Volkswagen Touareg VS Audi SQ5
- Steering’s modest road feel
- Sport mode too harsh
- Lane guidance overly keen in corners
- Great chassis
- Loaded with tech
- Petrol engine is smooth and fast
- Could look a bit more exciting
- Now knocking on $100k
- Warranty package starting to look short
Synergy. A corporate buzzword that’s hard to kill. Up there with drilling down, reaching out, and moving forward.
But it’s surely still a favourite in the VW Group boardroom, because the MLBevo platform this new, third-generation Volkswagen Touareg sits on, also underpins the Audi Q7, Bentley Bentayga, Lamborghini Urus, and Porsche Cayenne.
Talk about shifting the paradigm… it’s pretty much a synergasm!
And rather than the previous multi-model range, the 2019 Australian Touareg launch line-up has been stripped back to just one… appropriately called the Launch Edition.
And we’ve driven it on some great touring roads across Tasmania from east to west to find out how it measures up.
|Engine Type||3.0L turbo|
Audi's SQ5 is one of those marvellous cars that kind of came out of nowhere and instantly defined a genre. Technically, it probably shouldn't have existed. And for a company that is pretty much straight down the line, the decision to launch it as a diesel seemed extra odd. Not that we minded, of course.
The diesel engine was a masterstroke; André the Giant brawny, and with some clever engineering to make it sound like it actually wasn't an oil-burner. But it wasn't just a straight-line screamer - the SQ5 could corner, and it was tremendous fun while doing so.
So this second-generation car had a lot to live up to. But then - heresy of heresies - we found out that, for the moment at least, the SQ5 would be coming with a petrol engine. Without that Herculean torque figure, it's also slightly slower to the 100km/h benchmark.
So has Audi ended our love affair (by that I mean the one between the SQ5 and me)?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The third-gen Touareg has been updated in all the right areas, especially safety, dynamics, and media. It’s beautifully built, ultra-practical, and even though it’s playing in the around $100k premium SUV space the value equation stacks up. Question only time can answer is whether the VW badge on the grille can match the premium cred of its top-shelf competitors. We’re looking forward to driving the variants above and below it, arriving before the end of the year.
Can the Touareg cut it in the premium SUV big league? Tell us what you think in the comments section below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
It's no hot hatch, but it's fast, stylish and plenty enough fun to be considered the ultimate family all-rounder. Unless your kids are freakishly tall or you need to regularly carry wardrobes, it's a great family wagon that can easily deal with the day-to-day stuff, with a comfortable ride and plenty of space.
Some families, like mine, like some genuine performance with their practicality, and the SQ5 is all the car you'll ever need. It may not be the diesel, it may not have that lovely gravelly silliness, but it still looks and feels great, and is full of some of the most advanced tech in a fast SUV today.
Most important, though, it's just as much fun as it ever was.
Is the SQ5 still on your list without the diesel? Or are fast SUVs the work of the devil?
VW’s sleek and serious corporate look has been successfully applied to this sizeable canvas. It’s undoubtedly conservative, but to my eyes anyway, refined and neatly composed.
Lots of strong, horizontal lines characterise the exterior design, and even though the car stands close to 1.7m high, its turret slopes gently towards the rear where the bulbous wheelarches form a distinctively broad hipline.
The narrow headlights are tricky ‘IQ’ LED matrix units, standard rims are no less than 20-inch ‘Braga’ design alloys and liberal application of chrome and other bright metal finishes stands the Touareg apart. And 2019 is fast becoming the year of the font, with VW joining several other makers (Hyundai, Haval, Porsche) in applying ultra-cool, minimalist typefaces to the branding of their cars.
Inside is a world of top-shelf leather and bright metal details, and the big news is availability of the ‘Innovision Cockpit’ a combination of a 12.3-inch configurable instrument display, and a 15.0-inch TFT media touchscreen. All customisable, all beautiful. But… it costs $8000 extra.
Standard issue is a conventional analogue instrument cluster with a 7.0-inch info screen in the centre, and a 9.2-inch media screen alongside.
The horizontal theme is continued by the bright finish air vent grilles, and ambient strip lighting.
A range of high-quality soft-touch materials around the dash and doors are complemented by black surfaces on the console and brushed metallic highlights around the cabin.
‘Pure White’ is the only no-cost paint finish, with ‘Reef Blue’, ‘Silicone Grey’, and ‘Deep Black’ on the options list.
The new Q5 is the usual studied restraint from Ingolstadt. No, it's not a striking piece of design, and some find it hard to tell the new car apart from the old one. Move up to the SQ5 and again it's a bit of a sleeper. The 21-inch wheels look brilliant, and the deeper bumpers and skirts, along with the lower ride height, add a bit of aggression, too.
