2009 Volkswagen Touareg 2
2009 Volkswagen Touareg 2 Expert Review:Autoblog
The way Volkswagen talks up the $42,800 Touareg V6 TDI, you'd almost think it was the ninja of SUVs: a single package with so many highly developed capabilities that its gas-engined foes are annihilated and left on the side of the road with ninja shuriken lodged in their tailgates before they even realize they've been outdone. The engine alone promises reduced fuel consumption, fewer emissions, more power, more torque, better responsiveness and quiet progress. The only questions then are: Does it deliver and will anyone buy it? We took it for a spin to find out. Follow the jump for the story.
Photos Copyright ©2009 Jonathon Ramsey / Weblogs, Inc.
The diesel Touareg is essentially unchanged from the gas Touareg, so the sole story here is the engine. Volkswagen has done a Manhattan Project on its oil burner, going over everything that could make it more appealing to customers. It's a three-horse race in the non-gasoline powerplant derby, and diesels, hybrids and electric vehicles are fighting for share. VW and Audi have thrown their bets on the filly called Oil Burner, and the next couple of years will inform us whether it can win more than 5% of the market.
To the engine, then. Sounding like something they got from the lab that created Wolverine, the compact engine block with a 90-degree V angle is made of high-strength vermicular graphite iron. Being 15% lighter than cast iron and not even 1.5 feet long, it has been fitted with aluminum alloy cylinder heads and weights 498.2 pounds.
Within that block, the common-rail fuel injection system has been thoroughly refined. Electronically-controlled piezo fuel injectors permit injection pressures of 2,000 bar (29,000 psi) and spray through eight-holed nozzles for a finer fuel mist and better, more efficient combustion. Those injectors are also lighter and have fewer moving parts, and so can move at twice the speed of previous solenoid-valve injectors. With all of that, the number of injection processes per cycle can be varied and optimized as needed.
The turbocharger, served by two intercoolers, has variable turbine geometry, with vane angles controlled by an electric servo motor. And get this: it's ribbed. The engine block has fluting to diminish vibration, and "all pathways on the engine mounts that could transmit vibrations to the interior have been eliminated." Finally, to aid engine packaging, the ancillaries and camshafts are driven by maintenance free chains mounted in back of the engine.
So, what's all that get you? A torquey little V6 that grinds out 221 hp and 407 lb-ft. That latter number comes as soon as 1,750 rpm, obviating the need for much footwork with the pedal on the right when it's time to git 'er done. 0-60 miles-per-hour is estimated at 8.5 seconds, which isn't all that bad for what is probably a 5,000-plus-pound vehicle (VW hasn't divulged its weight yet, but the Touareg V10 TDI rocked the scales at 5,800 pounds).
It's not a sprinter, obviously, although neither is it a laggard. It is the marathon – or perhaps, the ultramarathon – where this car makes its name. VW says you'll get from Kokomo to the Poconos on one tank, which is 600+ miles for those of us who have nothing to do with either locale. Strictly by the numbers, you could go 660 miles if you used every drop of diesel in the truck: the Touareg is rated at 25 miles-per-gallon on the highway, and has a 26.4-gallon tank.
In reality, you might be able to go even further. On a recent drive in the similarly-engined Audi Q7 on Audi's mileage marathon, we drove from San Francisco to Los Angeles, about 352 miles, and had a half tank left when we got home – and we weren't being kind with the footwork.
In that Q7, we never got any worse than 21 mpg and we were doing some serious speeds through some serious mountains. The Audi Q7 diesel was billed as getting 33.1 mpg on the highway, so if you're a little kinder than we were to Mr. Throttle, we're sure he and his friend Mr. Gas Mileage will be a little kinder to you.
The engine has also been designed to be kinder to the environment, thanks to its use of VW's AdBlue system. Exhaust gasses pass through a catalyst where nitrous oxide is measured, and based on that measurement an appropriate amount of AdBlue treatment is injected into a dosing module. AdBlue is 32.5% urea, and mixed with the hot exhaust it breaks down into ammonia and converts the NOx to nitrogen and water. The resultant NOx levels are reduced by about 90%.
The AdBlue tank is located under the spare tire, and is heated for cold weather climates since it freezes at 12 degrees Fahrenheit. The solution itself is non-toxic, odorless and biodegradable, and the tank holds enough for around 15,000 miles. When it needs to be refilled, that can be done during regular dealer service, and VW mentioned that places like JiffyLube will carry it.
