There were no true SUVs in the Volkswagen lineup until 2002. But against the background of the rise of the crossover market and the success of the first generation Audi Allroad, it was decided to release a full-fledged urban SUV. The issue was approached very seriously, creating an alliance with the then sovereign Porsche, and, starting in 1998, began developing a new platform for future luxury crossovers.
In 2002, the VW Touareg and Porsche Cayenne came out almost simultaneously, and in 2005 the Audi Q7 appeared. Do not be surprised if you notice something familiar in the design of the machine, the short development time was made possible not only thanks to the efforts of the entire alliance and the engineering power of the two manufacturers, but also through the use of already proven solutions applied on.
But the car is very different from the Allroad, because it uses a layout with an engine above the front axle and a separate transfer case. And unlike many large crossovers, there is a reduction gear and differential locks. Good asphalt manners, too, have not gone away - in fact, you have a “universal fighter”.
The design of the car is a typical child of Audi-VW technology from the early 2000s. Multi-link suspension front and rear, longitudinal engine, solid interiors and strong steel bodies. For those who were willing to pay for comfort and off-road qualities, air suspension was offered, and for those who were not alien to sports ambitions, sports suspensions and aerodynamic body kits were also offered.
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Volkswagen Touareg V10 TDI 2002-2007
Inside, too, the car did not disappoint: good finishing materials, space and almost all options possible for this class from multi-zone climate control to the best leathers and custom seats. Excellent trunk, voluminous and with good transformation capabilities. Real premium in German. True, this also concerns the complexity of internal electronics, unfortunately. The automatic transmissions are new, this time not from the traditional supplier, ZF, but a six-speed "automatic" from Aisin, the latest TR-60SN series. "Mechanics" was also left, but there were practically no cars with it. The Tuareg did not have a variety of engines, a very modest range of gasoline engines until 2006 included a good V6 3.2 liter series BAA (220 hp), BKJ, BMX (these are already 240 hp) and V8 4, 2 series AXQ (306 hp), both with conventional multiport injection and well known from cars.
During the restyling, they were replaced with new “direct” FSI engines V6 3.6 (276 hp) and V8 4.2 (350 hp) of the BHK and BHX series. The top engine since 2006 has been the W12 with a volume of 6 liters and a power of 450 hp. It is clearly seen that no "dead" configurations are provided, the power of the motors is more than "sufficient". There are few diesel engines, but there are no problems with power either, the weakest 2.5 turbodiesel has 174 hp, and the huge V10 has all 350 hp. Between them is a three-liter V6 with a capacity of 240 hp.
Instead of a test drive
As it turned out, the car is harsh on the go, but it is not much inferior to designs on a purely passenger chassis in terms of handling and dynamics. And in terms of off-road capabilities, Volkswagen was reinsured - the chassis turned out to be even excessively passable. The ability to overcome obstacles was not limited by the capabilities of the chassis, but rather by the cost of attachments and aerodynamic body kit. Although those who operated the car, not sparing the body and bumpers, complained about quickly polluted radiators, weak crankcases of units, electronic elements under the body that easily fail, and a short suspension life in such conditions.In fact, the Tuareg turned out to be the most prestigious and expensive Volkswagen in the history of the brand, with the exception of the frank loser Phaeton, which appeared with it in the same year, but could not gain enough popularity, remaining a loss-making model all its conveyor life. The platform Cayenne proved so popular that Porsche almost bought the entire Volkswagen group entirely with its sales proceeds, and the Audi Q7, which came out later than the others, cemented the group's reputation in the luxury crossover segment due to its even larger size, more prestigious brand and more dynamic automatic transmission from ZF.
Breakdowns and problems in operation
Body and interior
The body of the Tuareg is full of solidity, and the margin of safety is excellent. The quality of painting, oddly enough, more often fails cars after restyling in 2006 than earlier ones. But in any case, rust and tarnishing of the paintwork is rather an exception to the rule. Half of the hinged parts of the front end are aluminum, the thresholds are securely covered with plastic. So far, the hackneyed phrase “if the car has not been in an accident, then there is no rust” is still applicable to the Tuareg. In addition to really broken cars, there are often “drowned” ones - a big flood in Slovakia happened just during the period of special popularity of these cars, and the cost of the Tuareg made recovery after the flood quite profitable. There are a lot of such cars on the territory of Russia. Their bodies also corrode earlier than usual due to the accumulation of sand and dirt in the internal cavities. But most of the problems are not related to rust on the body at all, but to wiring corrosion and more frequent electrical problems. Age cars sometimes suffer from corrosion in a completely “Zhiguli” place - on the shelf of the engine shield, where water stagnates due to clogged drainage. Problems are not long in coming, moisture penetrates the sealant of the seams and seeps into the interior.
The back door of cars over the age of five years also often begins to let water into the passenger compartment, and a lot is also poured into the door - it is recommended to change the seals of the door itself in time and check the condition of the taillight seals. The reason for this problem is the unsuccessful design of the rear door lock, and the side door locks are rather weak, frequent failures of limit switches and the wedging mechanics of the lock itself begin to annoy car owners aged six to seven years. Another problem with the Tuareg is the headlights, which are too easy to remove, and their value in the used parts market is still high. And although the problem is not as acute as that of the platform Porsche, it is recommended to take into account the likelihood of this event and not leave the car anywhere. And it is better to attend to the installation of additional headlight mounts. For the same reason, the originality of lighting equipment can be ignored when buying. One of the features of the model is its spare wheel. Most cars have only a very modest “stowaway” in the trunk, and there is not enough space to accommodate a full-fledged spare tire. But there is an opportunity to play it safe, because the company produces a branded spare tire bracket on the back door, just like Shniva. I recommend paying attention to the spare parts plate - there are very few non-original body parts on the Tuareg, and often there are not even original spare parts for many other components. Obviously, the model's high stealability is only a consequence of such an unsuccessful policy for the supply of spare parts, and the situation is unlikely to improve with age. Keep this in mind when planning your purchase. A very pleasant and solid interior of a luxury SUV is actually not so ideal. Panel creaking over time is not so bad. Another thing is worse: decorative inserts and plastic are frankly rather weak, however, as on. Buttons and knobs are peeling off. The leather in most trim levels also does not suffer from “excessive” quality - it becomes very quickly obvious that this is leatherette, and not the best.
