Well, at least I won't wish I had waited until the new model came out.

 

Makes me like my 04 even more...now I need to go offroading with it.

 

I wanna' say the same thing for the 2010 I've ordered with Chris F. But this and air susp. being off then on again in the order guide has me superstitious. I'll like mine even more when it's in the driveway...

 

I was planning on keeping mine awhile longer than I typically do, now I know I'll be driving this one until it drops. I hate the thought of getting a Range Rover, they seem so pretentious. I had a couple on the farm running dogs, the wife was leaning out the window trying to keep the branches away from the car.

 

I am so completely unsurprised by this decision.

Except for statistical bullet points that gave the brochure writers a few extra pages of material or the odd video, VWOA as a company has never embraced or pursued the offroad market - no outreach at SEMA, no message in the television marketing, no effort to provide special packages, and just general disrespect for their customers who experienced their off-again-on-again option ordering process.

Now maybe their choice was warranted - there are few new Touaregs used for offroading - though I see that growing as they go second and third hand. Lets not forget the prospects for the Hummer, the Toyota FJ, and even the Jeep are dim these days. Still, a thick black sharpie would go along way into correcting any misconceptions that current VWOA supports automobile enthusiasts.

I have to at least give applause to the Porsche engineers for developing the wonderful 7L chassis. I am proud to own a Touareg and happy to enjoy the wonderful company of others here that can assure I'll have some wildly great vehicle available for many years to come.

 

I have to at least give applause to the Porsche engineers for developing the wonderful 7L chassis. I am proud to own a Touareg and happy to enjoy the wonderful company of others here that can assure I'll have some wildly great vehicle available for many years to come.

Get one while you can...they won't make the next one this good.

 

Confused: Why make the off-road package available to everyone else in the world but the United States?

Apparently the engineering has been done, parts have been designed and manufactured, the assembly line has been tailored to include the capability to insert the appropriate parts in the appropriate places... Why in the world would you *not sell* something you've invested the time, money, and effort into building anyway? You can't tell me that the entire U.S. market would sell fewer off-road optioned Touaregs than, say, Africa as a whole, or the Middle East as a whole? A population of 250 million reasonably affluent citizens vs. smaller and less affluent populations?? Yet they get them and we don't?

I don't understand that kind of illogical, non-rational, non-reasoning. Do any of you? If so, please explain. Makes no sense to me.

p.s. Anyone have any idea how hard it would be to buy a left-hand drive Touareg in Europe, drive it around a bit, and then ship it back to the U.S.? Reason I ask is I'm not ready to give up my '06 yet - not for a long time, but someday, sadly, all good things must come to an end, and inevitably I will. At point, I was hoping . . .

 

Considering the actual number of people who take their Touaregs off-road is very - very small... I'm not surprised. The number in the U.S. is somewhere between 2 and 6-percent.

 

I'm presuming that Canada falls under the "United States" laws when it comes to this crap?

As far as I'm concerned (if this is true), I won't be purchasing another Touareg - after I buy my 2010 TDi. After that, I'm all LAND ROVER

 

I'm presuming that Canada falls under the "United States" laws when it comes to this crap?

As far as I'm concerned (if this is true), I won't be purchasing another Touareg - after I buy my 2010 TDi. After that, I'm all LAND ROVER

For the 25-50 Touaregs they sell in Canada in a given month, there are unlikely to be any special concessions.

 

Considering the actual number of people who take their Touaregs off-road is very - very small... I'm not surprised. The number in the U.S. is somewhere between 2 and 6-percent.

Still, they're building them ANYWAY. Why would you not sell what you're already making? Only difference is where to ship to (I'm assuming there are no emissions/safety differences between whether you have a locking differential, etc., or not), and you can't tell me shipping to the U.S./Canada is going to be more expensive than some of the other far-flung places in the world...

 

I would say that they are trying to lighten up the vehicle, most likely to improve the gas milage.

 

Remember folks... the new CAFE standards are only a little more than 6 years away and it's going to significantly change the way vehicles are powered and how much they weigh.

 

True, but it it still remains an average over vehicles sold, the number of very fuel efficient Jettas, Golfs and Passats far outweights any impact to the overall average by a low volume gas guzzling Touareg.