So here we have a 50-state diesel with an earth-friendly mien. But would you want to actually drive it in any state? In real-world driving, the V6 TDI shares a number of beneficial similarities with its V10-powered (former) sibling: it is quiet, powerful and refined.
At a cruise, the engine is as quiet as church just before a service, with only the slightest hum as any aural indication that the car is actually on. It is also steady as a rock: vibrations are essentially non-existent.
The V6 is 90 hp and 146 lb-ft down on the V10, but as we piloted the two-ton-plus SUV around snaking canyon roads, it was evident that VW has done its work to make sure all available power is applied to forward motion. Even on steep uphill grades, you don't worry about losing momentum because the Touareg will pick it right back up again on demand. The ride would be best described as business casual: crisp and smart, it suits all of the sporting situations you could wish to get into in an SUV.
VW says "The 3.0 TDI produces a quiet, cultivated and harmonious sound. The hard 'knocking' and metallic rattling at partial load is history." That is true... when you're cruising. And that is what makes it all the more jarring when you get hard on the power. It's as if the sound insulation has evaporated with a flick of the accelerator. Engine noise commandeers the cabin. Under mild acceleration the noise is alright. Even under hard acceleration it isn't awful, it is simply unexpected because the contrast is so striking. We found the same thing in the V10 – get on the gas, and you can hear the horses neigh.
That was the only demerit we gave to this vehicle. The only question is whether buyers will pony up the $3,000 premium for it over the VR6 FSI. The TDI will get you more power and much better gas mileage – 3 mpg more in the city, 5 mpg more on the highway, but these days, you'll pay substantially more for diesel at the pump, and that will likely more than neutralize the extra mileage. As fine a vehicle as it is, then, is it worth it? The best answer we can give to that one right now is probably this: We'll find out.
Photos Copyright ©2009 Jonathon Ramsey / Weblogs, Inc.
Meals and accommodation for this drive were paid for by the manufacturer.
New Car Test Drive
New turbodiesel joins the range.
The Volkswagen Touareg is a luxury sport-utility with a rare blend of highway composure, refinement, and impressive off-highway capability. Touareg offers a choice of V6 or V8 gas engines and a diesel V6. It offers five-passenger seating.
The 2009 Touareg TDI features a new 3.0-liter V6 for notable advances in mileage and emissions. Replacing the previous twin-turbo 4.9-liter V10, the new turbocharged diesel V6 is legal for sale in all 50 states.
Also new for 2009 is a revised touch-screen navigation system option and a safety package that incorporates adaptive cruise control, lane departure warning, and a multi-function monitor. And VW is offering all scheduled maintenance free for 3 years or 36,000 miles on 2009 models. Styling changes went into effect last year with the 2008 Touareg lineup, sometimes called Touareg 2.
Like the Porsche Cayenne, Range Rover and Mercedes-Benz ML, the Touareg eschews a third row of seats for five-passenger space in a compact package.
The new V6 diesel TDI engine is aimed more at economy than the previous, performance-oriented V10 diesel and is emissions-certified in all 50 states; in cities where the air is really bad the TDI's exhaust will be less toxic than the air going in. All Touareg models use a six-speed automatic transmission and full-time four-wheel drive.
Protected by a rigid structure and full suite of airbags and electronic safety systems, the Touareg cabin is inviting, involving, and efficient. There are more thoughtful touches than you'll notice at first glance, yet the learning curve is quick, the controls not daunting, and comfort remains high even after hours on the road, or off it.
Touareg is a genuinely capable four-wheel-drive vehicle. It takes to trails like you wouldn't believe. Its combination of clearance angles, gearing, fording depth and suspension travel compares to that of the Land Rover LR3, Jeep Grand Cherokee, Hummer H2, and Lexus GX470, none of which offer a 25-mpg diesel.
Back on the highway the Touareg has a Teutonic feel, with smoothness imparted by precision and not softness. It cruises effortlessly regardless of road condition, and belies its heft on winding roads. A sports car it isn't, but you could make a dynamic argument for an inclement weather Grand Touring vehicle.
If you like the Volkswagen Touareg but need a third row of seats at the expanse of some off-road capability, check out the Audi Q7; it uses a stretched version of the same basic structure.
