Volkswagen has made huge progress in the Dakar Rally. For the second year they have made the podium (second in 2006, third in 2005) in a diesel-engined Touareg 2.
It may be only loosely based on a production Touareg but the new V6 TDi engine is effectively a road-going version of the race motor.
The 3-litre diesel is likely to become the best selling version of Touareg as it is not only relatively well priced, at $118,990, but it offers great low and mid-range punch from what is one of the most powerful 3-litre diesels yet in the country.
Coupled with a smooth 6-speed tiptronic auto, they provide a powerful combination. The V6 TDI is not only strong, it sounds terrific for a diesel not as truck-like as a straight-six.
That power translates to sub-10 second sprints from 0 to 100 kph and 80 to 110 kph overtaking in 6 seconds flat. Only the smaller, lighter X5, or the more powerful V10 Touareg diesels have proven quicker on-road. We have yet to drive the other obvious competitor, the M-Class 320CDi.
X5 produces 5kW less than the Touaregs 165kW and the same 500Nm maximum torque but at higher engine speed than the Touaregs low 1750 rpm. The 320 CDi produces the same power and an additional 10Nm.
They squarely compete for the same buyer and yet they are each quite different in character. While the Touareg has excellent road manners it is not as heavily biased towards the road as X5 is. More about that later.
It has a more sophisticated suspension system that allows for a greater range of settings than does the BMW. As a result it has greater ground clearance; up to 300mm and better approach and departure angles at that setting.
With a long, 2860mm, wheelbase and independent suspension front and rear, it has an average RTI (ramp travel index) of just 372.
What it lacks in wheel articulation, it ably compensates for with a great electronic traction control, which keeps power to the wheels with grip. Touareg romped up our test hill in slightly damp conditions on road tyres at road pressures.
We could feel the brakes working furiously to prevent wheelspin as the tyres encountered slippery spots and had it been any wetter we wouldnt have made the attempt. Touareg made it up several times and then repeatedly went downhill on grass with feet off the pedals.
Now, weve done similar things with an X5 but continuing on, up rutted tracks, Touareg showed the advantage of the air suspensions extra height. It didnt touch the underside once and waded through our favourite mud hole with ease.
On the beach it shows how well wide, large diameter, low profile tyres do in sand but it went well beyond that. Early versions of Touaregs traction control tended to get caught out in soft sand, despite the original Touareg being a desert-dwelling people.
Two successful years on the Dakar rally have taught them a thing or two about sand, we suspect. First rule is, have lots of power, which the V6 TDI has. Second, let the wheels spin provided you still have momentum.
Where once the Touareg (and many others) would bog down as the engine management sought to reduce power, with all four wheels spinning, the V6 TDI had no problem.
Without turning the traction control off or locking any of the diffs and still in high ratio the VW climbed off the beach up the sand dune without missing a beat at a steady 40 kph.
Weve been caught out in other 4WDs, even when arriving at the bottom of this particular slope at 70 kph in low range with the traction control (supposedly) off. It still activates, cutting engine power and halting progress.
Having truckloads of torque and big footprints probably helps but, whatever the case, Touareg can perform off-road in a way that was previously the preserve of more serious 4WDs.
The fact that it has a low-range and three diff-locks shows that it had something in reserve in the sand, although we did need all of that ability to get it out of the mud bath that was the exit from the NZ4WD Show.
It was one of the last vehicles out that night and did well on clogged, effectively slick, road tyres to keep moving through the sea of mud.
Volkswagen is clearly confident in Touaregs abilities and markets it accordingly. Well they might be too, because its not only a fine looking vehicle and well assembled, it is obviously no soft-roader.
It is a large vehicle; both bigger and taller than X5. Inside, it seems to have roughly similar space to the X5 but the interior is smaller than the Volvo XC90, particularly the boot. The XC90 benefits hugely from the east/west engine layout but it is not nearly as capable off-road.
Still, Touareg is roomy and seats five adults, with head and legroom to spare. The seats are comfortable; although flatter than the BMWs or Volvos, they provide great under-thigh and back support and are easy to get in and out of. They dont hold you quite as securely when cornering though.
The ignition key requires you to use your left hand because it slots into the dash to the left of the steering wheel, which takes some getting used to and even after a week it is still a pain. In some models you can leave it in your pocket and simply hit the starter button, which is easier.
Volkswagen is, deservedly, well known for the quality of its interiors and the Touareg is no exception. The materials used; leather, wood-grain, brushed alloy and even the different plastics combine to produce an attractive and functional environment in which to travel.
The audio system is good, providing a clear sound and an obviously powerful bass from the 10-speaker system, which includes a CD stacker.
A comprehensive trip-computer, gives useful data at several different levels, including: since last filled, since trip-meter was zeroed and current trip. Indeed, the instruments in general are brilliant and keep the driver fully informed.
Other nice touches are the heater, which can continue to circulate warm water from the engine to heat the interior long after the engine is switched off.
The doors didnt automatically lock or require two pulls on the handle to open them, so that feature has either been deleted from Touareg or is programmable.
Safety features include front, side and curtain airbags as well as anti-lock (ABS) brakes and the stability or traction control (ESP), which is incorporated into the braking system on all models.
The optional 18-inch alloy wheels fitted were shod with 255/55 Continental 4x4 SportContact road tyres. Standard are 17-inch alloys fitted with 235/65 tyres.
Thats a tyre choice that will suit the vast majority of owners who expect superior on-road handling, despite the Touaregs off-road aspirations.
They wont be disappointed. At low speeds in Auto or Comfort suspension modes the Touareg felt as if it might prove to be a bit soft because the ride is so comfortable.
Surprisingly, it has relatively little body-roll, given its ground clearance, and it is quite a sharp-handler out on the open road especially in Sport mode.
At speed it handles almost as well as a similarly shod X5. That is to say, that it steers very nicely and has plenty of feel and bite turning into corners, with just a little understeer. It has grip to spare and it holds its line despite any bumps that might try to dissuade it from doing so.
If you drive a lot at night youll appreciate the excellent bi-xenon headlights, standard on the V6 TDI. Both beams are similarly powerful, unlike some lights that leave you almost blind, when dipped.
While Touareg and X5 will inevitably be compared because of their similar pricing and on-road performance, the two vehicles are quite different from one another. Touareg will inevitably go much further off-road than X5 if you chose to use that ability.
It also has a greater (3500kg) tow rating too. So its likely to be selected more for those attributes than for its handling and performance or its fuel economy. That it gets so close to the X5 in most of those areas and still has such superior off-road and towing capabilities does speak well for the Touaregs all round ability.
Its a fine vehicle and, in addition to the V6 TDI, there is the V10 diesel, which has even greater towing ability and performance, albeit at a price.
If theres one area Touareg is let down it must be the wind noise, which kicks in under 100 kph and seems to come from the B pillar. It seems strange that an otherwise supremely competent vehicle has such a silly problem; one that weve not noted before.
In every other aspect, it remains competent or better and is our current pick in its rather exclusive class..:
