The VW Touareg 3.0 l V6 eHybrid Atmosphere at a glance
Low surcharge, great benefit?
Volkswagen, master of complex pricing, has well hidden the Touareg eHybrid (combined fuel consumption: 2.7 l/100 km; combined power consumption: 20.9 kWh/100 km; combined CO2 emissions: 61 g/km)² in the configurator . Anyone looking for it will primarily find the outrageously expensive R model from 90,995 euros (combined fuel consumption: 2.7-2.6 l/100 km; combined power consumption: 20.5-20.3 kWh/100 km; combined CO2 emissions : 63-59 g/km)² and only at second glance the more civil and much cheaper alternative. At least in the “Atmosphere” equipment line, there is the option of the 74,250 euros and 280 kW/381 hp eHybrid, whose significant performance comes from a 3.0-liter Audi V6, which is also available in the Touareg 70,585 euros to buy.
However, if the comparison is made within the same equipment line, the plug-in hybrid is even 755 euros cheaper than the pure petrol engine, according to the list (before deducting any environmental bonuses), despite an additional output of nominally 40 hp. Why is that? Volkswagen itself benefits when customers opt for the part-time electric vehicle, the group saves – on paper – up to 137 grams in CO2 fleet consumption per Touareg, which would otherwise have to be compensated elsewhere. For example by selling another all-electric vehicle.
I use it as I please
Smart from Volkswagen, but also a good decision for customers and the environment? no Of course, it depends on how the all-wheel drive SUV is used. If the net 14.3 kWh battery is regularly charged in up to 2.5 hours at the wall box, between 35 and 40 kilometers can realistically be covered purely electrically. Even a few hundred meters more in low-recuperation city traffic. However, if the charging cable remains in the trunk in its original packaging, it would be more honest to buy an eight-cylinder directly. As is usual with large hybrid SUVs, the VW Touareg eHybrid takes a lot of fuel when the battery is empty. 12 liters per 100 kilometers are a rough guideline.
Six with the power of eight
In this respect, there is nothing to sugarcoat, even if consumption of between five and nine liters of petrol and 25 to 28 kilowatt hours of electricity per 100 kilometers was possible for a short time when the battery was charged. These test values are purely short-term recordings that can hardly be maintained over longer distances in a touring car, which the Touareg is after all. But saving is one thing, having fun is another. The Touareg III, which is largely identical in construction, benefits from Porsche’s many years of experience with the hybrid Cayenne.
The driver recognizes the boost function primarily by the engine speed and speed scale briefly highlighted in blue, as well as by the emphatically increasing speed. The factory specification of 6.3 seconds from zero to 100 km/h is believable and even beyond 200 km/h the forward drive of the Wolfsburg resident does not ebb. The Touareg eHybrid lugs around a good 2.5 tons of weight, so it’s no wonder that it lacks a certain lightness in tight corners. Anyone who dares to approach the apex of the curve even harder and more rudely will reap understeering tendencies early on, accompanied by admonishing interventions by the electronics.
eHybrid without roll stabilization and all-wheel steering
At this point, the use of active roll stabilization would have been desirable, as is also the case in the Touareg with non-electrified drives and in the sister model Porsche Cayenne E-Hybrid (combined fuel consumption: 3.7-3.1 l/100 km; combined power consumption: 26. 5-25.1 kWh/100 km; combined CO2 emissions: 83-71 g/km)² is available as an option. But Volkswagen supposedly does without the 48-volt dynamic component for reasons of space and also lacks all-wheel steering. This deprives the SUV of much of its potential (see Cayenne) and “degrades” it primarily to being a comfortable long-distance runner.
Provided, of course, that the optional air suspension is ticked. In conjunction with the adaptive dampers, the eHybrid swallows even bad road patchwork with great equanimity, only transverse joints shine through more clearly to the occupants. Although the 8-speed automatic works perfectly smooth in regular operation, in sporty situations it slips into unnecessarily hectic. On the other hand, the steering adjustment and the brakes, which are equally bold, are a source of great pleasure.
High-quality interior, annoying assistants
There is also little to complain about in the front and rear generously dimensioned interior. Overall, the cockpit looks a bit sober for the asking price, but the choice of materials and workmanship are still convincing. The optional comfort chairs also deserve their name and can be air-conditioned and expanded with a massage function for a few more euros. Nothing has changed in terms of operation since the Touareg III made its debut in 2018. The driver and infotainment screens are still very sharp, but using them sometimes requires patience. The system is annoying with sluggish response times and poor voice control.
The Touareg also doesn’t get any credit for the less than harmonious interaction of the individual assistance systems. Unnecessary collision warnings without an obstacle on the open road, incorrectly recognized traffic signs and the emergency brake assistant that triggers a heart attack when parking backwards show technical limitations, as does the early failure of these assistants at the mere threat of rain or snow.
Conclusion
Diesel out, plug-in hybrid in. Where eight, ten or even 12 cylinders used to work in the Touareg, an electrified half-dozen must now be sufficient. Compared to the old burner elite, consumption only drops when used correctly, but the very spontaneous response of the drive components means that a dynamic gain is noticeable, especially compared to the gagged three liters of diesel. The VW Touareg eHybrid can drive up to 40 kilometers electrically in everyday life, and it still takes 3.5 tons on the hook. Meanwhile, the interior is well-crafted sobriety, while the moderately functioning assistance systems were hardly convincing. The same applies to the option list, which can quickly drive the part-time electric vehicle to 95,000 euros and more with a few extras. (Text and image: Thomas Vogelhuber)