The 2009 Volkswagen Touareg comes in three levels: 3.6 VR6 ($36,300); V6 TDI ($42,800); and V8 ($48,900).
The Touareg 3.6 VR6 comes with dual-zone climate control, power moonroof, power windows and locks, heated front seats, power driver's seat, leather shifter and steering wheel with redundant controls, alarm/immobilizer, cruise control, split-folding rear seat, alloy wheels, fog lamps, trip computer, outside and oil temperature displays, aluminum accents, heated power mirrors with synchronized adjustment and right-side reverse tilt, front and rear park assist, rain-sensing wipers and heated washer nozzles, 10-speaker audio system with Sirius Satellite Radio (three-month service included), power liftgate, and six power points, including one 115-volt outlet.
The Touareg TDI V6 substitutes the diesel engine and is otherwise equipped much like a 3.6 VR6.
The Touareg V8 4.2 FSI features a 350-hp V8 engine and upgrades with leather upholstery and walnut woodwork, bi-xenon curve-following headlights, more chrome trim, 19-inch wheels and more sporting suspension calibration, power passenger seat, driver memory system, power folding auto-dimming outside mirrors, and rear seat side sunshades.
Options include a tow hitch ($500), a rear differential lock ($700), 19-inch wheels and tires for V6 and TDI ($1200), and the air suspension package ($2750). Option packages are often commingled and start with the Lux ($2900), which adds many of the V8 upgrades (leather, wood trim, power passenger seat, bi-xenon headlamps). Lux Plus ($3400) adds four-zone climate control, heated rear seats, Dynaudio sound, and keyless operation. The Technology package ($3350) adds DVD-based navigation, upgraded 11-speaker sound system with CD changer, rear view camera, expanded instrument panel multifunction display, and auxiliary input. The new Safety package with lane departure warning and active cruise control is $2600.
Safety equipment includes rollover-sensing ESP Plus stability control, ABS Plus brakes with electronic brake-force distribution and brake assist, tire-pressure monitors, Hill Descent Assist, and adjustable seatbelt anchors front and rear. Also standard are front airbags, side-impact airbags, and side curtain airbags.
Volkswagen family heritage is clearly evident in the Touareg, from the face of lights and split-frame grille that mirrors Eos and Passat to the large chrome circular logos. For all intents and purposes the body panels remain unchanged from its debut, only the trim, lamps and larger rear spoiler atop the hatch have been redone in the interests of fresher appearance and better function.
The 112-inch wheelbase permits good occupant space and an overall length of less than 16 feet keeps the wheels near the corners. This creates both a muscular stance, with the glass areas rising out of strong shoulders, and maintains the approach and departure angles and clearance necessary for real 4WD use. Unlike virtually every other 4WD SUV and pickup, the Touareg's approach and departure angles are identical, meaning that regardless of which direction you encounter an obstacle, if the leading edge clears it so will the trailing edge. Large wheelwells do not have tacked on fender flares, instead using gracefully curved sheetmetal to house the large wheels and tires.
Touareg is essentially void of superfluous trim. The strip along the lower doors minimizes paint damage, a chrome strip protects the top of the rear bumper, and the signal mirrors transmit intentions to vehicles alongside. Finally, taillights are easy to see and cleanly integrated to avoid being subject to damage on tight trails or crowded market lots.
The entire structure is quite stiff. With a Touareg balanced on just two opposite corner wheels, the hood, hatch, and doors can all be opened and closed with no more than normal effort, an unusual feat. Even the glass section of the hatch, which opens separately and self-latches into the main hatch when it is lifted, is accessible.
While the Touareg, Porsche Cayenne, and Audi Q7 share some development background, the differences are so significant they can hardly be labeled competitors. The Q7, which uses the same engines and transmission as a Touareg, shares fewer than 15 percent of its parts with Touareg.
Opening a Touareg door makes a good first impression, as the door itself conveys that feeling of pinpoint-balanced heft and quality and the cabin only reinforces the notion. Few things here appear little or lightweight, from the big T-handle shifter in a wide console to the fairly large steering wheel suitable for a long-distance cruising yacht.