Inside, the Nappa leather is very nice, especially with the detailed stitching and diamond quilting. There's more space in here than there was before, so while still cosy it doesn't feel tight. As with the rest of the Audi range, the new interior lifts the best bits of the A4, which thankfully did not include the weird pin-stripe detail on the console trim. It has gone the only way it should - out.
Still a five-seater, this Touareg is longer, wider, and lower than the close to 10-year old second-gen model it replaces.
There’s stacks of space in the front and plenty of storage options, including a lidded box between the seats (with USB port inside), a pair of large cupholders in the centre console, a generous glove box (with SD and SIM card slots) and door pockets with bottle holders.
A covered compartment in front of the gearshift houses a wireless charging platform for compatible mobile devices as well as a 12-volt outlet and another USB port. Plus, there’s a netted pocket on the passenger side of the transmission tunnel.
Rear passengers benefit from backrest angle adjustment of up to 21 degrees and a slide mechanism that shifts their seat up to 160 mm fore and aft.
Not surprisingly, there’s heaps of head, leg and shoulder room on offer, the door bins again cope easily with medium to large bottles, there are two cupholders in the fold-down centre armrest and netted pockets on the front seat backs.
Dual-zone ventilation and climate control adjustment is built into the rear of the front console, with two USB power sockets and another 12-volt outlet in a drop-down drawer below. Family road trips would be a breeze.
And around the back, there may not be a third row of seats, but the cargo space is huge; at 810 litres with the rear seats upright, around 16 per cent bigger than the out-going model’s 697 litres.
This massive boot would swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram like a St Bernard hoovering up doggie treats.
Air-suspension (with easy to reach buttons near the rear door) means you can lower the car when required for heavier loads and folding the 40/20/40 split-folding rear seats (via handy release levers on either side of the load space) delivers a footprint large enough for a small suburban sub-division, or at least a claimed 1800-litre volume.
There’s yet another 12-volt outlet back there, as well as tie-down anchors at each corner of the floor and a couple of flip-out shopping bag hooks.
The spare is the odd looking, but actually amazing collapsible Vredstein ‘Space Master’ that inflates from a tiny sidewall special to a full-size temporary, speed-limited replacement.
Towing capacity is 750kg for an unbraked trailer and an impressive 3500kg braked, and you can bet everything from a horse float to a boat or van will be a regular attachment for many Touareg owners.
As before, the SQ5 is comfortable but cosy. Front-seat passengers are, of course, perfectly fine, and rear-seat dwellers have reasonable head and leg room - our six-foot-two teenager was happy enough back there. Rear-seat passengers can also choose their own climate-control temperature.
Two cupholders are provided front and rear, for a total of four, and the doors each have pockets with bottle holders.
Based as it is on the Q5, boot space is up over the old model by 10 litres, meaning between 550 and 610 litres when the rear seats are in place, and then 1550 litres with the seats folded. Like its cousin the Tiguan, the rear seats slide forward and back.
Price and features
And VW says this Launch Edition’s standard spec is like a tasting plate of available options, with an entry model below it, and a flagship above due before the end of the year.
And that plate is more like a smorgasbord. Over and above the included safety tech (covered in the safety section below), the Touareg features the 20-inch alloys, ‘IQ Matrix’ LED headlights (high and low beam) with integrated LED DRLs and dynamic indicators, four-zone climate control, adaptive cruise control (including programable speed limiter), inductive wireless phone charging, air suspension with adaptive damping, Park Assist (parallel and perpendicular) front and rear parking distance sensors, as well as a reversing camera (with multi-angle views and dynamic guidelines) and an ‘Optical Parking System’ in the multimedia display.
The “leather-appointed” upholstery is Savona leather (which VW alleges is a notch above Nappa), the eight-speaker ‘Discover Premium’ audio and sat nav system is run through a 9.2-inch colour touchscreen (with voice and gesture control) with Bluetooth phone connectivity and a USB interface for Apple CarPlay, Android Auto and MirrorLink.
There’s also keyless entry and start, a 7.0-inch colour screen in the instrument display (covering nav, audio, phone, vehicle status, driving data and assist systems), auto headlights, LED ambient lighting (in door trim inserts) as well as lighting in the front and rear footwells, an electric auto tailgate, a three-spoke leather-trimmed flat-bottom steering wheel (with electric height and reach adjust), rain-sensing wipers, and roll-up sunshades in the rear doors.
Then there are the ‘ergoComfort’ front seats. Not only are they 18-way electrically adjustable (with three-position memory) but heated and ventilated, with pneumatic side bolsters (cushion and backrest) and lumbar adjustment and a massage function with 10 cushions and eight programs. Wow.
