PanterroR
Lap Time Luminary
"Was ist das? Der neue Passat?"
We got that question more than a few times when we drove Volkswagen's new Passat CC in Germany and Austria, and it is a good one. The Passat CC appears to be merely a better-looking replacement for the existing Passat but is in fact an entirely new model designed to slot above the current, more conservatively styled sedan. Naming issues aside, the Passat CC has far more going for it than a pretty, cut-down body. Underneath is a raft of changes — new technologies and improved chassis dynamics — that provide a far superior driving experience to the Passat sedan, making this car a bit more special than we first expected.
The current Passat is the number one selling mid-size sedan in Germany and, logically, an extension of the Passat line could be a good thing for Volkswagen. Drawing its obvious inspiration from the Mercedes CLS — a svelte four-door "coupe," as Mercedes calls it — Volkswagen pushed its historically conservative design envelope and produced a vehicle that, while following in the footsteps of the CLS, manages to stand on its own fairly well. In our eyes, the design looks best from the front and sides — clean Volkswagen-like lines, identifiable Passat cues, and a very handsome-looking profile with taut surfaces and well-balanced dimensions. The rear taillamp treatment and slightly lumpy trunk, though, belie a bit of an identity crisis — some distinctly Asian overtones come through. That nit aside, the dynamic play of light over the car makes it look better in person than in photos, and it is particularly fetching going down the road.
Dimensionally, the CC is 1.2 inches longer, 1.4 inches wider, and nearly 2 inches lower than the regular Passat. These dimensions give the Passat CC a more aggressive stance, and its altered footprint means that no body panels can be carried over — every surface is unique. Instead of being built on old Passat bones, the underlying floorpan itself is also unique so attention could be paid to increasing torsional stiffness and reducing flex. Part of this stiffness helps support the new frameless doors and optional panorama sunroof, a huge piece of glass that stretches from edge to edge and A-pillar to B-pillar. More importantly, the increased stiffness produces a rock-solid platform and one of the quietest interiors we've found. Volkswagen was happy to point out the CC is as quiet as a Mercedes-Benz S-class.
Inside, the biggest change is that the Passat CC is a four-seater only — the rear seat area is divided by a center console with storage and cupholders. Without the need for a flat bench, VW is able to give each rear passenger a snug-fitting individual seat with nearly the same swank cushiness as the fronts. The reduced overall height of the CC, along with its aggressively sloped roofline, eats away at rear seat headroom, and the hair atop my long-torso, six-foot frame just barely brushes the ceiling. You'll also need to remind your rear-seat guests to watch their heads getting out, as the roof line drops down right at exactly the right location for passengers to whack their brainpans.
The dash layout is similar to the regular Passat but with a number of new features. The CC has redesigned HVAC controls that work in conjunction with an all-new, vastly improved touch-screen navigation/audio system. Adjust the temperature and the large color radio display temporarily switches to animation showing the fan speed and the temperatures selected by driver and passenger. Comfortable six-way power seats are standard, with optional 12-way power sport seats available.
The new touch-screen navigation system vaunts Volkswagen from one of the worst nav interfaces on the market to one of the best. Volkswagen's previous chunky graphics and lack of detailed map information has given way to a slick 3D interface with smooth colorful graphics that provide not only detailed information but even offer topographical maps as well. A high-end version includes nav and radio functions, plus a built-in hard drive, SD card slot, and an iPod/USB port in the glove box. Optional is a 650-watt Dynaudio sound system that ranks as one of the best OEM systems on the market with wonderful tonal qualities that even purists will appreciate.
The European-market Passat CC has a number of key technology features that won't be available here in the States (at least not initially) due to liability and cost concerns. First is Lane Assist, a system that uses a black-and-white camera system mounted behind the rearview mirror to monitor how well the driver is keeping the car in the proper lane. The system only activates at speeds greater than 40 mph and will actually steer the car back on course for up to nine seconds. Lane Assist will probably save a few butts along the way, but we'd recommend turning it off when you want to carve up some tight twisting roads, as the gentle nudges from the system every time you come close to apexing a corner become counterproductive after a while.