Expensive thin leather also turned out to be rather weak and often requires visits to the car "furrier" to repair torn seams. In addition, the frankly “gray” look ceases to suit the owners after a few years of operation, so salons for the Tuareg, altered with good leather and with new, better decorative inserts, are not uncommon. They are noticeably more common than on other machines of the same class. Here is an additional sound insulation - a rarity, because external noise enters the cabin only through the rear door seals with an unadjusted lock and from the wheel arches, if very aggressive rubber is installed.
Electrician
Electrical problems haunted VW-Audi cars of those times. Only in the case of a top-end SUV, they turned out to be many times more than with a simpler car. Here, not only cabin comfort blocks and a multimedia system are tied to electronics, but also various systems for improving safety and patency. This is one of the first models of the company with connecting most of the nodes to the CAN bus, and the number of problems turned out to be high. The owners of the pre-styling Tuareg recall with horror the situation until 2008, in which absolutely everything required a flashing, and the situation when the car simply did not start in the morning became ordinary. Over time, the software troubles were settled, but now a new stage is beginning in the life of those machines - this time related to the quality of the wiring and operating conditions. The intervention of inexperienced electricians, untreated failures, corrosion of connectors, weak batteries and dying generators provided a new wave of problems for pre-styling cars. Only cars that serve at the highest level, keep the interior dry and clean, and monitor the health of all nodes down to the smallest sensor can be considered really trouble-free.
Machines produced since 2006-2007 did have fewer problems from the very beginning, but it cannot be said that now they have a solid advantage in fault tolerance. They are a little newer, they have a little less problems, a little better waterproofing of some components like door locks, but they also don’t like sloppy washing, driving through deep puddles, frequent cheap dry cleaning of the interior, a clogged hatch drain or engine shield, poor tailgate sealing. . By and large, even purely resource problems with the heater motor, the system for regulating its speed, air conditioning rods and others have not been resolved. Given the situation with the motors, it’s not worth paying extra for restyling.
Chassis
The basic suspension remained spring, but, as I said, pneumatics, which was sharply fashionable at that time, were also offered, which made it possible to obtain a high smoothness of movement and a very high ground clearance if necessary. The front multi-link can be damaged in a couple of off-road trips, it relatively easily loses its geometry and requires an integrated approach to repair, absolutely not enduring the type of service “on the first knock”. The resource of the ball bearings of the upper arms in the front suspension is usually in the range of 50-120 thousand kilometers, depending on the driving style and engine. Shock absorbers don't last much longer. Silent blocks of the lower arm often go longer, except for the rear, which also usually changes with a run of up to 60 thousand kilometers. But the lower ball joint can fail already with a mileage of 50 thousand, if you don’t spare the car, and you have to change the entire lever, complete with still intact rubber bands.
At the rear, the suspensions are stronger, but in fact nothing changes: they just have to be serviced a little less often. The resource can be one and a half times more than that of the front suspension, unless the machine is operated at full load. The first to fail here are the external silent blocks of the lower arm and the upper arms, and when driving off-road, the drives and internal silent blocks of the lower arm can be damaged. Anti-roll bars here are consumables, they can be enough for a couple of trips to nature. This is due to very rigid stabilizers and the desire of designers to reduce roll with good suspension travel. It is recommended to change the rods to non-original metal ones with reinforced hinges, such are on sale. On machines with optional active stabilizers, owners are in for a surprise in the form of their price and resource. The cost of a new part is about a hundred thousand rubles. The resource of the stabilizer may turn out to be less than that of the rods, and it all depends on the style of movement. The number of hydraulic problems is also large - at least there are miscalculations with the material of the joints, they often corrode.
In the case of air suspension, such a problem existed before restyling, after 2006 there were no more problems with corrosion and pipelines. But the resource of "pneuma" still leaves much to be desired. After hundreds of thousands of kilometers, the number of small and not very failures begins to grow like a snowball. The reason for this is the increased load on the elements of the system due to increasing air leaks, and after one and a half hundred thousand mileage, the first replacements of air springs usually begin. For cars that at least occasionally go off-road or drive on sand, and at the same time the owners do not wash the cylinders, the resource is reduced by one and a half to two times. The original rack now costs more than one hundred and thirty thousand, and the "non-original" - from a hundred. Racks in the car four pieces. Not surprisingly, there are conversions from pneumatics to conventional suspension on the market, with varying degrees of conscientiousness.
The steering rack here with a good margin of safety, it rarely fails. Light knocks are quite acceptable and do not threaten serious consequences. The resource of steering rods and tips is also quite decent, not less than one hundred thousand during normal operation. Powerful braking mechanisms of the car will do honor to another sports car. The price of solutions is rather big. Saving on brakes in the Tuareg is definitely not worth it - a heavy and powerful car does not always have enough of them, so disc overheating happens regularly. Native pads are selected quite soft, and when buying non-original ones, it is also recommended to pay attention first of all not to their resource (they are unlikely to last much longer than their typical 30 thousand kilometers), but to the wear of the brake discs. The front brakes are six-piston Brembo on most of the machines, very powerful. And six pistons means that they have a six times greater chance of sticking, and the cost of the caliper itself is six times higher. It is highly recommended to check the condition of the calipers every time you change the pads.
Motors
Gasoline engines for the Tuareg can be divided into two eras: before and after restyling. "Do" - these are good engines for their time, a very reliable "cast-iron" V6 and a more fragile all-aluminum V8. But after restyling, gasoline engines are replaced with something completely unsuccessful in the form of two new engines with direct fuel injection and many design defects. The pre-styling V6 of the BAA 3.2 series and its slightly updated and powerful variants are distinguished by a rather successful design. The timing chain is a little complicated, but quite reliable, the injection system and control electronics do not require serious intervention up to a run of about 150-200 thousand kilometers, and then they require revision of the sensors and checking the condition of the cylinder head and timing. The chain usually asks for a replacement earlier, with a run of about one hundred thousand. In the case of some luck, the key to which is an oil change more than once every 15 thousand and good “synthetics”, and even the absence of overheating, the engine will pass the same amount without serious intervention. Provided that it is still monitored, unfortunately, there are problems, and unlike earlier engines, the motor is more demanding on fuel and oil and is prone to coking during urban operation. There are problems with the intake system - it is recommended to clean the intake tract with each replacement of the filter element. And the individual coils on the production machines until 2008 are also rather weak, in addition to the frequent failure of the electronics itself, it happens that the tip is destroyed, remaining on the candle when the coil is removed. Replacing this engine after restyling, a more voluminous 3.6-liter V6 does not differ at all in a complaisant character. More “perfect” and powerful, it “pleases” the owners with a decent oil consumption, up to a liter per thousand already with runs up to one and a half hundred thousand kilometers. Its timing chain can fail unexpectedly at runs of less than a hundred thousand, and the direct injection system adds problems. Here are capricious nozzles, and poor start-up in winter, and the high-pressure fuel pump that has appeared, which, for some unknown reason, has a very small resource of the mechanical part and is prone to leaks and pressure losses.
Failed thermostat and electronics add to the trouble. As a result, it is unlikely that it will be possible to realize the increased capacity, but it is easy to take a sip of grief with numerous and early repairs. A missed oil level - and now a somewhat oil-burning engine turns into a completely useless piece of metal. Yes, the problems with the ignition coils did not disappear anywhere, as did the not-so-successful intake system. As a result, the probability of problems with this motor is noticeably higher than with the old 3.2, and the advantages are not obvious. In fact, fuel consumption is not reduced, and traction is not much more. Here, the pre-styling 4.2 V8 engine is noticeably more powerful. And there are no more problems with it than with the pre-styling V6. Unless the timing drive is strange here, like all “five-valve” engines: here it is combined with a belt with a short chain that connects the camshafts themselves. The design has been worked out for a decade, although the all-aluminum block with an aluminum-coated cylinder wall tolerates overheating and bad filters much worse - any solid particles entering the cylinder will damage it and completely disable the block. Sure, but restoring a V8 will be very expensive. When buying, try to check the piston group with an endoscope for damage to the cylinder coating and do not take cars with a frank oil appetite - even if these are just valve stem seals, carbon deposits can damage the piston group. However, moderate oil consumption within a liter or two per 10 thousand kilometers is a normal result, a consequence of a not very successful crankcase ventilation system, which entails intake oiling and frequent engine leaks. It is better to eliminate this trouble so as not to miss a more serious one. In general, the resource of the piston group of the motor is very large, with runs over 300 thousand kilometers there may be no wear, the piston group is almost not prone to coking, and in general the engine can be considered very successful.
After restyling, 4.2 lost 8 valves, but acquired a beautiful, complex and completely inoperative timing mechanism, a weak cylinder block, a complex and problematic injection system and is not recommended for purchase. More details -. The cost of new motor problems is extremely high, as is the likelihood of their occurrence. Again, the advantage in economy and dynamics is not at all obvious. The W12 motor is not found on the secondary market, but in fact it differs little in terms of the list of problems from engines 3.6 and 4.2 produced after 2006. The Tuareg's diesel engines are mostly reliable. The base motor 2.5, it would seem, should be perfect - here even the timing is not chain or belt, but gear, which means it is almost eternal. But in fact, it is not eternal either, because a high level of torsional vibrations damages the couplings of the drive of auxiliary mechanisms. In addition, pump-injectors are used in the power supply system, the resource of which is limited to approximately 100-150 thousand kilometers on fuel typical for Russia. Some cars have problems with coating cylinders - on this motor, VW experimented with plasma spraying of a steel layer on an aluminum block. Fortunately, this is where the list of major troubles ends, the vast majority of 2.5 diesels feel very good with runs “over two hundred”. The resource of the turbine here is more than 200 thousand, pump-injectors can pass noticeably more than 150 thousand on good diesel fuel, and replacing clutches is not so troublesome and expensive if you use inexpensive analogues. The V10 diesel is very similar to two in-line "five" 2.5, and in fact the way it is: there is the same gear timing, the same problems and operating features. Only the motor is not found so often and less often falls into inaccurate hands, so that in popular rumor it is not noticed behind the shedding of cylinder walls, and other problems also appear less frequently, due to the greater resource of injectors and turbines.
2002 Debut of the Volkswagen Tuareg (model code 7L). Body: 5‑door station wagon (SUV). Engines: gasoline - VR6, 3.2 l, 162 kW / 220 hp; V8, 4.2L, 228kW/310HP; diesel with pump nozzles and turbocharging - P5, 2.5 l, 128 kW / 174 hp; V10, 5.0L, 230kW/313HP Permanent full drive, transfer case with reduction gear 1:2.7; M6, A6.
2004 Diesel engines V6, 3.0 l, 165 kW/224 hp. and 176 kW/240 hp (differences in settings). IIHS Crash Test: Grade G - Good. Crash test EuroNCAP: 14 points for a frontal impact and 18 points for a side impact - five stars.
2005 VR6 petrol engine, 3.2 l, 177 kW/241 hp
2006 Restyling. Changed: bumpers, optics, radiator grille, some interior elements. Petrol engines V6, 3.6 l, 206 kW / 280 hp; V8, 4.2 L, 257 kW/350 hp; W12, 6.0L, 331kW/450hp; diesel V10, 5.0 l, 258 kW / 350 hp Crash test NHTSA: for a frontal impact, the rating is "good", for a side impact - "excellent".
2010 New version introduced - NF
Body and electrical equipment: n nervous system
There are a lot of attractively priced "Tuaregs" on the secondary market. This sometimes turns the head of a potential buyer, and he is in a hurry to shake hands. Even an experienced motorist does not need to rush here. This is not the kind of machine to agree to a deal without a preliminary diagnosis.
The machines of the first years had problems with electronics, more precisely, with its software - software, in computer terms. And the Tuareg, in fact, is a computer on wheels: about forty electronic modules communicate via the CAN bus with code combinations of zeros and ones.
The filling of the blocks themselves is quite reliable. Often the problems were caused by the negligence of the owners: the blocks were flooded during the dry cleaning of the interior; it happened that the drainage of the heater or the sunroof was clogged, and the water that got under the rugs quickly dealt with the wiring.
