2024 Volkswagen Taos

Every 2024 Taos (S, SE, SEL) uses the pre-refresh 1.5-liter EA211 evo turbo four at 158 hp; the 174-hp version arrived only with the 2025 refresh. No optional engine is offered.

Peak torque of 184 lb-ft arrives low in the rev range, giving the Taos decent around-town response despite modest peak output.

The volume FWD 158-hp Taos has been instrumented at 8.5–8.8 s to 60 mph; the 4Motion with the quicker-shifting 7-speed DSG tests a bit faster. 8.5 s is a fair midpoint for the volume trim — slow-to-average for the segment.

The 158-hp 1.5T is smooth and torquey at low rpm with little turbo lag, but feels thin at highway speeds and in passing, and the AWD model's DSG adds low-speed hesitation that blunts response. Mid-band for a subcompact SUV.

FWD models use a conventional 8-speed automatic that shifts smoothly, but 4Motion models use a 7-speed DSG widely criticized for jerky, hesitant low-speed behavior — the very issue VW fixed by making the 8-speed standard for 2025. Mixed lineup lands mid-band.

Volkswagen publishes no US tow rating for the Taos and does not recommend towing with it; buyers who need to tow are steered to the Tiguan or Atlas.

4Motion AWD is available on every trim (S, SE, SEL) and includes selectable drive modes with an Off-Road setting and hill-descent control, but it is a reactive clutch-based system with no low range or torque vectoring.

4Motion models ride higher (about 7.6 in vs 6.5 in for FWD) and get an Off-Road mode with descent control, adequate for dirt roads and campsites, but there is no dedicated off-road trim, skid plating, locker or low range.

One engine and no electrification: the only choice is FWD with the 8-speed automatic or 4Motion with the 7-speed DSG. Rivals offer hybrids or second engines.

The volume FWD Taos with the 158-hp 1.5T and 8-speed automatic is EPA-rated 31 mpg combined, strong for a gas-only subcompact SUV; the 4Motion/DSG version drops to 27 mpg.

28 mpg city is respectable for a non-hybrid subcompact SUV.

36 mpg highway is near the top of the gas-only subcompact SUV class, aided by the tall-geared 8-speed automatic.

FWD models carry a 13.2-gallon tank and AWD a 14.5-gallon tank; at EPA combined ratings both land around 390–410 miles — above average for a subcompact SUV without leading the class.

EPA's current annual fuel cost estimate for the FWD Taos on regular gasoline is $2,150 at 15,000 mi/yr; the AWD version is $2,500.

The 1.5T runs on regular unleaded with no premium requirement or recommendation, and needs no special fueling or charging infrastructure.

NHTSA rates the 2024 Taos 4 of 5 stars overall — five stars in side crash, four in frontal and rollover. 2024 is a carry-over year of the 2022-launched generation, before the 2025 refresh.

No Top Safety Pick for 2024. Good in driver-side small overlap and original moderate overlap, but only Acceptable passenger-side small overlap; rear seatbelt pretensioners/load limiters did not arrive until 2025 builds after January 2025, leaving the 2024 car weak on rear-occupant protection in the updated moderate overlap protocol. IIHS also rates the seat belt reminders Poor.

2024 is the year IQ.DRIVE became standard on every trim, including the base S — AEB with pedestrian monitoring, Active Blind Spot Monitor, Rear Traffic Alert, ACC Stop and Go, Lane Assist, Travel Assist and Emergency Assist. The full AEB/ACC/LKA/BSM/RCTA set requires no trim walk.

IIHS rates the 2024 Taos's standard front crash prevention Poor in the tougher vehicle-to-vehicle 2.0 test and Marginal for pedestrians — a below-average result for the segment despite the system being standard.

Active Blind Spot Monitor and Rear Traffic Alert are standard on every 2024 trim, and the blind-spot system can countersteer when Lane Assist is active. No safe-exit warning, which keeps it below the top of the band.

Travel Assist provides hands-on lane centering on every 2024 trim and reviewers find it keeps the Taos centered with little ping-ponging; it only works in combination with adaptive cruise rather than standalone.

Full-speed ACC with Stop and Go is standard across the 2024 lineup and pairs with Travel Assist for combined highway assist; reviewers find gap-keeping reliable but braking and re-acceleration less smooth than the class best.

No hands-free highway driving is offered on any 2024 Taos; Travel Assist requires hands on the wheel.

Headlights split by trim: the S and volume SE use LED reflector lamps rated Marginal, while the SE Black and SEL get curve-adaptive LED projectors rated Good. Good lighting only on upper trims puts this in the middle band.

Upright seating, thin pillars and large rear-quarter windows give good natural sightlines for the class; a rearview camera is standard but no surround-view camera is offered on any trim.

