Volkswagen Touareg vs Land Rover Defender

What's the difference?

The facelifted Touareg is subtly improved across all metrics including price. That's a rare win for a mid-life facelift and should help VW shift more of this accomplished family SUV.

It's not all perfect, with no spare tyre included and the mis-match between braked towing capacity and towball down weight.

The diesel engine is torquey, refined and the 170TDI feels like an awful lot more than a base model with stacks of equipment.

As for the R, it's an expensive flagship with a unique powertrain. One that's very well integrated but the plug-in hybrid experience isn't for everyone. There's no doubting its performance credentials and everyday comfort, though.

No matter the spec, VW's revised Touareg is a family SUV that should definitely make it onto your short list.

The Land Rover Defender in its current form is a revelation in terms of, well, everything. The 110 is refined, sure-footed and comfortable on-road and it’s more capable off-road than ever before – and assuredly so.

It’s wholeheartedly embraced positive change – in terms of creature comforts, driveability and safety – and has lost none of the traditional Defender spirit.

The new Defender has managed to satisfy (placate?) die-hard fans and it’s attracted a whole bunch of new ones at the same time.

The 75th anniversary treatment doesn’t add anything of substance to the Defender package, but it doesn’t need to – that’s not the point – and to Landie lovers it’s all cream on top. 

The Touareg is an elegant large SUV that has presence in its size, if not eye-catching design flair.

For the facelift, Volkswagen has smartened up the fascia and rear bumper. New 'click clack' front lighting signatures give extra menace while the rear light bar and glowing VW badge let you know this, indeed, is the new Touareg.

Fresh alloy wheels designs are interesting but the R-Line's are a little chunky for my tastes.

Inside, it's a similar story, though worth calling out is the open pore wood trims on 170TDI and Elegance that are so classy compared to the chintz of a Jeep Grand Cherokee.

The R gets Lapiz Blue accents and stitching inside though is generally very similar to the other models, meaning you might not feel so justified spending the extra cash.

Fans of light-coloured leather will be glad to hear the 210TDI Elegance can be ordered with Mistral cream leather upholstery for no extra cost.

The new Defender manages to balance the distinctive shape and spirit of the old-school Defender with the new-generation’s style and presence – and the striking Grasmere Green exterior of this 75th anniversary variant and its interior touches all complement that blend.

This is unmistakably a Defender but one that’s been dragged kicking and screaming into the 21st century, whacked in the face and torso by modern styling cues, while still retaining the heart of adventure these Landies have always been renowned for.

Just one thing about this special-edition Defender, though. The Grasmere Green is certainly an eye-catching colour, but that’s a ‘for better or worse’ scenario.

Mostly worse – for me anyway – because I noticed that during my time in this Landie I received quite a lot of annoyed eye-rolls from other drivers and passengers in traffic and I reckon the polarising colour was the culprit – or maybe they were just eye-rolling at me?

No matter, because if you can afford one of these I don’t think you’ll be at all concerned about what other people think of you…

Volkswagen has been busy improving usability of the touchscreen. There is now a vertical row of shortcut buttons for front and rear demisters, air recirculate and other heavily-trafficked functions.

Another row of shortcuts at the top of the screen allow you to a easily jump from navigation to car settings, phone mirroring and back.

Excitingly, Apple CarPlay and Android Auto take full advantage of the massive screen, now running to all four corners.

In general, the user interface is excellent and very user-friendly though there is occasional lag symptomatic of an older-gen processor. Also, when adjusting the HVAC settings, phone mirroring disappears briefly. Annoying but not end-of-world stuff.

Continuing on the theme, VW's customisable digital driver's display is very crisp and can display a map. The new head-up display is bright enough to work with polarised sunglasses, too.

There is plenty of space to stash snacks and drink bottles in the door pockets. Two large cup holders can be found in the centre console, there are three USB-C ports in the front (now 45W instead of 15W) and storage under the supportive armrest.

The back seat is roomy with enough space for three adults across. There's a transmission tunnel but it's low enough not to be too troublesome.

The Touareg's rear doors open wide and are fitted with soft-touch materials as well as classy integrated sun blinds.

With a standard panoramic sunroof, and lots of space between the front seats, vision out is fantastic. The cabin feels light and airy but thanks to tinted glass and powerful four-zone climate control it never gets too hot.

There are also two more USB-C ports and a second 12V socket in a fold out section of the rear console.

As before, the Touareg is only offered with five seats, with no optional third row to match some rivals.