When choosing four or five years, pay attention to the wiper motors and the buttons for opening the door and trunk glass. Corrosion is to blame, grabbing the axles and corroding the contacts of the limit switches. For those who rarely go to the car wash, the room lights also turn into dust. Cleaners have other problems: due to frequent washes with active shampoos, chrome peeled off decorative body parts. On cars after restyling in 2006, these problems have noticeably diminished.
If the body itself rusts, then, most likely, it managed to be repaired (and therefore, in an accident). Indeed, in regular operation, even seven-year-old specimens are doing well. And the point is not only in the plastic front fenders and aluminum hood, which do not care about corrosion (the latter is passivated before painting), but also in a solid paintwork.
Transmission: jerk at close range
On a test drive, you need to go on a warm car. So you will better feel jerks when shifting gears - the first sign of the imminent death of the automatic transmission valve body, the replacement of which will cost a tidy sum. Usually, the first symptoms appear no earlier than 200 thousand km, but if the car regularly strained off-road or dragged a trailer, then be prepared for an early replacement.
Features of the operation of a particular instance greatly affect the scatter in the timing of the replacement of certain nodes. For example, with predominantly highway crossings, the weakest suspension elements - stabilizer struts - serve 50-60 thousand km, and with frequent trips along broken roads they cannot withstand even 30 thousand. The ball bearings of the upper arms depart 60-100, respectively, the front shock absorbers - 80-150 thousand km. The resource of steering tips is about 120 thousand km, the steering gear and rear suspension arms - 200 thousand, bushings of stabilizers - 100 thousand km. Up to about 130 thousand km, the outboard bearing of the shaft going from the transfer case to the rear axle gearbox is silent. Brake pads wear out after 30 thousand km, discs last three times longer.
The transfer case lock motor on cars of the first years of production rarely lived more than 70 thousand km. The defect is clearly visible when turning on clean asphalt: if, after unlocking the center differential, the car jerks, then the drive did not work.
There is an opinion that suspension air struts are “consumables” here. We dare to assure: they serve at least five years. But it is better to change cylinders proactively so as not to end up with a sagging suspension somewhere far from civilization. First of all, this concerns cold regions - Siberia and the Far North. Leakage of the pneumatic system is another matter: if the car sits down after a long parking, pay attention to the brass fittings of the racks. They corrode in contact with the aluminum end of the cylinder and begin to etch. In 2006, the plant switched to dural fittings, and there were no worries. It happens the other way around: the suspension does not want to lower. This happens more often in winter. Condensation is to blame, which, turning into ice, clogs the pipes. Making them thaw isn't enough, you also have to move the suspension up and down to get fresh air through the dryer. By the way, this procedure should be done regularly. Do not worry about the life of the dryer: when the engine warms up, it will dry itself.
Engine: load on the heart
The 2.5 liter diesel is the weakest in the line of engines. Nevertheless, it is popular and therefore well studied. The unit is very picky about the quality of the oil, so strictly follow the manufacturer's recommendations (the canister must have a VW 506-01 or 507-01 tolerance). And also regularly check the oil visually by removing the dipstick. Especially on cars made before 2007. It happened that coolant penetrated the oil through the pump or the oil cooler heat exchanger. Emulsion is a sentence for the turbine. Diesel fuel can also penetrate through the return line of pump nozzles - then the oil acquires a specific smell that cannot be confused with anything.
The five-liter V10 is structurally similar, since it is assembled, to put it simply, from two in-line fives. However, for some reason, there are fewer problems with him. The heads of these motors are essentially the same and are works of foundry art with many intricately woven amplifier jumpers. Sometimes some burst, but the manufacturer reassures: nothing, they say, terrible has happened. If the head does not lead, it really is.
A three-liter diesel engine with the BKS index is quite reliable, which cannot be said about its relative CASA. The latter is very picky about the quality of the fuel, so failure of the injection pump is not uncommon. One thing pleases: easy to replace.
All gasoline units have one disease in common - the failure of the main gasoline pump (there is also an additional, booster pump). On cars manufactured before 2005, the node sometimes did not live up to 40 thousand km. Another problem is the ignition coils burst. Most often this happens when replacing candles, but sometimes on the way. Keep in mind that then there is only one road - to the service. Moreover, it is necessary to move at the smallest gas, otherwise the converter will heat up so that it will melt the elements of the interior - there have been similar cases. The VNK engine (3.6 l) with direct fuel injection is extremely rare, and there is a reason for this: the unit is not as powerful as the AZZ, BMV and BKJ (3.2 l) engines, but more difficult and capricious.
Volkswagen Tuareg of the first generation appeared in 2002. Production of the mid-size business class SUV continued until 2010. In 2006, the off-road vehicle was updated, having received a new radiator lining, front optics, engines, and refinement of some systems.
Tuareg is the first crossover of the VAG concern. Trying to compete with the successful Bavarian opponent, the engineers applied the most progressive solutions of that time. In many ways, this contributed to the success of the model. But progressive does not mean better. Being more affordable than the BMW X5, the Volkswagen Touareg turned out to be no less "capricious" in terms of reliability. Numerous design miscalculations and “corrals” of electronics forced Tuareg owners to visit far from cheap car services more and more often. After restyling, Volkswagen engineers managed to rid the Tuareg of a number of diseases, but not all of them. In general, the Volkswagen Touareg is a good car that combines German style, a high level of comfort, relatively powerful and economical engines, as well as strong off-road ambitions.
Engines
Volkswagen Touareg of the first generation was equipped with gasoline and diesel engines. Petrol are presented: V6 with a working volume of 3.2 liters (220 hp, from 2005 - 2006 - 241 hp) and 3.6 liters (276 hp - from 2006), V8 4 .2 l (310 hp, and since 2006 - 350 hp) and W12 6.0 l (450 hp - since 2006). Diesel - in-line R5 (174 hp), V6 3.0 l (225 and 240 hp) and V10 5.0 l (313 hp, and since 2007 - 350 hp). ).
