- 06/06/2025
- 10 Min Read
- By: Christian Schaefer
Atlas Or Touareg? Which Is The Better Volkswagen For An Overlanding Build?
Overlanding and camping have exploded in popularity in recent years. The idea of camping is far from new, but getting to your site via a lifted and rugged SUV adorned with plastic cladding and a roof tent is relatively new. You can see it for yourself, as many manufacturers have debuted model variants kitted with extra ride height and skid plates within the last few years. But do you really need a new SUV to do something like that? Modern amenities and reliability are certainly a benefit, but the aftermarket is adept at developing quality modifications the longer they marinate on the second-hand market. Is paying more up front worth it?
Overlanding In A Volkswagen
American automotive enthusiasts include many who love taking their vehicles off-road. Ditching the tarmac for a beaten path, an unbeaten one, a dune, a river, or steep and rocky mountainside has a nice ring for many folks. Still, only a few use European vehicles relative to the hundreds of thousands using Land Cruisers, Jeeps, Blazers, and Broncos. Even fewer choose vehicles with VW badges, as many are quick to grab first-generation Porsche Cayennes or older Land Rovers. It’s a choice likely based on the additional luxury the depreciated SUVs offer, but take that away, and there’s good reason and plenty of pedigree to back up a Volkswagen SUV being a wise choice.
Volkswagen has always been about getting anywhere through any terrain. Although produced under the duress of a violent dictator, Dr. Ferdinand Porsche helped develop the Kübelwagen and Schwimmwagen, which featured early four-wheel drive systems in the late 1930s before being adapted to a four-wheel-drive Beetle. Decades after that, the Beetle would again succeed in being suited for off-road adventures in the form of Baja Bugs and the Meyers Manx. Flash forward another decade and a half, and VW’s subsidiary, Audi, introduced the world to the Quattro, winning the Group B manufacturers’ title. Not long after VAG ditched the mechanically locking center differential for the Torsen-style, and ‘quattro’ all-wheel drive, as we know it today, was born. Between then and now, we’ve seen lifted 4x4 Golfs, Rallye Golfs, and the SUV boom, which has produced the latest batch of all-conquering Volkswagens.
No longer small and plucky, the latest capable model is the Atlas, VW’s three-row family SUV. It’s big; just what the American suburban family wants. But it’s also fairly capable with a few choice parts. The EA888 turbocharged four-cylinder engines are torquey and respond very well to modification, which the heavy family hauler certainly benefits from. Volkswagen has even gotten in on the overlanding spirit, offering the Basecamp accessory line that equips a given Atlas with extra plastic cladding around the wheel arches, as well as two-tone satin silver and black front and rear valances and rocker panels. However, most importantly, it’s reliable and modern. Safety features are as good as they get, and both EA888 variants are well-documented for robustness.
But if you need a VW to go overland, there are other options. The first-generation Touareg offers extensive off-road capability and aftermarket support at a much lower entry price. It’s the go-to for many, but is it right for you?
VW Atlas vs Touareg T1 & T2
VW created the Atlas for the American market to replace the Touareg, which has continued in Europe and elsewhere. It’s longer, wider, and carries more passengers with its third row of seating. However, it’s also less ‘up-market,’ meaning less focus on the advanced tech, features, and luxury that the smaller Touareg comes with. FCP Euro’s experiences have concluded that while plenty roomy, the Atlas is trimmed like a large Golf or Jetta. That’s not a bad thing, especially when young kids are regular passengers, but it's nothing luxurious per se.
What it is is dependable, simple to maintain, easy on parts, and readily available. As part of the MQB platform, the front and rear subframes, drivetrain mounting, and drivetrain components are broadly shared with other vehicles on the platform. The shared engineering that went into them allows them to be relatively inexpensive while featuring solid engineering that has evolved and been proven over several generational updates. The engines themselves—the last 3.6 VR6 or a variant of the EA888—have been in service for several years, if not generations, and are at some of their best in the Atlas.
The original Touareg is physically smaller, but its engineering roots are undeniable. In the late nineties and early aughts, Ferdinand Piech was the leader of VAG, and rather than chasing profits, he was determined to deliver the best cars in the world. It gave us a long era of fascinating vehicles built almost without compromise, and the Touareg is one of them. It was developed alongside the first-generation Porsche Cayenne in Weissach as the PL71 platform. Engines are different, but the suspension and drivetrain are essentially the same. Because of that, the first-generation Touareg (facelifted models are called the Touareg 2 but are functionally the same) has the 4XMotion (not 4Motion) with a two-range transfer case, making it exceptionally prepared for the rough stuff. Yet it’s age and a few other factors have them sitting below $10,000 in just about all conditions, regardless of model year, trim, and engine.
