The second‑generation VW T‑Roc has moved off the Golf’s platform onto MQB+, sharing its underpinnings with models like Tiguan and Kodiak, which gives it a noticeably larger and bulkier silhouette—about 13cm longer and taller than the first generation. Most of the extra length comes from expanded safety crumple zones and interior space is only slightly larger. Power comes exclusively from a mild‑hybrid 1.5 L engine (116 or 150 hp) replacing TDI units.

BUILD QUALITY

The interior of the new model is dominated by soft‑touch matte plastics and leather‑trimed surfaces, with silver accents and ambient lighting that give a polished feel. Door panels are made from recycled fibre and feature door handles that pull up for a premium touch, while the dash itself is covered in soft‑touch cloth. The only remaining hard plastic areas are the lower dash and glove box, which still show some of the earlier generation’s bulkiness. Though the front and rear bumpers look solid, panel fit‑out is uneven in places, with thin carpet and thinner lacquer on less exposed areas. Still, the build quality feels noticeably higher than its predecessor, and the interior upgrade to better materials makes it feel more luxurious.

PRACTICALITY

The car’s design is unmistakably practical. I appreciated how the front seat folds into a large, usable work surface that lets you transport very long items—something you won’t find on the basic Trend trim or even the sportier R‑Line, which comes with sports seats instead of this feature. The modular floor in trunk can be raised with stoppers to simplify access, and top shelf fits in it as underfloor.
Front grille has very complex shape and therefore it will be hard to clean, while in top of the line version (R-Line) it is also glossy so it might be easily damaged by stones.

LIGHTING AND VISIBILITY

The vehicle’s forward visibility is only average; a noticeable drawback is that the A‑pillar merges with the external rear‑view mirror, creating a large blind spot from the driver’s perspective. When backing up, the thick C‑pillars become a nuisance, but fortunately a reverse‑camera and parking sensors are standard, easing manoeuvres in tight spots.
The rear glass panel is adequately sized, yet it is obscured by tall headrests on the back seat. Standard halogen headlights use conventional LED technology, while higher trims can be upgraded to intelligent matrix lamps that automatically adjust beam length, angle, and intensity based on turns and weather conditions.
Inside, the digital cockpit offers a minimalist display mode that hides all non‑essential information, leaving only essential driving data such as speed and assistance system alerts visible. This feature is especially handy at night, reducing glare and visual distractions for the driver.

DRIVETRAIN

Engine is well‑tuned and largely vibration‑free; its elasticity combined with properly balanced drive ratios delivers a comfortable ride even on inclines. This performance comes from the hybrid powertrain integrated into the BISG configuration, which uses an alternator‑starter mounted on a belt drive. The system prioritizes fuel economy: at low speeds it can shut down two cylinders, and in city traffic you’ll occasionally switch to electric mode. With two cylinders off engine feels noticable rougher in low revs. At higher speeds the engine falls short of its rated power; the 150 hp version does not feel noticeably more lively than the 116 hp model, especially when highway has an incline and a downshift and high revs are required to keep up. The 48V Mild‑hybrid system ensures smooth start-stop transitions and provides a small electric boost (14kW of electric power) during restarts, making urban driving more seamless. Boost lasts only for a short while but hybrid battery recharges quickly. Due to economy nature of the vehicle and hybrid system start stop is programmed too aggressively which is sometimes inconvenient and it takes too many steps in infotainment screen to be deactivated.

CHARGING

There is no electric charging. Full hybrids will arive next, but there won’t be any chargeable (plug-in) drivetrain.

TRANSMISSION

All models now feature an automatic gearbox with a dual‑clutch system (DSG). Even the most affordable variant—Trend 116 hp eTSI—comes equipped with this transmission. While the 7‑speed DSG can feel sluggish at low speeds and may lag even in sport mode, it performs reliably and predictably out of town. In higher‑speed driving, the gearbox is tuned for economy and tends to shift too late, so drivers must use the steering‑wheel paddles to manually change gears and keep the engine in an optimal range for sustained performance.

COCKPIT

The upper part of the cockpit is upholstered in Volkswagen’s new eco-friendly fabric, which is easy to clean and highly wear-resistant; most importantly, it does not create a reflection on the windshield even under direct sunlight. I like it. However, the lower part of the cockpit remains made of hard plastic, although I believe some progress has also been achieved here with better finish. The steering wheel features genuine physical buttons, and I hope this is the direction Volkswagen is returning to in other models as well. The rotary touch-screen knob on the center console makes a good impression; control is simple, and clicks are clearly audible. It allows for volume adjustment or driving mode selection. However, if you have not paid extra for the adaptive suspension (DCC), it will serve only for sound output, and in that case, the screen is completely useless. This function should have been better integrated with the infotainment system—for example, to enable map zooming or changing other selections.

INFOTAINMENT

The base model features high-mounted 12.9-inch central display running on faster and more reliable MIB4 software compared to previous models, but it does not include navigation or an artificial intelligence voice assistant (IDA) as standard equipment. The system offers much better graphics, higher resolution, and faster performance than before. Icons are large, but there is some inconsistency when diving deeper into the menus. It is not the fastest, but it will not cause frustration. There are four USB ports and a cooled wireless charging pad available. Deactivating driver assistance systems is best done by saving them to favorites.