The 3.2 liter petrol engine has a timing chain drive. It would seem that the eternal chain of lovers to "squeeze the last" stretched to 150-200 thousand km. Under normal operating conditions, many owners, even with a mileage of more than 300,000 km, did not think about replacing it. When the chain is stretched, an informational message does not always appear on the on-board computer display, so many owners are not even aware of this. But the consequences can be sad. Stretching the chain leads to wear of the teeth on the sprockets, it may “jump” or even break. Warning signals will be an increase in fuel consumption and a decrease in engine thrust. The most accurate way to determine the need for replacement is with the help of diagnostic equipment in paragraphs 208 and 209, which displays the phase angle. Its value should not exceed 8 degrees. You can replace the timing kit only on the removed engine. According to the prices of official dealers, the cost of the original timing kit is about 90-100 thousand rubles, and the replacement work with the removal of the engine is about 20-30 thousand rubles. The cost of this procedure when using substitutes and contacting ordinary car services is 2-3 times lower - about 40-50 thousand rubles.
Cars from the American continent are more sensitive to fuel quality than their European counterparts. What is constantly signaled by “Check” on the dashboard and an error of insufficient catalyst efficiency. Flashing the engine ECU to a more recent “software” in most cases solves this problem, however, not all official services agree to update.
The 3.6 liter FSI engine on the restyled version of the Tuareg is considered more whimsical than its predecessor. Poor-quality fuel more than once led to the destruction of the rings and the appearance of scuffs on the cylinder walls. This motor, like the younger 3.2 liter, requires control over the “ignition” angles in order not to miss the moment of critical stretching of the timing chain. There are also cases of broken chains. The timing kit can only be changed on a removed engine.
The 4.2-liter V-shaped "eight" is considered quite reliable, but there are cases of scuffing on the cylinder walls. The engine has a timing belt drive, with a recommended replacement interval of 10,000 km. The cost of a new timing kit is about 10-12 thousand rubles. But not everything is so smooth. The camshafts of the heads are chain driven. Due to improper installation of the timing belt tensioner, the camshaft chain tensioner may “die” - more often the left one. The result is costly repairs. The appearance of a problem will be indicated by noise when starting a cold engine, similar to the knock of hydraulic lifters.
Diesel engines also have their own characteristics. The in-line five-cylinder 2.5 TDI is driven by gears. The pre-styling BAC suffers from shedding of the cylinder wall coating. In the early stages, identifying the "disease" is not easy. Over time, thrust decreases slightly, oil consumption increases, and a large amount of crankcase gases appear from the dipstick tube. With the final verdict, you will have to replace the motor (used about 180-200 thousand rubles), or perform a sleeve. Post-styled BPE is not prone to such problems and is generally considered more reliable. With a run of more than 100,000 km, the exhaust manifold often cracks. This reduces power, increases fuel consumption, and soot appears in the engine compartment. After 100-150 thousand km, it may be necessary to replace the valve stem seals. Clubs of gray smoke at startup and increased oil consumption will tell you about this. The cause of difficult starting is often “tired” pump nozzle seals. As a preventive measure, regular cleaning of the throttle assembly is necessary, and every 150-180 thousand km you will have to change the overrunning clutches of the air conditioner and generator.
The 3-liter V-shaped six-cylinder turbodiesel with a cast-iron block has a timing chain drive. By 150-200 thousand km, as a rule, the chain stretches, and the crankshaft rear oil seal begins to “snot”. On diesel engines of the CASA series of the pre-styling Volkswagen Tuareg, there were often problems with the high-pressure fuel pump, which began to drive chips. The pumps were changed for a promotion as part of a warranty repair with flushing the entire fuel system. Even after replacement, a new high-pressure fuel pump could fail again. There were occasions with the throttle assembly - plastic gears wore out with a run of more than 100-150 thousand km. A new damper will cost 10-12 thousand rubles. The BKS series diesel engine has a more reliable injection pump. The motor is characterized by wedging of the damper servo. With a run of more than 100-120 thousand km, problems often appear with the intake manifolds due to traction wear. After the restoration of the flown traction, everything repeats after 10-20 thousand km. The intake manifold will have to be changed - 12-15 thousand rubles.
The top ten-cylinder turbodiesel with a working volume of 5.0 liters is the result of “gluing” two in-line five-cylinders. In terms of reliability, the performance of the motor is ambiguous. For example, the timing mechanism is driven through helical gears. Seemed to be a solid design. But no! There are cases of destruction of one of the gears. Just one set of new gears costs about 200-250 thousand rubles, and the cost of a major overhaul is 400 thousand rubles!!! In such a case, it is much cheaper to buy a contract motor for 100-120 thousand rubles. In addition, by 100-150 thousand km it often requires replacement or repair - a turbine (about 170 thousand rubles) and an air conditioning clutch (about 60 thousand rubles). To replace the units will have to lower the engine. One nozzle for such a motor costs about 25 thousand rubles, and the filling capacity of the engine lubrication system is 12 liters. There have also been cases of scuffing on the cylinder walls. The operation of this power unit is not a cheap pleasure, and the Volkswagen Tuareg turns into an expensive toy. In addition, in tandem with such a motor, the transfer case and the “automatic” develop their resource faster. Engineers had to reinforce the transfer case and driveshaft on cars manufactured after 2004.
Transmission
Volkswagen Tuareg was equipped with 6-speed manual and automatic transmissions. "Mechanics" is very rare. The box is unpretentious, the clutch resource is about 150-200 thousand km. "Automatic" Japanese - Aisin TR-60SN. With a run of more than 100-150 thousand km, many owners begin to notice the appearance of shocks / kicks when switching, and by 150-200 thousand km they become stronger. The reason for all the troubles lies in the transmission fluid, supposedly designed for the entire service life. As a result, the oil loses its properties, and the valve body fails. A new valve body costs about 40-60 thousand rubles, the replacement work will require another 5 thousand rubles. Changing the oil at the first sign of a malfunction may save you from shocks and delay the date of the "death" of the box. The subsequent fluid renewal interval recommended is 40-60 thousand km. Sometimes it is possible to get rid of unpleasant shocks and rough switching of the box after updating the software of the “automatic” control unit.