I would think the de-contenting is in line with VWs move downmarket in North America...stripping the offroad equipment is an easy way to make it cheaper.

 

Oh well, I've always seen most newer SUVs as jacked up stationwagons. Still, off road can be simply pulling off a rural road to let the dogs go for a swim in a river - something we missed being able to do when we had our '02 Odyssey out of fear of high centering it. So I'm sure there will still be demand for the Touareg but it sounds like it will be like all the others.

As they say, what goes around comes around - you're witness the return of the big old stationwagon - but lighter. (My dad's '75 Dodge station wagon weighed 5,800 lbs)

 

Can someone tell me why everything coming out is looking like the same, incapable, mundane crossover? Are companies scared they might get reprimanded by society or the government for having an innovative idea that differs from the mainstream?

 

Can someone tell me why everything coming out is looking like the same, incapable, mundane crossover?

Because that's what sells in quantity...VW tired to offer up an amazing vehicle which most saw as overpriced, but very few were able to see the bargain that it was. VW now wants to sell-sell-sell in north america, and that means putting out the same mundane crap that Honyota puts on their lots.

Im sure we will all still be able to get what we want, but it will wear a Porsche or Range Rover badge...service will be even worse and even more arrogant, and we won't like paying the extra $20K for a nameplate.

 

tregs

HELLO all fens ! Greetings from Bulgaria, Sofia.
I am going to post some information for u ! I Love Tregs and... i understand that u love them too!

So...


Volkswagen is set to launch a Touareg BlueMotion Hybrid in 2010. The new machine will be the first real production hybrid from the German company and will join the automaker's expanding BlueMotionTechnologies lineup. In addition to the Touareg headliner, VW has announced a diesel-powered Passat BlueMotion, a Passat BlueTDI that's able to achieve 2014 Euro-6 emissions regulations today, and a natural gas-fueled Passat TSI EcoFuel.

The Touareg BlueMotion Hybrid will feature a supercharged 3.0L TSI V6 engine that's shared with the Audi S4 along with a new 8-speed automatic transmission. While many would likely be awfully pleased just to see that drivetrain in the Touareg, the big news is what's sandwiched between them, namely, a 38 kW electric motor that gets power from a 288-volt nickel-metal hydride battery pack.

A similar hybrid system is expected to make an appearance in the upcoming Porsche Panamera and offers up 374 horsepower and 406 lb-ft of torque to all four wheels in this application. That's enough to push the bricklike Touareg to 62 mph (100 km/h) in just 6.8 seconds and, perhaps more importantly, deliver a European combined rating of 26.1 mpg (U.S.). That's an improvement of 25% over the normal Touareg, though it will surely come with a price tag to match. See all the details after the break.
PRESS RELEASE:

BlueMotionTechnologies - Touareg V6 TSI Hybrid
Prototype: Touareg Hybrid with new V6 TSI can tow 3.5 metric tons

Charged V6 TSI and E-motor drive fuel consumption below 9 liters

Hybrid module was integrated between V6 TSI and 8-speed automatic
Wolfsburg, 02 February 2009

In parallel to pure gasoline and diesel versions, Volkswagen will be bringing the next version of the Touareg to market as a hybrid version too. Average fuel consumption: less than 9.0 liters fuel per 100 kilometers. CO2 emissions: less than 210 g/km. For the first time, there is now a near-production prototype that offers initial glimpses of the full hybrid technology that will be implemented on the future Touareg. This experimental platform has its conceptual basis in the current generation of the SUV. The car's powertrain already embodies many aspects of the future Touareg Hybrid. It will be powered by a new V6 TSI – a highly advanced gasoline direct injection engine boosted by a mechanically-driven supercharger – in tandem with an electric motor. It will have a newly developed 8-speed automatic transmission. Volkswagen will be implementing a parallel hybrid drive on the future Touareg V6 TSI Hybrid. This version of the SUV will have a high-performance, full-time all-wheel drive too.

