KEY POINTS:
It was only when we got out of the Touareg that we realised how slippery it was on Coronet Peak. There was no snow, but it was cold, and the mud was the colour and consistency of wet ash. Our boots slithered as we skated over to look at the stupendous view over the lakes and across at range after range of inhospitable peaks.
The cars and, more importantly, their heated seats looked doubly inviting - bar the sudden worry about how we were going to get down. We'd certainly got up, which was no mean feat on road tyres, even when you don't know just how bad the track is. When you do, your brain conspires against you.
Which is perhaps why we ended up sideways, sliding towards the yawning chasm. We stopped, thought about it, and rolled carefully backwards to the vestiges of verge which looked like they had more grip. Gradually we achieved a more natural angle on the track and inched our way downwards.
It was the only time in three days of demanding driving that this driver felt less than fully in control, testament to the skills of the car - and the confidence of Volkswagen.
Its more elevated Porsche stablemate had launched the latest Cayenne via some wonderful country swervery and haute cuisine, but not a single clod of dirt - perhaps reflecting the tastes of that vehicle's potential owner.
The Touareg starts at $99,990 and tops out at $174,490. But it's not just a pretty face, and VW's evangelical staff were very keen to demonstrate that fact.
Of course the car's face has changed - an updated grille and new head and tail lights are the first of 2300 differences.
Under the bonnet there are new engines, with direct fuel injection technology added to the 3.6-litre V6 and 4.2-litre V8 petrol units.
Power and torque are up 16 per cent for the former, while fuel consumption is down - even the V8 offers more grunt while drinking less petrol.
Meanwhile the diesels - the 2.5-litre R5, the 3.0-litre V6 and the stonking 5.0-litre V10 - get particulate filters which trap and periodically incinerate the particles that are otherwise emitted in smoky exhausts.
The base petrol and diesel models get steel-sprung suspension, which did a decent job of difficult wheel-articulation tests. But if you're going off-road it's the clever air suspenders you'll need, with their self-levelling, height adjustment and continuous damper control.
The steel works well on road, and adequately off. But there's nothing like being able to lift yourself off ruts and over rocks to sell a technology. The air suspension gives Touareg a ground clearance of up to 300mm - 167mm more than the steel-sprung cars and over 90mm more than Toyota's Land Cruiser Prado can boast, 50mm higher than the rough, tough Jeep Wrangler.
Start ticking options boxes and with the right tyres this Touareg could give Wrangler a run for its money. The basic 4WD system features a lockable centre diff, distributing power from front-to-rear.
Opt for the $2000 lockable rear diff, and you can also adjust drive from side to side, almost infinitely distributing urge to whichever individual wheel has grip. Add the decoupling stabiliser bar and wheel articulation improves markedly.
The amusing thing is that Touareg can make good use of all this stuff. It can embarrass more rugged machinery. But that's not important to buyers, who rarely opt to use it. What's important is that they could bash bush. The potential is there. But they prefer to know about it, not exercise it.
Hence the more road-oriented options; the 20in wheels, the electrically actuated tailgate, the driving dynamics package, the privacy glass, Nappa leather and Side Scan Lane Change assist. Yes, for $1000 the car will keep an eye on your blind spot. If there's someone there, a light comes on in the outside mirrors. Indicate an intention to move over, and it flashes. Useful, as long as you're thoughtful enough to indicate, but not to take a second look.
Without all this, specification is still generous - six airbags and a fancy ESP system that includes active rollover protection are standard. As is ABSplus which dries the brakes for you, and behaves differently when braking on thick gravel to tarmac.
All clever stuff, and owners will no doubt be glad to know it's there. But the question Touareg really raises is where VW is going. It has a range that stretches from the $23,990 Polo to the $174,490 5.0-litre V10 Touareg, and it must be difficult to market both to the mainstream and the luxury buyer, for whom mainstream is a dirty word. Perhaps a dual-stream strategy will be devised along Toyota-Lexus lines. Meanwhile, VW has its hands full addressing profitability. It promises to make a cheaper Golf at new manufacturing sites in countries where labour is cheap. India, with its British-based laws and business practices, and its widespread facility with the English language, seems the best bet.
Meanwhile VW NZ is celebrating its approach to the magic 2000 sales barrier and the fact it has now overtaken some mainstream cars in the charts Subaru has already been left in its dust-laden wake.
Key to that celebration is its most excessive vehicle yet - another Touareg. The R50 will be sold in limited numbers, and we're the only right-hand-drive market in this part of the world to get it at all. It will boast an astonishing 800Nm of torque, will feature a body kit, batwing sports seats and 21in alloy wheels. And it'll be bought by those who want to make a statement round town, not get off the ski field safely.
No doubt they'll be happy with their purchase, but looking down from Coronet Peak the idea of luxury with sensible underpinnings seemed the way to go: not only promising the world, but delivering the capability to fully appreciate it.