A giant panoramic glass sunroof (with electric slide and tilt adjust for the front section) will set you back $3000. Metallic/pearl effect paint (three of the four shades available) costs no less than $2000, and the glass-fronted Innovision package will set you back an extra eight big ones.
As well as the 12.3-inch instrument display (with customisable menus) and the giant 15.0-inch colour media touchscreen, the Innovision pack includes a screen projected colour head-up display (speed, nav and driver assist read-outs), additional multi-colour ambient interior lighting in the dash trim (with a selection of 30 colours), illuminated stainless steel scuff plates and the centre console in gloss black.
One factoid I really like telling people is that the SQ5 was, for quite some time, the biggest-selling single Q5 model in the country, despite costing upwards of $90,000 on the road.
This new car weighs in at $99,611. Standard are 21-inch alloys, three-zone climate control, a 10-speaker stereo, ambient interior lighting, a comprehensive safety package, reversing camera, around-view cameras, front and rear parking sensors, auto park, keyless entry and start, nappa leather interior, active cruise control, electric heated front seats, sat nav, auto LED headlights, auto wipers, an electric (foot-wavey) tailgate, a wireless hotspot, Audi's 'Virtual Cockpit' digital dash and a space-saver spare.
The media system is Audi's MMI system, which is displayed on the 8.0-inch screen perched on the dash. Controlled by a rotary dial or a touchpad just in front of the dial, it's also got Apple CarPlay and Android Auto as standard. The sound is good and it's even better if you go for the $5600 'Technik package', which adds a 19-speaker Bang & Olufsen system, head-up display and the brilliant Matrix LED headlights, all of which we had on our test car. While $5600 isn't messing about, it's a fair bit of stuff, especially when you consider the Matrix LEDs alone cost half of that on some Audis.
Engine & trans
It uses an iron block, alloy heads and common rail direct-injection with peak power of 190kW developed at 4000rpm, and a stonking 600Nm of maximum torque arriving at 2250rpm. That power number is 20kW down on the European version, with similar reductions applied to other VW models due to Australia’s status as an extreme climate market.
Drive goes to all four wheels via an eight speed automatic transmission, with a centre diff (in the transmission) enabling the system to send up to 70 per cent of drive to the front wheels and up to 80 per cent to the rear.
The two-tonne-plus (tare) SQ5 streaks from0-100km/h in 5.4 seconds, with power reaching the road via Audi's Quattro system with a mechanical centre diff. Torque is generally apportioned 40/60 front to rear, but can be 85/15 either way when needed. The eight-speed ZF continues on and is, as ever, brilliant.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, with CO2 emissions pegged at 194g/km.
Over two days of mostly highway running on the launch drive program we weren’t able to match that number, with the on-board computer ranging between an average of 10.0-12.5L/00km.
The fuel tank is able to swallow 75 litres of diesel, which translates to a range of 600km on our launch drive figure, and just over a thousand kays using the ADR claimed number.
Since its launch in the early noughties Volkswagen believes the Touareg has evolved from an off-highway bias to become an all-rounder. And on the basis of the Australian launch drive it definitely stands up as a comfortable and capable touring car.
With 600Nm available from just 2250rpm acceleration is rapid, with 0-100km/h covered in 6.5sec. Not bad for a 2.1-tonne SUV, and mid-range thrust is prodigious. There’s half a beat’s wait for turbo spool-up when pushing the right-hand pedal firmly, but nothing you’d classify as serious lag.
The new Touareg is around 100kg lighter than the outgoing model because close to half the metal used in its body’s construction is now aluminium. And similarly, the strut front / multi-link rear suspension set-up is mostly light alloy.
The result is the big Touareg feels surprisingly light on its feet. And while the electromechanical power steering isn’t exactly the last word in terms of road feel, it’s nicely weighted and points well enough.
I’ll put my hand up to unchecking lane guidance in the vehicle settings, though. Even in relatively gentle bends it wants to point the car into the corner early and with steely determination. Best for the freeway.
Shifts from the ZF-sourced eight-speed auto transmission are silky smooth, and a flick over to manual mode brings the wheel-mounted paddles into play. While changes aren’t as snappy as a high-end dual-clutch auto, they’re quick enough to add an extra fun factor.
That said, the combination of the standard air suspension and adaptive dampers delivers the ability to dial in your preferred setting, and as the name implies ‘Comfort’ is superb.
Even over typically coarse rural bitumen surfaces and quick sweeping corners the Touareg remained quiet, stable and predictable. The 285/45 road-focused rubber performed well on range of surfaces including pock-marked dirt, snow and a slushy combination of the two.
