The outgoing Volkswagen Touareg range has always lived on the wrong side of the tracks in America. It was a big, expensive Volkswagen. Notice that we can't just say it was a big, expensive vehicle, because those adjectives are almost as much the norm as anything else – we must qualify those descriptors with the word "Volkswagen." And we can't help but think that's part of the reason this go-almost-anywhere SUV never really made a splash anywhere in the U.S. except in puddles. The new 2011 Touareg is roomier, more powerful, more efficient and lighter. Much lighter. That's how we like our VWs. And now it comes in hybrid form. We spent a few hours in one to see what a Touareg reset looks like. Our first impressions: So good, this is what the first Touareg should have been like. Follow the jump for the story. Car buying is a little different in Europe than it is in America. Consumers take home an order sheet and lovingly choose each option, then submit it to a dealer and wait for weeks for their car to be built. In America, we show up at a dealer lot and expect to get the ride we want right now. This is one of the reasons that the current Touareg endured a stiff sales climate. With something like 170 build combinations, potential buyers had lottery-like chances of finding the one they wanted on any given day. Play around with the configurator on the VW site and you'll see that even wheel choices will change your interior option selections. Of course, there has also been the matter of price. Touaregs aren't cheap – again, "for Volkswagens." A 2010 Touareg V6 FSI starts at $40,850, the V6 TDI diesel at $44,350. Add the technology package to the cheaper model to get DVD navigation and you are at $46,850. From there, $50,000 is just a whisper away. VW said buyers were cross shopping the GMC Acadia, and it maxes out at about $47,000 if you throw everything possible at the top-of-the-line SLT2, a vehicle that may be less capable off-road, but it's also significantly larger than the Touareg and seats eight. The Acura MDX is priced similarly to the VW, is a seven-seater and gets about the same miles per gallon... but it has a bit more aspirational clout. And, of course, there was also the size and the avoirdupois. It isn't small, especially for a dedicated five-seater, and while the Touareg's 4XMOTION air suspension setup could get you just about anywhere – as an eye-opening trip to Moab showed us a couple of years ago – you paid for it in heft and a heavy tiller. As you might have reasonably surmised, folks also shopping Acadias and MDXs aren't usually trying to conquer Hell's Revenge – they wanted to get to the cabin or the after-school sports practice or grandma's house in one piece and a little bit of style. And they don't want to scratch their Galapagos paint while doing it. When it comes to the raw truths presented by numbers, while 500,000 Touareg and Touareg2 models were sold worldwide, Americans didn't make a good showing as part of that total. In true Men in Black style, though, you can wipe those memories clean. The old Touareg is gone, and the new one is nothing like it. No, really, nothing. When we asked what was new, we were told "Everything." When we asked for clarification, just to make sure we understood, David Sweet, the general manager for marketing in the U.S., said "It's an entirely new vehicle." Silently, we were sure he added, "What part of the word 'everything' didn't you understand?" Along with that, the new Touareg's attitude changes more than the vehicle, at least as far as the U.S. is concerned. We don't get most of the high-tech features in this new SUV. A sample of blacked out menu options includes: Dynamic Light Assist: camera-based continuous main beam headlight "sees" oncoming traffic and selectively dims and adjusts the direction of each main beam headlight to prevent other drivers, oncoming and in the same direction, from suffering glare. U.S. regulations don't allow the technology. Side Assist: a blind-spot warning system that also detects the closing speed of cars approaching you. Not coming because it's expensive and was developed for higher, Autobahn-like closing speeds, not American highways. Lane Assist: takes note of the lane you're in, and if you begin to stray sends a mild vibration through the steering wheel. Deemed not cost-effective for American buyers. Start/stop on the non-hybrid Touaregs: the tech doesn't count toward the EPA cycle, so VW didn't think it fair to charge for something that has no benefit they could point to on paper. Cross Traffic view camera: lets the driver see 90 degrees to the left and right at points located at the very front and rear of the Touareg – i.e. "around the corner." Felt to be more suited to pulling out into narrow European lanes than American driving situations. 