Volkswagen Touareg 2011 Review

Volkswagen Touareg 150 TDi and V6 FSI

OVERVIEW
-- Touareg tows the line
Volkswagen trundled out the first Touareg here in 2003. It was a defining move for a company better known for its mass-market passenger cars and vans up to that time. SUVs weren't part of the deal — and the Australian community took a while to accept the Touareg as a serious effort.

The latest model to arrive in Australia — a clean-sheet design — should find the going a bit easier. A reputation for offroad ability forged by its predecessor is now entrenched and the new model is a significantly improved vehicle; one that reduces running costs, enhances comfort and safety, and does so with more care for the environment.

There's just one point of difference that some will consider a retrograde step: Lack of dual-range transfer in any variant other than the most expensive.

Whether that will be the stumbling block some expect, who knows? Volkswagen doesn't believe it will be and cites stats that other car companies do too; numbers that show only a small fraction of SUV buyers ever take their cars offroad. In this country buyers of SUVs are more likely to want a vehicle that will tow (caravans, trailers or ski boats) than one that will climb a 60 degree slope. For those who tow the Touareg is perfectly matched, offering a 3500kg towing capacity and a 280kg downball weight.

Four variants make up the new range, with a $15,000 jump from the 150TDI level of trim to the mid-range models; comprising one petrol and one diesel. Both the V6 TDI and V6 FSI are priced at $77,990 and are trimmed to the same specification, notwithstanding the former is a diesel and the latter is petrol-powered.

$5000 beyond that — $82,990 — places the buyer in the driver's seat of the flagship model, the Touareg V6 4XMOTION, which is also the only variant in the range to offer a dual-range transmission and comes with diff locks for centre and rear diffs.

Features fitted as standard in all Touareg models include: dual-zone climate control, cruise control, front/rear park distance sensors with acoustic guidance, auto-on/off headlights, remote central locking, electrochromatic mirrors (interior/driver's side), foldable external mirrors, MP3/WMA-compatible six-disc CD audio system with remote (steering wheel controls) plus 6.5-inch touchscreen display, SD card slot/USB media device interface, Bluetooth connectivity, front-seat heating, leather-bound steering wheel/gear knob, chilled glovebox, trip computer, two-speed intermittent wipers and power windows (auto-up/down for driver's side).

In addition, the Touareg 150TDI comes with an electrically-released tailgate, Cricket leather upholstery, aluminium highlights and manual height adjustment for the front seats.

Sitting above the Touareg 150TDI, the V6 TDI and V6 FSI models ride on 18-inch alloy wheels in lieu of the 17-inch wheels fitted at entry level. The specification of the mid-range variants is boosted by the following additional items as standard: Alarm, premium audio with additional source inputs for media device interface, satellite navigation, woodgrain highlights (instead of aluminium), remote release for rear-seat backrest, 14-way power adjustment for front seats (including electro-pneumatic side bolsters and lumbar adjustment), map-pocket nets behind front seats, automatic operation of powered tailgate and Nappa leather upholstery.

At $82,990 the Touareg V6 TDI 4XMOTION is specified largely as for the mid-range 4MOTION models (V6 TDI and V6 FSI), but is different in exterior trim details.

In contrast, the Touareg V6 TDI features the same engine architecture, but develops more power and more torque for a faster acceleration time (7.8 seconds) and only marginally worse fuel consumption — 7.4L/100km. Due to a delayed introduction to market, the Touareg V6 TDI is available in two states of tune — 176kW of power for the 2011 model year or 180kW for the 2012 model year. Both models produce the same torque peak of 550Nm and are currently available through local dealers, but the supply of the earlier model is expected to dry up shortly. Buyers are unlikely to feel any difference in performance between the two. This engine (in both 176kW and 180kW form) powers the Touareg V6 TDI 4XMOTION also.

Volkswagen expects the diesels to account for "80 to 90 per cent of sales" in Australia, explaining why just one variant of the four is petrol-powered: the Touareg V6 FSI. Producing 206kW of power and 360Nm of torque, the 3.6-litre petrol engine is Euro 5-compliant — like the diesels too — and is rated at 10.1L/100km in combined-cycle testing. That figure, in whole litres, heralds the largest fuel use reduction of any 2012 model year Touareg variant over the superseded 2010 equivalents — something like 3.5 litres per 100km.

All three diesel variants are also cleaner and leaner running than the superseded counterparts. The 3.0-litre engine in the Touareg V6 TDI 4XMOTION is the same 176/180kW unit also fitted to the V6 TDI 4MOTION variant.

As with the petrol Touareg, the diesels have adopted auto-stop/start, brake energy recovery and thermal engine management to pare back fuel consumption and CO2 emissions. The reduction of fuel use is also aided by the new eight-speed automatic transmission, which Volkswagen describes as having a Lepppelletier gear-set arrangement; basically a single planetary gear set driving to a dual planetary gear set (or Ravigneaux set). To ensure the moving parts within the transmission remain properly lubricated when the engine stops to conserve fuel, the transmission is equipped with an auxiliary electric oil pump.

