VOLKSWAGEN

CLASS CONSCIOUSNESS The classiest medium-range saloon you can buy also comes as an estate. Jonathan Crouch checks it out…

Think of a Volkswagen Passat and you probably think of an estate car, which is not surprising given that over 4.3 million Passat Estates have so far been produced over five generations. British buyers were once bored by the car in any other form but these days, things are very different. The latest four-door is in demand, rightly acclaimed as one of the best family saloons there is. So what of the estate version?

Well, on paper at least, much the same ought to apply. The station wagon of course, features all the latest generation model’s improvements, including the saloon’s distinctive front design, which means it has the same imposing ‘V’ shaped chrome grille. From the B-pillar back however, the body is very different. In profile, the car has a more dynamic design than we’ve seen with previous Passat Estates, with a window line that rises towards the D-pillar. The angle of the tailgate is also less vertical, while fast-acting LED bulbs are used for the rear lights. Fortunately, the more streamlined appearance has not been achieved at the expense of luggage capacity. Maximum volume in the cargo area is 1,731 litres, compared with the 1,600 litres of this car’s predecessor. The newcomer is 1.9cm taller than before (at 1.52m), 9.2cm longer (at 4.77m) and 7.4cm wider (at 1.82m). Adding to the practical character of this model is optional self-levelling hydropneumatic rear suspension, while a rail system in the boot floor allows more flexible securing of heavy items. Like its saloon counterpart, this Passat Estate features four-link rear suspension and transversely-mounted engines. Technical highlights include a Bluetooth telephone unit and a benchmark 600W RMS Dynaudio sound system, plus, two firsts in this class: a standard-fit electronic handbrake, and a 2Zone Climatronic system.

"If you’re looking for quality in a volume marketplace, nobody does in better than this…."

Engine-wise, the units on offer reflect those available in the saloon. On the petrol side, that means a choice between the 1.4-litre (122 PS), 1.8-litre (160PS), 2.0-litre (150 PS), 2.0-litre Turbo (200 PS) and 3.2-litre V6 (250 PS) FSI units that are shared with Audi models. As are the diesel TDI engines, of 1.9-litres (105 PS) and 2.0-litres (140 or 170PS) in size. Go for the 110PS version of the 2.0 TDI and there’s the option of a frugal BlueMotion version. Volkswagen’s clever DSG (Direct Shift Gearbox) is available on TDI models, with six-speed tiptronic automatic transmission available on 2.0-litre FSI engines. There’s a 4MOTION four wheel drive option if you choose the 140PS 2.0-litre TDI variant, a system that comes as standard to buyers of the 3.2-litre petrol model. And as standard to the R36 performance flagship, a car that puts out 296bhp. Price-wise, you can expect to pay a premium of around £1,100, model-for-model on saloon prices, which means you’ll need to budget in the £17,000 to £32,000 bracket. Team the 2.0-litre TDI with the revolutionary DSG (Direct Shift Gearbox) and you’ll have a very satisfying ride. This uses a sequential manual gearbox in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Passat instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. The petrol cars have to make do with the less special six-speed tiptronic automatic. Volkswagen promise 4MOTION all-wheel drive models in the not too distant future. As with the saloon, this Passat Estate has a classy look, much of it borrowed from the larger Phaeton luxury saloon. The windscreen is raked back, giving the shape a dynamic stance, and the low roofline combines with a wedge-shaped profile that seems to store the car’s energy up in its chunky haunches. Whereas the old model always looked ready to accept a fare, this time round the Passat looks set to spring forward. Fit it with a big set of alloy wheels and it looks very special indeed. Most cars these days are also a good deal more rigid in terms of torsional stiffness than their predecessors and this Volkswagen is no exception. Find a jolly green giant to attempt to twist this new Passat Estate and he’d have to use 57 per cent more strength compared to the old car. In real terms, this means that the body is torsionally ‘quiet’, allowing the suspenion to do its work more effectively. The end result is a more cossetting ride and better performance through corners. The Passat’s cabin might come as a surprise to those expecting the Phaeton-esque styling influences to continue indoors. In fact, it’s rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. Standard equipment levels disprove the old myth about German cars being as lavishly appointed as a squash court. In addition to the recent specification tweaks, all models as a matter of course get ABS, climate controlled air-conditioning, an alarm/immobiliser and remote central locking. All cars also come fitted as standard with front, side and curtain airbags, plus Brake Assist and a third rear seatbelt. So is the car worth the money ? On balance, we’d say yes. Volkswagen have confidence in this car. As do its dealers. And with good reason. If you’re looking for quality in a volume marketplace, nobody does in better than this.

Facts At A Glance CAR: Volkswagen Passat Estate range PRICES: £17,000-£32,175 - on the road INSURANCE GROUPS: 7-16 CO2 EMISSIONS: 129-242g/km PERFORMANCE: [2.0 FSI] 0-60mph 9.4s / Max Speed 132mph FUEL CONSUMPTION: [2.0 FSI] (combined) 35mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1470

PROMOTION TO THE PREMIER LEAGUE? The Volkswagen Passat TDI170 diesel does more than enough to keep the premium brands honest. Andy Enright reports

To the untrained eye, the medium range market is much of a muchness but delve a little deeper and you’ll discover it’s like a layer cake. At the bottom are the big Korean value options, above which sits the real mainstream stuff from the likes of Ford and Vauxhall. Spend a little more money and you get the more aspirational brands like Honda and Volkswagen. Next up come the likes of Alfa Romeo, Saab and Volvo, with Jaguar and Lexus sitting just below BMW, Audi and Mercedes at the top table. There are social climbers, however, and the Volkswagen Passat TDI170 is a model that punches well above its weight.

It’s not hard to see why. Perform a blind test and you’d swear that the Passat cost a good deal more than, say, a 2.2-litre diesel Jaguar X-TYPE, although with prices starting at £21,425, it’s still nearly £2,000 cheaper (not to mention significantly more powerful). Even specified in luxury SEL guise with the revolutionary twin-clutch DSG sequential manual gearbox, you’ll still be looking at a price of just £23,500 – a mere £90 over the price of the entry-level Jaguar. If you want to see brand management at work, this same engine in an equivalent high-end front wheel drive Audi A4 would set you back over £25,000. As a compromise between affordability and the nagging suspicion that you’re getting worked over for a desirable badge, the Passat TDI 170 walks a very well-judged line. The benchmark engine in this sector had long been BMW’s 163bhp 320d but that looks to have changed with the advent of this punchy 170bhp diesel. It’s not only got the drop on the BMW in terms of power output, it also does a number on the Munich unit in terms of torque, the 320d fronting up with a peak figure of 251lb/ft as opposed to the Passat’s 258. The BMW may still appeal to more coorporate buyers on account of its lower CO2 emissions, but the Passat is a much more spacious car and will attract customers who need a genuine five seater. Opt for the six-speed manual and you’ll still only churn out 160g/km – less than a Kia Cerato 1.6.

"Research definitely pays off when you’re choosing a car like this. The more info you unearth, the better the Passat TDI 170 looks"

Volkswagen achieves this through a number of measures, not least of which is a clever four-cylinder direct injection system that makes better use of every drop of diesel. The injectors on all four cylinders are controlled by a single powerful electronic control unit (ECU) which carefully adapts the amount and mixture of fuel passing through into each cylinder. Having developed this, the engineers decided that the obvious next step was for each cylinder to have its own ECU unit; the fuel amount and mixture could then be even more carefully monitored and even greater efficiency achieved. This engine also features Piezo injectors that precisely meter fuel delivery to provide more power and even stronger performance. Featuring a high-pressure pump and rail for the four cylinder engine, the Piezo system permits up to five separate amounts of fuel to be injected on each working stroke at an injection pressure of 1,600 bar - 250 bar more than with previous common rail systems. This helps to achieve the best possible fuel/air mixture and an even more efficient combustion process. Environmental impact is also minimised by a diesel particulate filter, which is fitted as standard and works in conjunction with the twin catalytic converters to maximise exhaust gas cleansing. The system needs no additives, and so will need no servicing throughout the lifespan of the car. That’s the technology taken care of and the net result is a car that anybody can enjoy, just as long as they can stump up the asking price. With nearly 170bhp under the bonnet, it certainly doesn’t hang around. The headline figure with this model isn’t the power output but the maximum torque output of 258lb/ft. The BMW 330i, the Ford Focus ST, the Mercedes SL350, the Porsche Cayman S, and the Subaru Impreza WRX all fail to top this figure. Torque is simply defined as rotational force and it’s best to think of it as the engine’s muscularity. With this sort of torque on tap, you can rest assured that this Passat isn’t going to get sand kicked in its face. Acceleration figures from rest never do a diesel car justice and the 0-60 figure of 8.3 seconds sounds brisk rather than concussive. A more indicative test is the 30-70mph time through the gears and here the Volkswagen is quick enough to give many of the cars listed above a real scare. Team the 2.0-litre TDI with the revolutionary DSG (Direct Shift Gearbox) and you’ll have a very satisfying ride. This uses a sequential manual gearbox in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Passat instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. Ask yourself some serious questions and it’s hard not to come to the conclusion that Volkswagen’s Passat 2.0 TDI 170 offers one of the best value propositions anywhere in the medium range sector. In many respects it makes more sense than the genuine cheapies. The market is never going to be flooded by them, residuals are going to stand up very well and once you’ve got over the initial purchase price, you have a very sophisticated saloon that’s not expensive in terms of ongoing costs. A little knowledge can be dangerous if you’re trying to market a top end brand.