All variants feature a standard power tailgate with auto-close functionality.

The boot has a crucial flaw for Australian buyers, though: no Touareg is equipped with a full-size or space-saver spare tyre. It's an inflation kit or tow truck if you get a flat.

Other attributes, including an 810L maximum space with five seat up or 1800L with the second row folded, are rather stellar. So is the finishing, with quality carpet, a cargo net included, sturdy tie-down points and a classy bag for the PHEV's charging cables.

There are shopping bag hooks on either side, remote pull tabs to fold the 40/20/40 backrest flat and buttons to raise and lower the air suspension for easier loading.

Beyond the subtle colour treatment, the interior remains as it is in the HSE variant on which this special edition is based.

In other words, the cabin has a premium look and feel about it, without sacrificing anything in terms of how practical everything is.

It’s a pleasant mix of durable life-friendly materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger. 

The leather steering wheel and shifter are standard, but a premium non-leather wheel is a no-cost option. 

Just one example of where JLR gets attention to detail in the Defender so right is the small hard-rubber textured patches on the back of the steering wheel, where your fingertips naturally rest when you’re driving.

It’s those kinds of seemingly minor additions – as well as grippy cargo-area floor surfaces and the like – that add worthwhile tactile elements to the overall Defender package.

Overall, cabin layout is user-friendly with all controls easy to locate and operate.

Storage spaces include a deep centre console, glove box, twin cupholders in between driver and passenger, sunglass storage, door pockets, and shallow spaces peppered around for your pocket gear.

Charge points include USBs up front, and a wireless charging tray.

The driver and front passenger get plenty of room and amenities and those behind them also fare well with adequate room for everyone. 

All seats are very comfortable (can this really be a Defender?) and the front seats are 14-way power-adjustable with heating, cooling and memory.

The second row – a 40/20/40 folding configuration – is heated and has a centre armrest. Second-row passengers have access to air-vent controls and USB charge points in the rear of the centre console.

The rear cargo area seems a bit small in this five-seater, although it offers a listed 1075 litres. With the second row folded down, there is a claimed 2380 litres of space. It has cargo-restraint points.

That area has a sliding cover which conceals your valuables from the prying eyes of nefarious types.

Obviously, there is a lot more to admire here for those who love the interiors of prestige cars, but rather than spending my precious time fondling leather accents or going ‘ohhhh-ahhhh’ over a sunroof or the warming qualities of a heated seat, I like to actually drive. 

And drive I did.

The limited-edition Defenders are based on the high-spec HSE variant and are available in the three-door 90 body style, or the five-door 110 body style. 

Our test vehicle is the 110 and has a recommended retail price of $156,157, excluding on-road costs. 

Each special Defender is a P400 MHEV (mild hybrid electric vehicle), so they have a turbocharged 3.0-litre in-line six-cylinder petrol engine, supported by a small electric motor.

As you’d expect, the standard features list for this 75th Limited Edition is humongous, however, for the sake of brevity, we’ll list only some of the more notable items, which include a 11.4-inch 'Pivi Pro' multi-media system, 3D surround camera, configurable 'Terrain Response' system, Meridian sound system, Matrix LED front lighting, a head-up display, a wireless device charger, as well as 14-way power-adjustable front seats with heating, cooling and memory, a sliding panoramic glass sunroof and three-zone climate control. 

Elements specific to the 75th anniversary edition include an exterior paint finish of 'Grasmere Green', as well as 20-inch alloy wheels in the same colour, with matching centre caps.

There is also a ‘75 years’ graphic, 'Ceres Silver' bumpers and privacy glass. Inside, the Cross Car Beam is finished in brushed Grasmere Green powder coat, the interior is Ebony and there are “Ebony grained leather seat facings”, according to JLR.

Defender buyers may, of course, option up their vehicle with a plethora of accessories and packs, which include grouped accessories to suit your specific lifestyle, i.e. 'Adventure', 'Explorer', 'Country' or 'Urban'.

The Touareg's core 3.0-litre common rail direct-injection turbo-diesel V6s carry over unchanged developing 170kW (at 4000 rpm) and 500Nm (from 1750-3000 rpm) in 170TDI tune and 210kW/600Nm in the 210TDI.

It's the plug-in hybrid that's interesting. A 3.0-litre direct-injection turbo-petrol V6 teams up with gearbox-mounted 100kW and 400Nm electric motor. An eight-speed transmission means it feels conventional when in petrol (or hybrid) mode with no slurry CVTs.