All the new Touareg models drive through permanent 4WD systems, although three of the four come with a torsen (torque-sensing) 'type c' transfer box with chain drive and helical gears to adjust the torque split at the first sign of slip from the rear axle. By default, the torque split is 40% front/60% rear in normal operation, but the system can adjust the split down to 20/80 or up to 60/40, according to need.

Also a permanent 4WD system, the final drive of the Touareg V6 TDI 4XMOTION incorporates a centre diff with a diff lock that is actuated by an electric motor and spindle. In addition, the system offers a low range ratio of 2.72:1 for heavier going offroad. There's also a second diff lock that operates on the rear axle.

Volkswagen has retained hydraulic assistance for the rack and pinion steering, unfortunately making the company's Park Assist system incompatible in the Touareg. Brakes comprise ventilated discs front and rear; and holding the vehicle in place is handled by an electronic parking brake, which Volkswagen claims further reduces the vehicle's kerb mass. Suspension is independent by double wishbones for all four wheels, measuring 17 inches in diameter for the Touareg 150TDI or 18 inches for the other variants. Tyres measure 255/60 R17 for the 150TDI and 255/55 R18 for the other variants.

Generally speaking, VW has come up with the goods, finding the balance between the external footprint and interior space. The Touareg certainly doesn't feel big and bulky to drive. If anything it feels closer in size to a vehicle more like the Audi Q5; a smaller vehicle.

The Touareg's field of vision is altogether better than the first-gen Touareg's on release in Australia back in 2003. The external mirrors are generously sized and the waistline is quite low for an all-round view. What Volkswagen hasn't quite put right — an ultimately commanding position at the wheel — the manufacturer can resolve with (optional) cameras, one aimed down in front to monitor obstacles in offroad conditions. Between radar, ultrasonic detectors and cameras, 'field of vision' is almost academic in the Touareg.

Luggage space fell short of our expectations, especially for the car's external dimensions and its standard space-saver spare tyre fitment. The Touareg does compensate for that with impressive rear-seat legroom and even the tallest passengers are unlikely to feel cramped in the back seat, since headroom is decent too. And more luggage space can be freed up by sliding the rear seat forward. Room in the front is up to par also and the seats are mostly comfortable, but the 150 TDi felt a bit soft around the small of the back after 180km of driving. It could do with adjustable lumbar support such as you get in the higher-grade models. No complaints otherwise.

The instruments and controls generally met with Volkswagen's usual standard for ergonomic efficiency, although sticking the key into a slot and then turning — in this day and age? How 1998... Surely the appropriate method is keyless with a start button? Properly damped lane-change indicators worked well (albeit from the left of steering column) and all the remote-located switchgear on the steering wheel required little studying to use. Bottles sitting in the cupholders behind the shift lever frequently fouled manual shifting.

Trip computer controls in the FSI model (and the remote controls on the steering wheel) are quite intuitive to use. Toggling left or right will scroll through different classes of information; ie: navigation, audio, vehicle, etc... Up and down arrows and the OK button in the middle will allow the user to navigate to the menu item required.

Primary safety — the ability to avoid a crash in the first place — is handled by such gadgets as a rollover sensor system, traction control, an electronic diff lock, stability control, offroad-configured ABS (ABS Plus), EBD, Hill Descent Assist and Brake Assist.

While the Touareg is a safe place for occupants in standard form (the SUV does come equipped with nine airbags, among them side curtains and a kneebag for the driver), its safety quotient is multiplied by some of the good gear that costs the extra; stuff like the Driver Assistance Package and Area View.

Area View eases parking and provides a way of checking for pedestrians alongside the vehicle or to the rear. It comprises side-looking cameras front and rear, cameras in the external mirrors, the standard reversing camera and even a camera below the nose of the car for cresting hills in offroad work.

Bundled in the Driver Assistance Package is the Adaptive Cruise Control facility, Front Assist and Emergency Brake Function, Lane Assist/Lane Departure Warning and Side Assist/Lane Changing Assistant. The adaptive cruise control system  incorporates two radar transmitters, one adjacent each front fog light. All these safety systems provide environmental information for the driver from a combination of radar, cameras and the ultrasonic parking sensors.

Most of those competitors can match the VW in offering high levels of comfort, serious offroad ability combined with decent on-road dynamics and outstanding occupant safety. A couple of them would stack up pretty well on price and specification too.

Although Volkswagen Australia doesn't see it this way, the Touareg 150TDI is priced at a level that places it against high-end Kluger and Territory in the medium SUV segment. The Kluger isn't available with a diesel engine and neither vehicle would compare with the Touareg offroad, but then the Touareg probably wouldn't rival a Mitsubishi Pajero in the bush either. One point where the VW has it all over the three mid-size SUVs mentioned is its Land Rover-like towing capacity.

Two vehicles were driven by motoring.com.au: the Touareg 150TDI and the petrol-fuelled Touareg V6 FSI. Starting with the base-grade diesel, the 3.0-litre turbodiesel V6 was subdued most of the time. During auto-restarting it makes itself heard and felt, but no worse so than most other diesels required to fire up on whim. When it does, it does so rapidly. If you feel cause to worry about turbo lag and auto-start in the Touareg 150 as you negotiate a busy intersection, don't. There's practically no discernible turbo lag, the engine fires up immediately and there's no mucking around from the eight-speed transmission either. Straightline performance and launch will match most drivers' demands — and this from the parsimonious model in the range.

