Volkswagen Passat CC 2009 Review

MECHANICAL
As you'd expect, much of the Passat CC is based on the regular sedan and its R36 variant (more here) although there has been a number of changes to give the car its own character. Indeed, Volkswagen has also done a good job separating the two CC variants. For a start, the V6 runs its power through the company's 4MOTION all-wheel-drive system, while the TDI makes do with front-wheel drive only.
 
The V6 is the most powerful petrol engine VW has in its arsenal -- the same unit that is fitted to the R36. That means it produces 220kW at 6600rpm and 350Nm from 2400rpm. The 2.0-litre TDI pumps out 125kW at 4200rpm and an identical 350Nm from 1750rpm. Both use VW's six-speed DSG gearbox.
 
Suspension is the same MacPherson struts front and independent four-link rear end from the Passat sedan suitably updated for the CC. The biggest talking point on both cars is the new Adaptive Chassis Control which is designed to give the car its handling edge.
 
The aim of the system is to give the car both sedan and coupe driving characteristics as well as looks. It works by electronically adjusting the damper rates on the suspension to give the best handling across varying road and load conditions. The system can be controlled by a button next to the gearlever that allows the driver to cycle through three modes -- Normal, Sport and Comfort.
 
Brakes are sourced from the R36 for the V6 FSI while the TDI inherits its hardware from the regular sedan range. That means ventilated discs front and rear for the V6 but the TDI has to make do with ventilated front discs and solid discs at the rear.
 
As mentioned above both models come standard with 18-inch alloy wheels but with separate designs for each model. These are fitted with Continental 'mobility tyres' as standard.
 
A local first for VW, mobility tyres have a viscous polymer coating inside them which allows holes up to 5mm in diameter to self-seal. VW claims the tyres don't suffer the same harshness as run-flats and perform the same as regular Continental rubber.
 
Just in case you run over something bigger than 5mm there is a full-size spare in the boot.

PACKAGING
The CC rides on essentially the same wheelbase as the regular Passat sedan (+2mm) but is longer, wider and lower overall. Length is up 34mm at 4799mm, width 35mm at 1855mm and height a substantial 55mm lower at 1417mm. All up those changes have a big impact on the look of the CC.
 
Starting at the front the CC gets a fresh new look with a larger grille with prominent badge. From the A-pillars the roof swoops over the length of the car in one smooth line, before meeting the C pillars at the short boot. At the rear the CC also gets a unique look with new taillights and subtle rear spoiler worked into the boot lid's trailing edge. All up the package works well giving the car the right proportions to make it stand out in the crowd.
 
Inside the CC also receives unique treatment with four seats instead of the sedan's five. The rear seat passengers get individual contoured seats split CLS-style by a console which features cup holders and handy storage space. Although obviously not as spacious as the sedan, the rear headroom is good while the legroom is as you'd find in the regular sedan. Better than Benz's CLS or BMW's 3 Series coupe -- arguably reasonable vehicles with which to compare the CC.
 
Up front there is a new leather steering wheel and restyled dashboard layout that features the company's new entertainment/navigation system screen (as seen in the Tiguan) sitting above new air-conditioning controls. VW's traditional blue instrument illumination is replaced on the CC with white lighting.
 
The front sports seats feature 12-way adjustability, with the driver's seat also receiving a memory function.
 
Another nice feature is the boot's capacity. At 532-litres it provides the CC with ample luggage space despite having a shorter rear deck. Longer items can also be accommodated thanks to a pass through via the folding centre console or the split fold rear seating.   
 
SAFETY
As mentioned above the CC has front, side and curtain airbags for the driver and front-seat passenger as well as side and curtain airbags for the rear occupants.
 
All the usual electronic acronyms are also covered with electronic stability control (ESC), anti-skid brakes (ABS) and electronic brake-pressure distribution (EBD). And there is another acronym that Volkswagen is proud of: ACC. No, it's not the Adaptive Chassis Control (though quite why VW chose two identical acronyms remains a mystery) but Active Cruise Control with Front Assist.
 