ADAS

Osnovna Basic equipment includes dead angle assistance, driver fatigue detection, parking assistance, sign recognition, and automatic braking. Although the vehicle also has lane assist and adaptive cruise control, these cannot be used as standard “self-driving” features. More expensive trim packages offer even semi-autonomous lane-changing capabilities (surprisingly, this actually works). An interesting optional feature allows the car to replay a recorded driving sequence; however, its utility is questionable as the vehicle refuses to maneuver independently in tight spaces, which would ideally be useful for those with narrow garages. Rearview camera and front/rear parking sensors are part of the standard equipment. Boring speed limit warnings can be dismissed with a single touch. In wet conditions, when road markings are fainter, the automatic steering corrections (automatic lane centering) can feel somewhat nervous. Level 2 assisted driving is only available in Style and R-Line trims.

DRIVING CHARACTERISTICS

The new rear suspension design has delivered genuine improvements in ride quality and composure. Even when configured in Comfort mode with Dynamic Chassis Control (DCC), body roll is minimized while directional stability remains strong. The steering offers precision inputs, though a tendency toward understeer becomes apparent at higher speeds; this predictable behavior ensures the vehicle remains safe and manageable rather than feeling agile for rapid cornering. Ultimately, the robust chassis facilitates responsive maneuverability and precise navigation through turns, striking an excellent balance between handling dynamics and a deliberate, safe driving characteristic that is easily controlled.

STEERING

The progressive steering system offers a direct feel, though it is not overly responsive around the neutral position. The progression remains intuitive and well-calibrated, requiring only a short period of adjustment for the driver to fully adapt.

BRAKES

Brakes deliver excellent stopping power with no noticeable fade, even during consecutive hard braking events. However, during regenerative braking, pedal feel changes, making it difficult to modulate braking force precisely.

INTERIOR

There are enough storage, large bins with a soft bottom so that deposited items do not create additional noise. There is more legroom in the rear now than before, but there is a central tunnel (hump) that will bother a third passenger in the rear seat. I like ambient lighting (optional) through perforated door strips. To me it leaves a better impression than hidden light strips and has no reflections in the windows during night driving.

GETTING IN AND OUT

The T‑Roc’s exterior door handles are the classic, non‑recessed style, but the base trim level does not include a keyless entry system. Inside, the handles require a bit of getting used to; you don’t have much control when you open the door. Designers have found a bad solution to a non-existent problem.

BOOT SPACE

The new platform has brought an increase in overall boot space. Unlike the passenger compartment, where the growth is noticeable, the trunk—even though it is 30 liters larger subjectively—does not give the impression of holding more luggage than the old one. The floor is adjustable at two levels, and underneath the floor a shelf can be added to create up to two separate compartments for small items below the main boot (one in the space reserved for the optional spare wheel, and another in the shelf itself).

COMFORT

The adaptive suspension contributes to a comfortable ride quality, still I would not go for 20“ rims but 19“ with good sporty tires. The seats provide ample space with some contouring and good leg support in the second row.

SEATS

All seats are manually adjustable, with the exception of the driver’s lumbar support. This setup facilitates long journeys, allowing for minimal position adjustments while driving. With an optional upgrade, ventilated seats are available featuring 14-way electric adjustment. The seats are quite firm but comfortable due to their excellent shape. Side support is modest, which aligns with the vehicle’s character; it is clearly not designed for spirited driving. The front passenger seat can be folded down into a completely horizontal position, serving as a table for the driver during off-road work or for transporting very long items, provided the rear seats and the front passenger seat are also folded flat.

SUSPENSION

Rear suspension has been significantly improved and is now fully independent, a feature previously available only in the most expensive T-Roc models. If you opt for the optional DCC (Dynamic Chassis Control), you can expect truly high levels of comfort, even beyond this vehicle class; indeed, active suspension is a unique feature within its segment. Without DCC, however, small imperfections like speed bumps are still noticeable, although the standard suspension is generally tuned more for comfort than driving dynamics. If you choose the R-Line equipment line, be aware that the suspension will have a sportier character and be firmer, especially when paired with larger wheels and low-profile tires typical of the R-Line package; this results in a noticeable difference in comfort compared to standard setups. When selecting wheel size, note that 225/40R20 tires for SUVs typically feature softer sidewalls, so handling might be better with the smaller 19-inch wheel size if you select proper tires.

HEATING AND AC

Air conditioning in the base model is single-zone. A three-zone automatic climate control system is available as an upgrade and comes standard on Style and R-Line trims. Unfortunately, there are no separate physical controls; temperature is adjusted using sliders below the infotainment screen. While these controls work well, adjusting fan intensity and air direction must be done via the touchscreen.

INTERIOR NOISE

Wind noise from the windshield is noticeable at higher speeds. The roof rails increase rigidity and thus positively affect driving dynamics; they also reduce noise, which appears to be successful.

ECONOMY AND COSTS

Real-world consumption measured at 6.3 liters per 100 kilometers in the test does not deviate significantly from the manufacturer’s data. The expected loss of value within the first three years is approximately 34%. Given that this is a well-selling model, there will be a higher number of used cars available on the market; however, a portion of buyers still have reservations about purchasing used hybrid vehicles.