V6 TSI stands for maximum power with minimum consumption

The V6 TSI on the Touareg prototype is fun to drive and delivers 245 kW / 333 PS at 5,500 rpm. From its 2,995 cm3 displacement, it generates a maximum torque of 440 Newton-meters starting from 3,000 rpm. These characteristics match those of the Touareg with an eight cylinder engine, yet with the V6 TSI it is significantly more fuel efficient. This represents the principle of intelligent downsizing (less displacement plus gasoline direct injection plus inlet boosting) already established by Volkswagen on the globally successful TSI four cylinder engines, and it is now being applied to six-cylinder engines. The results are convincing. The substantial torque delivery that came from using a supercharger becomes even more fascinating with the addition of the E-motor, especially at low speeds. If required, an exceptional amount of torque is available from a standstill – a bonus that comes from a system that is designed for efficiency. To increase further this efficiency, the V6 TSI makes use of a switchable engine water pump. This remains off during the warm-up phase, ensuring rapid achievement of fuel efficient operation.. The pump is integrated into the vehicle's overall heat management system.

V6 TSI plus E-motor drives fuel consumption below 9.0 liters

The E-motor integrated between the V6 TSI and the 8-speed automatic transmission adds power of 38 kW / 52 PS and up to 300 Newton-meters torque. In so-called boosting – where requests for maximum power and torque (by kickdown or gearshift selector in "S" position) are supported by the engagement of both V6 TSI and electric drive systems – the powertrain briefly supplies a power of 275 kW / 374 PS and the maximum available torque increases to 550 Newton-meters. In this case, the Touareg V6 TSI Hybrid prototype accelerates to 100 km/h in just 6.8 seconds.

The hybrid system of the Touareg was not designed to deliver sports car performance. Its purpose is to deliver very low emissions and fuel consumption values. It may therefore come as a surprise to learn that this exceptional performance is accompanied by an average fuel consumption of less than 9.0 liters per 100 kilometers. CO2 emissions are less than 210 g/km. The Touareg V6 TSI Hybrid will attain the limits of the Euro-5 and American ULEV2 emissions standards.

More than 25 percent better fuel economy

Compared to a conventional SUV of the same size, the hybrid concept yields fuel savings of more than 25 percent in city driving. Development engineers calculate an average savings of 17 percent in combined city, highway and freeway driving. Essentially, there are four parameters with which the Volkswagen prototype achieves this improved fuel economy.

Start-stop system: an integrated start-stop system significantly reduces fuel consumption, especially in urban driving.

Regenerative braking: during braking, the E-motor operates as a generator and recovers energy, which is then stored in the high voltage battery (NiMH batteries). This means that the E-motor recovers a proportion of the energy that would otherwise be rejected in the form of heat through the braking system. It comes into effect progressively during the initial travel of the brake pedal.

The E-motor: The vehicle can operate on the electric motor alone at speeds of up to 50 km/h, which reduces fuel consumption in city driving. In this case the V6 TSI is turned off, and it is disconnected from the transmission by a disengagement clutch. In this condition the Touareg V6 TSI Hybrid operates with zero emissions. Electric current flows from the battery to the E-motor via the power electronics which incorporates a pulse controlled inverter. On the later production version, there are also plans for a special E-switch that the driver can activate for pure electric driving.

Coasting: as soon as the driver removes his or her foot from the gas pedal, a clutch disengages the V6 TSI from the transmission. This is even possible at higher speeds – in the later production version up to about 160 km/h – and therefore in freeway driving as well. This eliminates mechanical drag losses, which in turn makes the Touareg coast significantly better. The driver can convert this directly into improved fuel economy by adopting an anticipatory driving style.

Intelligent energy mix

With regard to powertrain types – and their associated energy flows – besides electric driving and coasting there are two other operating modes: classic driving with internal combustion engine and the boosting that is typical of hybrid vehicles.

When driving with just the internal combustion engine, there are two possible modes of operation. In the first case, the Touareg is driven like a conventional vehicle with the E-motor performing the function of a conventional 12 V alternator, which it replaces, to supply sufficient energy for the vehicle's electrical system and maintain battery charge (in this case a high voltage battery). In the second case, the engine supplies the energy needed to propel the vehicle plus the energy needed to charge the high voltage battery via the E-motor, but at a higher rate, replacing energy taken from battery when in conditions when the E-motor has been operating as an electric motor. This so-called load point shifting makes it possible to operate the engine at a more favorable level of efficiency in the engine load/speed map. The job of hybrid control is now to regulate this alternation of electric driving phases and active charge phases to achieve minimal fuel consumption.