Facts At A Glance CAR: Volkswagen Passat 2.0 TDI 170 range PRICES: £21,425-£23,325 - on the road INSURANCE GROUP: 13 CO2 EMISSIONS: 160-181g/km PERFORMANCE: 0-60mph 8.3s / Max Speed 138mph FUEL CONSUMPTION: (urban) 35.3mpg / (extra urban) mpg / 53.3mpg / (combined) 45.6mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1470

BETTER BY DESIGN Volkswagen’s Passat 2.0FSI Challenges Convention In The Premium Saloon Market. Andy Enright Reports

Twin tests can be illuminating. Sometimes it’s only when you drive a couple of cars for hundreds of miles back to back, live with them for a few weeks or drive them to the very limits of their capabilities that a victor emerges. On other occasions it’s a whole lot simpler than that. Take Volkswagen’s Passat with the high-tech 2.0-litre FSI engine as a benchmark. Specify it in plush SE guise, priced at £18,255 and then wheel in the equivalent BMW 3 Series that sort of money will buy you. You’ll have a problem. The entry-level Three starts over £20,500.

On paper, there’s not a whole lot between these cars. The Passat’s engine generates 148bhp; the BMW 320i is good for 150bhp. The BMW gets to 60mph in 9.3 seconds, the Passat 9.4. Now park the two cars next to one another. Suddenly this looks like a mismatch and it isn’t in Munich’s favour. The Passat’s detailing is more finely resolved, it’s bigger, has a better stance, its proportions look a whole lot more athletic than the BMW, a car whose miserable 16-inch wheels look lost in those gaping wheel arches. Drop inside and the story continues. When it comes to equipment, the Passat annihilates the BMW. It feels a closer match for a 5 Series than a Three, offering acres more room in the back. The surprises don’t stop there. Drive the two cars back to back and there’s not a great deal to separate them. Naturally, if you’re interested in all-out handling, the BMW still has the edge – it would be foolish to suggest otherwise – but for 95 per cent of the time there’s nothing between them and the Volkswagen rides better, something you’ll appreciate every second you’re in the car.

"Look up the word ‘convincing’ in a dictionary and it ought to be annotated with an illustration of a Passat 2.0FSI"

Whereas the BMW comes across as a functional tool that’s designed to offer the most thrilling drive they could possibly get away with, the Passat, against all conceivable odds, emerges as the more covetable ownership proposition. It’s the car you’ll look over your shoulder at after parking, kidding yourself that the latest styling updates render it all but indistinguishable from a £50,000 Phaeton. It’s grown in every dimension compared to the old car and there are the same sculpted rear buttresses and fluted flanks as the more expensive car. The Phaeton has long been a slow seller and the Passat could well drive a final nail into its coffin, so upmarket is this latest version’s look and feel. The windscreen is raked back, giving the shape a far more dynamic stance, and the low roofline combines with a wedge-shaped profile that seems to store the car’s energy up in its chunky haunches. Whereas the old model always looked ready to accept a fare, this time around the Passat looks set to spring forward. Fit it with a big set of alloy wheels and it looks very special indeed. The 2.0-litre FSI engine is a smart pick, combining economy and a decent amount of power in one high-tech package. The most cost effective way to get this is to plump for the S trim car, opening at £16,950, but many will prefer the chrome, leather, velour and electrically adjustable luxury of the SE version. Closer to the BMW in terms of price, if not performance will be the 2.0T FSI (priced from £21,095), a 200bhp turbocharged version of the Passat that will make many seriously question their requirements for that blue and white roundel. Fuel economy of the normally aspirated version is quoted at 33.6mpg and perhaps the only slight Achilles heel is a CO2 figure of 202g/km. This car is longer (4.77m) and wider (1.82m) than you might expect and, like most Volkswagen saloons, has in four-door form a huge boot (565 litres). The bodywork itself is also impressively stiff (57% more than the previous generation model) which means for you in real terms that this car is what we call ‘torsionally quiet’, with an all-round chassis rigidity that allows the suspension to do its work more effectively. The end result is a more cossetting ride and better performance through corners. The Passat’s cabin might come as a surprise to those expecting the Phaeton-esque styling influences to continue indoors. In fact, it’s rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system. Volkswagen have settled down as a company since the old Chairman Ferdinand Piech stepped down. They seem more grounded and better positioned to ‘leverage their core competences’ as senior management would put it. Hopefully there won’t be another Phaeton and Volkswagen won’t feel the need to build ever more powerful and irrelevant Passats. As it stands, the 2.0-litre FSI model is everything we could have hoped for and more. With tax laws signalling an imminent return to petrol engines, this car could be about to clean up.

FACTS AT A GLANCE CAR: Volkswagen Passat 2.0FSI range PRICES: £16,950-£22,195 - on the road INSURANCE GROUPS: 10-11 CO2 EMISSIONS: 197-202g/km PERFORMANCE: [150PS] 0-60mph 9.4s / Max Speed 132mph FUEL CONSUMPTION: [150 PS] (combined) 33.6mpg STANDARD SAFETY FEATURES: ABS with BAS and EBD, traction and stability control, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1470

CAN YOU CC YOURSELF IN THIS? We’ve kind of got used to coupes having two doors but with the Passat CC, Volkswagen hopes to change the rules. Andy Enright reports

Here’s a Volkswagen Passat which is, well, something quite different, even if it doesn’t look it at first glance. Lower, sleeker and more upmarket, the Passat CC is what its makers call a ‘Comfort Coupe’ rather than any kind of cabriolet. Oh and it has four doors and a decent boot too…..

Quite who the target buyer for the Passat CC provokes quite a fair degree of conjecture. While the US remains the key market for this model, British buyers may be harder to come by. The market for four door coupes hasn’t been notably vibrant and while Mercedes has scored a notable success with the CLS, the Passat CC lacks that car’s bold, almost baroque styling. It may also score some sales from customers who have looked at leggy GT coupe models like the Peugeot 407 Coupe, but can’t face the inconvenience of two doors. Drilling down into ever smaller demographics like this is perhaps an indicator of how muddled this car’s message is. Even the name is a bit of a fudge, the CC badge being associated in this country with a coupe-cabriolet, here explained away as Comfort Coupe. Despite the concept and marketing of this car being a little hazy, the finished product has much to commend it and were the Passat saloon not available, the Passat CC would be written about in far more glowing terms than it is. This is a smart and well equipped car, but one that struggles for a point. Like the science bit that you’re obliged to pay attention to in shampoo adverts, Volkswagen attempts to put some substance onto the lifestyle blurb by explaining how the Passat CC differs mechanically from its more conventional saloon sibling. Given that it rides on exactly the same chassis and uses a subset of the Passat saloon engine range, scope for modification is predictably slim. The car sits 50mm lower, giving a centre of gravity closer to the road. The driver sits 15mm lower in the car, again supposedly imbuing him or her with a greater sense of connectedness with the road surface. Otherwise, the differences with how this car drives and how a Passat saloon drives are not apparent. This means that handling is safe and rather stodgy, ride quality is excellent and the engine portfolio is broad and packed with quality. Three petrol engines and two diesel powerplants are offered which span a range from 138bhp diesel right up to 300bhp 3.6-litre V6 petrol.