On Volkswagen Touareg, assembled before 2005, there were often problems with the transfer case due to incorrect operation of the servo motor. When cornering, the Touareg twitched, as if it were jerking. Incorrect processing of commands by the motor led to the stretching of the plate chain of the multi-plate clutch drive in the transfer case. In the early stages, the "bug" of the motor can be cured by flashing the control unit for the operation of the handout. If it doesn’t help, then the motor will have to be replaced - about 20 thousand rubles. In the worst case, the transfer case is waiting for a sentence.
With a run of more than 100-150 thousand km, the front gearbox may buzz. Replacing bearings will require about 15-20 thousand rubles. The appearance of vibration on the steering wheel when accelerating or releasing gas, as well as noise / hum in the speed range of 80-120 km / h, indicate the failure of the differential. As a rule, a malfunction appears after 150-200 thousand km. By the same time, it is necessary to change the propeller shaft outboard bearing due to wear of the rubber damper. The original bearing costs about 4-6 thousand rubles, and services charge about 7-8 thousand rubles for the work on replacing it. But you can get by with a similar unit from other car brands for 1.5-3 thousand rubles.
Chassis
Volkswagen Tuareg was often equipped with air suspension. The resource of air springs is more than 200-250 thousand km. The price of the air spring and shock absorber is about 30 thousand rubles. For comparison, an ordinary suspension strut assembly with a spring costs about 15 thousand rubles. The weak element in the pneumatic system is the valve fitting, which is easily corroded. The cost of one fitting is about 2-4 thousand rubles. The pneumatic system on cars manufactured after 2005 is considered more reliable. A new pneumatic system compressor costs about 30-45 thousand rubles, a repair kit for it costs about 4 thousand rubles. Most often, the compressor shuts down due to blown fuses or relays.
Bushings and stabilizer struts nursed about 40-50 thousand km. Two bushings will require about 4 thousand rubles, and about 2 thousand rubles more will be asked for their replacement. Silent blocks of levers go about 100-150 thousand km. The cost of the front suspension arm is about 8-10 thousand rubles, the rear suspension is about 5-8 thousand rubles. Front wheel bearings serve about 100-150 thousand km. A new bearing will cost 3-5 thousand rubles, and the work to replace it will pull another 3,000 rubles.
The rear brake calipers of Volkswagen Touareg with a 3.0 TDI engine until 2008 often turn sour due to piston corrosion. Piston spraying corrodes with road chemistry. The problem manifests itself with a run of more than 80-120 thousand km. A new caliper costs about 10-15 thousand rubles.
Body and interior
The galvanized body of the Volkswagen Tuareg is not prone to corrosion. And although the paintwork is thick, it flies off in pieces on chips and the varnish is severely damaged. Bare metal blooms after a while. Problem areas - license plate niche, roof rails attachment points, wheel arches, rear light attachment points, side members, rear brake light attachment. Blisters are found on the doors, trunk lid and rear fender.
Touareg without headlights after overnight parking, unfortunately, is a common occurrence. Thieves often take advantage of the technological ease of removing headlights in order to resell them. Some owners try to secure the headlights with steel cables, but this leads thieves to use a more vandalized method of removing the headlights with damage to the car.
In cold weather, there are often problems with door locks. Yes, and the mikriks of door locks themselves often fail due to wear on the pressure cams. In this case, the correct indication of the position of the doors is violated, and the alarm is not armed. Dealers are ready to give a new lock for 7-9 thousand rubles, and another 1.5-2 thousand rubles will be needed to replace it.
The windshield wiper drive mechanism often turns sour. The wiper motor unit may also fail due to water ingress into it. At the same time, the windshield wipers either stop working or begin to twitch in convulsions.
There may be water in the trunk for several reasons - the drainage is clogged or the sealant seams have dried out in the trays of the fifth door shock absorber body. Water can get into the cabin through loose railings. On a number of cars, the headlights often sweat. The reason becomes clear after its removal - the sealant is laid poorly, not along the seam. During washing or rain, water may enter the AFS (Adaptive Lighting Unit) and damage it. The new block costs about 9 thousand rubles.
Salon is not prone to squeaks. "Crickets" may appear in the front panel after its disassembly. The back of the rear seat may “sound”. The buttons in the interior of the Volkswagen Touareg are coated with a rubber-like material. By 150-200 thousand km, they are pretty wiped, slightly spoiling the picture of a solid interior. On restyling, such button coverage was abandoned.
Often the handle for removing the handbrake is damaged. A new one from dealers costs about 800 rubles. Slightly pressing the parking brake foot lever is enough that less force is applied to the handle and it does not break. Over time, the foot parking brake pedal stops returning to its original state. The reason is the failure of the gas shock absorber (1-1.5 thousand rubles).
The side windows of the doors stop moving due to a break in the cable of the drive mechanism. The cost of the window regulator assembly is about 3-4 thousand rubles.
The supply air fan of the cabin air fails due to wear of the copper-graphite brushes of the electric motor. A new fan costs about 10 thousand rubles, but you can replace the brushes and the motor will come to life. As a substitute, trimmed brushes from the Volga starter are suitable. The stove motor begins to whistle due to the ingress of road dust on it and the wear of the front bushing. The dampers of the distribution of air flows also fail, while they begin to click, and air of different temperatures comes out of the deflectors. Dealers in such cases replace dampers for 15-18 thousand rubles.
Other problems and malfunctions
Electricity is a weak side of the Volkswagen Touareg. The system strictly monitors the slightest deviation of at least one indicator from the set parameter and immediately informs the driver about it. But often the system is mistaken or even “fools” for no reason. Battery discharge is a real scourge. Often the leakage current cannot be found.
The pillow malfunction signal may appear on the panel for no reason. Someone is helped by a simple removal of the error, while someone has to repeat this procedure repeatedly. But there are cases when the signal continues to burn. Nervous owners have to go to extreme measures - insert a 2 ohm resistor into the circuit. True, the pillows no longer work.
The monochrome display panel has a "bug" - the influx of lines on top of each other in the "COMFORT" menu. The low-pitched horn burns out frequently. The original one costs about 4 thousand rubles, but you can install any other one. Due to the ingress of moisture into the connector, parking sensors begin to “fail”, and soon they completely fail. The cost of one sensor is about 2-3 thousand rubles. Chinese discharge lamps often finish xenon ignition blocks. The problem is less common on the restyled Tuareg model.