Boosting: when the driver consciously activates a request for maximum power (kickdown or gearshift lever in "S" position), the E-motor supports the V6 TSI beyond the engine's full-load curve. The powers and torques of these two motors are then transferred to the front and rear axles by the 8-speed automatic transmission. As previously mentioned, this briefly makes available a total combined power of up to 275 kW / 374 PS and a maximum torque of 550 Newton-meters.

In addition, since it can be controlled extremely quickly the E-motor is also used – in the framework of so-called transient compensation – to make positive and negative torque interventions. For example, when the driver makes a positive load request the E-motor briefly boosts the V6 TSI until it has reached its steady-state target value. This allows the Touareg Hybrid to keep accelerating. Negative torque interventions largely replace classic interventions via the internal combustion engine that are not optimal for efficiency, but are needed for occupant comfort during gear shifting or sudden charge changes.


...to be continued

 

The specific mode that is activated is shown by an energy flow indicator in the display of the RNS 510 radio-navigation system installed in the prototype vehicle.

Basic technical layout of the hybrid drive

Volkswagen has chosen a parallel hybrid drive for use in the Touareg. In contrast to other possible hybrid systems, both off-road properties and unlimited continuous climbing capabilities are assured. With a maximum trailer load of up to 3.5 metric tons, the Touareg V6 TSI Hybrid can also be recommended as an ideal towing vehicle. Furthermore, the parallel hybrid approach offers a higher level of efficiency than alterne hybrid concepts in cross-country and freeway driving.

The powertrain itself primarily consists of the V6 TSI, the 8-speed automatic transmission that is also ideally suited for hybrid and tow vehicle use and the hybrid module integrated between the internal combustion engine and the automatic transmission. The latter weighs 55 kilograms. The compact module houses – in one unit – the disengagement clutch located after the V6 engine and the E-motor.

The interplay of components is "directed" by a hybrid manager. This multi-functional unit is integrated in the engine controller and communicates via the CAN bus lines with units such as the automatic transmission, high voltage battery and so-called power electronics that controls the electric motor. The latter also manages the energy flow between the electric motor and battery. Using the DC/DC converter, the power electronics also ensures that the car's 12V electrical system is supplied via the E-motor or the high voltage battery. Depending on the charge state of the battery (capacity: 6 Ah), vehicle speed and other vehicle-specific parameters, the hybrid manager automatically selects the ideal operating mode based on lightning fast analysis of all signals.

Nickel metal hydride battery in detail

The nickel metal-hydride battery used in the Touareg V6 TSI Hybrid reflects what is currently the best and most practical electric storage system for automobiles. Functional safety, robustness and cost are all factors that favor the high-performance NiMH battery.

The battery is located in a space saving area. On the prototype the cargo floor has been raised by 50 millimeters. The battery weighs 67 kilograms, consists of a total of 240 individual cells and therefore generates a voltage of 288 Volt. An additional duct integrated in the Touareg's interior ventilation system and two separate fans are used to keep the battery within an optimal temperature range. A battery manager continually monitors battery charge by coordinating data with the hybrid manager integrated in the engine controller.

Special power cables connect the battery to the power electronics – located to the left of the engine in the front of the vehicle – to supply the E-motor with energy or – in the reverse case – to charge the battery by E-motor while it acts as a generator when braking (regenerative braking) or by the V6 TSI (via load point shift). In the event of a crash, the high voltage battery is protected by what is known as a "Protect Box". The battery system, which includes the Protect Box, battery and ventilation components, weighs 79 kilograms.

Partial compensation for added weight of hybrid system

To compensate for a portion of the weight of the hybrid components (about 175 kilograms), the prototype exhibits numerous modifications compared to the production vehicle. One example is the full-time 4XMotion all-wheel drive. In today's Touareg, the drive is transferred to the front and rear axles via a transfer box which contains a lockable central differential and a two-speed range gearbox. On the Touareg V6 TSI Hybrid this is replaced by a lighter Torsen differential similar to the one Audi uses on the Q7. All the traditional capabilities of the Touareg are fully preserved, such as its optimal properties as a towing vehicle.