"It’s undoubtedly a tidy piece of styling work …"

The design of the Passat CC is fascinating. I harbour a suspicion that despite almost every external body panel being different to that of the saloon model, most people won’t realise that this is a different car. It takes the two cars sitting back to back to really establish what Volkswagen has done with the CC. The unique steel body is 31mm longer than the saloon’s, that difference being made up entirely by front and rear overhang increases. You might think that this may well offer a bonus in terms of luggage space but the sloping boot deck actually reduces capacity by 40 litres. It’s undoubtedly a tidy piece of styling work but one has to wonder whether tidy really cuts it in a market where buyers often want something a little more extreme, something with trademark styling signatures. The Passat CC signally lacks this, the smooth shape so cohesive that it it’s hard for the eye to rest on any one feature. The sculpted headlamps maybe. Still, one person’s bland is another’s discreet and the CC could never be accused of wilful gaudiness. Petrol options are a 160PS 1.8-litre TSI unit, a 200PS 2.0-litre engine and the flagship 3.6-litre V6 FSI with 300 PS and 258 lbs ft of torque channelled via 4MOTION four-wheel drive and DSG gearbox.  A common rail 2.0-litre TDI with 140 PS will be a popular choice and there’s also a 170 PS version of the same powerplant.  Two trim levels are available: standard CC and GT. Standard models boast sports suspension, 17" ‘Phoenix’ alloy wheels, 2Zone Climatronic air conditioning, a touchscreen CD stereo system with six-disc autochanger, six-way electrically adjustable sports seats, a multifunction leather steering wheel, six airbags and ESP. The GT adds, 18" ‘Interlagos’ alloy wheels, ‘silversprint’ upholstery, tinted windows and front foglights as well as, for the first time on a Volkswagen, Adaptive Chassis Control (ACC).  With three settings – comfort, normal and sport – ACC acts not only on the damper units to firm up or soften the ride but also changes the characteristics of the electro-mechanical steering system to suit a more comfort- or sport-orientated drive.  Diesel is the fuel of choice for the company car buyers that will account for the lion’s share of Passat CC sales but the 3.6-litre V6 petrol unit could snare a few company Directors who can’t quite stretch to a Mercedes CLS. This engine’s emissions and economy figures aren’t too shabby given its weighty four-wheel-drive mechanicals and the kind of performance on offer. The entry-level 140PS TDI diesel is a better all-round bet however. Here, C02 emissions of 153g/km and likely 50mpg fuel economy make this a viable choice from a cost perspective. As business users who’ve done their time scouring the car data sheets for the most cost-effective company car will be well aware, Passats cost a little bit more model for model than the usual medium range fleet fare. They will, however, hang on to their value with a little bit more tenacity than the Mondeos and Lagunas of this world so it’s swings and roundabouts to an extent. Servicing and repair costs shouldn’t hold any nasty surprises. A little better looking, a little less spacious and, if Volkswagen is to believed, a little better to drive, the Passat CC doesn’t move the game on in any key area. In the UK at least it’s tough to identify a target buyer for this vehicle and all the marketing flannel in the world can’t gloss over an end of year sales figure. Volkswagen aims to shift 5,800 a year as well as 20,000 saloon models. At a premium of around £3,500 over the saloon, that sounds a stretching target.

Facts At A Glance CAR: Volkswagen Passat CC range PRICES: £21,040 - £31,120 – on the road INSURANCE GROUPS: 10-16 CO2 EMISSIONS: 153-242g/km PERFORMANCE: [2.0 138bhp diesel] 0-60 9.5s Max Speed 132mph FUEL CONSUMPTION: [2.0 138bhp diesel] (combined) 48.7mpg STANDARD SAFETY FEATURES: Six airbags, ESP stability control, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height: 4801/1856/1420 mm

STAY OUT OF THE RED Volkswagen’s second stab at producing an eco-friendly Passat is much more successful than the first. Jonathan Crouch reports on the BlueMotion 2 version

You’ll be hard-pushed to find a Mondeo-sized family saloon or estate that offers CO2 returns of below 130g/km and near 60mpg combined cycle fuel consumption. Yet that’s just what Volkswagen’s Passat BlueMotion 2 serves up. This variant now has a quiet, modern and tractable 110PS 2.0TDI diesel up-front and is surprisingly good value for money compared to obvious rivals.

Volkswagen isn’t normally a company that does things by halves but the first version of their apparently eco-friendly Passat BlueMotion smacked of just that. The main problem was that it campaigned with the company’s rumbly old 105PS 1.9-litre TDI diesel engine, rather than the company’s more modern 2.0-litre TDI unit. That meant feeble acceleration and disappointing refinement, which wouldn’t have been so much of a problem if the car had delivered on its eco promises. Unfortunately it didn’t – or not to any great extent. A CO2 showing of 136g/km wasn’t too much to write home about, nor was its combined 55mpg fuel consumption showing. You could get much the same from a quieter, much faster and similarly priced Ford Mondeo Econetic. But of course, it wouldn’t be a Volkswagen, with all the high residual values and bullet-proof build quality that brings with it. All the Passat BlueMotion really needed was a more modern engine and a bit more thought. In BlueMotion2 guise, it has just that. The big news for those who looked at the first generation Passat BlueMotion model and decided against it is the adoption of a much more modern 2.0-litre TDI diesel. We’re used to seeing this unit in 140PS guise, but here it offers 110PS, still quite sufficient to move this car along at a respectable lick. More importantly, the larger engine is much quieter and has significantly better pulling power than its 1.9-litre predecessor. Sixty from rest is now half a second quicker at 11.7s. So is the 123mph top speed. Unlike the old unit, this powerplant features common rail technology, with special electronic mapping to reduce the idle speed and optimise the engine for economy. The five-speed manual gearbox is also heavily revised with longer ratios for third, fourth and fifth gears to reduce loading on the engine and improve efficiency.

"Downsizing without downsizing: can’t be bad…."

This apart, the eco-tweaks that enable this Passat to deliver such impressive economy and emission figures are based around a whole series of things that in theory might affect the driving experience but in practice really don’t. The most important addition in this respect is the clever Stop/start system. Volkswagen were one of the first manufacturers to come up with this idea – as far back as 1994 to be exact. As you’d expect, it’s been refined a fair bit since then. If you haven’t come across this kind of set-up before, it operates through the clutch. When you depress it and select neutral, the engine cuts, illuminating ‘Stop/start’ symbol on the multifunction display. Engage the clutch again and the engine re-starts automatically. You can also deactivate the system through a switch located on the centre console. Other fuel-savings come through optimisation of the aerodynamics through a 15mm reduction in ride height and the adoption of a unique grille element and front bumper with the usual air intakes blanked-off and relocated to the underside of the vehicle in order to reduce aerodynamic drag.   The BlueMotion wears its fuel miser uniform discreetly. There are BlueMotion badges front and rear but other than that, the BlueMotion models look much like any other Passat saloon or estate. The Passat’s cabin, though smart, is rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system. The estate version of this car keeps the latest generation Passat’s sharp looks, including the saloon’s distinctive front design, which means it has the same imposing ‘V’ shaped chrome grille. From the B-pillar back however, the body is very different. In profile, the car has a more dynamic design than we’ve seen with previous Passat Estates, with a window line that rises towards the D-pillar. The angle of the tailgate is also less vertical, while fast-acting LED bulbs are used for the rear lights. Fortunately, the more streamlined appearance has not been achieved at the expense of luggage capacity. Maximum volume in the cargo area is 1,731 litres. Adding to the practical character of this model is optional self-levelling hydropneumatic rear suspension, while a rail system in the boot floor allows more flexible securing of heavy items. Convincing customers that BlueMotion is worthwhile may well be Volkswagen most arduous task. This second generation BlueMotion 2 model costs over £500 more than the first model and around £18,000 is a significant amount for many private buyers to find. The maths only really start working in your favour if you’re a high mileage driver but one can’t escape the suspicion that this whole theme would work better with a Skoda than a Volkswagen, for instance. Economy on the Passat BlueMotion 2 rises from 55.4 mpg in the old Bluemotion model (55.3 mpg for the estate) to 57.6mpg in the new version for the saloon and estate models. Carbon dioxide emissions drop from 136g/km (137g/km for the estate) down to 128g/km and 129g/km respectively – which is much more like it. By way of comparison, that’s around 7mpg better than a standard 2.0-litre TDI 140PS Passat and around 5mpg better than a standard 105PS 1.9 TDI model. The emissions improvement is around 20-25g/km over these standard models, so it’s an improvement worth having. Pricing puts the BlueMotion 2 variant mid-way between the figures Volkswagen is asking for 1.9 and 2.0-litre TDI standard range Passat models, though since the 2.0 TDI 110PS unit isn’t currently offered elsewhere in the Passat range, the actual premium being demanded for the BlueMotion 2 modifications is difficult to put a price on. What you can be pretty sure of is that in real day-to-day terms, this car will cost you less to run than virtually any other medium range Mondeo-sized rival – and virtually the same as a petrol-powered car from the next class down – say as Vauxhall Astra or a Ford Focus. Downsizing without downsizing: can’t be bad. The Volkswagen Passat BlueMotion 2 is the car we should have had from the start. Fortunately, the German marque was a year ahead of the game when it introduced the original version, so this product is hitting the market at the right time. As we’ve said, so frugal and clean is it that buyers can enjoy all the benefits of downsizing without actually having to move into a smaller car. Which will be exactly what many families and business users will be looking for. Overall, it isn’t a cheap package but it is a very effective one. With Volkswagen, it was ever thus.

