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Road Test: Volkswagen Phaeton 3.0 V6 TDI 4MOTION 4dr [5 seat] Auto

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Road Test: Volkswagen Phaeton 3.0 V6 TDI 4MOTION 4dr [5 seat] Auto | Top Gear

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Road Test: Volkswagen Phaeton 3.0 V6 TDI 4MOTION 4dr [5 seat] Auto

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The VW Phaeton is a fine, high-tech saloon. Shame it's not worth buying new...

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Road Test: Volkswagen Phaeton 3.0 V6 TDI 4MOTION 4dr [5 seat] Auto

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Road Test: Volkswagen Phaeton 3.0 V6 TDI 4MOTION 4dr [5 seat] Auto

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Volkswagen has just heavily face-lifted its top saloon

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you'd be forgiven for not noticing the difference. The new look is definitely the meek -marketer's favourite of ‘evolution rather than revolution' - tweaked bumpers all round

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smoked rear lenses and LEDs in the front headlights - but that's no bad thing. There's a reassuring solidity to it

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which is the feeling you get from the whole car. Nothing too fancy or gimmicky.There's enough tech inside

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but not so much that you feel swamped. The dash houses a satnav unit (standard on all the Phaetons) that has been updated and now gets Google mapping. It's all recognisably VW parts bin

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but if that's good enough for the new Bentley Conti GT

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then it's certainly good enough for the Phaeton.Build quality is still as tight as ever

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and there's loads of legroom in the back

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even in the standard-wheelbase car we tested. There's also a long-wheelbase version available (£2

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but that's mainly aimed at the Chinese market. For us

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it's just a waste of steel and cash.The engine and chassis are unaltered by this facelift - most people will opt for the 3.0 TDI

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but you can also still buy the 6.0-litre W12 with 444bhp. The VW Group 3.0-litre diesel has never been a harsh engine

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there's enough power and torque to waft along happily

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but not quickly. Press the throttle hard from 50mph

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and it'll simply nudge you along quicker. This car is all about getting places imperiously.So why Volkswagen has continuedto fit the Phaeton with the comically named Sportive suspension settingis baffling. Stiffer suspension is not what's required in the Phaeton.And here's a tip: don't put the air suspension in ‘comfort' mode. It's oddly not as relaxing as one notch sportier in the settings menu because the damping isn't as well-controlled

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so the ride isn't as smooth.None of which alters the most fundamental problem with the new Phaeton: no one wants to pay for expensive Volkswagen saloons. Official figures put the depreciation loss over the first three years at a mind-boggling 63 per cent. Which makes this initial Drive about six months too early. Still

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you'll be getting a good and understated car

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and the best value secondhand saloon out there. If you wait until the summer

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Volkswagen has just heavily face-lifted its top saloon, but even with the new nose, back end and reworked interior, you'd be forgiven for not noticing the difference. The new look is definitely the meek -marketer's favourite of ‘evolution rather than revolution' - tweaked bumpers all round, smoked rear lenses and LEDs in the front headlights - but that's no bad thing. There's a reassuring solidity to it, which is the feeling you get from the whole car. Nothing too fancy or gimmicky.

There's enough tech inside, but not so much that you feel swamped. The dash houses a satnav unit (standard on all the Phaetons) that has been updated and now gets Google mapping. It's all recognisably VW parts bin, but if that's good enough for the new Bentley Conti GT, then it's certainly good enough for the Phaeton.

Build quality is still as tight as ever, and there's loads of legroom in the back, even in the standard-wheelbase car we tested. There's also a long-wheelbase version available (£2,445 extra), but that's mainly aimed at the Chinese market. For us, it's just a waste of steel and cash.

The engine and chassis are unaltered by this facelift - most people will opt for the 3.0 TDI, but you can also still buy the 6.0-litre W12 with 444bhp. The VW Group 3.0-litre diesel has never been a harsh engine, and with 237bhp and 367lb ft, there's enough power and torque to waft along happily, but not quickly. Press the throttle hard from 50mph, and it'll simply nudge you along quicker. This car is all about getting places imperiously.

So why Volkswagen has continuedto fit the Phaeton with the comically named Sportive suspension settingis baffling. Stiffer suspension is not what's required in the Phaeton.And here's a tip: don't put the air suspension in ‘comfort' mode. It's oddly not as relaxing as one notch sportier in the settings menu because the damping isn't as well-controlled, so the ride isn't as smooth.

None of which alters the most fundamental problem with the new Phaeton: no one wants to pay for expensive Volkswagen saloons. Official figures put the depreciation loss over the first three years at a mind-boggling 63 per cent. Which makes this initial Drive about six months too early. Still, when you do get your secondhand Phaeton, you'll be getting a good and understated car, and the best value secondhand saloon out there. If you wait until the summer, you should be able to save youself £10,000. Just be patient.

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Volkswagen has just heavily face-lifted its top saloon, but even with the new nose, back end and reworked interior, you'd be forgiven for not noticing the difference. The new look is definitely the meek -marketer's favourite of ‘evolution rather than revolution' - tweaked bumpers all round, smoked rear lenses and LEDs in the front headlights - but that's no bad thing. There's a reassuring solidity to it, which is the feeling you get from the whole car. Nothing too fancy or gimmicky.

There's enough tech inside, but not so much that you feel swamped. The dash houses a satnav unit (standard on all the Phaetons) that has been updated and now gets Google mapping. It's all recognisably VW parts bin, but if that's good enough for the new Bentley Conti GT, then it's certainly good enough for the Phaeton.

Build quality is still as tight as ever, and there's loads of legroom in the back, even in the standard-wheelbase car we tested. There's also a long-wheelbase version available (£2,445 extra), but that's mainly aimed at the Chinese market. For us, it's just a waste of steel and cash.

The engine and chassis are unaltered by this facelift - most people will opt for the 3.0 TDI, but you can also still buy the 6.0-litre W12 with 444bhp. The VW Group 3.0-litre diesel has never been a harsh engine, and with 237bhp and 367lb ft, there's enough power and torque to waft along happily, but not quickly. Press the throttle hard from 50mph, and it'll simply nudge you along quicker. This car is all about getting places imperiously.

So why Volkswagen has continuedto fit the Phaeton with the comically named Sportive suspension settingis baffling. Stiffer suspension is not what's required in the Phaeton.And here's a tip: don't put the air suspension in ‘comfort' mode. It's oddly not as relaxing as one notch sportier in the settings menu because the damping isn't as well-controlled, so the ride isn't as smooth.

None of which alters the most fundamental problem with the new Phaeton: no one wants to pay for expensive Volkswagen saloons. Official figures put the depreciation loss over the first three years at a mind-boggling 63 per cent. Which makes this initial Drive about six months too early. Still, when you do get your secondhand Phaeton, you'll be getting a good and understated car, and the best value secondhand saloon out there. If you wait until the summer, you should be able to save youself £10,000. Just be patient.

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The VW Phaeton is a fine, high-tech saloon. Shame it's not worth buying new...