334-horsepower, 599 pound-feet V8 TDI that replaces the V10 TDI. We get the V6 FSI, V6 TDI and Hybrid. So what's left? A lighter, nicer, curvier and comparatively less expensive SUV that, frankly, is what the Touareg should have been the first time around. We know we've discussed the size thing, so we'll admit right now that the new Touareg is larger. It gets about an inch-and-a-half longer and a half-inch wider, with the front track increased just a hair and the rear track growing by about half an inch as well. It sits a half-inch lower, the lowest SUV in the class other than its sister, the new Porsche Cayenne. The additional size outside and the 1.5-inch longer wheelbase translates into more roominess inside, with anywhere from 1.75 inches to 2.7 inches more elbow, shoulder and knee room. There is more room for cargo as well, something the previous Touareg didn't exactly lack. Volkswagen has pulled off this enlargement the right way, though. The new Touareg is about 400 pounds lighter than the last, due to the use of aluminum and high-strength steel, tailored blanks and lighter sound insulation. And yes, that includes the Hybrid. Serious weight loss came from the 4Motion Torsion limited-slip diff setup replacing the 4XMotion air suspension and center and rear differentials. In a case of VW designing a vehicle to be used the way people actually drive it, the hardcore 4XMotion can be ordered as part of a Terrain Tech package, but the 4Motion system alone is left to handle the speed bumps and gravel access roads the average Touareg will find its greatest challenge. Making sure you'll never be left out in the cold, though, the 4MOTION system has electronic differential locks at all four wheels, 31 degrees of climbing angle and an off-road driving program that tunes the ABS, EDS and ASR for off-road duty, activates Hill Descent Assist and adjusts the automatic gearshift points. Should you need more, the Terrain Tech package uses a familiar rotary switch to set the system to one of five levels: on-road; off-road, which adds automatic control of the mechanical locks; low, which adds reduced gearing, higher shift points and no automatic upshift in manual mode; a fourth mode that locks the center diff; and a fifth mode that locks the rear diff. The curb weight of the European Touareg V6 FSI is 4,477 pounds, quite a drop from the portly 5,086 pounds of the outgoing U.S. model. Ours has a bit more standard equipment and so has a higher base curb weight, but the loss is clearly there and dramatic. The Euro V6 TDI is 4,618 pounds, and the Hybrid is 4,928 pounds. In the looks department, we feel that this new Touareg is also hugely superior to the outgoing model. We enjoyed the previous Touareg even as we had no problem admitting it appeared to have been squeezed out of a tube. This Touareg has replaced mere brawn with curves and shoulders and scallops, so even though it's bigger, it looks smaller, sleeker and vastly more sporty. The body-colored panels and shaped, integrated exhaust tips only add to the complete picture. We do think the facial treatment could have been given a special detail or two – something more prominent than the headlights and U-shaped line of LEDs, that is – instead of having an enlarged version of the New Corporate VW front. But that's just us. Ultimately, no matter how you take it in, the new Touareg looks like one would expect a VW SUV to look.… First Drive: 2011 Volkswagen Touareg lightens up while getting serious — Autoblog
CarEnthusiast - First Drive | First Drive | Florence, Italy | 2010 VW Touareg | Seven years ago VW entered the SUV market with the Touareg - developed in conjunction with Porsche's rather more controversial Cayenne - to challenge the established luxury 4x4 offerings. The same route has been taken for the second generation model, but notable efficiency gains were the target this time around. Hence VW is proud of a massive 200kg cut in weight, which, along with a new range of engines, has lead to a claimed 20 percent reduction in fuel consumption. On top of all that there's a hybrid model available from launch. In the Metal Technically the new Touareg is a substantial facelift rather than an all-new car and from some angles that's more obvious than others. The redesigned nose makes the biggest impression and the Touareg wears VW's latest horizontal grille design well. The headlights are jewel-like too, giving the SUV a thoroughly contemporary look. The length has been extended by 40mm and the fact that all of this growth is between the wheels indicates that there should be a little more room inside. In fact, the new interior is probably the most successful aspect of the update. Along with more space, the rear seats now slide and tilt so you can choose between maximum legroom and maximum luggage space. It's the quality and tactility of the cockpit that impresses most though. Gone is the large flat expanse of big buttons; instead the centre console design has been simplified and it's much more pleasant to look at and use. That statement comes with a 'but', in that it will take an owner a while to learn the intricacies of the detailed menu system that shows up on a large colour screen between the rev counter and the speedometer. What you get for your Money In this part of the world the range will be divided up into SE, Altitude, Hybrid and Escape. VW has been pretty generous with standard equipment, with even the entry-level SE featuring 18-inch alloys, leather upholstery, climate control, cruise control, heated seats and touch-screen satnav. Altitude and Hybrid versions are loaded with kit, while the Escape has a significant number of enhancements for buyers serious about taking their Touareg off-road. The mainstay of the line-up will be a 3.0-litre V6 TDI engine producing 237bhp and 405lb.ft. Combined economy is 38.1mpg, with CO2 emissions rated at 195g/km. Replacing the tremendous V10 TDI model of old is a new 4.2-litre V8 TDI option. It boasts 335bhp and 590lb.ft of torque. The price for those figures is 31mpg on the combined cycle and 239g/km. The Hybrid model is of particular interest, as it's the first VW has