Conclusion
The acquisition of a used Volkswagen Tuareg of the first generation can hardly be considered a lottery. A thorough inspection will save you from unnecessary expenses in the future. You can be sure of one thing for sure - most malfunctions rarely appear on one car, and even in droves, and possible problems are predictable, well studied and solved. True, they require some financial investment. Therefore, an extra hundred thousand in reserve will allow you not to worry too much about tomorrow. The pleasure and comfort of driving more than cover the cost of maintaining the car in good technical condition. So say the owners of this German SUV.
➖ Patency (breaks front spoiler)
➖ Economy
➖ Music
pros
➕ Reliability
➕ Dynamics
➕ Light
➕ Design
The advantages and disadvantages of the Volkswagen Tuareg 2016-2017 are identified based on feedback from real owners. More detailed pros and cons of the Volkswagen Touareg 3.6 and 3.0 diesel with automatic and 4x4 all-wheel drive can be found in the stories below:
Owner reviews
Great car. I started with a gasoline V8, skated more than 100,000 km on it without problems. Then I decided to try a 3.0-liter diesel engine, drove another 100,000. Also without problems, although I was very worried about the quality of our diesel fuel (I only refueled at Lukoil or BP).
I drove to Astrakhan and Karelia - everything is fine. In terms of driving performance, the Volkswagen Tuareg cannot be compared with anything: the engine is chic and importantly economical. Power reserve 1,000 km. The most important thing is to serve according to the manufacturer's requirements.
Vladimir Raskopin, review of diesel Volkswagen Touareg 3.0D (245 hp) AT 2014
Video review
The car is good, if not for some shortcomings. For the first MOT you need to pay about 20,000 rubles.
The main disadvantage is 11l. diesel fuel per 100 km on average. Although on the passport they write almost twice less. The rearview mirror covers a lot of space.
Vladimir Prikhozhanov drives a Volkswagen Tuareg 3.0d (245 hp) AT 2015
I have had a Tuareg since 2008, 224 horses diesel 3.0, a problem-free car. For 240,000 km in the box, I changed the valve stem seals and the harness (this is a cheap repair), at 160,000 I changed the lower arms and rear shock absorbers in the front end, at 180,000 I changed the upper arms and that's it.
In terms of comfort, the new VW Touareg is very comfortable. Sat on it after the Pajero 3 (Tuareg an order of magnitude higher and more comfortable), 6-speed automatic. The truth is eating up on the highway normally 9.2-10.5 (how to drive), in the city 10.5-12.2, again, how to drive. But that suits me just fine.
Sometimes there is not enough pickup to the engine, but from a place it is very good, fast and powerful. Another drawback is the air dampers, enough for about 40,000 km, after a small repair and not expensive, you can extend the life by another 20,000.
Vyacheslav Orekhov, drives a Volkswagen Touareg 3.0 diesel (245 hp) AT 2014
Nice car, premium entry. But “German quality and reliability” is alien to this brand of car, despite the fact that I drive their “flagship” car ...
Tuareg is not reliable (breakage of the air suspension with a run of 2,000 km). Expensive to maintain. Voracious. Cross-country ability is not an SUV. Only 2 years warranty.
Of the benefits - an impressive view and dimensions. Dynamic on the highway and in the city. The suspension adapts to the road. Spacious.
Alexey Syrokumov, drives a Volkswagen Tuareg 3.6 (249 hp) AT 2016
The car is cool, moderately fast and beautiful, but it's a SUV. Having tried it once on the road, I try to go around difficult places more. It's just a car with high ground clearance!
If you ever go off-road on the new Tuareg, then think twice, because it will probably cost you a pretty penny. The fact is that a "spoiler" is installed on the bottom of the front bumper. Fuck if he was needed there ... Well, this crap rests on a couple of clips and breaks in flight. Moreover, the mount near the wheel breaks, and at speed from the wind it is erased against the wheel. Changed it twice already. Terribly annoying. I plan to take it to hell!
The next minus is the operation of the rain sensor, it feels like it is not there, but it seems to be there)) The sound in stock with the RNS-550 radio is complete squalor.
The owner drives a VW Touareg 3.6 (249 hp) with a 2015 automatic.
I will compare mainly with my previous KIA Sorento. Appearance: In my opinion, the Touareg has one of the most harmonious exteriors. Especially in the R-Line body kit and on large wheels. There is absolutely no desire to change anything. I don't even want to tint.
Salon: there is a lot of space inside, and with a height of 190 cm I can sit very comfortably in any of the four places (including myself), except for the middle seat in the back, it is uncomfortable due to the too high tunnel. All controls are conveniently located, the only thing that is not convenient is the control unit for external lighting devices, it is located to the left of the steering column.
Engine: when I first started driving, 249 forces seemed incredibly vigorous, I think in contrast to the Sorento. Now I'm used to it, there is no longer any delight, but I have more than enough.
The eight-speed automatic transmission works quite quickly, the sports mode is especially interesting - in it the engine keeps high revs even under throttle, in order to always have the possibility of a sharp pickup, I am very pleased. But there is also a negative point - basically, I don’t know what it depends on, the box switches VERY smoothly, like a CVT, but sometimes there are very unpleasant tangible pokes, I can’t remember such ones on the Sorento.
Air suspension - that's just a miracle! I was very afraid to buy a car on 20-inch wheels, I thought it would be tough, but this is not about Tuareg on pneuma. Small bumps, as well as large bumps and pits, pass very comfortably.
Headlight. It's just a song. It shines VERY brightly and where it is needed, it is enough even on wet pavement. It's also adaptive.
Review of Volkswagen Tuareg 3.6 (249 hp) automatic transmission 2016
Mileage is currently 2,400 km, while only pleases. ICE 204 hp, when buying they said it makes no sense to overpay 120 tr. for 245 hp Like, for 20 tr. move on later.
Interior trim leather, but not nappa, for the men of the rules. Audi's wife, she took nappa - softer, more pleasant. The front seats are adjustable in all possible positions. My height is 192 cm and weight 115, very comfortable. Pretty quiet in the cabin, fender liner with some kind of wool.