Facts At A Glance CAR: Volkswagen Passat BlueMotion 2 range PRICES: £17,700-£18,835 – on the road INSURANCE GROUP: 8 [est] CO2 EMISSIONS: 128-129g/km PERFORMANCE: [saloon] 0-60mph 11.7s / Max Speed 123mph FUEL CONSUMPTION: [saloon] 57.6mpg (combined) STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height(saloon) 4770/1820/1470mm

STAY OUT OF THE RED The Volkswagen Passat BlueMotion offers tiny fuel bills but will it makes sense to British buyers? Andy Enright reports

Offering a surprisingly low-tech approach to fuel saving, the Volkswagen Passat BlueMotion nevertheless gets the job done to great effect, averaging 54.3mpg. The promise is guilt free motoring and although it’s liberating to drive such an economical large car, the bigger picture shows that cheaper but slightly less frugal rivals often prove less expensive to run.

Although it sounds intriguingly high-tech (think Bluetec, Bluetooth, Blu-Ray) there’s not a whole lot of rocket science involved in the Passat Bluemotion. Instead, Volkswagen has gone back to basics in bringing to market a decently sized car that will eke over 54 miles from one gallon of diesel. We’ve seen the BlueMotion theme before in the Polo range and the smaller car is treated to a slightly more radical makeover than the Passat. Most would never spot that this family car is a BlueMotion model at all. It doesn’t look like a jelly mould and doesn’t wear tyres so unyielding they might as well be solid rubber. Volkswagen may have kept it simple with this model but it still raises the question of whether this car is more about making an environmental statement than fulfilling an actual customer need. BlueMotion models will eventually be rolled out across the entire Volkswagen range. Blue, it would seem, is the new green. Volkswagen has prided itself on offering some of the most sophisticated and refined diesel engines at any price. The 1.9-litre TDI unit fitted to the Passat BlueMotion isn’t one of them. The pace of change in the technology of diesel engines is incredible. Only four or five years ago, this engine would have been a technical masterstroke. Now it all seems a bit Massey Ferguson. Managing a mere 105bhp at 4,000rpm, your Passat BlueMotion is not going to feel notably rapid off the line, getting to 60mph in 12.2 seconds on the way to a top speed of 118mph.

"The BlueMotion wears its fuel miser uniform discreetly…."

A standard five-speed manual gearbox features very long gearing on the third, fourth and fifth ratios which, along with improving fuel consumption, makes the BlueMotion a very composed cruiser at motorway speeds. It’s here that the Passat does its best work, the 249Nm of torque providing enough mid-range shove to keep up with traffic flow without stressing the engine. With peak torque coming at just 1,900rpm, it’s a case of plugging it into fifth and letting the engine’s long stroke and the intergalactic gearing do the work for you. Another plus is that Volkswagen has resisted fitting the sort of low rolling resistance tyres that have dismal lateral grip in the wet. The BlueMotion wears its fuel miser uniform discreetly. There are BlueMotion badges front and rear and some very minor aerodynamic modifications but other than that, the BlueMotion models look much like any other Passat saloon or estate. The Passat’s cabin, though smart, is rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system. The estate version of this car keeps the latest generation Passat’s sharp looks, including the saloon’s distinctive front design, which means it has the same imposing ‘V’ shaped chrome grille. From the B-pillar back however, the body is very different. In profile, the car has a more dynamic design than we’ve seen with previous Passat Estates, with a window line that rises towards the D-pillar. The angle of the tailgate is also less vertical, while fast-acting LED bulbs are used for the rear lights. Fortunately, the more streamlined appearance has not been achieved at the expense of luggage capacity. Maximum volume in the cargo area is 1,731 litres, compared with the 1,600 litres of this car’s predecessor. The newcomer is 1.9cm taller than before (at 1.52m), 9.2cm longer (at 4.77m) and 7.4cm wider (at 1.82m). Adding to the practical character of this model is optional self-levelling hydropneumatic rear suspension, while a rail system in the boot floor allows more flexible securing of heavy items. Convincing customers that BlueMotion is worthwhile may well be Volkswagen most arduous task. With prices pitched at around £18,000, this is a serious investment for someone looking to save money on fuel bills. The maths only really start working in your favour if you’re a high mileage driver but one can’t escape the suspicion that this whole theme would work better with a Skoda than a Volkswagen, for instance. The fuel consumption figure of 54.3mpg is certainly not to be sniffed at and the Passat BlueMotion also does extremely well in terms of residual value, retaining around 45 per cent of its value after three years. This means that the car will cost around 45 pence per mile to run which is on a par with something like a Vauxhall Astra 1.8 hatch or the base Mercedes A150 Classic. Most will agree that the Passat offers a lot more car for the money than either of this pair. It’ll also be cheaper to run than almost all Vauxhall Vectras and Ford Mondeos. Group 7 insurance is unlikely to send you to the wall and spares prices have become a lot more reasonable of late. The emissions figure of 136g/km is also extremely competitive for a car of this class. The Volkswagen Passat BlueMotion is an interesting proposition. Although it smacks of recycling outdated technology, the end result is impressive. The problem with this car is that despite its affordable ongoing running costs, the upfront price will be enough to put off those on a budget. More often than not, such customers will ignore the bigger picture of pence per mile over a three year ownership period and instead set themselves a notional price ceiling of maybe £15,000 or so. Well built and modern in appearance, the BlueMotion’s weak link is its rather rattly 1.9-litre diesel engine that now feels rather outdated with its peaky power delivery and elastic throttle response. This is one car that you’re not going to fill with unleaded by mistake. The upside of this is that even when reminded of its presence, the fact that the engine’s performing so frugally will win it a lot of credit.

FACTS AT A GLANCE CAR: Volkswagen Passat BlueMotion range PRICES: from £18,000 [est] INSURANCE GROUP: 7 CO2 EMISSIONS: 136g/km PERFORMANCE: 0-60 12.2s Max Speed 118mph FUEL CONSUMPTION: 54.3mpg (combined) STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height(saloon) 4770/1820/1470mm

THE BUSINESS What Is It About Volkswagen’s Passat That Makes It Appeal So Strongly To Business People Who Have To Spend Their Lives On The Road? Jonathan Crouch Has Been Finding Out At The Wheel Of the Latest TDI 170 Version

Life as a rep isn’t so bad these days. The quality of the motorway services is better. There’s the Birmingham Toll Road to make cross-country commuting more bearable. And the standard of the kind of medium range motor the fleet manager’s likely to give you for the journey has changed beyond recognition.

Think back ten years – then ten years before that. Motorway marathons were things you psyched yourself up for with a stock of Mars bars and a few bottles of Red Bull. No longer. At the wheel of a car like our Volkswagen Passat TDI 170, you’ve the kind of luxury normally reserved for the Chairman. Of course it helps that our long term car is a top of the range diesel model equipped with all the bells and whistles that you probably wouldn’t bother with if you, rather than your company, were paying the ownership cheque. Having said that, even the most basic repmobile these days comes with things like air conditioning, front and side airbags and a decent stereo. To these things, our Passat TDI 170 test car added rear parking sensors, leather trim and electric everything. It’s well equipped, as we said. As for the price, well the saloon version we have lists at £21,425 but you can buy Passats from around the £15,675 mark and there’s a choice of saloon or estate bodystyles. For business buyers of course, these figures are often only the starting point for negotiation and Volkswagen Fleet Managers in times past often had to be very flexible, given the product on offer elsewhere. The Passat however, is still universally recognised as a car sitting near the top of its sector. No other Medium Range model offers great quality and in terms of running costs, the car is exactly where it needs to be.