The eight-speed transmission could do with some minor kinks worked out of it though. It occasionally changed up with a thump with just light pedal pressure applied to the accelerator, or on a downhill run. It will hold the engine back to a speed just above idle with some load applied. That's about the only time the engine is less than flawlessly quiet, by diesel standards. Up against a ZF transmission the VW box could do better.

But the eight-speeder definitely shows the makings of a good transmission otherwise; with its willing kickdown and adaptability both worthy of an honourable mention. The sheer number of ratios delivers exactly the right match of road speed to engine speed for rapid response — at any time. It's ideal for this diesel engine in that context.

In the base-grade diesel the trip computer registered fuel consumption as low as 8.8L/100km over 180km of touring, sometimes just dawdling along country roads around Noosa or trying a little harder.

As noted already, the powerplant is refined across a range of occasions, but NVH was a frequent concern over Queensland's coarser country roads. There was also some wind noise and both sources drowned out anything much in the way of drivetrain NVH, but this was the el cheapo Touareg in the range.

In corners and across rougher road surfaces, the entry-level Touareg was impressive in its composure. It was occasionally deflected by mid-corner bumps, but usually at an unseemly speed for an SUV and on some fairly patchy bitumen too. For the most part, the Touareg provided steady steering response, which didn't feel as lively as a Jeep Grand Cherokee's, for instance, but was certainly as good as, or better, than many competitors in the VFACTS medium SUV segment.

Once committed to the corner, the Touareg would track around in a nice, consistent line. The Touareg's suspension seemed to make the best of the tyres' sidewall resistance for superior grip. Despite the Volkswagen's on-road dynamic ability, its handling and roadholding didn't come at the price of ride quality; the Touareg absorbing impacts that the driver would have expected to feel.

The petrol-engined Touareg V6 FSI was altogether quieter on the road than the lower-specced — and diesel-powered — Touareg 150TDI, but tyre noise remained an issue on coarse-chip bitumen. In this mid-range level of trim — shared with the 176/180kW V6 TDI — the Touareg just seemed demonstrably better insulated for sound. Wind was less noticeable in the FSI variant, although it did push the Touareg around from side to side in the crosswinds encountered during the drive. This was not noticed in the base-grade Touareg driven a day earlier, but in calmer conditions.

The petrol V6 has it all over the diesel V6 for refinement, naturally, but let it rip and the spark-ignition engine is also a ballsy performer that offers plenty of power right through the middle of the rev range and beyond the redline. At full bore the 3.6-litre FSI engine is a bellowing beast, but won't rattle your teeth.

Fuel consumption, according to the trip computer, was 9.8L/100km — based on a 200km freeway run to Brisbane Airport. A small quantity of fuel was saved by the auto-stop/start system, which would kill the engine at traffic lights rather than leave it idling. On re-starting the petrol V6 was significantly smoother than the 150TDI, although the diesel surpassed all expectations being asked to fire up at a moment's notice. Both engines acquitted themselves well for NVH — by the standards of SUVs in particular — but the petrol V6 was the pick of the two. We didn't drive the 176/180kW diesel, so can't rate that variant, although Volkswagen's own testing indicates it is as quick in a straight line as the petrol V6 — up to 100km/h at least.

Exposure to the 150kW diesel and the quieter FSI suggest that the gruntier diesel variant would fall closer to the petrol variant for noise, but might be nearer the 150TDI for vibration.

Ride, despite the larger wheels, seemed moderately better than was the case for the 150TDI, although that may have been due in part to the quieter ambience in the cabin of the V6 FSI too.

There wasn't the same opportunity to try out the FSI for cornering dynamics, but for body roll, turn-in and grip, the FSI seemed at least the equal of the 150TDI. As a bonus, the weight through the steering wheel seemed lighter but more consistent at the helm of the FSI. That said, it was clearer where the wheels were pointing in the base-grade diesel, based on feedback through the wheel.

During the drive, the ACC (Adaptive Cruise Control) sounded an audible alarm and displayed an orange flashing graphic just as the driver lifted the right foot to apply the brakes. A learner driver was making a right turn in front of two other cars and the Touareg at the end of the line. The driver of the third car left insufficient room for braking and didn't observe the learner driver's indicator. By the time the driver was aware of an emergency unfolding ahead of him or her there was little time left to react.

Despite the braking distance back to the Touareg being adequate, the sudden braking of the car in front was unexpected, but the safety aid issued an alert to the driver ahead of the Emergency Brake Function going further. 

Lane Departure Assist can be configured to provide more or less vibration through the wheel, or it can also activate earlier or later. These choices can be selected through the vehicle assistance settings.

With features like these the Touareg clearly offers sophistication and competence at a fair price in the segment. It's an admirable addition to the selection of luxury SUVs available today and will pose a serious threat to competitors wearing more prestigious badges.

Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site