Volkswagen has also added a distance control feature called Front Assist. This monitors the distance between your car and the vehicle in front of you, warning the driver via a phantasmagoria of lights and sound that you are rapid closing on another vehicle. Further, the system will actually apply the brakes if necessary to avoid a collision, slowing or even stopping the vehicle to maintain a safe distance.
Park Assist uses many of the same front sensors from the Front Assist system to help park your car. The VW system requires the driver to operate the gas and brakes and provides a clear graphical view of where the car's going via the color navigation screen, but it will steer the car into your spot. Critical placement of the car at the start of the parking maneuver helps, but once you get the hang of where to place the car in relation to the spot, the system will get you there flawlessly. A bit gimmicky, Park Assist was likely dictated by market competitors with similar systems.
Last of the not-yet-for-this-market gadgets, and most important for the enthusiast, is Volkswagen's Adaptive Chassis Control. Adjustable suspensions are nothing new, but most don't strike the Goldilocks balance between "comfort," which is too soft, and "sport," which is brutally hard. Volkswagen's system operates in normal, sport, and comfort modes as well, but the system is an active one that monitors yaw sensors, damping at all four corners, wheels speeds, steering input (and speed), and throttle and brake input (and speed of application). Based on all these variables the system recognizes various road conditions and driver inputs and delivers suspension settings accordingly. In normal mode, the Passat CC goes down the road very smoothly, with very little noise and rock solid control, even at Autobahn velocities. Comfort mode is actually just a shade more relaxed without being too soft, and sport mode provides a very nice compromise of outright stiffness without much harshness. Regardless of which setting is selected, the system is constantly monitoring inputs and making changes. On the Autobahn, for example, the system will stiffen the electromechanical steering to provide better on-center feel and resist small inputs. It also relaxes the state of the dampers a bit to give a more comfortable but controlled ride. On the twisting roads we drove through the Austrian Alps the steering input changes once again to give more direct feedback and slightly quicker response. Roll stiffness is dynamically increased, as is damper response, and the Passat CC overall feels far lighter and much flatter through turns than its weight and size would otherwise indicate. The CC exhibits far better body control than the standard Passat and even puts it in company with cars far more expensive. At the limits of tire adhesion, the chassis tuning is neutral but favors understeer to keep things safe. And despite all attempts to instigate power- or lift-oversteer the 300-hp 3.6-liter version we drove failed to get the rear end to rotate significantly. In its defense, the Passat CC was not designed to be an M5 competitor, and up to 8/10ths performance the car is thoroughly composed and fun to drive.
When the Passat CC arrives this September on the North American continent is will lose its Passat designation and simply be known as the CC. Engine choices for our market will include a newly revised version of the 200-hp, 2.0-liter four-cylinder turbo found in the Passat and the current 280-horse 3.6-liter V-6. Introduced as a running change on other 2008 Volkswagen models, the new version of the 2.0T has internal modifications that reduce reciprocating weight and friction, which help to keep the emissions and economy in check while still delivering similar power. Available in sport and luxury trim models, the 2.0T will be featured in the base model CC that is expected to start just below $27,000. The 280-horsepower 3.6-liter V-6 will only be available in sport trim, starting around $38,000 fully loaded. 4Motion all-wheel drive will be available as an option on the 3.6 only. A six-speed manual transmission will be offered on the 2.0T model, but the V-6 will only be available with a six-speed Tiptronic automatic.
Volkswagen of America says the primary competitor to the CC is the Acura TL. Given VW's lack of a rear-drive platform in this segment, we can see why the Infiniti G35 and Lexus IS were left as secondary competitors. What the CC brings to the table is a unique combination of heavy style and German refinement. Volkswagen has produced a genuinely elegant tourer that devours miles of pavement with grace and composure yet still remains fun to drive in the hills. If this bodes well for upcoming new VW products as we've heard, Volkswagen may be on the correct path to bring some excitement back into the brand.
Source: MotiveMagazine.com - Motive First Drive: 2009 Volkswagen Passat CC
