2004 Volkswagen Touareg Review

Specifications

Formidable Power for Knights of the Desert

When Volkswagen planned its midsize SUV, in conjunction with Porsches Cayenne, they designed and engineered it to withstand extreme weather conditions, including the searing, arid heat of the worlds largest and hottest desert, the Sahara. It was this challenging and demanding environment that inspired the name “Touareg”, derived from a tribe of nomadic merchants in the Sahara known as the “Knights of the Desert.”

Well those Knights just became a lot more virile thanks to 310 horsepower and a sand dune-flattening 553 pounds-feet of torque. The highly praised five-seat Touareg has gone diesel in a big way; thats big as in 4.9-liters, 10-cylinders and 2-turbochargers. Given the SUVs colossal 5,825 pound curb weight, mind you, none of its massive output goes to waste. Its the TDIs trailer-hauling, hill-climbing grunt that distinguishes it from less capable gasoline siblings. Ill prattle-on later about the many virtues common to all Touaregs, regardless of powerplant, but for now humor me for awhile about the TDI.

Representing Volkswagens Turbo-Diesel Injection technology, the letters TDI are becoming more and more common on North American roadways. Diesel engines have long enjoyed greater popularity in the European passenger car market than in our domestic market, making up almost half of the EUs current sales. Our somewhat outdated views put diesels in the category of noisy, slow, smoky, smelly, and best suited to buses and trucks. Historically, one would have an uphill battle to argue against that supposition, but time and technology has reinvented the wheel, so to speak.

Diesel engines operate with very high levels of compression. Although not known for their ability to rev at high speeds, they generate tremendous torque at low rpm levels and consume fuel at a miserly rate. Its this combination of characteristics, combined with a reputation for endurance, which make the diesel so darn appealing. Gone are the days of waiting for the glow plugs to heat up before twisting the ignition. Todays diesels fire-up like any other passenger car engine. Once in operation, the modern diesel runs quieter and cleaner that those of yore. I occasionally caught a brief whiff of diesel exhaust during my road testing, but it was only when the window was open and I was reversing into my garage. Otherwise the Touareg ran as cleanly as any gasoline-powered SUV Ive tested, and I never detected a contrail of black smoke behind me, even when maximum acceleration was ordered.

And let me add to that, acceleration in the V10-TDI Touareg is startling to say the least. Ive driven many diesel-powered vehicles in the past and their acceleration abilities have never inspired me. Sure, you might get a kick in the rear off-the-line thanks to a diesels low-end torque, but its generally a kick without follow-through - and as any self defense coach will affirm, failing to follow-through with maximum force when kicking will diminish the strikes effectiveness. The Touaregs 10-cylinders and twin-turbocharger boosting gives it follow-through that would make any coach proud. Its 553 foot-pounds of torque is delivered at a modest 2,000 rpm, and stays delivered as the tachometer rushes toward the TDIs generous for-a-diesel redline of 4,400 rpm. Compared to a hi-tech gas engine, a 4,400-rpm redline is dramatically low, but the Touareg TDI makes up for a curtailed rev band by sending its mammoth torque to all four wheels through a 6-speed autobox, featuring VWs Tiptronic manual-mode shifting. The wide range of gear ratios offered by six cogs easily compensates for the shortened duration spent in each gear during full acceleration. The pay-off is performance that is downright neck snapping and persistent through a run up the ladder.

Off the line, the Touareg TDI launches like a rocket. First gear is over before it really begins and second gear only sticks around for the blink of an eye. Following that, third gear holds as the Touareg surpasses legal highway speeds with little weakening in its voracious appetite for hearty acceleration. Volkswagen claims the V10 Touareg will sprint from a standstill to 60 mph in a sports sedan-like 7.4 seconds. Passing slower traffic is an awesome experience, especially when factoring in the SUVs substantial weight. With only a 50 percent squeeze on the throttle, the autobox quickly downshifts to the most effective gear followed by a definitive surge of power. Thanks to its high torque, low-rpm output, the engine provides strong performance without the need to rev anywhere close to redline. Such composed performance helps keep noise and passenger disruption to a minimum. In addition to its spirited acceleration, I get the sense that the V10 TDI could pull a house from its moorings and drag it up the side of a rock-strewn mountain. With a maximum tow capacity of 7,700 pounds theres little that it will be forced to leave behind.

Thanks to Volkswagens sophisticated heavy-duty 4XMOTION, permanent electronic all-wheel drive technology and a low range set of gears, hill climbing is a Touareg specialty thats only limited by its 18-inch Pirelli Scorpion all-season tires, which lack an aggressive off-road tread pattern. A rotary knob on the center console allows the driver to easily activate the low-range gearing and lock the center differential, obtaining an equal split of power between the front and rear wheels. Otherwise the 4XMOTION system varies the torque as needed, sending up to 100 percent to a single axle. A further twist of the same knob will also lock the rear differential when the utmost in traction is essential. A matching rotary knob on the opposite side of the center console activates the pneumatic suspension system (optional on V6 and V8 models), raising or lowering the vehicle ride-height depending on whether speeding down a glass-smooth highway or clawing its way up a rocky precipice.

