Volkswagen Touareg 2003 Review

What we liked
>> Real off-road ability
>> Hot-hatch looks
>> Interior finish

Not so much
>> Space saver spare
>> Paying extra for metallic paint
>> Aggressively profiled seats

OVERVIEW
"Handles on-road and off-road like no 4x4 before" is the claim Volkswagen makes up front for its long-awaited Touareg SUV. And with proper full-time four-wheel-drive, a transmission equipped with a true low range, class-leading interiors and some potent powerplant options, it certainly appears to have the walk to back up the talk. The last of the major luxury SUV to enter the market, big things are expected from this vehicle. It's already picked up major gongs in the USA, however, as has been the case previously, overseas plaudits don't necessarily mean the package will translate down under.

A close cousin to Porsche's stratospheric Cayenne, the Touareg is a landmark model for VW. With 1500 expected to find homes in Aussie garages in the next year, it will have a significant part to play in the re-establishment of the brand in Australia.

At launch four models are offered, priced from $67,600 for the base petrol V6 powered car through to the range topping, and stump-pulling, $138,500 V-10TDI. The lion's share of buyers is expected to opt for the V6 Luxury, specced up and priced at $75,800. Alas just one model was on hand for the Aussie launch in the wilds of Port Douglas FNQ, the potent 228kW V-eight price just $50 short of three-figures.

FEATURES
With a dashing, almost mega hot-hatch presence in the flesh, the Touareg is no less impressive under the skin. The basic structure of the vehicle is shared with the Porsche Cayenne, and though Volkswagen is coy about stating exactly what's common, there are major similarities between the cars. As you'd expect in a vehicle of this calibre, much is made of the advanced passenger cell in terms of safety and as a twist-free foundation for top of the line suspension conponentry.

Utilising a mixture of aluminium and steel componentry, the Touareg's suspension set-up is dual wishbone at each corner. Optional on the V8 and standard on the V10 (and coincidentally also fitted to the top-of-the-range Cayenne) is Continuous Damping Control air suspension. Delivering auto and manually adjustable damping and ride heights, the air suspension offers three modes and four speed-dependent ride heights. Clearance in 4WD mode is an impressive 300mm (237mm for steel spring versions), while at high speed the CDC-equipped Touareg settles to a sedan-like 180mm.

With over 3000kg (loaded) to pull up, even in the V6 version, the Touareg is understandably well equipped in the braking department. Behind a range of 17-19-inch alloy wheels, all versions share big ventilated discs at each corner, the fronts gripped by six-piston calipers. ABS, Electronic Brake Force Distribution and Assist are all standard kit across the range.

COMFORT
Arguably Volkswagen and Audi vie for the best interiors in the automotive world today and the Touareg's no exception. Even in basic V6 form the cabin has heaps of cachet and materials are first class. Don't know where the Volswagen Group gets its plastic from, but other makers please take note.

Two elements dominate the Touareg's pointy end; a heavily hooded binnacle and substantial centre module and console. The binnacle frames two comprehensive instrument packages, the only hiccup on which is the cacophony of numerals on the 300kmh speedo - it'd be easy to read if the sweep only had to deal with 0-260. Sat nav (optional on all models bar the V10), audio and climate controls dominate the centre section.

The Touareg's drivetrain controls (low/high range and air suspension) are located adjacent to gear selector on the centre console. It's here also that the V10's keyless ignition 'go' button sets everything in motion. Leather upholstery is standard on all but the base V6 model and is typically well executed. Electric adjustment is offered on all models (driver and passenger) and the steering wheel is also electrically adjustable for reach and angle.

The seats themselves are very firm with quite aggressive lumbar profiling. Theres 'only' fibe by the way, with no seven seat option offered, nor planned in the foreseeable future says VW. One nice touch was twinned sun visors. Ol Sol on an awkard angle off the starboard bow? Thanks to the crew at Wolfsburg (well, actually Bratislava in the Czech Republic) you can blank out the top edge of both windscreen and side window.