IIHS rates the 2024 Taos LATCH Good for ease of use, with two full sets of outboard lower anchors and a center tether; rear legroom is generous for a subcompact, though three-across is tight.

The 2024 Taos is a two-row, five-passenger SUV on every trim (S, SE, SEL); no third-row configuration is offered.

Generous front headroom for a subcompact SUV, thanks to the upright body; the SEL's panoramic sunroof trims 1.2 in.

Front legroom is the Taos's one tight passenger dimension, at the very bottom of the SUV band; tall drivers notice it, though reviewers still call the cabin roomy overall.

Rear headroom is excellent for any SUV, let alone a subcompact — the boxy roofline carries height well into the second row.

37.9 in of rear legroom is near compact-SUV territory and among the best in the subcompact class; Cars.com calls rear-seat room 'notably good' for the segment.

No third row is offered on any 2024 Taos; it is a strictly two-row, five-seat SUV, so it lands in the low band by definition.

Measured against the all-SUV band the figure is modest, but within the subcompact class it is class-leading; the 4Motion's multilink rear axle costs 3 cu ft.

65.9 cu ft with the 60/40 rear seat folded is large for a subcompact, though well short of compact and mid-size SUVs in the shared band.

Everyday storage is adequate — door pockets, a deep but narrow console, a dual-height cargo floor and rear-seat pass-through — but the console bin is small and there is nothing inventive like a giga console or onboard AC power.

The front seats are sporty, supportive and comfortable over long drives, and the rear bench has real legroom, but the S's manual seats and limited adjustment range hold it below the class's best.

Ride is on the firm side and doesn't isolate sharp bumps as well as some rivals, but it stays comfortable and well controlled; FWD models use a torsion-beam rear while 4Motion gets a multilink rear that rides a touch better.

Reviews split: Edmunds flags noticeable road and engine noise at highway speed, while others find wind noise lower than expected; on balance it is about segment-average with some intrusion.

For 2024 a heated steering wheel became standard even on the S; the volume SE adds heated front seats and newly standard dual-zone Climatronic, and the SEL adds ventilated front seats — a strong spread for the price, though no rear heated seats or rear vents of note.

Volkswagen priced the 2024 Taos S FWD from $23,995 MSRP plus a $1,425 destination charge — one of the lowest entry prices in the subcompact-SUV class, and the last year before the 2025 refresh raised the base to $24,995.

The SE is the best-selling 2024 Taos trim, adding the larger touchscreen, heated seats and keyless access most buyers want; 4Motion AWD adds roughly $1,500–$1,700 on top.

Scheduled maintenance on the Taos is modest (~$500/yr), but Volkswagen's above-average repair costs and the 2022–2024 cars' 7-speed DSG (4Motion) and 8-speed automatic (FWD) push combined five-year costs past the mainstream norm.

iSeeCars measures Taos five-year depreciation at roughly 45–48%, worse than the ~40% compact/subcompact SUV average; heavy 2024 incentives and the 2025 refresh weigh further on pre-refresh resale.

Volkswagen's New Vehicle Limited Warranty on the 2024 Taos runs 4 years/50,000 miles — a year longer than most mainstream rivals' 3-year/36,000-mile coverage.

VW folds powertrain coverage into the single 4-year/50,000-mile warranty, well short of the 5-year/60,000-mile mainstream norm and Hyundai/Kia's 10-year/100,000-mile coverage.

Carefree Coverage includes 2 years/20,000 miles of scheduled maintenance and 3 years/36,000 miles of 24-hour roadside assistance, plus a Car-Net connected-services trial — real value, though short of multi-year luxury-style programs.

$29,590 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $15,683) leaves about $13,907 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,907 in total.

Consumer Reports rates the 2024 Taos less reliable than other cars of its model year and names the Taos the least reliable model in VW's lineup in its 2025 survey, while J.D. Power gives it an average 77/100 predicted reliability — mixed signals landing at the floor of the average band. Owner trouble spots are infotainment screen freezes and turbo issues.

Volkswagen has sat in the lower half to bottom third of both J.D. Power's Vehicle Dependability Study and Consumer Reports' brand rankings in recent years, with infotainment and electronics complaints driving its problem counts; by the 2026 VDS it finished last among brands.

NHTSA lists no recall campaigns for the 2024 Taos, a clear improvement over the launch-year 2022 (fuel pump, fuel quick-connector, AWD ECU software, rear suspension and camera recalls), and it falls outside the 2025–2026 fuel-sensor and instrument-cluster recalls. Offsetting that, the generation carries heavy TSB/complaint activity around the AWD 7-speed DSG's low-speed shudder and launch hesitation plus infotainment freezes, keeping it in the typical band.