Other changes compared to the production Touareg

Various components have been redeveloped to retain all the traditional convenience and safety-related functions of the standard Touareg in the Touareg V6 TSI Hybrid. For example, the prototype has electro-hydraulic power steering, which does not have to rely on a servo pump driven by the internal combustion engine. In addition, a high voltage air conditioning compressor guarantees comfortable interior temperatures on the Touareg V6 TSI Hybrid, even when the V6 engine is switched off. Instead of an alternator, the DC/DC converter integrated in the power electronics ensures a constant supply of power to the vehicle electrical system.

The 8-speed automatic transmission was also specifically tuned for hybrid use. Among other things, it received a special torque converter with larger lock-up system, an auxiliary electric oil pump (to maintain a supply of oil when the V6 TSI is switched off), a transmission heater to reach optimal operating temperature faster, and a modified transmission controller.

Car is started by electric motor

The E-motor now takes over the role of engine starter motor. This job is especially challenging, since restarting of the V6 TSI must be executed with a high degree of smoothness and precision to maintain comfortable transitions between the various modes of propulsion. As soon as the engine is to be restarted, the transmission's lock-up torque converter is put in the "Slip" position and the E-motor's speed is increased to a setpoint value prescribed by the transmission controller. Only then does the engine controller receive an enable to actuate the disengagement clutch. The E-motor "drags up" the V6 TSI by subsequent engagement of the clutch and, as soon as the cylinders fill, the engine is started by enabling of injection and ignition. The E-motor's torque is increased by the amount of the momentary torque transferred by the disengagement clutch during the drag operation and – after the internal combustion engine has started – it is reduced again in response to the increase in engine torque. When positive engagement occurs at the disengagement clutch, the lock-up torque converter is engaged again. All of this sounds complicated, and it is complicated, but the system operates in such a way that the driver and occupants are completely unaware of its contribution to smooth progress. And that is just how things should be.

Passat BlueMotion: Here a common rail TDI (81 kW/110 PS) provides for 4.9 liter fuel consumption and CO2 emissions of just 128 g/km. The Passat BlueMotion (starting at 26,750 €) has a Start-Stop system and conforms to limits of the Euro-5 emissions standard. Its range of over 1,400 kilometers on one tank of fuel is a minor sensation – travelers starting out in Berlin will not be looking for a gas station until shortly before Rome. Naturally, the Passat BlueMotion will also be available as a wagon (starting at € 27,900).

Passat BlueTDI: Its 105-kW diesel is ahead of its times; that is because Volkswagen is introducing the first TDI to conform to limits of the Euro-6 emissions standard that does not take effect until 2014. Aboard the Passat BlueTDI (starting at € 29,225), a SCR catalytic converter reduces nitrogen oxides to less than 80 mg/km. Fuel economy of the sedan shifted by a 6-speed gearbox: 5.2 liter/100-km (CO2 emissions: 137 g/km). Further options: the "BlueTDI" will also be available as a wagon (starting at € 30,375), and it will be available with a 6-speed DSG.

Passat TSI EcoFuel: The Passat TSI EcoFuel is ushering in a new era of cars powered by natural gas. Until now, one of the drawbacks of cars powered by natural gas is that their performance can be rather unexciting. Thanks to its 110 kW strong high-tech engine, the Passat TSI EcoFuel combines a maximum speed of 210 km/h with excellent fuel economy and finally puts an end to these limitations. The car accelerates to 100 km/h in just 9.7 seconds. Despite its great agility, the world's first turbocharged and supercharged direct-injection engine configured for natural gas operation is satisfied with just 4.4 kilograms of natural gas, which is about € 4.25 per 100 kilometers. With a 7-speed DSG, the Passat breaks the magic CO2 limit of 120 g/km in this class (6-speed transmission: 4.5 kg/100-km and 123 g/km CO2). If the natural gas on board should run low before the next fill-up station, the engine controller switches over to gasoline mode. The car has a total range of more than 900 kilometers. The Passat TSI EcoFuel will be offered at a starting price of € 29,975; on the Wagon it is € 31,125.

Note:
All data and equipment contained in this press release apply to models offered in Germany. They may differ in other countries. All information is subject to change or correction.
TDI, TSI, DSG and Twincharger are registered trademarks of Volkswagen AG or other companies of the Volkswagen Group in Germany and other countries.

