Getting Comfortable with the Cockpit: Tech Meets Frustration
The first thing I noticed after sliding into the driver’s seat was the digital cockpit, modern, clean, but perhaps too clean. The 10.25, inch Virtual Cockpit behind the steering wheel is crisp and customizable, and the center 8.25, inch or optional 9.2, inch touchscreen sits high on the dashboard. But here’s where the charm started to fade: everything is touch, operated.
Gone are the tactile rotary dials. Volume? Touch swipe. Climate? Deep in the menus. On cold mornings in Kaiserstuhl, I found myself jabbing at cold glass rather than twisting a warm, responsive knob. It’s not that the system is broken, it’s just slower and more distracting than it should be, especially on winding roads where your eyes need to be on the next bend, not buried in submenus.
The standard infotainment system supports Apple CarPlay and Android Auto, but the audio controls and HVAC setup are textbook examples of where digital doesn’t beat analog. That said, voice commands worked reasonably well, and the screen never glitched, even during long drives.
On the Road: The 2.0 TDI Shows its Strength
Under the hood of my test car was the 2.0, liter TDI engine, paired to the smooth, shifting 7, speed DSG transmission. With 150 hp and 360 Nm of torque available from just 1600 rpm, it wasn’t quick in the hot, hatch sense, but it had that relaxed torque, rich powerband that made uphill sections feel effortless. Even at half, throttle, it pulled with quiet confidence.
The DSG gearbox is, for the most part, buttery smooth, you barely notice shifts during light acceleration. Kickdown response is acceptable, though not razor, sharp, and it occasionally hesitates before downshifting under sudden throttle demand. Still, on those long climbs above Oberbergen, I found the manual paddle shifters helped keep things tight in Sport mode. The turbo lag is modest, and once spooled, the car surges forward with surprising eagerness for its 1.7, ton weight.
In numbers, it sprints from 0 to 100 km/h in 10.1 seconds and tops out at 196 km/h. But the real strength lies in its mid, range punch, overtaking on country roads was easy, and on the Autobahn, the Tarraco cruised comfortably at 150 km/h with the engine ticking over at 2,000 rpm.
Fuel Efficiency and Real, World Consumption
SEAT claims 5.4 l/100 km combined under WLTP, and during my time in Kaiserstuhl, with climbs, descents, some Autobahn stretches, and plenty of B, roads, the trip computer showed 6.1 l/100 km. That’s right in line with the ADAC Ecotest, and it’s genuinely impressive for a vehicle this size.
What’s more important, though, is how well the diesel powertrain suits this kind of car. It’s refined, frugal, and full of torque, traits that make long, distance cruising relaxing rather than tiring. CO₂ emissions are rated at 142 g/km, and the engine meets Euro 6d emissions standards thanks to a robust exhaust treatment system that includes AdBlue SCR injection.
Ride and Handling: Balanced Comfort, If Not Thrills
The Tarraco’s suspension is firm but never punishing. My test car had adaptive dampers (DCC), allowing me to cycle between Comfort, Normal, and Sport modes. While the differences are noticeable, don’t expect radical changes, this isn’t a hot hatch. But when I set it to Comfort and cruised through Endingen, the body control over cobblestones and rough patches was excellent.
Body roll is well, managed for a tall SUV, and thanks to progressive steering, the Tarraco doesn’t feel overly nose, heavy in corners. That said, steering feel is more VW than SEAT, accurate, yes, but light and lacking real feedback.
Stability at higher speeds is excellent, and the ESP system intervenes gently when pushed hard through hairpins. As a family SUV, this car prioritizes safety and confidence over dynamic thrills, and it does so convincingly.
Interior Space: Roomy, Versatile, and Almost Van, Like
One of the big wins for the Tarraco is how spacious and usable the interior is. I’m 1.87 meters tall and could sit comfortably behind my own driving position, with plenty of leg and headroom left. The second row is longitudinally adjustable and can also recline, a boon for rear passengers on long trips.
The third, row seats, available for €900 extra, are usable only for kids. Getting in and out is tight, and anyone over 1.60 meters will struggle back there. But with the third row folded flat, you get a cavernous boot. SEAT quotes 760 liters of space with five seats up, expanding to 1775 liters with the second row folded.
I easily fit a mountain bike in the back with both wheels attached, something I rarely achieve without fiddling with the fork or saddle. For cyclists or outdoor types like me, this kind of space matters more than cup holders or ambient lighting.
Towing and Practicality: This SUV Does Work, Too
The Tarraco is more than just a comfortable cruiser. With a braked towing capacity of 2,000 kg, it can handle trailers, caravans, and even boats, provided you get the tow package. The tow bar load is rated at 100 kg, making it ideal for a bike rack carrying two e, bikes. Roof rails are standard and can carry 75 kg, which I used to mount a ski box last winter.
The payload capacity of 542 kg gives you enough leeway to pack up for a week, long holiday without worrying about overloading. It’s this blend of spaciousness and muscle that makes the Tarraco such a great all, rounder. It doesn’t just look like an adventure vehicle, it acts like one.
Safety and Driver Assists: Mostly Standard, Mostly Useful
The Xperience trim of my test car came packed with safety tech. Adaptive cruise control, lane keeping, emergency braking, driver fatigue alert, and traffic sign recognition were all standard. Features like Travel Assist (semi, autonomous lane guidance) and Emergency Assist are extra, but if you spend time on highways, they’re worth adding.
However, there’s no head, up display, and blind spot monitoring and rear cross, traffic alert cost extra, which seems stingy at this price point. Still, visibility is excellent, and the 360, degree parking camera made navigating Kaiserstuhl’s narrow vineyard paths a breeze.
Conclusion: Quiet Strength from Spain’s Largest SUV
Driving the SEAT Tarraco through Kaiserstuhl felt like pairing solid German engineering with Spanish practicality. It isn’t a car that shouts for attention, but it delivers where it matters, torquey diesel performance, honest fuel economy, massive interior space, and practical features that genuinely support an active lifestyle.
Yes, the touchscreen controls are annoying. And no, it’s not a canyon carver. But for those of us who need a car that can do everything, haul kids, tow bikes, swallow camping gear, and cruise all day with comfort, the Tarraco checks every box. It’s one of the few mid, size SUVs that still makes sense in diesel form.
Is the SEAT Tarraco still available with all, wheel drive?
Only used models. The current lineup is front, wheel drive only.
What’s the real, world fuel consumption of SEAT Tarraco?
In mixed conditions, expect around 6.1 l/100 km. Easily better than most petrol rivals.
Is SEAT Tarraco better than the VW Tiguan Allspace or Skoda Kodiaq?
If you value design, simplicity, and price, for, value, yes. Mechanically, they’re nearly identical.