The volume FWD Taos pairs the widely used 1.5L EA211 evo TSI (158 hp) with a conventional 8-speed automatic, a durable combination with no systemic failures, though the engine family has known water pump/thermostat housing leaks and a scheduled timing belt. The AWD versions use the 7-speed DQ381 dual-clutch, which draws widespread shudder and hesitation complaints and was dropped for 2025.

This is the pre-refresh cabin: roomy, but reviewers point to plenty of hard, cheap-looking plastics and a generic design, with a few padded leatherette and painted-trim accents. It is on par with most of the segment and behind the Mazda CX-30 and Honda HR-V.

The Mexican-built (Puebla) Taos earns an average 80/100 J.D. Power quality & reliability rating. Owner complaints focus on electronics and drivetrain behavior rather than panel gaps or rattles, while VW's brand initial-quality results run around or below the industry average.

VW's roughly 600+ US dealers give adequate national coverage, but that is about half the footprint of Toyota, Honda or Chevrolet. VW is not among the leaders in J.D. Power's service satisfaction rankings.

The high-volume MQB platform means broad parts availability and solid aftermarket support, and Taos routine costs are modest. VW-brand average repair costs run above the industry norm, though, and DSG repairs on AWD units are expensive.

The volume SE uses the 8-inch MIB3 glass-covered display; the base S makes do with a 6.5-inch MIB2 unit. Small by current standards.

The MIB3 system is straightforward and retains a volume knob and physical buttons, but reviewers call its look and function dated, the tuning knob only works for AM/FM, and the S's MIB2 unit is a generation older.

Wireless App-Connect (CarPlay/Android Auto) is standard on the volume SE and the SEL with the MIB3 system; the base S's MIB2 unit offers wired projection only.

MIB3 voice control is basic, and native navigation (Discover Media) is reserved for the SEL; most owners will use phone projection instead. J.D. Power owners cite the voice assistant as a weak point.

The base six-speaker system is adequate; the SEL's eight-speaker BeatsAudio system is a modest, well-regarded step up. Premium audio is limited to the top trim.

Every 2024 Taos has an 8-inch Digital Cockpit as standard, and the SEL upgrades to the 10.25-inch Digital Cockpit Pro with up to four views including full-screen navigation. Full digital across the range, configurable at the top.

VW says most 2020-and-newer models can receive limited over-the-air updates via myVW, but for the MIB2/MIB3 Taos these are narrow in scope and do not add features; meaningful updates still largely need a dealer.

The myVW app (VW Car-Net) offers remote lock/unlock, vehicle status, parking location and remote start on equipped trims, but Remote Access moves to a paid plan after the trial and there is no phone-as-key.

USB-C ports are standard up front with rear charging ports, and the SE and SEL add a Qi wireless charging pad; no household AC outlet is offered.

KESSY keyless access with push-button start and remote start arrive on the volume SE and SEL; the S uses a traditional key, there is no hands-free liftgate on most trims and no phone-as-key.

A rearview camera is standard and parking sensors are available on upper trims, but no 360-degree camera or automated parking is offered on any 2024 Taos, and camera resolution is ordinary.

No head-up display is offered on any 2024 Taos trim; driver information is delivered only through the Digital Cockpit.

Near compact-SUV rear legroom, tall rear headroom, an easy step-in height and IIHS-Good LATCH anchors make car seats easy to fit, and the cargo hold swallows a stroller; it is still a narrow five-seater with no sliding rear bench.

For 2024 the full IQ.DRIVE suite (ACC stop-and-go, AEB, lane centering, blind-spot, rear cross-traffic) is standard on every trim, a real plus for families; but NHTSA rates it 4 stars overall and IIHS scores its updated vehicle-to-vehicle AEB test Poor, and the better Good-rated headlights are SEL/SE Black only.

Four adults ride in genuine comfort and luggage space is class-leading, but rear amenities are thin (no rear climate controls or entertainment), the ride is firm, and highway noise and a busy engine wear on long stints.

Easy to drive with an upright view and lively low-end torque, but the FWD 8-speed can shift abruptly at low speed and the 4Motion's 7-speed DSG is hesitant and jerky in stop-and-go traffic — the issue VW fixed for 2025.

31 mpg combined (36 highway) on regular fuel makes the FWD Taos one of the thriftiest non-hybrid subcompact SUVs; 4Motion drops to 27 mpg, and there is no hybrid option.

A compact 175.8-in footprint, a tight published turning circle, thin pillars and an upright seating position make it easy in town; only a rear camera is offered (no 360 view), with sensors on upper trims.