The speakers are enough without flashing: S-mode and the pedal is deeper. The finish seems to be premium (aluminum, wood and soft plastic). The tank is 100 liters, and the computer writes that it lasts for 1,020 km. Filled up and forgot. Gasoline was not considered for these reasons. The dynamics are almost the same.
With regards to reliability, relatives have 2 such vehicles for about 5-6 years. No questions, consumables and all. The assembly of my car is not Kaluga. Purebred "fascist" (although he waited 3 months).
Review of Volkswagen Tuareg 2017 3.0 diesel with automatic
Most of the Volkswagen Touareg problems were solved during the first restyling. The second generation is almost flawless...
There is perhaps only one European SUV that has endured both stunning popularity and fair torrents of negativity. This is a Mercedes-Benz ML.
But today's conversation will be about the VW Touareg, which "got nuts", including from me personally, who broke the front CV joint while timidly trying to hang out on a stone as high as a children's ball. But how they waited for the first SUV from Volkswagen! How proudly Ferdinand Piech strode at the company's booth during the first show in Paris in 2002. And there was a lot to be proud of! Excellent behavior on the pavement, comfortable ergonomic interior, good cross. All this determined the popularity, which in turn revealed a lot of congenital flaws. It is clear that the owners themselves are largely to blame, not too versed in the intricacies of modern SUVs and trying to operate the Touareg like some kind of Jeep Rangler Rubikon. The cross-country ability of the German all-wheel drive is really decent, the set of off-road options inspired and provoked, but the margin of safety and reliability of some nodes were at the level of crossovers. The designers took into account almost all the complaints, preparing the second generation of Touareg, which was released in 2010. They say that the most common and unpleasant drawback of the new Touareg is the splash of diesel fuel in a half-empty tank, which is heard even by neighbors downstream. Is it so?
Skip the first year of the VW Touareg II and go for it. The car will not disappoint!
HIGHER CAPACITY!
The first major update affected the Volkswagen Touareg in 2007, when the main "childhood diseases" were eliminated, and in 2010 a new model was released, in the range of which a version without a "lower" appeared and with a Torsen differential in the transfer case. A hybrid was a separate column, but it is so rare that it is simply impossible to collect any sane statistics on it. By the way, in fact, it was also a crossover.
The new Touareg is 41mm longer, 12mm wider and has a 38mm longer wheelbase. For Europe and Russia, a line of five engines, including a hybrid one, has been preserved. An 8-speed "automatic" appeared, which gave some headache to the owners, despite the eminent origin, because the transmission was developed by the great and invincible Aisin. And even in the first year, oddly enough it sounds after the mention of the eliminated shortcomings of the first generation, electronics pretty much spoiled the blood. At the same time, it was not control units that failed, but extensive peripherals. Literally everything could fail - from the preheater controller and lighting device contacts to unexpectedly appearing and disappearing when trying to diagnose “leaks to ground”. As at one time, preference should have been given to the spring version, so in the second generation you should not chase electronic bells and whistles. Even xenon should be avoided if you do not want to be left without light on the highway. And it becomes very insulting when the keyless entry system fails. Fortunately, the name is conditional and there is still a key in the transponder key fob. But if you remember how much you had to pay for this option ... At the same time, more often it just “slows down”, and if you wait a couple of seconds, then most likely the locks will work. Or maybe not ... A larger battery will somewhat correct the situation, because it is precisely because of the rapid loss of charge by our long and dark winters that problems with electronic equipment appear.
Nobody doubts the excellent off-road properties of the VW Touareg. But you have to use them wisely.
WE ARE WHAT WE EAT
Do not try to find a dipstick in the new Touareg - it has become electronic. Moreover, it can show the weather on Mars, and in a second the value of pi up to the 18th decimal place ... But the main problem of VW Touareg diesel engines is not in it, but in the use of not very high-quality fuel, which can still be found on the periphery . Most of all, the most popular 3.0-liter engine sinned with this. Until 2011 (when they changed the program of the control unit and finalized the high-pressure fuel pump), he "drilled chips." At one time, SUVs with CASA series engines fell under a recall campaign, but owners of CJMA diesel engines can only be lucky for service. To the credit of the minders of the concern, it should be noted that problems in the winter of the second generation Touareg can arise only if you refuel with a very “diesel solarium”. Normal winter diesel fuel is digested even without being marked with the Euro brand. Do not be afraid of his smell in the cabin. As a rule, this is a fuel filter leaking, which will cost 3,000 rubles. with padding. It is important that it is either OEM or from a trusted manufacturer. In general, there are no global difficulties with second-generation Touareg engines. Unless the front oil seal can begin to leak barely noticeably in V6s (both gasoline and diesel). However, this is a feature of many "sixes" and should not be very frightening.
The salon can be disappointing. Squeaks, crackling and alarming blinking of indicators - the price for the ease and complexity of the design
EIGHT IN A ROW
Chassis, suspension and transmission can get on the nerves of the owner of Touareg, released between 2010 and 2011. As before, bellows can begin to bleed air through the connections. This usually happens in cold weather and is most likely due to the difference in expansion coefficients of different materials. Touareg most often "falls" on one wheel, and does not fall on the axle, like, say, Discovery of the second family. You can find a leak only on the “side”, so it is treated by broaching everything and everything. Worse, if these measures did not help and you need to change the compressor, which will cost almost 100,000 rubles with work.
The new 8-speed gearbox from Aisin on cars with powerful engines to run under 50,000 km began to “push” when switching, especially if the owners liked to “shoot” from traffic lights. In severe cases, this leads to the replacement of solenoids and a complete flush (50,000 rubles). In the lungs, it is enough to reflash the “brains” of the box, reset the emergency codes and reset the algorithms. It helps for a short time, but it costs almost nothing.
In general, a used Touareg is worth the money. As a rule, most of the shortcomings were identified during the warranty period and have already been eliminated by the previous owner, therefore, in addition to the standard check of the car, it is worth inspecting its bottom for scratches, dents and other similar damage. For all its enviable potential, the VW Touareg is still not too fond of hard off-road driving.
