The six-speed automatic knows this isn't a big engine and where the power lies, and it quickly shifts to the appropriate gear. Sport mode quickens shift response for more enthusiastic driving styles. Under normal circumstances in Auto mode the 4XMotion four-wheel-drive system (which differs from the 4Motion used in all-wheel-drive VW cars) is transparent to the driver; you select alternate modes seeking specific changes in traction in gearing according to terrain, such as engaging low-range for slow-speed rock crawling or very steep hills. Both uphill starts and severe descents can be helped with electronic systems, as only expert four-wheelers could do any better.
Electronic aids include updated antilock brakes that will form a chock in front of the tires on soft surfaces. This means shorter stopping distances on gravel roads, mud, snow, sand. The electronic stability control system is tied into a rollover sensor, side curtain airbags and steering systems, so they can all work as a team.
For 2008, the Touareg VR6 suspension has been slightly softened and carries the comfort label. Since it rolls on 17-inch wheels and tires designed for all surfaces, the comfort spec is logical, and endows the VR6 with the gentlest ride of the three Touareg models. It responds accurately to driver input, though not as quickly as vehicles like the BMW X5 which haven't the off-road prowess, and the quick steering will execute a U-turn in less space than many mid-sized sedans, an important trait in urban areas and tight off-highway trails. This is also the best package if you frequent poor and potholed roads as the tires will absorb most of the impact, or if you do a lot of winter mountain or icy road travel because the 17-inch tires are snow-chain compatible.
A VR6 may be ordered with the 19-inch wheels and low-profile tires, giving crisper response to turn and brake commands and a moderate increase in maximum cornering grip. As with virtually every other wheeled device, you'll pay a price in ride softness with the 19-inch wheels and notice things like lane divider dots; and there will be a bit more noise as the tire noise of the 17-inch aggressive tread is swapped for a stiffer sidewall and a hair more road noise. None of these issues is severe, and a Touareg remains as quiet inside as any other genuine 4WD. Drivers who prefer something softer and have no interest in off-road capability might be better served by a Lexus RX350, a less adventurous vehicle.
The full air suspension is optional on the VR6 and V8 and standard on the V10 diesel. This system replaces the steel coil spring at each corner with an air spring, and adds Continuous Damping Control (CDC), which puts a computer in charge of the shock absorbers which in turn control the air springs. Many luxury marques, including Land Rover, Mercedes-Benz, BMW, and Audi employ similar systems.
Three damping settings are offered on CDC: Comfort, Sport, and Auto. They do exactly as you'd think, giving a soft ride on Comfort, a firmer more responsive ride on Sport, or leave it on Auto and let the system immediately match condition to need. And since the system adjusts far faster than you can turn the switch, Auto is ideal for virtually any driving.
The other primary advantage of the air suspension is adjustable height, a 5.5-inch difference in six settings, four of which the driver controls. The suspension automatically lowers the Touareg one inch at 87 mph for better stability and aerodynamics, and another 0.4-inch when you reach 118 mph. The Standard mode sets the ground clearance at 8.7 inches, 0.4 more than the standard suspension. The Load setting kneels the car as low as possible (6.3 inches clearance), good for shorter or less-ambulatory passengers, heavy cargo lifting, and parking garages with low ceilings. The Off-Road setting, good to 43 mph, adds an inch of clearance (about 9.7 inches), and X'tra level raises the Touareg as high as it will go, to 11.8 inches clearance. X'tra is rated for 12 mph, though in reality you'd use it only at 2-3 mph or less since it limits any suspension travel and makes the Touareg bob like a low-rider. Naturally, both higher modes also increase the water fording depth as well as approach, departure and breakover angles critical in off-road travel where a degree or an inch can often make the difference.
A VR6 with 17-inch wheels, and locking rear differential and air suspension options is arguably the best trail Touareg configuration. It's a good bang for the buck in that regard as the only luxury utilities that come close in off-road performance cost more.
The 4.2 FSI V8 model is the sporting Touareg, with a sophisticated 350-hp, five-valve-per-cylinder V8 engine shared with Audi luxury flagships and the basis for their RS and R8 sports car engines. This jewel makes the Touareg noticeably quicker. Looking at Volkswagen's claimed 0-60 mph in 7.6 seconds indicates it isn't any quicker than the previous 310-hp Touareg, but we think VW is being conservative. The 4.2 FSI isn't a fast car but it's nearly as quick as a supercharged Range Rover Sport and you won't find it lacking for power. Since gearing is the same as that of the VR6, the V8 leaves a standing start with a surge if you're irresponsible with the gas pedal, occasionally sliding the sunroof shade back part way. The V8 gives up two miles per gallon in EPA-rated fuel economy to the VR6.
Sticky Pirelli Scorpion Zero tires were wrapped around the handsome 19-inch wheels on our versions, and while you shouldn't expect 60,000 miles out of a set, the grip is tenacious and gives warning when you're about to exceed the limits. This setup makes the Touareg more German, if you will, rounding a bend surprisingly well for such a heavy car. In an apparent contradiction, it feels lighter as soon as you turn the wheel, perhaps like a running back on toe point in ballet shoes.
Added standard features account for a large part of the V8's price hike over the VR6, and air suspension is offered. Frost-locked buyers could probably secure a set of 17-inch wheels through the dealer or aftermarket sources if snow chains are routine necessity or if a second set of wheels mounted up with snow tires is desired.
Fully loaded, the alpha-dog Touareg V10 TDI Twin Turbo nears twice the price of the entry-level model (and is not offered in all states). It comes standard with air suspension, the 19-inch wheels, and larger brakes which may limit the option of buying a set of smaller winter wheels for tire chains.
Although the TDI weighs 500 pounds more than the V8, it is the quickest of all Touaregs because of its stout engine; the 4.9-liter V10 diesel with two turbochargers dishes up 310 hp and 553 lb-ft of torque at just 2000 rpm. This is essentially the same output as recent heavy-duty pickup 6.0-6.5 liter diesels so the light-in-comparison Touareg has considerable grunt.
The pickup reference provides clues that torque is where it's at in trucks, as it gets you in motion and keeps the load moving; up to 45-50 mph, horsepower is almost irrelevant. After a fraction of a second to wind up the turbos at a dead stop, the TDI Touareg gathers momentum with alacrity and keeps pulling hard, laughing off high-altitude thin air in the process. With more cylinders, lower revs, updated fuel injection and twin turbos to mask some noise, most occupants would never know it's a diesel and it was the first of its kind in the U.S. to employ a particulate filter for emissions reduction.
Diesels are also known for economy, and despite being the quickest and heaviest Touareg, the TDI is also the most fuel efficient, earning 2008 EPA ratings of 15/20 mpg. A pair of Touareg diesels participated in the Baja 500 in 2007 and were the only vehicles to complete the race without a fuel stop. Next Page