Is the value provided up front by the Touareg worth it in the end?
Suspension
If there was any question about what the Atlas and Touareg were made for, you’ll find an answer in the suspension.
Suspension articulation, travel, and height are all enormous factors in any vehicle’s ability to handle rough terrain, and the more of those three that one has, the better it is off the tarmac. While the Atlas has solid suspension characteristics, engineers designed the Touareg to be as competent off-road as possible. Its beefy subframes provide the basis for a suspension full of heavy-duty cast steel control arms and large bushings, which are great for surviving rough terrain. The standard coil spring suspension is perfectly good for off-road excursions, but aftermarket lifting struts and spring kits are a reasonable consideration. However, finding one equipped with the factory air suspension would likely be best, as it’s suited to off-road duty. There are several height settings, and at the twist of a knob, the adjustable suspension can provide an extra 3.5” of ground clearance for a total of almost a foot.
Volkswagen never intended for the Atlas to have the all-terrain chops that the Touareg received; it’s a family-oriented road-going SUV meant to tackle drives to soccer practice, not trails in the Mojave. Its subframes and suspension arms are correspondingly thinner, with the front arms a cast material and the rears exclusively made of stamped steel. None of the stampings are particularly thick, so serious off-roading is out of their capability, but light overlanding with some choice upgrades is certainly doable. Ground clearance is similar on the two, but with no available air suspension, 8” of clearance is all the Atlas has to offer.*
However, it’s not much of an “off-road” build without a bit of a lift and some bigger tires, so it’d be short-sighted to avoid the aftermarket. Support for both models is ready and available, with suppliers like FCP Euro’s favorite, B2BFab, offering all sorts of products to lift whichever modern VW you have correctly. For the two in comparison, lift spacer kits are the standard and easy option, with additional bits like longer sway-bar end links and subframe spacers being separate but recommended additions. However, Atlas support generally stops there, as raising it further than a couple of inches doesn’t solve for the less robust suspension arms. On the other hand, the Touareg has the benefit of sharing a platform with the Cayenne, another popular off-road choice, so there are all sorts of more serious potential upgrades, like custom long-travel Bilstein coilovers, adjustable billet control arms, and weld-in chassis reinforcement.
*Beginning in 2024, Volkswagen lowered the Atlas to 6.3” of clearance.
Powertrain
A vehicle’s powertrain includes its engine, transmission, differentials, and all the other parts that make it move. Like their suspensions, the powertrains in the Atlas and Touareg are pretty different from one another. They share one engine family, but beyond that, they may as well be from separate companies.
The Atlas is your standard, modern SUV. It sports the last VR6 VW produced outside a few Asian countries and a couple of variations of VW’s well-traveled EA888 turbo four-cylinder. Neither is particularly powerful, but the four-cylinder is tunable if more oomph is required. Reliability is good for both, with common issues well documented; there shouldn’t be any surprises during ownership. Next to both engines is an eight-speed automatic transmission, but the associated bevel gear and rear differential for the 4Motion all-wheel-drive system are only there if specified. The latter is a Haldex-eque system that “senses” slip and engages the rear differential when needed, not a full-time or selectable type.
It’s a different story in the Touareg. The mid-model facelift brought out a couple of engine changes, and emissions caused some funky model ranges, adding a bit of confusion to its five engine choices. A 3.2L and, later, a 3.6L VR6 were the base engines, while Audi’s 40V 4.2L V8 was a step above. Diesel options were the 3.0 TDI V6 for later models, and the infamous 5.0L Bi-Turbo V10 TDI on earlier ones. The best of the bunch is likely the V8, but some enthusiasts could make the case for the 3.6 VR6. While lovely when working, the others are more of a risk, though not equally so. Avoid the V10 TDI at all costs unless you’re an experienced DIY’er with access to a shop and a VW enthusiast. They’re very cool, but they will free you of all your money. The later V6 TDI provides excellent torque, but timing chain issues can arise, as on the early VR6.
All American-spec Touaregs featured a six-speed automatic transmission paired with a dual-range transfer case and locking center differential. The latter makes the Touareg capable of handling the roughest terrain, alongside other off-road regulars like Land Cruisers and Range Rovers. In “4-lo,” the Touareg can slowly and carefully crawl over all sorts of obstacles, but switch it back into “4-hi” and it regains its road manners. Touaregs also had the option for a rear locking differential. It’s uncommon on models other than the V10 TDI, but it would go a long way for anyone looking at serious off-roading in their Touareg.