produced. It is actually the highest performing Touareg thanks to its combination of a supercharged 3.0-litre V6 petrol engine and an electric motor. Maximum system output is quoted as 375bhp and 428lb.ft. Its 0-62mph time of just 6.5 seconds is significant, yet it also manages 34.4mpg on the combined cycle and has the lowest emissions figure in the range with 193g/km. Prices start at about £35,000 while the Hybrid and 4.2 V8 TDI Altitude top the range at £55,000 and £56,000 respectively. A cheaper version of the 3.0 TDI model will become available later this year with 201bhp for about £30,000. Driving it We tried four distinct versions of the Touareg at the launch, with a short off-road course tackled in the Escape model and a series of mixed on-road routes following in the 3.0 TDI, 4.2 TDI and the Hybrid. First up, the Escape version had no trouble with the relatively easy obstacles presented to it. The low range transmission made fine throttle control possible, while the all-round camera view helped avoid expensive scrapes. However, we suspect that few British buyers will opt for this model, as the regular Touaregs should handle a decent amount of rough stuff anyway. The addition of a hybrid model to the range was big news, and the bare figures make interesting reading. Along with the lowest emissions in the range, this model is the fastest in a straight line. We had high hopes for it. Yet it disappointed. Virtually the same 3.0-litre supercharged V6 petrol engine employed in the latest Audi S5 Cabriolet is paired with an electric motor. However, in this installation the engine note is completely uninspiring and though it's obviously a rapid SUV, higher revs are required than in the diesels, which makes it feel strained. Additionally, the cutting in and out of the engine while on the move, while to the benefit of economy and emissions, is just plain odd. We'd like to spend a little more time with this car before making a final judgement, but first impressions suggest you're better off with one of the diesel options in terms of driving enjoyment. We expected to love the V8 TDI model and then have to turn around and admit that the 3.0 V6 TDI makes much more sense, but the former didn't blow us away at all. Sure, it can claim to be quicker and it does sound fabulous, but the more time we spent with the entry-level engine the more we realised that it's by far the best option. It really suits the Touareg and time on the road indicated that the best-seller could also be the most impressive car in the range. Response to the throttle is quick and the engine's output is well-matched to the eight-speed automatic's ratios. You can choose a Sport mode for the new transmission if you like, while three settings are available for the damping. All models corner confidently while absorbing surface imperfections. Body roll is noticeable by its absence, the brakes are strong and feelsome and the steering, while a little long-winded, offers up some information on what is going on at road level. It's an effective cross-country car with commendable stability and composure under duress, yet it'll happily sit on the motorway all day long. Worth Noting While it's obvious we're not gushing with praise for the new Hybrid model, it contains a massive amount of technology in the pursuit of reducing fuel consumption. It has the ability to run purely on battery power at speeds up to 31mph (50km/h) for a start. VW opted for a system that allows the engine and motor to be completely decoupled, which is apparently much more expensive, but also of huge benefit in terms of economy. The Touareg is only the tip of the hybrid and electric iceberg for VW, with hybrid versions of the Jetta, Golf and Passat due on sale within four years, and electric variants not long after, beginning with the Up city car. Summary You can consider the VW Touareg to be far more than a mere facelift. Its interior has been substantially improved, while buyers have a choice of fresh powertrain options. Having sampled them all, our initial findings suggest that it's the basic 3.0-litre V6 TDI engine that's the pick of the line-up. While it's not a cheap car, the equipment count is generous and the price compares favourably with the best of the luxury SUVs. Job's a good 'un for another seven years we reckon. Car reviews | Volkswagen Touareg | First Drive: 2010 VW Touareg | by Car Enthusiast
Motortrend - First Drive: Touareg Hybrid For years, Volkswagen has relied on its advanced diesel technology in Europe and the U.S. to help it increase full economy and reduce consumption. While those days are far from over, with the introduction of the all-new 2011 Volkswagen Touareg, VW is sending a strong new signal in its drive to go even greener. The Touareg is not only the automaker's first hybrid, but VW will also be the first automaker in America to offer both diesel and hybrid models of the same vehicle. The new Touareg -- a completely redesigned platform for 2011 -- is a big step forward for Volkswagen. As one engineer reportedly said at the press launch, the Germans may not be the first to do something, but they do it the best. The Touareg Hybrid is an embodiment of this sentiment; its technology a considerable advancement for hybrids in general. Read more: 2011 Volkswagen Touareg Hybrid - First Drive - Motor Trend
Last generation VW models look very similar to each other and every single one of them has traces from mk6 Golf. I don't quite like this situation.
