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| Four-wheel-drive standard-fit on both diesels |
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Of course, whenever a manufacturer departs too far from their usual territory, the doom-merchants are only too ready to predict failure, and the cynics all too quick to point out that they told everyone so when the self-fulfilling prophecy is played out. This must be galling for everyone involved in the development for the car under any circumstances - and even more infuriating when the car itself is hardly at fault. At launch, 4Car's John Simister declared the Phaeton more than capable of giving the S-Class, XJ and 7-Series a fright, and that was just after driving the 3.2 V6 and 6.0 W12 petrol engines in short-wheelbase versions. The 4.2 V8 has proved to be a refined mid-range choice, but the two diesels added this summer to complete the line-up are the engines which really bring out the Phaeton's character.
At one end of the range is the 3.0 V6 TDI (225bhp, 332lb ft of torque). It costs a hefty £41,000-odd, though this does include the 4MOTION four-wheel drive system, continuous damping control and air suspension plus a six-speed tiptronic gearbox as standard. Think of it as a cheaper Audi A8, and it becomes more palatable; pay an extra £3000 for the stretched long-wheelbase version - roomy by any criteria - and it's a relatively affordable way into the chauffeured limo class. With Audi's image growing flasher and more ostentatious by the month - every C-list celeb and has-been rock star is riding around in an A8 these days - the plain-clothes Phaeton has an opportunity with well-heeled buyers who really do want to travel under-cover.
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| Phaeton's immense rigidity helps during hard cornering |
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Featuring a new Audi-developed 'piezo electric' injection system, which allows for up to four fuel injections per engine cycle, and a new particulate filter, the chain-driven 3.0 V6 TDi engine is, apparently, an example of how, under engine-obsessed Dr Piech, the VW Group's experimentation with a number of different diesel engine solutions was allowed to flourish, regardless of cost. Volkswagen's own Pumpe Duse (unit injection) technology isn't to be written off just yet, however: this will continue in smaller engines, with parallel development. The engine isn't super-quick, though 145mph and 0-60mph in 8.8 seconds should be enough for comfort-seekers; it's certainly little slower than the more expensive S320 CDi and 730d, and the engine is both smooth and quiet, at least from within the cabin. It might not be the most thrilling of drivers' cars, but it's an impressively refined machine to cruise around in: cabin quality in these latest production cars has been much improved over that of the initial examples off the lines (though some of the brighter wood finishes are rather garish), that extensively-tested climate control system with four individual controls for front and rear-seat occupants is superb, the audio set-up is good and the multimedia control system far more intuitive to use than BMW's i-Drive. These things matter more to most buyers in this class than the potential for tail-sliding hooliganism.
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