Compared against each other, the better powertrain could go either way. The Touareg has a more capable driveline, without a doubt, but the efficiency, reliability, cost, and tunability of the Atlas powerplants can’t be ignored. If your family overlander is a second or third vehicle, you may be OK with having to make some DIY repairs to your Touareg while not using it, but that’s not helpful when it needs driving every day. In that case, the Atlas makes for a better choice.
Interior/Technology
As much as a vehicle’s exterior or engine note gets us hooked, it's the interior and technology that we’ll interact with most. Finding something comfortable to sit in and easy to use goes a long way toward putting up with quirks and long adventures. Being separated by nearly two decades, the Atlas and Touareg have a stark contrast in their equipment, but the differences don’t end there. The older model’s shared roots with an Audi and a Porsche model mean it has some genuine luxury credentials.
The Atlas showers its occupants with the latest technology and touch-screen features. It’s hardly a luxury vehicle, but there's Apple CarPlay, a 6.5-12” infotainment screen, depending on the model, wireless phone charging, and a couple of high-end audio systems, either Beats or Harman Kardon. Newer models can feature massaging seats, but those will be under warranty for a good while, so you may not want to modify one of those. Leather seating surfaces are available, and vinyl is standard; luckily, both are easy to clean spills off of. Most other touchpoints are some form of plastic. Most importantly, though, the Atlas features a third row for extra passengers, making it capable of transporting a larger family comfortably than the Touareg. That’s a not-easily-replaceable feature, and may just be the deciding factor.
Sure, other interior-related disparities could cause you to choose the Atlas, but the much older Touareg is no slouch in the comfort department. The most significant separation comes from its tech. Inside, the Touareg is full of buttons, knobs, and switches; there aren’t any touchscreen surfaces to be found. Radios with navigation screens were available, but those are wildly out of date by today’s standards. There’s also a distinct lack of safety features compared to the Atlas. However, airbags and anti-lock brakes are present, and that’s all you really need. Touareg 2s could have Adaptive Cruise Control; that’s as advanced as it gets.
The styling language is also fairly dated. If there’s a positive to that, it’s that there’s no piano black trim anywhere; a big win for most buyers. What you feel the most in the early Touaregs is quality. Everything feels solid and well-made, free of creaks and squeaks. Many models are upholstered in leather, covering the seats, dashboard, door panels, and center console. If not, there’s V-Tex Leatherette, the same stuff you can find in an Atlas.
If you can live with the older styling and the lack of modern features, there’s no reason the Touareg’s interior should be a deal breaker. However, only the Atlas sports a third row and the storage to accommodate it. Space and comfort for a family of five are a premium in anything that isn’t a minivan, and the Atlas delivers. Can you live without the space?
Aftermarket Support
Building something to tackle the dirt roads leading to your favorite campground or fording streams takes specialty parts. Life off the tarmac is much tougher on OE suspension components, and adventuring without upgrading certain ones will quickly shorten the lifespan of whatever’s equipped. Aftermarket support for these two primarily focuses on suspension upgrades, as that’s what’s needed to survive the tough stuff. However, other additions like spotlights, bash bars, rock sliders, and other chassis protection can make life easier.
Any quick search for either vehicle will bring up a handful of companies specializing in taking these big Euro SUVs off-road. FCP Euro has used parts from Eurowise in the past on the Yippie Cayenne build and currently offers a smattering of products from B2BFab, which focuses on the smaller VAG models. Either company will supply you with quality parts, but do your research before purchasing anything. There’s a lot to look at, and not all of it is necessary if you only head off the pavement a handful of times a year.
In terms of suspension components, the Touareg has the Atlas beat. It’s a much more rugged platform, and the community has been breaking, engineering, and upgrading them for over a decade. Tubular arms, billet adjustable arms, near Baja-spec air-suspension-specific aftermarket dampers, and all the chassis protection you could imagine. The Atlas would need some fairly well-engineered replacement suspension arms to come close to what’s offered for the Touareg. Elsewhere, though, the Atlas is on par with the older SUV. Aesthetics and accessories are widely available to get whichever model you have looking rugged and ready for the trails.
Pricing
Considering how much money you can spend—up front and in the long run—on these two is important. Their purchase pricing can have a five-figure delta, which is not an insignificant amount of money. As you likely assumed, the older model requires less money upfront to purchase. However, there’s a larger chance it’ll need servicing and parts after purchase. You’re spending money no matter what. It comes down to how you’d like to spend it.