Similar in most respects to other radar cruise controls the ACC uses a radar imbedded in badge on the grille to monitor the distance to the cars ahead. The driver is able to program the distance he or she would like to keep from the nearest car and the system adjusts the car's speed accordingly. Additionally, if the car ahead comes to a sudden stop the ACC will also bring the Passat to a complete halt in time.
 
Front Assist also functions when the cruise control isn't engaged. It uses the radar technology to assess if the car is closing on the car ahead too quickly or if it comes to an abrupt stop and alerts the driver. The first step uses a warning light and then grabs the brakes momentarily.
 
Unlike the similar system in the new Volvo XC60 the Volkswagen won't automatically stop the car using Front Assist, instead leaving that in the control of the driver. 
 
COMPETITORS
It's hard to really judge the car's competitors when it is the first of its kind at this price. The Mercedes Benz CLS is the most obvious in terms of concept but the two are so different in pricing its hard to really consider them rivals.
 
In reality the Passat CC will earn its sales from the same place the Passat sedan does. That means BMW 3 Series, Audi A4 and Mercedes-Benz C-Class and the regular Passat.
 
We can also see traditional buyers of local execs (Calais, G6E, etc) being tempted by the CC. Particularly if they already have a Golf or Polo in the garage.
 
As Dierks mentioned above Volkswagen is hopeful that the Passat CC can attract a new type of customer to the brand. In her trademark fashion she gives nothing away about sales expectations but it's fair to say they are modest.
 
"It's a bit like our R Line range, it adds a bit of glamour. People look at it and say 'I would like to drive that'," she says.

ON THE ROAD
The first thing that hits you about the Passat CC is just how 'premium' it feels as soon as you jump inside. Audi may be the mass market prestige brand of the Volkswagen Group, but the Passat doesn't lack anything compared to its sister brand's offerings with considerably higher pricetags.
 
The ergonomics are good, the controls are well laid out and the dash is simple but effective. Furthermore, an acoustic windscreen does a good job of keeping road noise out, making the cabin a very quiet and civil affair.
 
The engine is barely noticeable at cruising speeds and wind noise and tyre roar are both better than average.
 
The R36-sourced V6 is one of the company's most impressive offerings. Although the CC uses a different exhaust system to the R-model (depriving you of the beautiful noise it can make), the engine pulls strongly through the rev range. Coupled with the 4MOTION system, the top-spec CC rides and handles well -- though without ever feeling like a 'proper' sports coupe, or even a full-blooded sports sedan like the R36.
 
The TDI on the other hand felt out of place on the country route VW used to launch the new four-door. It didn't feel as solid or taut as the V6. There was a noticeable delay between right foot and wheels when overtaking too, although when the engine found the right revs, there was enough torque to get the job done.
 
When pushed the steering was too light and there was noticeable kickback when cornering, especially on the TDI. The brakes were a disappointment too when working the diesel model hard. The entry-level model was good enough around town but didn't feel adequately equipped for serious driving. The pedal offered little in the way of feel and what was there was uninspiringly soft and spongy. As you'd expect the superior R36-dervied discs on the V6 removed those complaints.
 
On both models the DSG twin-clutch gearbox worked well with the Sports mode offering a genuine alternative to normal Drive. It uses lower gears and held them longer although when really pressing on it still changed earlier than ideal. Frustratingly, when using the steering wheel mounted paddles the car's brain more often than not decided when to change for you. That could result in double changes at time, making using the manual paddles decidedly unappealing.
 
The Adaptive Chassis Control produced a noticeable difference in each mode but it was more subtle on the heavier V6 compared with the TDI. Without longer in the car and comparing back-to-back on the same stretch of road it's hard to make a definitive judgment on the system.
 
At the end of our time in the CC the overwhelming feeling is of a very competent car but one lacking any real 'wow' factor on the open road.
 
For a car that claims to be both a sedan and a coupe, it proves more the former than the latter. That said, put aside an expectation of true sporting credentials and look at the CC strictly as one of the most stylish sedans available and it makes a more compelling case.