An austere Touareg? Yes, after all of the luxuriously appointed V8- and V10-powered Touareg testers Volkswagen has given me over the years, this all-black base Touareg 2 V6 is about as entry-level as I've ever seen from this model. But don't get me wrong, it's still nicer than most in its midsize SUV segment and won't disappoint those who frequent the VW brand for its upscale, premium-level interiors and superior technology. VW's local rep had made a point of getting me one of the first Touareg 2s on the West Coast so that I could use it for filming and, while a little surprised at how comparatively utilitarian it felt next to its burled walnut and leather-clad siblings, it impressed me enough that I felt compelled to say a few words despite Justin having already given a much more detailed full model report after attending the Touareg 2 launch program that took place in Idaho last month. I think what didn't impress me much is the obvious lack of attempt VW has made to pull the model down market, making it less approachable to potential buyers, although it should be noted that they've managed to maintain the price below the $40K threshold. So, for this reason I'm going to limit my words to this most basic of Touaregs, the model more would-be buyers are in reach of. A new Touareg 2 can be had for $39,320, which is $1,210 more than the $38,110 you would have paid for the previous model last year and yet higher than the $37,320 VW charged for its V6 version when it debuted in 2005 as a 2006 model. Sure the sticker prices have gone up ever so slightly, but I think Volkswagen has created more of a value for money statement than initially noticeable. For instance, while the base SUV's interior trim is covered in a rather drab albeit reasonably good quality gray plastic, the new front seats, sporting some of the best perforated “pleather” I've ever seen, are ultra comfortable thanks to a new design, even though on this most stark of Touaregs they're manually adjustable.
VW didn't hold back with the Touareg 2's steering wheel though, a leather-covered rim framing a plethora of large, buttons and switches for actuating everything from the audio system and cruise control, to the trip computer. There's even a tiny button on the side that will shut off all the associated red lights that illuminate the spokes at night, allowing more attention to be paid to the cool blue and red gauges nestled into the instrument binnacle. Those dials look fabulous in daylight too, rimmed in aluminum with modern script and black faces, their design, like the rest of the cabin, should appeal to fans of minimalist contemporary architecture. The center stack features similarly large rectangular buttons as the steering wheel, tight fitting and symmetrically laid out in multiple horizontal rows that wrap around a simple, straightforward dot matrix audio display. Below this is another user-friendly interface for the heating, air conditioning and ventilation system, featuring some of the largest dials in autodom. Up at the top are a couple of convenient rubber coated trays, not finished off in the same plush velvet-like material as the center bin under the armrest but still quite useful. And oddly, the center console storage bin just mentioned doesn't include a clasp to hold the pleather covered lid firmly in place; then again it doesn't flop around or make any noises so maybe a fastener was seen as redundant. Just in front is a chrome trimmed shift lever with V6 stamped into its haft, while a button on the left toggles the outside mirrors and two similarly shaped lids on the right expose 12-volt plugs if lifted. Just aft of these is the ESP defeat button, and a rotating dial for 
changing the drivetrain from “HIGH” to “AUTO DIFF” or “LOW”, necessary for taking on those nastier trails. Up above is one of the highest quality headliners in the industry that wraps the same material down each pillar just like the premium brands do, and butts up seamlessly around the windows and glass sunroof to give the cabin a finished look. That sunroof is regular VW fare, which means that it's a step above everything else in the industry other than that in an Audi, with a rotating dial for stepping back the lid in increments depending on the mood of the driver. Large spot lights and an integrated digital clock and compass finish off the roof mounted console. The rear seating area is expansive, with ample shoulder, hip, leg and headroom for most adults and a center armrest that folds out from the middle position complete with pop-out cupholders. Separate vents housed on the back of the front console feed air to rear passengers, while a small velvet-lined cubby is useful for stowing kid stuff. At the base of the console is another 12-volt plug, this one ideal for plugging in the driver's cell phone as the cord won't have to stretch as far as from the other plugs. Accessing the cargo area is easy, with a large, wide opening liftgate that reaches up high enough for taller owners to stand underneath during an impromptu shower. Like the previous Touareg, it's beautifully finished in high-grade carpeting and replete with chrome tie downs, plus a sliding cargo cover to hide valuables. The rear seats fold down easily in a 60/40 configuration, making greater storage space for those times when you need to haul longer, awkward items.