SAFETY
The Touareg gets the full complement of active safety features including antilock brakes with EBD (Electronic Brake Distribution) and EBA (Emergency Brake Assist), stability/traction control (ESP and ASR), EDL (Electronic Differential Lock) and EBC (Electronic Braking Control). Full-time 4WD makes short work of slippery conditions and our short experience of the vehicle suggests that all of the above systems work as well on dirt roads as on the black top.

Panic stops on loose gravel were short, straight and fuss-free. In terms of passive safety the Touareg is up there with the best. As noted hereabouts the VW's safety cell is substantially contructed using high strength steels and techniques including laser seam welding.

The standard complement of airbags number six and pedestrian protection measures have been incorporated. Although the Touareg's accessory catalog is expected to be a thick one, don't expect a bulbar to be offered as an option. Says VW, such add-ons are not in keeping with the company's safety aims. In our opinion, if there's one chink in the Touareg's safety and usability armor it's the use of a space saver spare. Given the surprising off-road ability of the Touareg, it would be nice to see this oversight remedied. At least Volkswagen offers a tailgate-mounted full-size apare as an option - albeit it a pricey $2100 one.

MECHANICAL
Unlike the likes of Honda, Lexus or Volvo's entries in to this burgeoning category, the Touareg features a true centre-differential-equipped constant four-wheel-drive system. Volkswagen calls the set-up, 4XMotion. This basic configuration echoes Audi's famous Quattro system, and is related to that used on the W8-engined top-of-the-range Passat. In the Touareg, however, the system is seriously beefed up and augmented with a low range (2.7:1) transfer case.

And the story doesn't end there - the centre differential is lockable manually (via a console-mounted dial) and significant electronic assistance can also be brought to bear, not the least of which integrated traction and hill descent systems. In normal conditions drive is split 50:50 across the front and rear axles, but full drive can be apportioned at either end when the going gets more challenging.

Also assisting the more adventurous are a hill starting system and optional rear diff lock. Auto-only, The Touareg offers no manual gearbox options. Featuring Tiptronic shifting, the gearbox is a six-speeder with F1-style paddle shifters fitted to the V8 and V10 models.

Alas the paddles are steering column mounted and do not turn with the wheel making it hard to get the best out of the manual mode in the twisties. The Touareg's V6 will be familiar to Volksphiles as the engine that powers both the R32 hi-po Golf and entry-level Phaeton luxury sedan. A narrow angle (15°) 24-valve 'VR' engine, it displaces 3.2lt and boasts 162kW of power and 305Nm of torque. The larger Vees are more traditional 90° powerplants with the 40-valve 4.2lt V8's roots planted in the Audi camp. Also powering the A8 luxury sedan, in the Touareg the engine delivers 228kW and 410 Nm.

If you think that's impressive, consider the 750Nm the bi-turbo V10 diesel pumps out. Claimed by Volkswagen to be the world's most powerful passenger car diesel, the 5.0lt engine is in essence and function two of the company's excellent inline five-cylinder oilers mated to common crankcase. It too has been lauded OS. We can't wait to get our hand on it.

COMPETITORS
Spanning $70,000 across its range, the Touareg can count virtually every other prestige SUV as a competitor. Says VW, the vehicle is aimed at the prestige end of the spectrum, but equally biased to road and on-road. In pure terms that makes the Range Rover, and by definition, the Cayenne, the closest combatants. In real terms, the V10 will likely appear on the same shopping list as the above behemoths, however, the V8 and V6 Touaregs will be duking it out with the regular luxo-SUV suspects in the $70-110K range. At the bottom end, consider the Touareg among the Volvo XC90, BMW X5 3.0, Benz ML350, Honda MDX and Lexus RX330.

Spoiled for choice? We'll reserved our judgement until we drive the V6 but on paper it's looking good for VW. Opt for V8 motivation and the BMW and Benz are still in there swinging as the pricetag shifts into six figures. After limited exposure to the V8, we'd rank it above our previous favourite, the X5 4.4, in this performance-SUV segment.

It'll take a direct comparison to really settle the score, but if off-road ability is important to you get in line for the veedub now.

ON (AND OFF) THE ROAD
If you've read this far then the cat's already out of the bag. This tester is very impressed with the Touareg's manners, on and off the road. In a brave (foolhardy?) move, Volkswagen threw real off-road conditions at the Touareg during the local launch. Think big, steep, muddy hills, complete with tight pinches, creek crossings and threats of wild boars! With low range selected and centre diffs locked the V8s barely flinched at any of the climbs or descents despite the fact the standard low-profile 18-inch Bridgestone Turanzas were still on road pressures.

Can't imagine the lengths you're going to have to take to stop a V10 with twin diff locks and proper offroad rubber! Yours truly piloted a steel sprung vehicle around the 30-minute rainforest loop and was impressed by the car's manners. There was plenty of grinding and graunching going on at times but this had nothing to do with lack of clearance, rather the machinations of the various traction and braking controls as power was distributed and redistributed and we walked over everything in our path. Only one of the downhills needs low first, the Hill Descent Assistance doing its job in low second and letting the driver concentrate on picking the best line down. Others reported the air-sprung version was even better behaved with advantages delivered in terms of comfort and even better traction.

Manners on the road were also a plus on the CDC air suspension version, however, the price for this option is steep - an additional $8400 (including Xenon headlamps) on the V8. If the standard steel sprung V8 is not a match or better for the X5 on the blacktop, then it's damn close - and certainly ahead of the Volvo, Benz and Honda. It's easy to forget that the Touareg is a big vehicle - from 10m away it seems to shrink and look all hot-hatchish - and the same can be said on the road.

No, this is not a sportscar but it has the potential to be punted along when the spirit moves you, with both precision and verve. Performance is strong, but not stunning. There's plenty of oomph for overtaking but it still pays to go down a gear or two for really rapid progress.

Seems this is another V8 that likes to rev. All the while, it's a very serene experience with commendable levels of engine and wind noise. Indeed on the coarse FNQ blacktop, the noisest thing was the tyres. Fuel figures and the like will have to wait for our seven day test, but think 16lt/100km and you won't be far wrong. VW's figures show the big V10 diesel as the most economical of all the Touareg models. Might is right.

BOTTOM LINE: For those who can afford the cost of entry, the Touareg offers an enticing mix of flair, functionality and go-anywhere ability

If you're the type who doesn't see the sense in battling peak hour traffic in an oversized, jacked-up wagon, then Volkswagen's new luxury off-roader could be for you. Here's a real 4WD that works just as well in the urban grind as the rugged trails it was designed to conquer.

Despite its mid-sized bulk the V8 Touareg goes, stops and turns like a much lighter and smaller vehicle. It slots easily into tight parking spots thanks to a compact turning circle and front and rear parking sensors.

Around town the muscular and refined V8 combines well with the smooth six-speed tiptronic auto for easy commuting. The 228kW engine is happy punching hard from the lights or working away quietly in fifth gear at 2000rpm on a twisty mountain road. The only downside is a healthy thirst; we averaged more than 20litres/100km with combined city and highway driving. Ouch.

Sportscar-style good looks are matched by sporty handling, at least for an SUV. The air-suspended Touareg remains well-balanced around corners unless provoked, with surprisingly little body roll, especially with the ride height set at its lowest.

The sumptuous interior blends upmarket materials with clever design. Leather seats are firm but comfortable on longer trips, and the sat nav system (a $4900 option) is one of the best we've sampled. Clever, useful touches abound, from the audio tuner 'roller' on the steering wheel, to the big side mirrors that fold at the touch of a button – a handy feature at $2500 a pop to replace.

Rear seat passengers are treated well too, with ample head and legroom, and separate rear climate control vents. The decent-sized cargo space and rear folding seats provide plenty of storage options.

Although a capable off-roader, it's hard to imagine our Touareg with its slick paint, smart alloys and light-shaded interior spending lengthy periods off the beaten track. The low-profile tyres and inadequate space-saver spare are also a concern for nature lovers. We'd recommend a set of off-road wheels and tyres for serious bush bashing.