"Research definitely pays off when you’re choosing a car like this. The more info you unearth, the better the Passat TDI 170 looks"

Perform a blind test and you’d swear that the Passat cost a good deal more than, say, a 2.2-litre diesel Jaguar X-TYPE, although it’s still nearly £2,000 cheaper (not to mention significantly more powerful). Even specified in luxury SEL guise with the revolutionary twin-clutch DSG sequential manual gearbox, you’ll still be looking at a price of just £23,500. If you want to see brand management at work, this same engine in an equivalent high-end front wheel drive Audi A4 would set you back over £25,000. As a compromise between affordability and the nagging suspicion that you’re getting worked over for a desirable badge, the Passat TDI 170 walks a very well-judged line. The benchmark engine in this sector had long been BMW’s 163bhp 320d but that looks to have changed with the advent of this punchy 170bhp diesel. It’s not only got the drop on the BMW in terms of power output, it also does a number on the Munich unit in terms of torque, the 320d fronting up with a peak figure of 251lb/ft as opposed to the Passat’s 258. The BMW may still appeal to more coorporate buyers on account of its lower CO2 emissions, but the Passat is a much more spacious car and will attract customers who need a genuine five seater. Opt for the six-speed manual and you’ll still only churn out 160g/km – less than a Kia Cerato 1.6. Volkswagen achieves this through a number of measures, not least of which is a clever four-cylinder direct injection system that makes better use of every drop of diesel. The injectors on all four cylinders are controlled by a single powerful electronic control unit (ECU) which carefully adapts the amount and mixture of fuel passing through into each cylinder. Having developed this, the engineers decided that the obvious next step was for each cylinder to have its own ECU unit; the fuel amount and mixture could then be even more carefully monitored and even greater efficiency achieved. Engines aside of course, the recipe is just as you'll find it in any of the latest Passat models. Which means you’re buying into a class-leading medium range family saloon or estate with the best build quality in the class. In a market sector dominated these days by excellence, it’s easy for motoring journalists and Fleet Managers alike to take the Passat’s talents for granted. Even to overlook the car in conversations dominated by cars like the Mazda6, the Honda Accord and the Peugeot 407. That would be a mistake. Any sales rep will tell you that.

Facts At A Glance CAR: Volkswagen Passat 2.0 TDI 170 range PRICES: £21,425-£23,325 - on the road INSURANCE GROUP: 13 CO2 EMISSIONS: 160-181g/km PERFORMANCE: 0-60mph 8.3s / Max Speed 138mph FUEL CONSUMPTION: (urban) 35.3mpg / (extra urban) mpg / 53.3mpg / (combined) 45.6mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1470

R-MAGEDDON You probably don’t think of the Passat as a performance car. Volkswagen is out to change that perception with the R36 model. Andy Enright reports

Talking about a Nissan Skyline might seem an odd way of kicking off a review of a Volkswagen Passat but bear with me here. Cast your mind back to the introduction of the Skyline GTR R34. It was launched in 1999 and featured four wheel drive, a six cylinder turbocharged engine, room for four on board and cranked out 286bhp. Although it cost £54,000, it was seen as a bargain, capable of knocking spots off far pricier performance cars. The Volkswagen Passat R36 shows quite how far we’ve come in such little time.

For a fraction over half the Nissan’s cost back in ’99, this Passat offers an extra pair of doors, a transmission of awe-inspiring effectiveness, twenty more horsepower and identical performance. Against the clock, it’ll exactly match the Skyline, notching 5.6 seconds to 60mph and a 155mph electronically limited top speed. Make no mistake, this Passat wields a formidable haymaker. The R36’s interior might come as a surprise to those expecting a scaled down Phaeton fascia. The rather functional look and feel of the standard Passat dash has been lifted with the addition of ‘Engine Spin’ metallic panels, sports dials, an ‘R’ polished pedal set and multifunction sports steering wheel, integrated into which are paddles for the DSG auto gearbox (there’s no manual option). The seats feature alcantara bolsters that contrast with Monte Carlo flat-weave facings and door linings. Equipment levels are very generous, as would befit the standard bearer for the Passat range and customers can expect to find anti lock brakes, electronic stability control, xenon headlights, 2Zone electronic climate control, a heated windscreen and seats, six airbags and a CD stereo. Fast needn’t always mean furious.

"Proof if ever it were required that a Passat can punch its weight"

The rather low-key Passat exterior has been jazzed up to give the car some attitude, although it has to be said that it still doesn’t look wholly terrifying. It’s a bit like the moment on the ill-fated Celebrity Wrestling show when James ‘Gentleman Jim’ Hewitt tried to put the frighteners on his opponent. It’s too well-mannered to really get your adrenaline pumping. The 18-inch Omanyt alloy wheels are handsome things and the sports suspension has been dropped to help the 235/40 tyres fill the arches convincingly. A bespoke body kit is fitted, the highlight of which is the fluted front air dam that apes the style of the Golf R32. Deep side skirts and chrome detailing on the doors is augmented by a deep rear underbumper assembly that houses the two tail pipes, one on each side of the car. The estate version also gets a small spoiler on the trailing edge of the rear screen. The engine is an interesting piece of technology, utilising FSI (fuel stratified injection) to develop 296bhp. A variant of this unit has been developed in a lower state of tune for the Touareg and Phaeton models. FSI Uses a high-pressure fuel line mounted on the side of the cylinder head, often dubbed ‘common rail’, which then injects fuel straight into the combustion chamber. The shape of the pistons and the clever working of a set of valves make the air ‘tumble’, thus creating more efficient combustion. Where FSI engines really impress is their behaviour under part throttle loads. Whereas before, part throttle meant just that, partially strangulating the output by closing a butterfly valve the FSI system can be run with the throttles in a more efficient open position by creating a rich fuel mix directly next to the spark plug and a leaner mix in other parts of the combustion chamber. This is not only more efficient in terms of how much fuel enters the chamber in the first place but it also means that less energy is wasted as heat to the cylinder block. In effect a blanket of air shields the ignited fuel from the walls of the cylinder. Part throttle is all well and good in day to day driving, but how does this benefit a Le Mans car? When the throttle is pressed wide open, the engine reverts to a more conventional ‘homogenous’ method of filling the combustion chamber with fuel and air. The ‘tumble’ effect and the synchronisation of air and fuel along with the careful metering of the high-pressure injection system all combine to offer more power and a cleaner engine. When you’re dawdling you get great economy and when you want to drop the hammer you’ve got more power. The 4MOTION drive system ensures that this Passat is sure footed in the worst of conditions and always working to your benefit. Even when the road’s dry, the system deploys its power evenly, which is helpful when you have a large throttle opening and a good deal of steering wound on. With 296bhp at your disposal, the 4MOTION system reduces the drama of accelerating out of junctions and onto roundabouts. Don’t expect the low profile sports tyres to be much use in snow though. After the engine, the most exciting feature of this flagship Passat is the revolutionary DSG gearbox that is fitted as standard. This uses sequential manual transmission in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Volkswagen instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. A power-packed Passat isn’t going to be the obvious choice for the upwardly mobile thruster but it’s a fascinating proposition, possibly more so in estate guise. Just aim Volkswagen’s Skyline at the horizon and go.

Facts At A Glance CAR: Volkswagen Passat R36 PRICES: £30,990-£32,150 - on the road INSURANCE GROUP: 18 [est] CO2 EMISSIONS: 255-258g/km [est] PERFORMANCE: [Saloon] 0-60mph 5.6 / Max Speed 155mph FUEL CONSUMPTION: [Saloon] (combined) 26.4mpg [est] STANDARD SAFETY FEATURES: ABS with BAS and EBD, traction and stability control, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1450

MORE ELEGANT ASPIRATION Volkswagen’s sixth-generation Passat climbs ever further upmarket. Andy Enright reports

Volkswagen’s Passat has enjoyed a rather unusual place in the national consciousness. It’s a car for those who enjoy Teutonic build quality but don’t want to fork out serious money for a BMW, Audi or Mercedes. It’s a good deal bigger than equivalently-priced premium marques but has never aimed to offer much in the way of driving dynamics. Latter models started to become seriously well equipped, the range-topping versions crawling uncomfortably close to the mighty Phaeton luxury saloon in terms of fitments and abilities, but the Passat was always at its best in base diesel guise. The latest version still is – but has improved in all kinds of other areas.

Once upon a time, a Passat did little more than proclaim that its driver was comfortably off, sensible and could be trusted to look after the shop without blowing the takings on an all night bender. It certainly wasn’t a car you could conceivably choose over badge-conscious compact executive fare like a Volvo S60, the Jaguar X-TYPE or a Saab 9-3. Sales of the sixth generation model we look at here however, suggest that times may be changing. At first glance it’s not easy to differentiate this current Passat from the £50,000 Phaeton luxury saloon that acts as flagship for the Volkswagen empire. It’s grown in every dimension compared to previous generation models and there are the same sculpted rear buttresses and fluted flanks as the more expensive car. The Phaeton has long been a slow seller and the Passat could well drive a final nail into its coffin, so upmarket is this latest version’s look and feel. The windscreen is raked back, giving the shape a dynamic stance, and the low roofline combines with a wedge-shaped profile that seems to store the car’s energy up in its chunky haunches. Fit it with a big set of alloy wheels and it looks very special indeed.

"A quality of engineering you might not normally expect for mainstream money.."