That is a problem - you can drive a Polo or Phaeton and no car enthusiast will see a different… :rofl: …well, it's not that hard, but definitely not a good situation.
Toureg MKII has no "premium" feel to it IMO...looks rather cheap... And "better this time around that a Cayenne"???? This guy had too much!:all_cohol.... Sorry, but if I feel the need for OFF ROADING I'd rather have the Disco 3
It could be classed as better than the Cayenne but only because when equipped with the dynamic air suspension package it is remarkably similar to drive, especially when both have the 3.0 diesel under the hood and yet is several thousands cheaper and higher specced to boot. I don't agree that it feels cheap, far from it in fact, the interior has a real quality feel that's on par with anything Audi, Mercedes or BMW are doing. If I hadn't bought the Cayenne I may have went for one of these instead......might do even after the Porsche.
Autoexpress review Volkswagen Touareg TDI SUV has been refined in all areas – so we deliver our verdict Text: Jon Morgan / Photos: Matt VosperMarch 2010 Rating: Leaner, meaner and greener... it’s the all-new Touareg! But Volkswagen’s popular SUV is still recognisable, despite a number of styling updates. At the front it features the same family face as the Golf and Polo, with the addition of a U-shaped line of LEDs around the headlights. The model is bigger than before – 41mm longer and 12mm wider, with a wheelbase extended by 38mm – yet it seems smaller, more muscular and more focused. Sharper lines and concave side panels help create a more agile look, as do the lower roof and the fact the body sits 12mm closer to the ground. VW has put the Touareg on a serious diet, too: thanks to the use of aluminium and a lighter powertrain, the SUV has shed more than 200kg. The leather and wood interior is luxurious and comfortable, while the chrome and aluminium flourishes finish things off nicely. Redesigned seats make long-distance driving a breeze, and that extended wheelbase gives a real sense of space in the back – something the old model lacked. Eye-catching The version we drove had an eye-catching seven-inch colour centre screen. However, this doesn’t come as standard on all variants – most get a smaller five-inch monochrome unit. The menu system is intuitive and the attractive black console sits neatly in a hi-tech, logically laid-out cockpit. Kit also includes all-direction Area View cameras, which offer a 360-degree scan of the Touareg’s surroundings on the centre console, while the bird’s-eye view set-up is a bonus. VW is keen to stress that it has added stop-start on all engines, as well as regenerative braking and a newly developed eight-speed automatic box. As a result, fuel consumption is improved by around 20 per cent. The base 236bhp 3.0-litre V6 diesel – the most economical variant – offers 38.1mpg. Other engine options comprise a 335bhp 4.2 V8 and a 375bhp 3.0 petrol hybrid (driven opposite), which promise 31mpg and 34.4mpg respectively. We tried the V6 turbodiesel, and were impressed with its punchy and smooth performance. It covers 0-62mph in 7.8 seconds and reaches 135mph. The auto shifts faster than in the old model, and the lighter kerbweight and excellent handling mean the Touareg feels like a much smaller and more nimble vehicle. It is comfortable and refined, too. Rival: Mercedes ML300 CDI Now that the new Touareg has headed upmarket, the M-Class is in its sights. The Merc certainly has class and quality, as well as amazing comfort and refinement. Latest BlueEFFICIENCY models such as the base 201bhp 3.0-litre diesel can return 33mpg and do 0-60mph in around eight seconds. At £40,165, the ML 300 CDI is more costly than the VW, though. CAR review Statistics How much? £38,255 On sale in the UK: October 2010 Engine: 2967cc 24v V6 turbodiesel, 237bhp @ 4000rpm, 406lb ft @ 2000rpm Transmission: Eight-speed automatic, four-wheel drive Performance: 7.8sec 0-62mph, 135mph, 38.2mpg, 195g/km CO2 How heavy / made of? 2174kg/steel How big (length/width/height in mm)? 