2023 Volkswagen T-Roc review: 110TSI & 140TSI

The Volkswagen T-Roc was starting to build momentum in 2021, its second year on sale, before it became one of the most-affected victims of the global supply crisis.

Now an updated range has been released to pick things up again, with the German brand optimistic about deliveries for what is one of the more expensive offerings in the mainstream small SUV segment.

This rival for notable models such as the Hyundai Kona, Kia Seltos, Mazda CX-30, MG ZS and Toyota C-HR is slightly pricier again, starting from $37,250 before on-road costs – or close to $42,000 drive-away with charges added plus a body colour other than white.

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This entry-level VW T-Roc 110TSI Style is joined by a $45,250 (before on-road costs) 140TSI R-Line variant that replaces what was previously the 140TSI Sport, while the big news for the range is the arrival of the high-performance R not previously offered. The R is priced from $59,300 before on-road costs.

On the spectrum of mild updates to major overhauls for mid-lifecycle cars, the 2023 T-Roc most definitely falls into the latter camp.

Besides a revamp for the front-end design that brings new LED headlights, a revised lower bumper and a new grille with integrated LED strip, the T-Roc’s interior has been given a thorough makeover and extra technology has been thrown into the mix.

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The cabin update is much needed for an SUV that is based on the previous-generation Golf rather than the current Mark 8.

It still misses out on the modern-minimalist look of the latest Golf’s interior but the dash is now more contemporary, with an 8.0-inch digital driver display becoming standard in the base T-Roc upwards – a 10.25-inch version carries over from the Sport to the R-Line – in addition to a new touch-button climate control panel.

Helping to address criticism that the original T-Roc struggled to match the interior quality of a Golf despite being more expensive, the dash top is now constructed from soft rather than hard plastic and all models gain sportier seats.

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The infotainment display now rises out of the dash rather than being integrated, combining an 8.0-inch screen with an array of physical dials and buttons. (The R features a full-width 9.2-inch screen.)

Enough hard plastics remain to remind you that you’re not in a compact luxury SUV, and it doesn’t quite pull off the same premium interior look as rivals such as the Mazda CX-30 or Peugeot 2008.

Storage remains a great attribute of the T-Roc. The door cubbies are generously sized, the glove box is larger than average, the centre console includes a slot for the key fob, and all models now feature a wireless charging tray for smartphones.

MY23 Style and R-Line variants miss out on blind spot and rear cross traffic alert (which use the same sensors) to alleviate supply issues, with a $650 discount factored into pricing. The T-Roc R isn't affected.

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There’s a respectable amount of space in the rear seat if regular occupants don’t break the 182cm mark; this includes plentiful foot space. And it’s certainly plenty spacious for kids. (ISOFIX points are in the outboard seats, with top tether anchors across all three seating positions).

Excellent comfort is provided in the rear bench's outboard positions, which are scalloped. The cabin’s not particularly wide and the transmission tunnel is high, so any adult having to sit in the centre seat would need to be very lean or very game.

The rear cabin provides vents, two USB-C ports, a centre armrest with cup holder, seatback pouches, and bottle holders in the doors.

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Boot space differs between T-Roc variants. The base Style has 445 litres – well above the related Golf’s 380 litres – thanks to its cheaper but more compact torsion-beam rear suspension. The T-Roc R-Line, which has a multi-link rear suspension that also factors in all-wheel-drive hardware, provides 392 litres.

That’s only slightly more than the 385L capacity of the T-Cross – and VW’s smallest SUV can expand its seats-up luggage area to 455 litres thanks to its sliding rear bench.

You’ll find larger boots in the T-Roc’s segment with vehicles including the Jeep Compass (438L) and Kia Seltos (433L), though it’s also a more spacious boot than you get with the likes of the Mazda CX-30 (317L), Subaru XV (310L), and Toyota C-HR (377L).

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Fold down the 60:40 split rear seats and the T-Roc's cargo room increases to 1237 litres. Snow bunnies will be delighted with the ski port.

When the T-Roc landed in 2020 it quickly established itself as one of the best vehicles to drive in its segment. With no engineering revisions, including drivetrains, nothing changes here.

The T-Roc Style may have inferior rear suspension on paper but it matches a Golf for ride sophistication, providing compliance over imperfect surfaces whether around town at slower speeds or at a faster clip on country roads.

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The T-Roc Style may have inferior rear suspension on paper but it matches a Golf for ride sophistication

If you want a T-Roc with the quietest, plushest road manners, the Style is the pick over the R-Line that features a firmer suspension set-up. Our test car’s optional 19-inch (black alloy) wheels also elevated road noise noticeably.

These bigger wheels form part of a $2900 Black Style Package, which also adds adaptive dampers plus a 300-watt Beats audio system and various cosmetic enhancements including a faux carbon fibre wrap for the C-pillars.

It isn’t a challenge to use the T-Roc R-Line for daily driving if you pop the adaptive suspension into Comfort mode via the central touchscreen, but the ride is noticeable stiffer even without engaging the firmer Sport setting.

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The pay-off for keener drivers is increased levels of grip – though the Style’s tyres still offer plentiful adhesion – as well as better body control when the dampers are in Sport.

Extra punch from the T-Roc R-Line’s bigger engine is also obvious.

It would be unfair to describe the entry Style’s 110kW/250Nm 1.4-litre turbo-petrol as underpowered because its performance is sufficient for many buyers. Equally, the 140kW/320Nm 2.0-litre helps justify some of the $8000 premium for the R-Line.

Not only is there more torque but it’s generated across more of the rev range.

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T-Roc 140TSI R-Line

There’s a 1.3-second difference between the two variants in VW’s 0-100km/h acceleration quotes: 8.5 seconds for the Style versus 7.2 seconds for the R-Line. (The T-Roc R is in another league at 4.9 seconds.)

Official fuel consumption determines that the bigger engine uses 7.3 litres of petrol (95 RON minimum) per 100km compared with 6.3L/100km for the Style’s smaller powerplant.

Transmissions also vary the driving experience slightly, suiting the character of each variant. The Style employs a more relaxed eight-speed torque converter auto whereas the R-Line opts for a faster-shifting seven-speed dual-clutch unit.

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A compromise of the dual-clutch is that activating the Auto Hold function becomes important on hills as the vehicle otherwise tends to roll backwards or forwards; we also found with this transmission that there was a noticeable lag between the stop-start system restarting the engine and responding to throttle input. It’s only a minor point but one we thought worth noting.

Driving positions are excellent in both variants. Seat support and comfort are also impeccable whether you’re sitting in the microfleece/fabric pews of the Style or the R-Line fabric seats of the higher-grade T-Roc.

Vision in all directions is also hard to fault, and there’s very much a sense of driving a high-riding Golf.

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It could be argued that a T-Roc range sweet spot is missing: a variant that blends the plush, refined manners of the Style with the punchier performance of the R-Line.

As it stands, there’s a clear choice here for T-Roc buyers beyond price. Both the Style and R-Line make strong individual cases and a tempting offering in a busy category.

Oh, and if you’re interested in the full-blown T-Roc, Volkswagen will let us tell you all about that next week on the 15th of September.

2023 Volkswagen T-Roc specifications