It’s longer (4.77m) and wider (1.82m) than you might expect and, like most Volkswagen saloons, has in four-door form a huge boot (565 litres). The bodywork itself is also impressively stiff (57% more than the previous generation model) which means for you in real terms that this car is what we call ‘torsionally quiet’, with an all-round chassis rigidity that allows the suspension to do its work more effectively. The end result is a more cossetting ride and better performance through corners. As usual with Volkswagen, there’s a wide variety of engines on offer, with five petrols and three diesels from which to choose over four trim levels (S, Highline, Sport and SEL) at prices starting from around £16,000 for the saloon line-up. There’s also an estate bodystyle available for a premium of around £1,100 and the BlueMotion derivative with its fuel-saving modifications. The petrols comprise a 120bhp 1.4-litre turbocharged TSI unit, a 148 2.0-litre FSI, a 158bhp 1.8 and 197bhp 2.0-litre TSI powerplants plus a 247bhp 3.2-litre FSI V6. If you’d rather plump for diesel, there’s a 104bhp 1.9-litre TDI or 138 or 168 versions of the vastly superior 2.0-litre TDI engine (also available in 2.0 TDI 110PS form in even more frugal BlueMotion guise). There’s a 4MOTION four wheel drive option if you choose the 138bhp 2.0-litre TDI variant, a system that comes as standard to buyers of the 3.2-litre petrol model. And as standard to the R36 performance flagship, a car that puts out 296bhp. Team the 2.0-litre TDI with the revolutionary DSG (Direct Shift Gearbox) and you’ll have a very satisfying ride. This uses a sequential manual gearbox in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Passat instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. The petrol cars have to make do with the less special six-speed tiptronic automatic. Volkswagen’s 4MOTION all-wheel drive system is also available. The Passat’s cabin might come as a surprise to those expecting the Phaeton-esque styling influences to continue indoors. In fact, it’s rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system. This sixth generation Passat is the first to have the capacity to take on not only Mondeos and Vectras but also more badge-conscious rivals. If you want something in this sector that’s priced in the mainstream but with a quality of engineering you might not normally expect for mainstream money, here’s where to start looking.

Facts At A Glance CAR: Volkswagen Passat range PRICES: £15,860-£32,175 - on the road [exc. CC] INSURANCE GROUPS: 7-16 CO2 EMISSIONS: 128-242g/km PERFORMANCE: [2.0 TDI 110PS BlueMotion] 0-60mph 11.7s / Max Speed 123mph FUEL CONSUMPTION: [2.0 T-FSI] (urban) 25.2mpg / (extra urban) 44.8mpg / (combined) 34.9mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ABS, Stability Control WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1470

DARK HORSE With 3.2-litre FSI Power, Volkswagen’s Passat Has Been Pushed Even Further Up-Market. Steve Ghosley Reports…

It’s always a bold step to price a Mondeo-sized car at around £26,000. Even so, such is the quality of Volkswagen’s Passat that the 3.2-litre FSI version’s price tag doesn’t seem to represent as much of a risk as it normally might. Borrowed from the current Audi range, this car’s potent petrol V6 offers serious performance, whether under the bonnet of saloon or estate variants. In doing so, it hopes to question buyers’ need to fork out more and apparently get less for equivalent BMW, Audi or Mercedes-Benz rivals. Fitted with the 4MOTION four-wheel drive system and the clever six-speed DSG semi-automatic gearbox as standard, this car claims to offer serious value for the money.

The Passat’s established safe looks of previous generations have been blown away by the current model’s styling and with a smooth, powerful V6 beneath the bonnet, it takes on a much more aggressive and purposeful stature. A Passat owner was once percieved as one who was comfortably off, sensible and could be trusted to look after the shop without blowing the takings on an all night bender. The 3.2-litre FSI model, however, should reveal a whole new side to such a person’s personality. The looks of the Passat seem to have been universally well received, featuring as it does the same sculpted rear buttresses and fluted flanks as the luxury Phaeton saloon. That raked back windscreen looks good too, giving the shape a dynamic stance, and the low roofline combines with a wedge-shaped profile that seems to store the car’s energy up in its chunky haunches.

"The most exciting feature of the Passat 3.2-litre V6 is the revolutionary DSG gearbox…"

The 250PS 3.2-litre FSI V6 engine features innovative direct injection technology, where the fuel is injected into the combustion chamber under high pressure, resulting in increased power and economy at very low revs. This gives a sprint time of 0-62mph in 6.9 seconds for the saloon version and 7.2 seconds for the estate model. The saloon reaches a top speed of 153mph, with the estate only lagging 2mph behind on 151mph. Economy of the 3.2-litre engined-models comes in at a reasonable 28mpg on the combined cycle for both saloon and estate versions, but the CO2 output is relatively high at 240g/km and 242g/km repectively. The 4MOTION drive system ensures that this Passat is sure footed in the worst of conditions and always working to your benefit. Even when the road’s dry, the system deploys its power evenly, which is helpful when you have a large throttle opening and a good deal of steering wound on. 4MOTION also means that this car will be able to tow things like trailers more effectively, as the unweighted front wheels will no longer be an issue. Despite the way that dealers will try and sell the estate version of this model against Discoverys and Land Cruisers, the Passat is resolutely not an off roader but on muddy tracks, wet grass or snow, the car is a whole lot more sure footed than it has a right to be. To our mind, the most exciting feature of this flagship Passat the revolutionary DSG gearbox that is fitted as standard. This uses a sequential manual gearbox in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Volkswagen instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. Both the saloon and estate versions are available in one trim level – SEL. This includes 16-inch Adelaide alloy wheels, heated front seats, an RCD500 radio and dash mounted 6-CD player, 2Zone Climatronic air-conditioning and leather upholstery. Prices start at £26,365. The Passat’s cabin might come as a surprise to those expecting the Phaeton-esque styling influences to continue indoors. In fact, it’s rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit and an electronic handbrake. Fortunately, the more streamlined appearance of the estate version has not been achieved at the expense of luggage capacity. Maximum volume in the cargo area is 1,731 litres, compared with the 1,600 litres of this car’s predecessor. The latest version is 1.9cm taller than before (at 1.52m), 9.2cm longer (at 4.77m) and 7.4cm wider (at 1.82m). Adding to the practical character of this model is optional self-leveling hydro pneumatic rear suspension, while a rail system in the boot floor allows more flexible securing of heavy items. The Passat 3.2-litre V6 FSI is an intriguing statement by Volkswagen. Is this simply a token flagship for the Passat range or are they really mounting a challenge to the established German executive brands? Whatever the answer is, this Passat is worth a try.

Facts At A Glance CAR: Volkswagen Passat 3.2 V6 FSI range PRICES: £26,365-£27,235 - on the road INSURANCE GROUPS: 16 CO2 EMISSIONS: 240-242g/km PERFORMANCE: [Saloon.] 0-60mph 6.9s / Max Speed 153mph FUEL CONSUMPTION: [Saloon] (Urban) 20.0mpg (Extra) 36.7mpg (combined) 28.2mpg STANDARD SAFETY FEATURES: ABS with BAS and EBD, traction and stability control, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1470

OIL BARON Volkswagen’s Passat diesel combines style and sensibility to devastating effect. Andy Enright takes a look at the sixth generation models

You can’t escape the fact. As an antidote to insomnia, Volkswagen’s Passat diesel has been hugely successful. Even if you’ve read this far without your eyelids feeling heavy, it’s either because you’ve recently ingested a crate of Red Bull or you’re a very strange fish indeed. As a reward for your perseverance, Volkswagen now make a Passat diesel line up that’s significantly less boring than before. They even mention the ‘e’ word – exciting – in their promotion for the car, although that may be getting a little overenthusiastic.

It’s easy to see where the normally reserved suits are coming from. The current Passat is a whole lot slicker than ever before, borrowing plenty of design cues from the magnificent Phaeton. That chunky C-pillar, the dashboard layout and the sculpted rear lights all smack of Volkswagen’s bold but ultimately ill-starred foray into the luxury martket. Although the look may raise a few pulses, the diesel engine line up was initially rather bread and butter stuff. It’s starting to flesh out nicely though now, with the introduction of a 170PS version of the 2.0-litre TDI unit. This powerplant slots just above the existing 140PS unit. No V6 (and definitely no V10) TDIs on the horizon yet though. The old 105PS 1.9-litre TDI continues at the foot of the range. For the family buyer looking for a car that mixes practicality with a dash of panache, the Passat diesel makes great deal of sense. Saloon prices in basic S spec start from under £17,000 for the 1.9-litre version and from not much more than £18,000 for the 2.0-litre model. Both engines are also offered in plusher Highline guise, while the 2.0-litre also comes in racier Sport trim. An Estate is also offered at a premium of around £1,100 for buyers seeking greater carrying capacity and there’s the option of 4MOTION four-wheel drive if you go for the TDI 140 unit. If fuel economy is everything, then ask about the ‘BlueMotion’ 110PS version of the 2.0-litre TDI model, a car that manages to eke over 57 miles out of every gallon, yet puts out just 128g/km of CO2 into the atmosphere.