Volkswagen publishes no US tow rating for the Taos, and its 158-hp four-cylinder and modest payload make it unsuitable for real work beyond carrying light cargo.

A light-duty commuter crossover with a below-average reliability record (CR rates the 2024 Taos less reliable than average) and a DSG with a spotty reputation; it is not built for hard use.

Cargo tie-down hooks, roof rails and a flat-ish load floor are about all it offers; there is no onboard power, factory hitch rating or upfit ecosystem.

Supportive front seats, standard Travel Assist lane centering with ACC stop-and-go and roughly 400 miles of FWD range are strengths; highway road and engine noise, a firm ride and a thin top end at speed limit it as a mile-eater.

4Motion AWD is available on every trim and roof rails carry bikes and boxes, but ground clearance is modest (about 7.3 in), there is no tow rating for small trailers, and no off-road drive modes or outlets.

Class-leading cargo volume, a 60/40 split rear seat with pass-through and a dual-level floor handle bulky gear well for the size, though it cannot match compact SUVs and lacks a hitch.

Sharp, nimble handling is one of the pre-refresh Taos's best traits; Car and Driver recorded 0.83 g on the skidpad for this generation, strong for a subcompact SUV, and the 4Motion's multilink rear sharpens it further.

Steering is quick and accurately weighted, contributing to the Taos's nimble feel, but like most electric racks in the class it transmits little real feedback.

This generation stopped from 70 mph in about 176 ft in Car and Driver testing, a good result for the class, with progressive pedal feel; some J.D. Power owners cite brakes as a quality complaint.

The 158-hp 1.5T pulls eagerly at low rpm, but drivability is let down by abrupt low-speed shifts from the FWD 8-speed and hesitant, jerky behavior from the 4Motion's 7-speed DSG, plus slow downshifts for passing.

The small turbo four is unobtrusive around town but becomes audible and a bit coarse when worked hard at highway speeds.

VW's 2024 technical specifications list a 35.1-ft curb-to-curb turning circle for both drivetrains, very tight for an SUV. VW published 37.6 ft for the 2022 and 2026 models on the same platform, so the figure carries some uncertainty.

A tall, upright driving position with thin pillars gives excellent outward visibility, physical climate and volume controls remain, and ingress/egress is easy; limited seat adjustment on lower trims and tight front legroom for tall drivers are minor drawbacks.

Nimble handling and a peppy, torquey engine make it more engaging than many subcompact rivals, but the unrefined transmissions and modest power keep it in pleasant-but-forgettable territory.

For 2024 VW made the full IQ.DRIVE suite standard on every Taos, including the $23,995 S — adaptive cruise with stop-and-go, AEB with pedestrian monitoring, lane-keeping/Travel Assist, blind-spot and rear cross-traffic alerts — alongside an 8-inch digital cockpit, CarPlay/Android Auto and LED headlights. The S still makes do with a 6.5-inch screen and cloth manual seats, but at the class's lowest entry price that is competitive-plus.

A low entry price, newly standard driver aids, the roomiest rear seat and one of the biggest cargo holds in the subcompact class make the 2024 Taos strong content-for-money, especially in S and SE form. It is held back by a 158-hp powertrain and DSG that reviewers find unrefined at low speed, no hybrid option, and an SEL that approaches $35,000.

S, SE (with the new SE Black package) and SEL span roughly $25,400–$34,900, with 4Motion AWD available on all, covering the budget range adequately. Breadth is limited by a single 1.5T engine, and SE Black is an appearance package rather than a distinct equipment rung.

Calendar 2024 was the Taos's best US sales year at 65,876 units, up from 58,890 in 2023 — a solid, rising mid-pack seller and a key VW volume model, though still well behind subcompact leaders like the Trax, Crosstrek, HR-V and Corolla Cross.

Volkswagen's German driving feel and cabin presentation give the Taos some showroom appeal over mainstream rivals, but middling reliability and dealer-service reputations and below-average resale leave the brand neutral in the US.

Volkswagen backed the 2024 Taos with recurring factory cash and subvented financing, and leftover 2024s carried extra money once the refreshed 2025 arrived — a genuine buyer benefit on a model that was otherwise selling at record volume.

2024 is the third and final year of the original pre-refresh Taos (US launch MY2022, MQB A1). The 2025 mid-cycle refresh brought new styling, a 174-hp engine, a standard 8-speed automatic and a redesigned interior, so a 2024 buyer was getting a design superseded months later.

Reviewers rated the 2024 Taos well — a top-tier U.S. News score and a solid Edmunds rating on the strength of rear-seat room, cargo space and handling — but it was rarely the outright comparison-test winner and won no major award; the knocks are the hesitant DSG/powertrain and a small base screen.