a long push of the accelerator pedal to get up to freeway speeds or complete an overtake – but it never feels underpowered. The exhaust note when you do floor the throttle is pleasant – rather than a groan.

Volkswagen claims a 0–100km/h acceleration time of 8.7 seconds. We didn’t get the chance to test it, but it feels about right.

The eight-speed automatic transmission (a conventional ‘torque converter’ gearbox) isn’t as quick to upshift as one of Volkswagen’s signature dual-clutch gearboxes (or DSGs), and it can be slow to react to a sudden request; however, it is smoother off the line and programmed well for city driving.

For keener drivers, Sport mode (or configuring the car’s systems in Individual mode) sharpens the gearbox’s responses significantly – aided by the paddle shifters behind the steering wheel, which are a fun touch in a small SUV not designed to be sporty.

There is a delay between pushing the accelerator as the traffic lights turn green, and the auto start-stop system firing the engine back up.

Comfort is excellent in the city on the Style’s standard suspension (not the R-Line’s sport suspension), floating over speed bumps and potholes with no big jolts or body movements.

At higher speeds on poor roads, the ride gets firmer, with more wind and road noise – but it’s not overtly uncomfortable.

Visibility is reasonable, with large side windows and the blind-spot monitoring system (though this won’t be available on MY23 cars), while the LED headlights provide good coverage on low- and high-beam modes.

The steering is light for city driving – though can be made heavier in Sport mode, if that’s your preference – and the 11.1m turning circle is on par with its small SUV rivals. The front and rear sensors and auto parking functions aid with navigating the city.

In spirited driving, the T-Roc never feels out of its depth, with a stable feel through bends (albeit with some body roll, which is to be expected) and well-weighted inputs.

The less advanced torsion-beam rear suspension in the Style – rather than the R-Line’s more sophisticated multi-link independent rear end – won’t rub off poorly on the driving experience for the vast majority of drivers.

The Bridgestone Turanza T001 tyres on our test car felt confident in the wet and dry, though you can still induce wheel spin on a damp road if you’re not gentle with the accelerator pedal.

The Volkswagen T-Roc 110TSI Style is a great option in a crowded segment of the market, with a sharp new look, plenty of technology for the money, and a polished experience behind the wheel with a comfortable ride, punchy engine and good roadholding.

It’s not perfect – it’s tight for tall passengers in the rear, the touch-sensitive climate-control panel is a step backwards, Japanese and South Korean rivals are cheaper to service, and new orders won’t come with key safety technology.

Unless you need the performance of the 140TSI R-Line – which most won’t – the cheapest T-Roc will be a great choice for many small SUV buyers with about $40,000 to spend.