"The Passat TDI now appeals to the heart as well as the head"

All engines are Euro IV-compliant which means that company users don’t get stung for the usual three per cent taxation surcharge and the rest of us can drive around with a warmly sanctimonious air, knowing that we’re doing our bit for the environment. The emissions figures of 157, 159 and 181g/km respectively for the 1.9 TDI and 2.0 TDI 140 and 2.0 TDI 170 engines are among the class best. The 1.9-litre car is fitted as standard with a five-speed gearbox but the 2.0-litre TDI models get six cogs as standard with the option of the revolutionary DSG twin-clutch sequential gearbox. Volkswagen have made great strides concerning the refinement of these TDI engines and the effects are palpable as soon as you turn the key. The TDI system was once derided as being far less effective than the new wave of ‘common rail’ diesel engines that have become popular and in terms of refinement, Volkswagen’s solution has lagged behind. No longer: the difference is now virtually negligible. If you're interested in the technicalities, all three of these Passat diesel engines work on the basis of so-called direct injection, a system intended to make better use of every drop of diesel. The injectors on all four cylinders are controlled by a single powerful electronic control unit (ECU) which carefully controls the amount and mixture of fuel passing through into each cylinder. For engineers, the obvious next step is for each cylinder to have its own ECU unit; the fuel amount and mixture can then be even more carefully monitored and even greater efficiency achieved. This is the basic concept behind the new 'second generation' of 'common rail' diesels – engines that Volkswagen says it's developing in its own time. The big bonus of Volkswagen’s TDI system is that it’s relatively easy to liberate big power outputs. Team the 2.0-litre TDI with the revolutionary DSG (Direct Shift Gearbox) and you’ll have a very satisfying ride. This uses a sequential manual gearbox in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Passat instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. The petrol cars have to make do with the less special six-speed tiptronic automatic. The Passat’s cabin might come as a surprise to those expecting the Phaeton-esque styling influences to continue indoors. In fact, it’s rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system. With prices starting from under £17,000, it’s tough to buy as much presence and capability for this little. To put it into perspective, a poverty-spec entry-level Mercedes C-Class diesel will demand nearly £24,000 of your disposable income. The Passat is newer, bigger, smarter and more powerful than the redoubtable Mercedes and in all aspects other than residual badge equity will make the better buy. Exciting? Maybe not. Inviting? Most definitely.

Facts At A Glance CAR: Volkswagen Passat diesel range PRICES: £16,545-£23,360 - on the road INSURANCE GROUPS: 7-13 CO2 EMISSIONS: 128-159g/km PERFORMANCE: [2.0 TDI 140] 0-60mph 9.2s / Max Speed 131mph FUEL CONSUMPTION: [2.0 TDI 140] (combined) 48.4mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm, 4770/1820/1470

STAY OUT OF THE RED The Volkswagen Passat BlueMotion offers tiny fuel bills but will it makes sense to British buyers? Andy Enright reports

Offering a surprisingly low-tech approach to fuel saving, the Volkswagen Passat BlueMotion nevertheless gets the job done to great effect, averaging 54.3mpg. The promise is guilt free motoring and although it’s liberating to drive such an economical large car, the bigger picture shows that cheaper but slightly less frugal rivals often prove less expensive to run.

Although it sounds intriguingly high-tech (think Bluetec, Bluetooth, Blu-Ray) there’s not a whole lot of rocket science involved in the Passat Bluemotion. Instead, Volkswagen has gone back to basics in bringing to market a decently sized car that will eke over 54 miles from one gallon of diesel. We’ve seen the BlueMotion theme before in the Polo range and the smaller car is treated to a slightly more radical makeover than the Passat. Most would never spot that this family car is a BlueMotion model at all. It doesn’t look like a jelly mould and doesn’t wear tyres so unyielding they might as well be solid rubber. Volkswagen may have kept it simple with this model but it still raises the question of whether this car is more about making an environmental statement than fulfilling an actual customer need. BlueMotion models will eventually be rolled out across the entire Volkswagen range. Blue, it would seem, is the new green. Volkswagen has prided itself on offering some of the most sophisticated and refined diesel engines at any price. The 1.9-litre TDI unit fitted to the Passat BlueMotion isn’t one of them. The pace of change in the technology of diesel engines is incredible. Only four or five years ago, this engine would have been a technical masterstroke. Now it all seems a bit Massey Ferguson. Managing a mere 105bhp at 4,000rpm, your Passat BlueMotion is not going to feel notably rapid off the line, getting to 60mph in 12.2 seconds on the way to a top speed of 118mph.

"The BlueMotion wears its fuel miser uniform discreetly…."

A standard five-speed manual gearbox features very long gearing on the third, fourth and fifth ratios which, along with improving fuel consumption, makes the BlueMotion a very composed cruiser at motorway speeds. It’s here that the Passat does its best work, the 249Nm of torque providing enough mid-range shove to keep up with traffic flow without stressing the engine. With peak torque coming at just 1,900rpm, it’s a case of plugging it into fifth and letting the engine’s long stroke and the intergalactic gearing do the work for you. Another plus is that Volkswagen has resisted fitting the sort of low rolling resistance tyres that have dismal lateral grip in the wet. The BlueMotion wears its fuel miser uniform discreetly. There are BlueMotion badges front and rear and some very minor aerodynamic modifications but other than that, the BlueMotion models look much like any other Passat saloon or estate. The Passat’s cabin, though smart, is rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system. The estate version of this car keeps the latest generation Passat’s sharp looks, including the saloon’s distinctive front design, which means it has the same imposing ‘V’ shaped chrome grille. From the B-pillar back however, the body is very different. In profile, the car has a more dynamic design than we’ve seen with previous Passat Estates, with a window line that rises towards the D-pillar. The angle of the tailgate is also less vertical, while fast-acting LED bulbs are used for the rear lights. Fortunately, the more streamlined appearance has not been achieved at the expense of luggage capacity. Maximum volume in the cargo area is 1,731 litres, compared with the 1,600 litres of this car’s predecessor. The newcomer is 1.9cm taller than before (at 1.52m), 9.2cm longer (at 4.77m) and 7.4cm wider (at 1.82m). Adding to the practical character of this model is optional self-levelling hydropneumatic rear suspension, while a rail system in the boot floor allows more flexible securing of heavy items. Convincing customers that BlueMotion is worthwhile may well be Volkswagen most arduous task. With prices pitched from £17,260 (a premium of around £700 over non-BlueMotion Passat models with the same engine), this is a serious investment for someone looking to save money on fuel bills. The maths only really start working in your favour if you’re a high mileage driver but one can’t escape the suspicion that this whole theme would work better with a Skoda than a Volkswagen, for instance. The fuel consumption figure of 54.3mpg is certainly not to be sniffed at and the Passat BlueMotion also does extremely well in terms of residual value, retaining around 45 per cent of its value after three years. This means that the car will cost around 45 pence per mile to run which is on a par with something like a Vauxhall Astra 1.8 hatch or the base Mercedes A150 Classic. Most will agree that the Passat offers a lot more car for the money than either of this pair. It’ll also be cheaper to run than almost all Vauxhall Vectras and Ford Mondeos. Group 7 insurance is unlikely to send you to the wall and spares prices have become a lot more reasonable of late. The emissions figure of 136g/km is also extremely competitive for a car of this class. The Volkswagen Passat BlueMotion is an interesting proposition. Although it smacks of recycling outdated technology, the end result is impressive. The problem with this car is that despite its affordable ongoing running costs, the upfront price will be enough to put off those on a budget. More often than not, such customers will ignore the bigger picture of pence per mile over a three year ownership period and instead set themselves a notional price ceiling of maybe £15,000 or so. Well built and modern in appearance, the BlueMotion’s weak link is its rather rattly 1.9-litre diesel engine that now feels rather outdated with its peaky power delivery and elastic throttle response. This is one car that you’re not going to fill with unleaded by mistake. The upside of this is that even when reminded of its presence, the fact that the engine’s performing so frugally will win it a lot of credit.

Facts At A Glance CAR: Volkswagen Passat BlueMotion range PRICES: £17,260-£18,395 – on the road INSURANCE GROUP: 7 CO2 EMISSIONS: 136-137g/km PERFORMANCE: 0-60mph 12.2s / Max Speed 118mph FUEL CONSUMPTION: [saloon] 55.4mpg (combined) STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height(saloon) 4770/1820/1470mm

TOEING THE LINE The Volkswagen Passat Highline acts as a convincing argument to those who thought all German cars were overpriced. Andy Enright reports

Replacing the best selling SE model in the Passat range, the Highline packs in a whole lot more gear including leather trim, heated front seats and 17-inch alloys yet adds just £250 to the old car’s price tag. Pricing is aggressive and makes buying an entry-level BMW 3 Series look rather ostentatious.