surprisingly agile and stable through tight, high-speed corners for such a large, heavy, 4x4 capable SUV, its 17-inch wheels wrapped in mud and snow Pirelli Scorpion tires being difficult to push off-line), it also remains one of only an armful of luxury SUVs still capable of scaling the proverbial mountain goat trail. This particular model's 4XMotion four-wheel drive system doesn't benefit from the optional adjustable ride height air suspension
system capable of upping ground clearance from its already capable 8.3 inches to a towering 11.8 inches (although it's available as an option), but everything else is on board, enhanced by ABSPlus, traction and ESP stability control, to make it a competent companion for foraging out the ultimate fishing hole. Hill Climb Assist and Hill Decent Assist are also included, plus locking differentials can be had for a price, but for the off-road enthusiast, well worth the upgrade. Oh, and in case you were wondering, ABSPlus is designed for gravel roads and off-roading, and by temporarily locking the brakes enough to gather a chock of debris under the tires it can shorten stopping distances by up to 20 percent. And even when covered in mud and muck, you'll look good. Yes, in my opinion the new Touareg 2 looks better than the SUV it replaces, with stylish new headlamps, a new lower fascia, and a revised corporate bib decorated in glistening chrome. There's more brightwork running down the sides of the SUV too, plus stylish side mirrors with integrated turn signals, and at the back, redesigned taillights with darkened lenses ... very chic. IfI have to complain I'd mention some of the obvious quibbles buyers in this market are now expecting, and not able to get with the new Touareg. First, most of its $40K competitors now offer electronic parking brakes, in place of the rather archaic foot actuated, hand released system. If anything, a handbrake would be more useful for off-roading, and therefore would be justifiable to those ready to complain about the current one. Another negative is VW's standings in third party consumer surveys and studies, especially J.D. Power and Associates Initial Quality Study (IQS) and Vehicle Dependability Study (VDS), where the German brand trails most competitors by a wide margin. Granted, these two studies use questionable methods that don't necessarily relate to reliability, but they're dark marks on an otherwise untarnished image that VW needs to deal with. If you are careful when adding options, the price should hover around the $40K range, but beware of slick salespeople as a fully featured Touareg 2, even in V6 trim can escalate into lofty territory. The Lux Package adds real walnut wood trim on the center console, Cricket leather seating and trim, more power seat configurations with memory (from the standard 8-way power seats to 12-way ones), bi-xenon headlights with adaptive front lighting, and headlight washers for $2,900, and the Lux Plus adds heated rear seats, four-zone temperature control, and an upgraded 600-watt Dynaudio system to the previous goody list, increasing the total some $6,300 over the base price.
A Technology Package with navigation, a six-disc CD player and a backup camera can be added too, at $3,350, and 19-inch "Terra" design rims for $1,200. Stand alone items include the aforementioned locking diff at $700, the famed 4-Corner Air Suspension for $2,750, a class three trailer hitch for $500, rubber floor mat kit for $249 (although not available with the Lux Plus), and the Technology Package's trunk-mounted CD changer for $499. Altogether, if you get carried away, $19,128 in options can be added to a V6-powered Touareg 2, maxing it out at $58,448, or $59,128 when the $680 destination charge is added to the bottom line. In pure base form, like my tester, or when loaded up with all of its many features, the Touareg 2 is better than its predecessor in every way, and one of the best in its class. It's pricy, for sure, even more with the $1,210 premium, but compared to premium SUVs of similar quality, capability and style, it's a steal of a deal. The only way to make it immediately better would be to offer it with VW's brilliantly efficient 3.0-liter "BlueTDI" turbo-diesel, a move that is reportedly afoot and due to arrive in the spring of 2009. This will give it more torque for quicker, smoother acceleration, and greatly improved fuel economy. Even without what will no doubt be an expensive option, this most basic of Touaregs should be on your shopping list if in the market for a $40K SUV or crossover.
