"It only takes a few minutes behind the wheel torealize the Volkswagen Phaeton is a very special car. Whatever they're smoking in Wolfsburg, I want some."
A VW dealer print campaign for the Phaeton asks, "What have we been smoking?" I can just imagine Dr. Piech and crew sitting around a giant hookah pipe listening to Morcheeba while kicking back in Scirocco Hall. Between exhales, Piech says something like "Ya know what'd be cool? Let's make a really great car before I leave. Come on, we've already got most of the parts...it'll be fun. Oh, and Pischetsrieder, stop bogarting the Oreos."
Yeah, I'm sure it went down just like that.Call it an experiment if you will but the last project of Piech's legacy is without question the finest car to ever wear the Volkswagen badge. If it was the good doctor's intention to move upscale, he did so with brilliant verve. It only takes a few minutes behind the wheel to realize the Volkswagen Phaeton is a very special car. Whatever they're smoking in Wolfsburg, I want some.
Unlike the misunderstood Passat W8, the Phaeton is a significant departure in design for VW. For one thing it's big and imposing. People tend to get out of the way when you roll up, like Tony Soprano leaving a loading dock. Measuring 203 in. end to end (the biggest VW ever), the Phaeton's dimensions leave it with a profile very similar to Mercedes' S-Class and BMW's 7 Series and, of course, Audi's A8.
This leather-clad cabin features real wood trim.
Competing against these well established marques seems folly--who's going to spend 72 grand for a Volkswagen? Well, after VW develops its neurolyzer, a device to erase the automotive consciousness from the car-buying public, the answer will be many. It's best to experience the Phaeton without knowing what it is. Don't think of it as an established manufacturer's attempt to go upscale but rather a company's quest to build the best car it can.Our long-term Phaeton V8 lists at $64,600 and includes a staggering list of standard features: a 335-bhp 4.2-liter engine mated to a six-speed tiptronic gearbox, navigation/trip computer, auto leveling air suspension with electronic dampening control, Onstar™, xenon headlamps, real wood trim, a leather clad cabin, power-assisted trunk lid, premium Bose® stereo with six-disc CD changer, glass sunroof, 18-way adjustable/ventilated/heated power seats, HomeLink®, privacy screens, 18-in. alloy wheels (a no-charge option) and the entire gamut of Volkswagen's driving aids (4Motion, ESP, ASR, EBD, etc.). Given the high degree of performance and luxury, the Phaeton is actually a bargain. Plan on spending another $10- to $20K for a comparably equipped BMW, Mercedes or Audi.
We optioned our Luna Blue Phaeton with the Comfort and Cold Weather Packages, which include rear adjustable ventilated/massage seats ($2,900), electronic parking assist ($1,150), keyless access ($500) and an upgraded 270-watt stereo ($1,000). Additionally, there was a $1,300 gas-guzzler tax, a $150 California/Northeast emissions charge and a $615 destination charge. Totaled up, our Phaeton V8 cost $72,215--about the same amount as two fully appointed Passats.
It doesn't take long to become familiar with the Phaeton. All the basic controls are well placed and the seating position lends a commanding view of the road. The climate control is accessed through the main dashboard screen and gives you the option of establishing your comfort level and of those around you. Or, they can do it themselves via their own controls. My only gripe is you must set the menu to "climate" and bring up that screen every time you adjust the fan speed and vent position. Most of the controls are accessed this way and can be frustrating for first-time drivers.
VW's no-extra-cost optional 18" wheels
My first substantial road trip took me some 120 miles south to the Scripps Institute in San Diego. The V8 has more than enough grunt to move the Phaeton's 5,200-lb chassis with remarkable authority. The Phaeton cuts through traffic like a much smaller car and makes me wonder why anyone would pay the extra premium for the 12-cylinder model. Moreover, the Phaeton V8's transmission manages to instantly engage the correct gear and keep the engine in the meat of the powerband. The "sport" setting is even more aggressive and tends to hold gears even longer. There's nothing quite like the sound of a German V8 bouncing off the rev limiter. A light foot can render some 16 to 18 mpg, which isn't too bad given the car's generous proportions.
The electronic dampening control (EDC) is accessed through a button near the shifter. It offers four settings from comfort to sport, with each setting becoming progressively tighter. I didn't really mess with the EDC for the first week as all of my driving was within the city and I found the suspension damn near perfect. There was no reason to change it. However, on one particular freeway ramp, a high-speed left-hander, I had a brief "moment" when the car porpoised substantially. I'm guessing the comfort suspension setting is not optimal for those types of chassis loads. The car didn't really do anything more that slap me out of my driving coma. I quick turn of a dial and I set the suspension to sport, which left the Phaeton with a much more controlled ride. I leave it on sport all the time now. The ride is still great and I've yet to hear a passenger complaint. And there have been many, many passengers.
Although most people want to experience a car from the driver's seat, most begin the Phaeton tour in the back seats. The closest analogy I can come up with are the first-class seats on Virgin Atlantic Airlines. It's hugely comfortable, luxurious and there's plenty of room to stretch out. And those massage chairs are a big hit. Folks would sit in the back, raise the privacy screens and close their eyes while a thousand tiny fingers rubbed out the day's tension. In most cars, people race to the "shotgun" seat,with the Phaeton they're fighting for the back seat.The first 2,000 miles have been incident-free save a few niggling problems. Occasionally, the automatic trunk will mysteriously refuse to open. The next day, however, it works just fine. And given the huge--no colossal--trunk, there's always something back there. The second issue is the electronically controlled vents that open upon ignition. Sometimes they'll stick closed. It's funny, though, these things seem to work fine now, as though the Phaeton is being fixed during the night by VW elves.
On a recent visit to several VW tuners, it was interesting to note how many of them wanted a Phaeton in their respective shops (some of these guys were barely 30 years old). A few have already received their Phaetons and are aching to customize them. Personally, I think the car screams for a bigger wheel/tire combo and a mild tint on the windows. You can bet we'll be hitting up Volkswagen Parts and Accessories before the year is up (you've been warned Robert Gal).
The Phaeton V8 has proven to be one of our more popular long-term cars, especially among the more car-savvy crowd. It seems everyone wants to experience what Volkswagen can do with a luxury car. From their responses, the Phaeton has impressed more than a few with this gorgeous piece of machinery. I know, because I'm one of them.