Sitting under the potent diesel V10 in the Touareg range, the V8 is pricey but well-equipped compared to its mostly European competition. Add a few desirable options like the sat nav, air suspension, multi-function steering wheel, four-zone climate control and electric sunroof fitted to our vehicle, and the price soars considerably.

But for those who can afford the cost of entry, the Touareg offers an enticing mix of flair, functionality and go-anywhere ability. Definitely the SUV for people who dislike SUVs!

BOTTOM LINE: Uber-diesel is for extreme towing or bragging rights only

Around the turn of the century Volkswagen and Porsche came to an agreement; to combine strengths and develop architecture for a large four-wheel drive that would be equally at home on road and off it. From there each parted company, dropped their own bodies on top, developed different interior themes and endowed each with a unique on- and off-road character. And so we have the Porsche Cayenne and the Volkswagen Touareg.

Touareg (say it "Twaa-reg", not Toe-rag) is named after a nomadic Saharan tribe. Evocative, but who cares. It's similar in size to the Honda MDX, Volvo XC90, and a bit larger than the Lexus RX330. Three models are offered in Australia: a 162kW, 3.2-litre V6 priced around $67,000; a 228kW 4.2-litre V8 for $99,950,s and the big daddy 5.0-litre twin turbocharged V10 priced a smidge under $140,000.

Of course we tested the turbodiesel -- who wouldn't -- especially when it whacks out enough torque at idle to move the Harbour Bridge to Newcastle. A whopping 750 Newton-metres; that's about a Hyundai Accent less than than two Commodore V8s. All the mod-cons are inside, from electric-adjustable leather seats and sunroof, to a multi-speaker multi-CD sound system. Climate control aircon, cruise control, even steering wheel mounted paddles to change gears.

Interior space is not on par with its rivals, and the second row of seats can be a little tight if the front seats are pushed all the way back. The front seats proved comfortable, though could have done with more lateral support, especially given the slippery nature of leather and the Touareg's propensity to lean in corners. The Touareg's adjustable air suspension and Continuous Damping Control did take out some of the body roll when we dropped to the stiffer setting, but it made the ride too bumpy for our liking.

Acceleration is nothing short of ridiculous. A quick side by side standing start test with a V8 Touareg left the petrol version floundering in the big diesel's wake. Even from low revs the V10 is pumping serious performance to the ground through a very grippy four wheel drive system. Which makes it a natural for wet boat ramps and beach launches, thanks also to two electronic guardians of grip. Traction control and anti-slip regulation try to keep wheelspin under control, and did a very good job of it during our test. Fuel economy on the test was surprisingly easy to control; ranging between 11 and 18 litres/100km depending on our mood at the time.

A diesel's usually doughy throttle pedal is replaced with a far more responsive touch, which means you can't get away with ham-footed applications any more, especially with 750Nm waiting to hammer you into the next suburb. Braking is a Touareg strong point, with massive 350mm ventilated discs front with six-piston calipers, and 330mm dinner plates on the rear. They're ABS-equipped and complete with electronic brakeforce distribution and brake assist.

There's something about twin-turbo diesels and tub-thumping torque all wrapped in a Saville Row suit that we find insanely addictive, even though the bank manager would never buy it. Still, start big and talk him down to the more 'affordable' V8 and you'd still win out in the end. Touareg's biggest problem is the lack of a third row of seats -- a feature many of its competitors have as standard or as an option. The interior's probably too short to make this feasible, which will limit the VW's allure in some buyer's eyes.

Somehow it's easier to reconcile the VW brand with a four wheel drive than it is with Porsche. That Volkswagen has brought a better vehicle to market than its more pedigreed pal is just one more reason to buy Touareg. On a value for money equation the V10 turbodiesel doesn't stack up: It's not twice as good as the basic V6, nor is it $40grand better than the V8 model. For some, bragging rights will justify the extra spend.