Volkswagen Atlas 4Motion 2025 Pricing (sub-100k miles)
2018-2019 Atlas V6: $14,000 - $20,000
2020-2023 Atlas 2.0T: $17,000 - $25,000
Volkswagen Touareg Used Pricing (2025)
2004-2007 Touareg 1: $4000 - $10,000
2008-2010 Touareg 2: $6000 - $12,000
Bottom Line
Which would you rather live with? Or, which could you live with?
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The Atlas is far newer, should be more reliable, is more modern, has more safety tech, and has enough space for a large family. Many of those characteristics are deal-makers or breakers for families, so if you need a few of them, the Atlas is the better choice. It’ll also likely have better on-road manners and better fuel efficiency. However, you’ll sacrifice competency on anything more than simple dirt or gravel trails. Its drivetrain isn’t meant to climb rocks, and the suspension couldn’t handle that without serious reinforcement.
On the other hand, the Touareg delivers an unbeatable chassis that perfectly suits it for tackling genuinely challenging terrain. The optional air suspension is versatile and can be improved through modification, turning the Touareg into something best suited for the dirt rather than getting to work. It’s even more capable if you find one with the rear locker. However, finding a clean one after many years can be challenging. Many have been used as commuter vehicles without proper maintenance, adding to the immediate cost beyond the purchase price. Not to mention, many of the engine options come with costly risks in the form of potential timing chain replacements.
If you’re spending your time in the desert or the woods on the regular, the Touareg is your best bet. But if you have a big family and aren’t looking to drive your way through the mountains, the Atlas offers a fantastic platform.
Other Volkswagen/Audi Group Overlanding Options
There’s much to look at from VAG beyond the Atlas and first-generation Touareg. Nearly all the Porsche, Audi, and Volkswagen SUVs share parts and overall designs, and as such, aftermarket support is shared across many of the models. If neither of the above options fits you, consider one of the following.
Audi Q7
Do you want the rugged capability of the Touareg but need the space of the Atlas and don’t mind wrenching often? The first-generation Audi Q7 just might be exactly the model for you.
The first-generation Q7 shares much of its suspension architecture with the first-gen Cayenne and Touareg but sits on a stretched chassis to accommodate a third row. Audi sold it between 2007 and 2015, so its tech and features should be better than those of the Touareg, especially on later models. Engine options are similar to those of the older VW but with a few key updates. The 4.2L V8 isn’t the old 40V but one closely related to the B8 S5, while later models could have the beloved supercharged 3.0T. There’s also the option for the same 3.0 TDI V6, which comes with the same risks.
Pricing is similar to the Touareg 2. Luckily, there are many more Q7s available, giving you a broader pool to pull from with the specific options and equipment you’re looking for.
Gen2 Porsche Cayenne & VW Touareg
Similarly to the Q7, these two sit somewhere between the Gen1 Touareg and Cayenne. Riding on the revised PL72 platform, VAG engineers dialed back on the off-road capability. This generation forgoes the dual-range transfer case and some of the original rear suspension design for a more relaxed approach while retaining much of its predecessor's capability.
Opting for the Porsche puts you squarely in the price range of the Atlas. For that money, you have several trims and a few engines to choose from, with the base V6 Cayenne at the bottom and the twin-turbocharged V8 Cayenne Turbo at the top. Interior and tech features are more upscale than the Touareg, and many examples are optioned well beyond what a dealership would’ve ordered. Opting for the Touareg can save you money, but grabbing one under 100,000 miles would put you in the lower Atlas price range. For that, you get a similarly capable vehicle to the Cayenne, but with less of a luxury feel and a few engines that should be less expensive to maintain.
Suspension modifications and drivetrain servicing will be essentially identical. If I can lump them together, overall reliability is good, but there are definite issues to be aware of. Chiefly among them is the transfer case, which is a common failure point. Engine reliability is obviously different, but they’re all pretty good. The Porsche V8s can have cam sprocket bolt failures if a dealer didn’t perform the recall, and timing cover bolts can break due to age. Both models share the 3.0 TDI V6 for their respective diesel models, and while better than earlier iterations, emission-related problems are still a fair regularity.
Ultimately, it’s hard to go wrong with whatever you choose. The Touareg and the Cayenne are best fun vehicles that get used on weekends and in the summer months, but the Atlas is likely to be more livable daily on the road and for commuting. Whichever one fits you best comes down to your lifestyle, but FCP Euro will have the parts you need to keep it going, regardless. Once you’re done shopping, head back to the DIY Blog or our YouTube channels to catch up on more great content.