Materials appear first-rate as does assembly; even after days of trail twisting and pavement pounding we heard no squeaks, rattles or wind whistles. The VR6's V-tex upholstery makes a fair rendition of synthetic leather. Genuine leather comes standard on the V8 and is available on the others; it's called Cricket though it chirps and squeaks only if you're wearing leather as well. Even the lower door panels are done in soft-touch material. Dull hard plastic is very hard to find in this car. Leather wrappers for steering wheel and shifter are standard. With leather upholstery also come leather door pulls and very comfortable armrests. Silver-tinted trim is standard on V6's but all the aluminum accents pieces are real aluminum, and again, the V6's may be fitted with the polished walnut of the V8.
For 2008, the seats were recontoured for better side bolstering although comfort was already very good in the previous version. With a wide range of power adjustment, seat heaters and a big padded headrest, it's easy to sit for hours yet not restrained, so you can put your head out the wheel to see exactly where the near-side rocks and obstacles are or where your toll coin landed.
Rear seats are fixed at a good backrest angle balancing comfort and vision, and outboard riders enjoy big, cushy headrests and adjustable height shoulder belts just as front riders do; pop for the Lux Plus package with left/right climate control and seat heaters for the back, and no one should complain.
Storage units are average in number and include a few useful touches. The bins at dash top center are deeper than average, and will not eject contents at quick starts or on steep climbs. On most the center armrest slides fore-and-aft, has two stowage compartments, and the lid is articulated so it doesn't flip back and pinch a center rear rider's knees.
Apart from always-on headlights/daytime running lamps that will bring bugs with you to camp, the Touareg gives the driver full control choices. Air suspension, where fitted, and the four-wheel-drive system are switched by rotary dials behind the shifter, with Park Assist defeat, ESP, and seat heaters ahead of it. Climate control can be full automatic, or to any combination of outlet vents you choose. The transmission has two automatic shift modes, plus manual mode if you prefer to time your own. Column stalk controls are typical in layout, including the rear wiper, and fuel door and hatch releases are lift-up buttons near the door map pocket that are impossible to trigger accidentally.
The dominant tachometer and speedometer, and smaller numbered ancillary gauges that include both coolant and oil temperature (a better indicator of how hard the engine is working) all have flat faces with anti-reflective coating. Digital displays show miles/trip to right and time/date to left, with a redundant clock over the mirror where everyone can see it.
For 2009 the navigation system is the first touch-screen system offered in the Touareg and it works very well in any map view. We found the previous generation system more intuitive than some other German brands, and while those have recently been upgraded the Touareg's is still very competitive. Night drives reveal excellent illumination of all instruments and switchgear.
Big outside mirrors provide generous views both near and far, yet are low enough relative to the seating position the driver can look over them rather than having to peer around them. Wiper and washer coverage is excellent at each end, there's plenty of glass area to avoid claustrophobia or blind spots, xenon headlamps follow the road supplanted by cornering lights and fog lamps for wide-angle lower speeds.
Accessed by full hatch or just the glass upper section, the cargo space features flat sides and floor for easy loading and a chrome skid-guard at the aft edge for sliding heavy or rough items in and out. Volume amounts to 31 cubic feet, not best-in-class but better than many and it's well-configured space: The split rear seat folds, the cushion tilts forward, the backrest down, for 71 cubic feet. But you have to remove the outboard headrests first. Four tie-down points secure the cargo. A partition for larger objects or pets is available. The cover is nice and high with 21 inches of space below it, there are two 12-volt and one 115-volt power points up high, lights are both sides of the opening, and you do not have to lie in the mud or snow to secure a flat tire underneath.
Each Volkswagen Touareg model has its own set of distinct driving characteristics defined by engine, suspension and tires, and each feels of-a-piece solidly built and engineered to a point where it feels all the moving parts are light and balanced, with that rigid platform and luxury features responsible for the weight. Regardless of model one must remember this is a three-ton 4WD able to traverse far more than the typical owner's nerves will permit, and it will not change directions nor stop like a sports car half its weight. VW organizes adventures in Moab to show customers exactly what a Touareg will do. We've attended some of those adventures and came away impressed with its capability.