 

I'll speculate that within VWOA, the politics are dictating...

Touaregs probably eat up valuable resources - marketing dollar; dealer and service training; parts inventory; and ultimately every Touareg on the lot is space that could be used to move several cheaper vehicles. Likely, its only pressure from Germany to keep them in the lineup. So minimal appearances it will be.

Third row - probably a bone to Audi.

And yep, if you really want an offroad 7L chassis, there is always the Porsche dealership down the road - assuming you like paying 150 - 200% markup for the same mechanical platform.

 

I'll speculate that within VWOA, the politics are dictating...

Touaregs probably eat up valuable resources - marketing dollar; dealer and service training; parts inventory; and ultimately every Touareg on the lot is space that could be used to move several cheaper vehicles. Likely, its only pressure from Germany to keep them in the lineup. So minimal appearances it will be.

Third row - probably a bone to Audi.

And yep, if you really want an offroad 7L chassis, there is always the Porsche dealership down the road - assuming you like paying 150 - 200% markup for the same mechanical platform.

Very interesting inferences Arkarch. They make sense on a lot of fronts.

On another level, though, many (most?) offroaders would probably be happy with a more down-market vehicle, myself included. Is anyone going to still offer a fuel-sipping SUV with low range and decent tow capacity for under $50k?

If the new Grand Cherokee (available soon with air susp.) gets the Benz diesel back, it may be the one.

 

That LR3 is just a Discovery with a new name. No motor and top heavy. We saw more of them on flat beds than on on the trail.

 

The LR3 and LR4 are both still called the Discovery in other markets, but they've got virtually nothing in common with the original Discovery and Discovery Series II. They have their reliability issues, but leaving these aside they are pretty much unstoppable off road.

The new engines in the LR4 (5.0 V8 and 3.0 V6 turbo-diesel) are apparently excellent, and light years ahead of the old 4.4 V8 and 2.7 V6 turbo-diesel. If we could get the new V6 diesel over here, it would be a tough call deciding between the LR4 and the TDI Touareg.

 

I'm sure the Land Rovers are wonderfully engineered vehicles. But they also look like they were car-styled by engineers. Way too boxy, and the interior is something out of wood shop (at least the one I sat in at LA Auto Show).

But I have to give kudos to their marketing group - they embrace the class and the offroad prowess of their vehicle in the US market.

However, that Cayenne was the GTS with 21" wheels, so probably not a fair comparison.

By the concensus of discussion over the years here, probably not a good comparison.

 

I really like the exterior [boxy] styling of the LR3. Just seems to put it in the 'serious' league, rather than the BMW X5 or similar league.

 

This hit Leftlanenews.com today. I'm a little dubious about the front end as the fit and finish looks a bit off --- but I'm not surprised by the overall look. This is supposedly the 2011 Touareg minus any camo.

 

I agree regarding the front end it looks somewhat off kilter, also the front spoiler is should be the same color as the side skirt. I think I like it????

 

Looks like it is pretty neutered sitting that low. I would guess no transfer case anymore and a soft suspension.

 

looks like the rear cargo area is smaller as well.

 

ooks more in line with VW's new styling direction , taking styling cues already seen on the new 2010 Golf. The headlights, more flame swept lines on the hood, outside mirrors etc. I'm willing to bet then, that they will get rid of the middle chrome "beak" seen here, on the official production model.

 

and the direction Land Rover may be taking... (no one needs "utility" i.e. carries cargo, anymore?)

http://www.team-bhp.com/forum/attac...50d1248503781-landrover-lrx-manufactured-india-_land-rover-lrx-concept-1-lg.jpg

 

Looks to me like someone photoshopped the headlights off a Golf 6 onto the T2. They colored the lowers to match the body, and they used a photo of a base model (notice even the windows aren't tinted) to make it look like crap.

Doesn't look at all legit or anything like the more aggressive & sexy lines of the CC/Scirocco/Golf 6...VWs 3 most recent launches. I doubt VW would launch a new model that wasn't themed/styled along the same lines of its most recent offerings.

 

the hood looks very similar to the new Tiguan (Volkswagen Tiguan Facelift Unveiled at Guangzhou Auto Show)