Add VW’s Extended Electronic Differential Lock (XDL) helping to direct power to where it’s best applied and you have a car that super easy car to drive on just about any surface (skiiers queue here).
But the ‘Sport’ mode feels out of place. Instantly firming the ride to an uncomfortable degree, it’s pretty much surplus to requirements unless you’re part of the 0.001 per cent of intending Touareg Launch Edition owners intent on gridding up for track days on a regular basis.
More likely is towing duty, so the ability to wash off speed effectively is crucial, and brakes are big discs with six-piston calipers up front. They work with impressive efficiency and smooth progression.
The old SQ5 wasn't perfect, by any stretch, but goodness gracious was it a barrel of laughs. No car as heavy or as high-riding as the SQ5 had any right to be so much fun, but somehow it was, without the compromise of a super-hard ride or a din from fat tyres.
The numbers are a bit of a compromise; weight is down by around 130kg, but you're also missing 200Nm compared to the old car. The colossal torque figure was a big part of that car's appeal, and I did miss it. However, once I'd got over that, I found something just as fun underneath.
As with the rest of the Q5 range, it's quieter on the cruise and the cabin is once again the best in the business, borrowing much from the A4. With adaptive dampers set in comfort mode, it's comfortable and compliant and road noise is kept to a minimum. I'm not a huge fan of the light steering in this mode, but it's set to be low stress rather than man-handled.
Step up into Dynamic and everything beefs up; the ride stiffens and the car actually drops to lower the centre of gravity. The exhaust opens up and starts popping and farting, too, while the steering weights up and the throttle drops any easygoing slack.
Throwing it down through the bends of some NSW Blue Mountains back roads, this car sparkles. It's tons of fun (literally), with the security of the of the Quattro drivetrain underneath. The exhaust isn't quite enough to make me want to wind the windows down on a cold morning, but it's amusing enough inside given the stereo plumps up the racket a bit.
Despite being down on torque, it still feels very strong in the mid-range. It doesn't quite have the organ-squishing punch of the diesel, but the smoother, more linear delivery feels more conventional, particularly with most of the power heading to the rear wheels.
Safety has taken a giant step forward in the third-gen Touareg, which has scored a maximum five stars from Euro NCAP and ANCAP.
Active safety features include AEB (up to 201km/h!), ABS (with emergency brake lighting), BA, EBD, multi-collision brake, traction control, ASR, ESP, ‘Side Assist’ (lane changing assistant), front and rear cross traffic alert, driver fatigue detection, tyre pressure monitoring, ‘Front Assist’ (with City Emergency Brake and Predictive Pedestrian Monitoring), ‘Lane Assist’ (with adaptive guidance), ‘Manoeuvre braking’ (front and rear auto obstacle braking), ‘Emergency Assist’, and ‘Traffic Jam Assist’.
Phew… you kinda need spec assist to take it all in.
And it’s worth calling out the ‘IQ Matrix’ LED headlights with interactive high and low beam beams. Using signals from the front camera a total of 128 LEDs per headlight adjust the light spread to accommodate on-coming traffic and cars ahead, by knocking out individual LEDs in multiple configurations. A neat expression of tech that’s gradually spreading into the mainstream market.
If all that still isn’t enough to avoid an impact, eight airbags are installed (driver and front passenger, front side, rear side, and dual curtain) as well as three baby capsule/child seat top-tether points across the back seat, with ISOFIX child seat anchorage points on the two outer rear positions.
The SQ5's five-star ANCAP rating (May 2017) comes courtesy of eight airbags, ABS, stability and traction controls, exit warning system (which lets you know if you're about to clobber a cyclist, pedestrian or approaching car), cross-traffic assist (stops you turning across approaching traffic), blind-spot warning, forward collision warning (up to 250km/h), around-view camera and front and rear AEB.
There are three top-tether restraints and two ISOFIX points.
The Touareg is covered by a five year/unlimited km warranty with the (galvanised) body also covered by a 12 year anti-corrosion perforation warranty.
One year of roadside assist is thrown into the deal, and service is required every 12 months/15,000km.
Although service pricing is yet to be finalised the outgoing model’s ‘Assured Service’ capped price plan offers a guide with annual service averaging $665 for the first five years.
Audi offers its three year/unlimited kilometre warranty, which is competitive in the segment, but much cheaper cars (and Lexus, for that matter) offer more. You can pay for a further four years and up to 160,000km on top of the standard warrant. Roadside assistance is yours for the duration of the standard warranty.
Servicing comes every twelve months or 15,000km, and you can purchase a plan to cover the first three years or 45,000km, whichever comes first, for $1870 - which is $280 more than any of the other Q5s.