4795/1940/1732 CAR's rating Handling Performance Usability Feelgood factor Readers' rating VW Touareg 3.0 TDI (2010) CAR review By Greg Fountain First Drives 06 September 2010 10:30 Early adopters of the 2010 VW Touareg will see their cars being delivered from October onwards. And for some reason they will not be hated quite so fiercely as those who’ve ordered a Porsche Cayenne, even though the cars are broadly the same underneath and are, in the view of those with beards, equally reprehensible. Leaving the matter of planet salvation aside, however, the question remains: is the VW a poor relation to its – admittedly superb to drive – Porsche Cayenne*cousin? A drive will tell us. Which Volkswagen Touareg is this? The one with the new 3.0-litre V6 diesel engine, which at £38,255 is the entry model (the hybrid version is an eye-watering £54,995 – beard-wearing is a premium matter, it seems).* But while the 237bhp engine is no green flag carrier, it still returns an alleged 38.2mpg and emits 195g/km, which isn’t horrible and – tellingly – is virtually indistinguishable from the hybrid by the same measures. It’s also got stop/start. Porsche’s equivalent Cayenne hits identical numbers (same engine – no surprise) but sets you back six grand more. So what’s this hefty SUV like to drive? Firstly, although ‘hefty’ is still fair comment, at 2174kg the new Touareg is over 200kg lighter than the old Touareg. The car is, they say, 40mm longer yet 20% ‘more efficient’. So they are trying hard. But two tonnes is still two tonnes, and if you go barrelling into corners you ought to expect it to go all roly-poly. Newsflash: it doesn’t. This chassis, which works well in the Cayenne, is simply amazing here too, allowing the Touareg to corner flat and sharp, with little understeer and no more lateral lean than you might expect in a saloon car. And the ride is blissful – refined yet sharp – creating an almost alchemic mix of smoothness and feedback from the road, much of which comes to your palms through steering so accurate it’s scary. I’ve just read this back and it sounds sycophantic. Honestly, it’s the truth. But performance must be modest, surely? It doesn’t feel modest because this V6 has oodles of torque. There’s 406lb ft kicking in at 2000rpm, which gives a real sense of purpose and urge to the mid-range force. You can feel the car punching its way through the gears, not sharply but with a resonant thrum. Resonance, however, can also be described as ‘whiny vibration’, and the Touareg has oodles of that, too, especially at low speeds. It’s the least likeable thing about the car. Also less likeable is the eight-speed auto box, which is inclined to get in a bit of a muddle as you increase throttle pressure, making it hard to drive smoothly. A bit of practice sorts it, but you have to concentrate your right foot. What’s the Touareg like to be inside? Very nice, although the VW Group hierarchy has caused some confusion. You get the feeling they made a late call to notch down the premium feel in case Porsche got offended. So you get leather and some bits of stray wood mixed with rather mundane switchgear and a nasty gearstick. Luckily, you only occasionally need the latter. The colour screen is TV sized and dominates the centre of the dash like one of those massive flat-screen tellies you see in the tiny living rooms of bachelor flats. But you can’t miss the info, especially the standard sat-nav. Good car, bad car? Oh, good, definitely good. I can’t imagine a better SUV to drive or a package that’s better value overall. VW, in the zone for which it is arguably least famous, has quietly triumphed. Autocar review VW Touareg 3.0 V6 TDI - Road Test First Drive - Autocar.co.uk EVO review 2010 Volkswagen Touareg 3.0 V6 TDI SE diesel review | evo