It means that the Touareg R has the same '4Motion' full-time four-wheel-drive system with mechanical transfer case. Volkswagen uses braking systems to simulate a locking diff for off-roading, known as Electronic Differential Lock (EDL) and Extended Differential Lock (XDL).

As mentioned earlier, this Defender is a P400 MHEV (mild hybrid electric vehicle), so it has a 3.0-litre in-line six-cylinder turbo-petrol engine, supported by a small electric motor.

That engine produces 294kW at 5500-6500rpm and 550Nm at 2000-5000rpm and it’s matched to an eight-speed automatic transmission. 

The P400 MHEV has a 48-volt lithium-ion battery, aimed at reducing engine load and fuel consumption, and it has a 7.0kW electric supercharger aimed at minimising turbo lag.

The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD.

It has a comprehensive suite of driver-assist tech, including Land Rover’s 'Terrain Response 2' system, with switchable modes such as 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts', and 'Rock Crawl'. 

That system optimises throttle response, engine outputs, transmission shifts and diff control to best suit the terrain. It also has centre and rear diff locks.

Our test vehicle also has Land Rover's configurable terrain response system (giving the driver the ability to select and save powertrain, traction and diff settings for off-road driving) and a wade program, which increases air-suspension ride height and closes off the climate control vents to reduce the ingress of moisture in the air.

This Defender has an official 0-100km/h sprint time of 6.0 seconds, and I can confirm that this has plenty of punch off the mark and when overtaking on open roads. It has a listed maximum speed of 191km/h.

Focusing firstly on the R, its fuel consumption is either stellar or proportional for a large SUV, depending on the battery charge and conditions.

The lab-certified 3.3L/100km, though, is fanciful given how most will use this vehicle.

Charged up to 100 per cent, we got 46km from the Touareg's 14.3kWh battery in E-Mode – pretty close to the 51km rating – in a typical suburban commute.

It will take around 2.5 hours to charge the Tourage from 20 per cent-full at a 7.4kW wallbox, or eight hours using a three-pin socket.

Alternatively, you can recuperate charge on the move in Hybrid mode. Using regenerative braking and excess engine power, the hybrid battery can be returned to 100 per cent on a long drive.

On our extended, twisty country drive we saw 11L/100km in the R using hybrid mode, with a target of 50 per cent charge to carry us through small towns. A combined range of 750-800km from the 75L fuel tank is realistic.

Planning your route, regular charging and paying close attention to what works best for economy will prove beneficial in the long run – a plug-in hybrid is not for the disengaged motorist.

The diesel engine's consumption was a more straightforward affair. Compared to the 7.3L/100km rating, we saw 8.0L/100km over hilly terrain with some dirt roads.

It is perfectly efficient in the country and the 90L tank means 1000km driving range from a fill-up is perfectly normal.

Fuel consumption is a claimed 9.9L/100km (on the combined cycle), and we recorded actual fuel consumption on test of 11L/100km.

The Defender has a 90-litre tank so, going by that fuel-consumption figure, you could reasonably expect a driving range of just under 800km on a full tank, factoring in a safe-distance buffer of 20km; 818km without the buffer.

The Volkswagen Touareg is a deeply accomplished large SUV no matter whether you go for the base model or flagship R.

It benefits from a rigorous development that shines through in a car that is quiet, well-built and confidence inspiring, despite its generous size.

Starting with the Touareg 170TDI, passengers are insulated from the 3.0-litre V6 diesel with few vibrations reaching the cabin. There's enough sound to tell how hard you're working the V6 but no excess.

It is the only variant to ride on steel springs with passive dampers, though all Touaregs ride on five-link struts up front with multi-link rear suspension. The 19-inch alloy wheels shod in 255/55 R19 Bridgestone Alenza tyres have a lot of sidewall but sharp edges like expansion joints and speed humps can still be felt in town.

Put some energy through the Touareg's chassis – on the freeway or higher speed country roads, for example – and it settles beautifully. You could jump into the driver's seat and knock over a Sydney-Melbourne drive without breaking a sweat (or needing to stop for fuel).

Despite being 100Nm down on the 210TDI, the base car is also best for towing. All variants carry a 3500kg braked tow rating but the devil is in the detail – tow ball down weight is limited to 280kg on the base car but a restrictive 215kg for the 210TDI Elegance and R-Line.