Placing heavy loads into the back of the Touareg TDI is simplified by lowering the air suspensions ride height, which can be dropped to only 6.3 inches. At this setting, the vehicle can creep about to a maximum speed of 3 mph. The standard ride-height of the German SUV is 8.7 inches, however, at a speed of 87 mph the ride height automatically drops to 7.7 inches to improve high-speed stability. Push the speedo past 118 mph and the ride height will move even closer to the pavement, leaving only 7.3 inches of separation. For off-road purposes, the Touareg can be raised to 9.6 inches above street level. This ride height permits a top speed of 43 mph. For massive boulder topping performance, the Touareg lifts itself a whopping 11.8 inches above the terra firma, but it is limited to less than 12 mph when riding this tall in the saddle. The off-road competency of the air suspended Touareg is enhanced by excellent approach and departure angles of 33.2 degrees, thanks to its minimal overhangs and generous, maximum off-road ride height. Incidentally, with the conventional steel spring suspension, the Touareg is capable of handling approach and departure angles of 28 degrees. The pneumatic suspension also allows the muscular looking Touareg to play in the deep end of the pool. At maximum ride-height, a full 23 inches of standing water can be waded through, a level that would leave many other SUV drivers looking for the nearest bridge. Triple sealed doors keep water in the pool and out of the Touareg, while waterproof electrical connectors, special air-intake routing and sealed shaft joints combine to keep the Touareg wheels turning underwater.

Although my test unit floated on its adjustable pneumatic suspension, in standard form the Touareg body is kept aloft by an independent, double-wishbone front setup, trailed by a four-link independent steel spring design at the rear. Included with the pneumatic setup is adjustable shock damping. A three position barrel switch, set into the center console, allows the driver to select the perfect of three ride-damping settings: comfort, auto and sport. A subtle difference can be detected between comfort and sport modes, with the auto mode engaging VWs Continuous Damping Control (CDC), which, as the name implies, continuously adjusts the damping rate based on road surface and vehicle speed. In each of the three settings, the Touareg TDI delivered a ride that can best be described as benevolent and altruistic for an SUV. I was quite pleasantly surprised by the gentleness of this highly capable off-roader, especially with the damping set to “comfort.” Equipped with air-ride it treats its occupants to a first class, big car ride, while treating its driver to car-like handling characteristics. That said, the tank-heavy Touareg is not a particularly agile or quick responding, high performance SUV. It is, however, surefooted in the corners, predictable and well-balanced, thanks in part to shared components with its Porsche Cayenne cousin. The Sport mode suspension setting significantly reduces cornering body-roll, in contrast to the Comfort setting, which permits considerable body-roll when tackling curves with enthusiasm. Steering effort is on the light side and feedback is typical of a luxury vehicle with an athletic soul.

Should cornering enthusiasm give rise to overzealous foolishness, Volkswagens inclusion of ESP (Electronic Stabilization Program) steps up to the plate and applies wheel specific braking and engine management to do what isnt humanly possible in returning the Slovakian manufactured buggy back to a state of wellness. But as in life there are no guarantees, common sense and caution should be relied upon to ensure everyones safety, not electronic gizmos of which the Touareg has many. One such is ASR, or Anti-Slip Regulation, which prevents the wheels from spinning during acceleration by diverting the delivery of power from the spinners to the wheels with traction. The engines management system is also incorporated into this technology, reducing power output when a loss of traction is encountered. The remaining electronic marvels bolstering the Touaregs off-road controllability are Hill Decent Assistance (HDA) and Hill Climb Assist (HCA). HDA uses computer controlled brake applications to restrict the vehicles downhill speed to a maximum of 12 mph, allowing the driver to concentrate on steering the rig through or around assorted perils. HCA prevents the Touareg from rolling backwards on steep grades if neither the throttle nor brakes are engaged. This technology also aids the driver in starting the vehicle on a steep slope by eliminating the need to get onto the throttle quickly.

On or off the road, the performance of the Touaregs strong 4-wheel antilock disc-brake package is enhanced by Electronic Brake force Distribution, regulating the flow of brake pressure at each wheel to ensure that maximum braking is achieved in a balanced and secure manner. The binders on my test unit functioned flawlessly. They brought the hefty Touareg to such quick and secure halts that it belied the vehicles behemoth mass. In fact, it requires no more effort to stop the stocky Touareg than it does grinding Volkswagens agile little Jetta to an immediate standstill. Pedal effort is light and the application of brake force is predictable and linear.

There isnt much that Volkswagen overlooked or under-designed after sharpening their pencils, or should I say booting-up their CAD software and blueprinting the Touareg. This is an amazing vehicle, especially when the V10 TDI is tucked beneath its hood. The Touaregs off-road performance ability is outstanding, its level of safety and driver aids as comprehensive as I have ever seen, and its comfort and quality levels unsurpassed in an SUV, less the $70,000+ Range Rover. Creature comforts are nearly limitless and the aesthetic pleasures just as impressive. Road and wind noise once underway is extremely well muted, as is the big diesel churning under the hood. And if not, cranking the tunes through the magnificent sounding premium audio system will drown out any undesirable auditory intrusion that the V10 may generate.

The Touareg TDI has everything I could ever want in an SUV, except price. Yes, the adage “you get what you pay for” holds true, and for a Touareg you pay the Volkswagen company a heck of a lot in order to get a heck of a lot. A V10 TDI fortified “Knight of the Desert” begins at the princely sum of $58,490 and shoots up to $71,389 when fully loaded. Sure, you pay big bucks over the regular price of a Touareg for the “TDI” nameplate, however, on the sensible side the diesel V10 delivers much better fuel economy than the gasoline fired V8, along with considerably more torque. So from a fuel-expense to power-output ratio, more is less with the diesel - more or less that is. May the wondrous, diesel Knights of the Desert run strong and free.