Volkswagen Touareg V6 2006 Review

Not so much
>> Mediocre petrol performance
>> Space-saver spare wheel
>> Sat-nav an expensive option

Bookmarked by the existing five-cylinder and V10 diesels, the new V6's -- a three-litre turbodiesel and 3.6-litre FSI petrol -- come to the market at $74,990 apiece. VW's realignment of the two existing Touaregs sees prices cut by $5000 (to $64,990) and $15,000 (to $121,990) respectively; with a little tweaking of the specification list.

As luxury hi-tech SUVs, the entire range boast generous spec sheets -- six-speed Tiptronic automatic transmission and permanent all-wheel drive are just the beginning.

Power-wise, the beef-cake SUVs stretch from the R5's 128kW and 400Nm to the V10's 230kW and 750Nm; the petrol V6 gives 206kW and 360Nm, while the pick of the range, the middleweight V6 diesel puts out 165kW and 400Nm... Pay your money and take your choice.

The V6 twins also get alarm systems, walnut wood and aluminium insert trim, leather furniture and 12-way adjustable heated electric front seats, while the options list blows out to pages.

First on most people's list will be the auto-levelling air suspension ($5490), bi-xenon headlamps with washers and corner-lamps ($2990) and Satellite navigation ($4490), while 19-inch wheels, a glass tilt and slide sunroof ($2190) or a $3990 rear seat DVD package with roof-mounted 7-inch colour screen -- but not both -- metallic or pearl-effect paint and a factory tow-bar will float other people's boats.

It's surprising to see sat-nav as an extra-cost option in a mid-$70K car. And controversially, the standard spare wheel offering is a space saver. At least a full-sized spare wheel, mounted in an external bracket on the tailgate, is also available at additional cost.

It'll take a keen eye to spot the panel differences on this latest crop of Touaregs. The facelift cleans up the front end and to our eyes gives the AWD an even closer resemblance to its Golf and Polo stablemates.

But the fit and finish is superb -- just what you'd expect from Audi. the sound-deadening is brilliant, the controls pleasant to use and the driving stance conducive to spirited driving.

But it's the little touches that demonstrate that this is a carefully-design and elegantly built vehicle -- by doubling up on sun visors, so that one can be swung sideways as the other remains facing forward, VW have ensured that the driver and front seat passenger won't be dazzled as they climb Dune 7 in Namibia, the Wurundjeri Way or Clifton Hill.

Front and rear parking proximity sensors make slow-speed manoeuvring a child-friendly exercise.

Active safety begins with an involving driver's stance and extends to front and rear double wishbone suspension that gives car-like responses at supra-legal road speeds and adequate wheel articulation for offroad applications too.

Preferably, a collision can be avoided entirely thanks in no small part to a suite of electronic driver aids that starts with ABS brakes and adds Electronic Stability Programme, Electronic Diff Lock, Anti-Slip Regulation, Engine Braking Control and both hill descent and hill-hold controls.

The hill descent system is engaged when descending inclines greater than 20 degrees, limiting the vehicle's speed to under 20km/h; in addition, the system is activated when the vehicle slows to under 20km/h and the ESP system is invoked.

The Touareg is also pedestrian and cyclist-friendly, thanks to deformation areas in the front of the bodyshell.

MECHANICAL
Touareg is not just a well-specified large luxo-cruiser -- it has a generous dose of hi-tech under the bonnet and plenty of offroad ability up its sleeve.

Built on the same underpinnings as the stratospheric Porsche Cayenne, Touareg is a big vehicle -- 4.75m long, 1.93m wide and 1.7m high, which is claimed to be lower than its mainstream rivals.

Of the two new V6 engines, the diesel is undoubtedly the pick of the bunch -- a 90 degree V-engine measuring just 440mm front to back, the graphite cast iron block is claimed to be lighter, at 220kg, than a more regular grey cast iron equivalent.

Breathing through 24 valves and squeezing it's turbo-fed intake charge at a ratio of 17.5 to 1, the engine uses fast-glow ceramic igniters for a quick start-up from cold. Using an astonishing 1600 bar injection pressure, the common rail (one per cylinder bank) engine enjoys minutely atomized fuel spray which aids power output, fuel consumption and lower emissions.

Piezo-electric injectors replace the earlier solenoids with a system which is both four times faster and more accurate in its fuel metering, further aiding consumption and emissions. In fact, there may be -- depending upon driver requirements and operating conditions -- up to four separate injections of fuel per cylinder per combustion cycle.

The variable-geometry turbocharger unit sits inside the included angle of the V, with twin intercoolers. As with most modern turbodiesels, a filter in the exhaust nets sooty particles and will periodically self-cleanse by heating up to about 600 degrees C every 1000-1200km and burning off this residue.

An exhaust-gas recirculation system is employed too, which regulates exhaust gas temperatures constantly, allowing catalytic converters to reach operating temperature quickly. As a result, the TDi engine exceeds Euro IV emissions requirements.

With a top speed of 205km/h, the diesel accelerates from rest to 100km/h in 9.9sec and has a claimed average fuel consumption of 10.9lt/100km. VW Australia expects this engine variant to make up 70 per cent of Touareg sales.

In comparison, the 3.6-litre V6 petrol engine is also a direct-injection motor, with a top-speed capability of 215km/h. Well known across the VW/Audi stable, it accelerates the Touareg from standstill to 100km/h in 8.7sec and has a claimed fuel consumption of 13.8lt/100km.

Permanent 4Motion all-wheel drive normally sees a 50/50 torque split, front to rear, but depending upon traction conditions, anything up to 100 per cent can be sent to front or rear axles. A console switch selects the electronic centre diff lock. This transfer of power is aided by the EDL system -- electronic diff lock which uses active brake control.

Touareg uses a transfer case with centre-differential on the back of the gearbox,  with a lock for the centre-diff and a reduction ratio that gives it a 1-in-1 climbing ability. Shifting from high range to low range is a matter of simply twisting a knob on the console; the centre-diff's lock is engaged automatically if one axle loses grip, although the lock can be engaged by the driver, which overrides the automatic sensing system.  

This vehicle might have a European badge, but don't underestimate its offroad ability.

There will be many who will consider that the Audi's bigger shell and the street-cred of four rings is worth the $10k heavier swing-ticket over the smaller Touareg and the limited panache of a VW badge (albeit a very BIG VW badge). The seven-seat option of the Q7 will also win it different buyers.

Beyond squaring up to its kissing-cousin, the Touareg twins are entering a crowded market -- there are the other Teutonic diesel SUVs from Mercedes and BMW, and from Volvo, plus the latest crop from Land Rover. On the petrol front there's Honda's MDX and to a lesser extent, off-road at least, the Lexus RX models.

Since its launch in September 2003, Touareg sales have been bordering on feeble, and dwindling -- in total, only 2166 of Volkswagen's burly vehicles can call Australia home; last year the entire range sold just 561 times -- and so far this year, Touareg is down 13.9 per cent on the same period. By  comparison, Audi Australia expect to sell 650 Q7s in the last quarter of 2006 alone, and 1300 in 2007.

ON THE ROAD
The focus of this launch of the updated Touareg -- the two V6-engined mid-rankers -- have distinctly different personalities.

Sampling the diesel first revealed an homogenous package which performs like a bulky but powerful car on the blacktop, and which became a lively and willing playmate on dirt roads. That said, more than one car suffered from a faint but distinct hesitation to the throttle which may be endemic (it doesn't feel like turbo-lag, but that's what it might be). Conversely, it could simply be that a fine-tuning adjustment is needed.

That glitch aside, the TDi engine is the pick of the bunch -- it's smooth, quiet and gutsy; it trickles through traffic, if not delicately, then at least with a presence that isn't too intimidating to other traffic. It can inch forward gradually, without taking those hesitate-then-lunge steps forward that some low-revving two-pedal rivals seem to treat as normal.

Once out of the conurbation, it picks up its not inconsiderable skirts and belts off towards the horizon with considerable precision and altogether much more verve than you'd expect from a lumbering 2345kg wagon.

On sweeping turns it can be placed with confidence, if not supreme accuracy, and that remarkable suspension irons out and damps down some big mid-sweeper lumps and bumps.

Despite the typical diesel low engine speeds, the six-speed auto box contrived to have a tremendous urge of torque on tap and the Touareg could be hustled along, secure in the knowledge that the all-wheel drive system and its attendant electrickery would keep things pointed in the right direction.

Onto the flowing dirt roads between Canberra and Jindabyne things were just as good -- despite its weight, the Touareg is fairly nimble, but can be slid around on tight corners too, if that's your style.

In contrast, the petrol engine seemed to be hard-pushed to maintain the diesel's pace. Despite boasting 41kW more, it's down 140Nm and driving both models back-to-back revealed which set of numbers does the work. The petrol engine seemed just a little flustered, wheezy and over-worked when asked to perform in the manner which the diesel had achieved without a hint of stress.

In contrast the diesel offers slightly less top speed, a marginally more languid gallop to 100km/h -- but still under the 10sec mark -- a more frugal consumption from its 100-litre fuel tank, a more relaxed drive and probably, a better towing experience too.

With identical Original Equipment spec-sheets and sticker-prices, the choice is an entirely personal one, but it's on driving the pair it's obvious why VW Aus expect 70 per cent of Touaregs to be diesel V6s. Our guess is the petrol version won't be here in 12 months.

The interior treatment might not suit everyone -- there are some who say that leather has no place in a 4x4, but since the vast majority of SUV-type vehicles are never likely to go further offroad than the family lawn, it seems the luxury of leather will be hard to avoid.

The much-maligned space-saver spare is still with us, but at least a full-sized spare is available as an option -- albeit it at an extra $1990. If Volkswagen is fair-dinkum about its commitment to Australian drivers, it should be standard.