While it's not an overt sportsperson, the 170TDI's connected 2.5-turn lock-to-lock steering provides confidence in the Touareg's ability on country roads. A revised ESC tune is now smoother in its interventions.

And what of the R? It impresses across an even broader spectrum. You'd expect that for $43K more, though.

The air suspension's Comfort mode effortlessly smooths over sharp bumps in town despite 22-inch alloy wheels, yet firms up to give the R huge reserves of grip on twisty roads.

That electric motor has enough punch to move the Touareg R at reasonable speed in town and the whisper-quiet operation feels extra luxurious.

With the R's trick suspension, Volkswagen offers a greater selection of drive modes. Eco, Normal, Sport and Individual are joined by Comfort and you can control the height of its suspension with the left rotary selector.

The 285/35 R22 Bridgestone Turanza T005s defy expectations for how a tall 2423kg SUV should grip. Volkswagen's not been able to escape physics quite as far as Hyundai did with the similarly-heavy Ioniq 5 N but the Touareg is a totally different style of vehicle.

Some of the controls, such as the soft brake pedal (that blends strong regenerative braking with front six-piston calipers clamping 400mm discs), long-travel throttle and light steering approaching the limit remind you of the Touareg's mass. Every weight shift is natural and predictable, though, so it's an easy car to trust.

A synthesised engine sound is the only other miss, it's not natural and we'd like to be able to hear more of the V6's growl. 

Power is prodigious yet the different sources blend almost seamlessly. The delivery is smooth when you go for an overtake – full throttle is a swelling shove rather than whiplash acceleration – as the electric motor fills the short torque gap while the V6's turbo spools. The 5.1-second 0-100km/h sprint claim sounds on the money.

We were unable to sample the 210TDI R-Line with its active roll stabilisation and four-wheel steer. With the plug-in hybrid powertrain's city-friendly attributes, though, the R-Line may be the pick for rural buyers. 

The Defender’s 75th anniversary touches are all cosmetic which is fine because, as is, this Landie is surprisingly impressive on-road, and supremely effective off-road.

This 110 variant is 5018mm long (including the rear-mounted spare tyre), 2008mm wide and 1972mm high with a 3022mm-long wheelbase.

It has a turning circle of 12.8m and a kerb weight is 2297kg. 

So, it’s not a small vehicle, but it never feels unwieldy to drive and it even manages to consistently feel lively and dynamic.

The Defender has a real planted feel on the road; it’s composed and very comfortable, no matter how hard you drive it. 

It’s also quiet. Very quiet, and oh-so-refined, with noise, vibration and harshness levels having been subdued to almost nothing.

The new Defender’s cabin is a pleasantly cocooned space, in which you feel insulated from the world around you. There is a bit of wind rush around the Defender’s wing mirrors, but nothing atrocious. 

Throttle response is crisp, and the 3.0-litre petrol’s 294kW and 550Nm are readily available for a punchy standing-start, or to safely and smoothly overtake another vehicle on the highway – or during low-range 4WDing, but more about that later*.

(* Okay, if you can’t wait, skip ahead to read about the off-road section of this test.)

The eight-speed automatic transmission is very cluey – it’s smarter than you and me – but I found the shifter’s size (stubby) and position (just under the multimedia system’s touchscreen) a bit annoying to work with as I preferred to use Sport/manual mode, sometimes requiring quick shifts up or down.

Road-holding is tremendous, especially considering previous Defenders were about as composed as wonky tractors, and comfort levels are exceptional for something that was once considered a form of punishment to travel in.

Our test vehicle was on 20-inch rims and 255/60 R20 Goodyear Wrangler ‘all-terrain adventure’ tyres and those are perfectly fine for driving on blacktop.

However, they became quickly gummed up with clay and mud during our 4WD testing phase, but more about that soon.

So, how does it perform off-road? Very well, thank you very much. It does what older Defenders can do – and more. And it does it all with supreme levels of comfort and composure – something that can’t be said of older Defenders.

In terms of off-road measures, the Defender has a claimed 228mm-291mm of ground clearance (courtesy of height-adjustable air suspension) and a wading depth of 900mm (again, with the benefit of the air suspension).

If the Defender’s under-carriage hits dirt, the air suspension automatically applies an emergency 75mm of extra height.

This Defender has approach, ramp (breakover) and departure angles of 38 degrees, 28 degrees, and 40 degrees, respectively.

So, it well and truly ticks all of those boxes.