With short gearing in the six-speed automatic transmission, the VR6 engine's 280 horsepower moves the 5,000-pound Touareg better than you'd expect. Torque is rated at 265 pound-feet from 2500 to 5000 rpm, delivering sufficient midrange power for daily tasks and keeping up if not leading the pack. Towing the maximum rated load over 7,000 pounds or driving at high altitudes will use all it can deliver, which it will do without complaint. The narrow-angle V engine looks and feels more like an inline six-cylinder engine, smooth and stress-free to redline.
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 experienced four-wheelers could do any better.
Electronic aids include antilock brakes that will form sort of a chock in front of the tires on soft surfaces. This means shorter stopping distances on gravel roads, mud, snow, sand. This is a great feature because standard ABS greatly lengthens stopping distances on gravel roads. 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.
The Touareg VR6 and TDI suspension carries the comfort label, but don't mistake that for anything soft or wallowy. Since it rolls on 17-inch wheels and tires designed for all surfaces, the comfort spec is logical, and endows the V6's with a gentler ride than the Touareg V8. 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. The 17-inch tire spec is best 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 or TDI 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 it will be a bit louder because of 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 RX, a far less adventurous vehicle.
An air suspension system is optional for all Touaregs. 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 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 at 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 Xtra level raises the Touareg as high as it will go, to 11.8 inches clearance. Xtra 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. The higher modes 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 TDI with 17-inch wheels, and locking rear differential and air suspension options is arguably the best trail Touareg configuration: excellent torque and driving range, compliant tires with better rim protection and lots of suspension travel. 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 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 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 1/2 miles per city/highway 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. 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.
The 2009 TDI diesel is a 3.0-liter V6, closely related to an engine that serves in multiple VW's and Audis overseas. While it gives up 2 liters of displacement to the Touareg's previous V10 twin-turbo diesel the 3-liter is down by just 75 hp and 146 lb-ft of torque. That may sound a lot but remember that V10 made as much power as dually pickup diesels, and though 225 hp is a bit behind the 280 hp of the VR6 the diesel's 407 lb-ft of torque is 83 better than the V8 and 140 better than the VR6.
Since the TDI always starts in first gear (some automatics start in second to save fuel) boost comes up quickly and the TDI is off cleanly, reaching 60 mph in 8.5 seconds. This is more than enough for any travel up to its electronically limited top speed of 130 mph, and unmatched given the Touareg's 4WD ability and EPA ratings of 18/25. Over a winding, up-and-down course that included equal miles interstate cruising and urban plodding our trip computer showed 24.9 mpg; with the 26.4 gallon fuel tank we were still waiting for the fuel gauge to move.
The TDI provides a relaxed drive. Where the VR6 might downshift twice and the V8 once, say to merge from a transition ramp or pass slower traffic, the TDI just hunkers down and goes, the wave of torque carrying the way. At 75 mph the engine is turning about 2300 rpm, so at any highway speed you will have that full 407 lb-ft of torque available.
In 2008 VW raced a 12-cylinder Touareg trophy-truck in the Baja 1000 where it kept spinning the tires at 120 mph in top gear. The year before they had taken two TDI-style Touaregs to the Baja 500 where they were the only vehicles that never stopped for fuel.
But the best things about the TDI are the non-issues. It's so clean the tailpipes are still steel-colored after use, has much lower C02 emissions, and uses much of the same technology that garnered VW's Jetta TDI the Green Car of the Year award. It makes a different sound outside but not more noise, and inside your passengers will never know. With a 450-mile cruising range in the city, finding fuel is never a problem (better than 1 in 6 fuel stations have it), it starts very quickly in the cold (the cold-start system reaches 1800 degrees inside the engine within two seconds) and it requires no changes to driving or ownership habits.
The 2009 Volkswagen Touareg mixes trail-worthy ability, excellent road manners, and a feature-laden five-seat cabin into a compact package to find favor with urban warriors, outdoor adventurers, suburban sybarites and everyone else who'd like to be one. The array of engines and suspensions permit any buyer personality to design a Touareg they like, the better to appreciate everything you won't notice in a short test-drive.
NewCarTestDrive.com correspondent G.R. Whale test drove Touareg models at Moab, Utah, Los Angeles, and Germany.
Volkswagen Touareg VR6 ($39,300); V8 ($48,900); V6 TDI ($42,800).
Options As Tested
Technology package ($3350) includes navigation system, rear view camera, upgraded sound system, 6CD, aux input; tow hitch ($500).
Volkswagen Touareg V6 TDI ($42,800).
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