On the dirt-track drive to our 4WD testing and proving ground the Defender demonstrated, as it has before, that it’s able to master and make bearable pretty much any road or track surface, no matter what sort of terrible condition that terrain is in.

This Landie was always stable and planted on the track, with plenty of the credit for that going to a robust monocoque chassis, as well as a multi-link set-up and fully independent air suspension, which as a combination works supremely well to smooth out surface imperfections at all speeds. 

Ride and handling at speed through deep-rutted and potholed sections of dirt road was impressively smooth and composed.

With the air suspension raised to off-road height and tyre pressures dropped to 26 psi, we were ready to put the Defender through its paces.

For those of you who haven’t seen any of my videos or read any of my yarns, our testing site offers more than enough of a challenge to push any standard 4WD to the limits of its reasonable use. I’ve even seen modified vehicles struggle on some of our set-piece challenges.

The terrain here is a mix of steep rocky hill-climbs, slippery descents, mud-holes and water-crossings and, depending on the weather, it can either be seriously challenging or pretty bloody dangerous.

No need for any concern though because the Defender did everything asked of it – and did it all with relaxed ease. I’ve driven an all-conquering 90 at this test site before and the 110 this time was just as impressive.

Steering has a light but precise feel about it at low speeds and that's crucial for such a big vehicle during low-range 4WDing, especially when picking your right line on challenges or manoeuvring along tight, twisted tracks.

There’s plenty of low-down torque from the petrol engine and in low-range that’s evenly applied.

The Pivi touchscreen system is the new Defender’s command centre and, using it, you’re able to cycle through the terrain response programs, you can set driving modes, and essentially operate everything. 

It's generally easy enough to use, but it is a bit tricky to operate on the move – and that’s one of the few niggles I have about this Defender.

The terrain response system, which enables the driver to dial through driving modes, including Mud and Ruts, and Rock Crawl is a clever set-up and would certainly feel out of place in an old-school Defender.

You can calibrate the system’s responses – acceleration, traction sensitivity, and diff control – to suit your driving style and the terrain you’re traversing.

The tread of the Defender’s Goodyear Wrangler all-terrain tyres, as mentioned earlier, swiftly became gummed up with sloppy mud and we lost a fair bit in terms of reliable traction from that rubber on the rock surfaces we moved to straight after driving through a series of shallow mud-holes.

Wheel travel is decent with the Defender able to get useable flex out of that multi-link set-up and air suspension combo.

Another of my very few gripes about the Defender is the fact that while all of the off-road-focussed driver-assist tech, especially terrain response, is so seamlessly effective – it’s almost too good for its own good.

As the driver I almost feel removed from the experience of tackling the terrain I’m on.

Driving this doesn't feel like such a visceral experience as it does in the Defenders of old, or even as hands-on as it does when driving off-road in rebooted old-school 4WDs, such as the Suzuki Jimny, or the Jeep Wrangler Rubicon. 

The new Defender is very capable, and comfortably so, but it feels a little bit too clinical and calculated in its execution.

In terms of its potential as a towing platform, the Defender has a claimed maximum unbraked trailer capacity of 750kg and a maximum braked towing capacity of 3500kg.

It has a maximum roof load of 300kg. GVM (gross vehicle mass) is 3165kg and GCM (gross combined mass) is 6665kg.

The Defender range has the maximum five-star ANCAP safety rating from testing conducted in 2020.

It has a stack of safety gear as standard and driver-assist tech includes AEB, adaptive cruise control, driver condition monitor, blind spot assist, lane keep assist, forward traffic detection, a 3D surround camera, 360-degree parking aid, traffic sign recognition and adaptive speed limiter, and more.

It also has tech that comes in useful for on- and off-road tourers including its ‘transparent’ bonnet view, wade sensing, tyre pressure monitoring system, and tow hitch assist.

It has three top tethers for child seats across the second row and ISOFIX points on the outboard positions only.

Volkswagen covers the Touareg with a five-year, unlimited kilometre warranty.

The R's high-voltage battery is covered for eight years and 160,000km.

Volkswagen's pre-paid Care Plans offer the best deal for servicing. All models are due for maintenance every 12 months/15,000kms with the diesel costing $1900/$3500 for three/five years and the plug-in hybrid $2050/$3400 for the same intervals.

The Defender has a five year/unlimited km warranty with five years roadside assistance. Pretty much the expected norm in this part of the market.

Service intervals are set for every five years or 102,000km (maximum), whichever occurs first – and that’s for a total cost of $2250, or an annual average of $450, which is pretty handy.