It’s a fact that Volkswagen has increasing railed against, but the Passat has never been very sexy. Think of a Passat buyer and you’d probably come up with forty or fifty-something male with older kids, a decent job, who likes quality but is savvy enough not to be ripped off by ‘aspirational’ marketing tactics and who keeps his car for longer than average. It’s not exactly the thrusting image that many of the Passat’s rivals aim to project but it’s a niche that Volkswagen has quietly profited from for many years. Only fairly recently have we seen a sporty variant of the Passat, the range majoring instead on low key refinement. The Highline variants don’t stray from the theme too much. In adding more equipment but keeping prices manageable, they offer keener value and are aimed at private buyers. This is key. If the Passat’s sales mix starts to get too canted towards business users, residual values suffer and sales quickly tail off. The Highline has quite some responsibility. As you might expect for a model campaigning on value for money, Volkswagen has wisely fitted the Passat Highline with the more fuel efficient engines in its line up. The 1.9-litre TDI with 105bhp is the only engine in the range that you’ll choose purely for its economy and emissions as the other powerplants give the big Passat a livelier turn of pace. Decide against the 1.9-litre diesel and Volkswagen whip a 2.0-litre TDI out of the hat, this time punching 140bhp and available with a six-speed manual or a six-speed DSG sequential gearbox. Alternatively you can choose petrol power where the only option is the very good 160bhp 1.8-litre TSI unit but you do get to choose between a manual or a tiptronic automatic gearbox.

"The Highline looks quietly elegant…"

The Passat never feels anything less than a big car which is why the 1.9-litre engine struggles a little in cut and thrust traffic. Choose either the 1.8-litre petrol with its 0-60mph in 8.3s and a top speed of 137mph or the 2.0-litre TDI 140 (9.8s, 130mph) and you’ll enjoy your Highline a whole lot more. Refinement from wind and road noise are excellent and although the Passat’s handling is never particularly involving, it always feels safe and extremely capable. Be aware that specifying larger wheels does detract from ride comfort quite noticeably. The Highline looks quietly elegant, sitting on its 17-inch Macau alloy wheels with plenty of chrome around the front grille and window surrounds. The Passat’s cabin, though smart, is rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There’s a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system. The estate version of this car keeps the latest generation Passat’s sharp looks, including the saloon’s distinctive front design, which means it has the same imposing ‘V’ shaped chrome grille. From the B-pillar back however, the body is very different. In profile, the car has a more dynamic design than we’ve seen with previous Passat Estates, with a window line that rises towards the D-pillar. The angle of the tailgate is also less vertical, while fast-acting LED bulbs are used for the rear lights. Fortunately, the more streamlined appearance has not been achieved at the expense of luggage capacity. Maximum volume in the cargo area is 1,731 litres, compared with the 1,600 litres of this car’s predecessor. The newcomer is 1.9cm taller than before (at 1.52m), 9.2cm longer (at 4.77m) and 7.4cm wider (at 1.82m). Adding to the practical character of this model is optional self-levelling hydropneumatic rear suspension, while a rail system in the boot floor allows more flexible securing of heavy items. The Passat range is quite extensive with the budget S model, the fuel-conscious BlueMotion version, the more aggressively styled Sport variant and the unashamedly plush SEL model available. Into this mix slots the Highline, replacing the old SE trim, but adding a whole host of extras for a nominal mark up. As well as the 17-inch alloy rims, the Highline also gets full Vienna leather upholstery with heated front seats. Better quality carpeting and a multifunction steering wheel are also fitted. This is on top of the usual Passat fitments such as air conditioning, an eight-speaker stereo and cruise control. Suddenly the Highline looks very keen value for money with prices starting at £18,075 for the saloon and £19,220 for the estate. Taking the 1.8-litre TSI saloon model as an example, its £18,890 asking price compares well with the current Ford Mondeo, and in order to land a Mondeo that is as powerful and well equipped, you’d need to pay about the same money. That would get you a 2.3-litre Mondeo which would then fail to get anywhere near the Passat’s fuel economy figures. All three engines in the Passat Highline range are renowned for their fuel efficiency. The petrol engine manages a creditable 37.2mpg on the combined cycle. Opt for the 1.9-litre diesel and you’ll see 48.7mpg while the 2.0-litre TDI 140 model is barely any less economical at 47.1mpg. Emissions are kept well in check for such a sizeable car, the saloon model recording 180g/km for a manual 1.8 TSI, 148g/km for a manual 1.9-litre TDI and 153g/km for a manual 2.0-litre TDI. Opt for DSG or automatic gearboxes and emissions figures take a knock but couple the competitive fuel economy and emissions with reasonable upfront asking prices, modest insurance ratings and excellent residual values and you have a car that manages to mix the best aspects of mass market and prestige models into one package. So, Volkswagen replace their best-selling Passat model with another and cram it full of equipment. As a consequence, any person with a bit of nous can only assume that their best selling model wasn’t selling as well as it could have been. It’s a problem that has afflicted not only Volkswagen but most other manufacturers in this sector. The Passat Highline represents a very smart response that’s worthy of serious consideration. Think about it for a moment. For the price of an equivalently powerful Mondeo, you’ll get a car that will be more fuel efficient, will hold its value better and which features a markedly better engine. The Passat isn’t the most thrilling car in the world to drive, but that’s not a priority for many in this sector who are instead looking for something well built and unobtrusively tasteful. The Highline may not bring too many radically different customers to the Passat fold but as a tool for converting those who are wavering, it’s hard to fault.

Facts At A Glance CAR: Volkswagen Passat Highline range PRICES: £18,075-£20,840 – on the road INSURANCE GROUPS: 7-9 CO2 EMISSIONS: 148-199g/km PERFORMANCE: [1.8 TSI saloon] 0-60mph 8.3s / Max Speed 137mph FUEL CONSUMPTION: [1.8 TSI saloon] (urban) 27.2mpg / (extra urban) 47.1mpg (combined) 37.2mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ESP & ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height(saloon) 4770/1820/1470mm

ACHIEVABLE ASPIRATION Models Covered: (4dr saloon, 5 dr estate 1.4, 1.6, 1.8, 2.0, 3.2 petrol, 1.9, 2.0 diesel [S, SE, Highline, Sport, SEL, BlueMotion])

BY ANDY ENRIGHT

To say that Volkswagen’s sixth generation Passat went back to basics would be underselling quite what a technically sophisticated car it is, but the sentiment represents what the German company has done with this model range. Where the fifth generation model got a bit big for its own boots, with super powerful eight cylinder models and such like, for the MK6, Volkswagen recognised the limits of the Passat’s reach and kept things sensible. As a used proposition, it’s hard to buy better but you’ll need to fork out some serious money still. These cars are in serious demand.

By early 2005, the basic Volkswagen Passat silhouette hadn’t changed much since 1997 and what was a striking car at the time of launch had become slightly anonymous in the premium part of the medium range car market, a sector always demanding the latest thing. Therefore, the launch of the sixth generation Passat was widely anticipated. Would Volkswagen launch a car that would really establish itself as a credible rival to the likes of the BMW 3 Series? The tack they took caught quite a few on the hop, Wolfsburg eventually deciding to settle for a less aspirational market position and instead clean up at the top end of the shrinking mainstream sector. Volkswagen retains the flexibility to introduce more powerful and expensive Passats at a later date should it see fit but as it stands, the car is looking to offer buyers of Honda Accords, Mazda6s and lower order Saab 9-3s a real and very well built alternative. Landing in dealers in Spring 2005, the Passat’s order books soon bulged with letters of intent and a 3.2 V6 FSI range topper and an estate variant followed in November. The following summer, a powerful 170PS version of the 2.0 TDI diesel was added to the range. Residual values are very strong. The petrol engine range began to embrace turbocharging more fully late in 2007. It was announced that the normally-aspirated 1.6 and 2.0 FSI units would be phased out in favour of 1.4 and 1.8-litre TSI turbo engines producing 122 and 160PS respectively. The Highline trim level replaced the SE in early 2008, just after the economical BlueMotion models arrived.

At first glance, it’s not easy to differentiate this Passat from the £50,000 Phaeton luxury saloon that, at the time of the sixth generation car’s launch, acted as flagship for Volkswagen. The MK6 Passat grew in every dimension compared to previous generation models and there are the same sculpted rear buttresses and fluted flanks as the Phaeton. This flagship saloon was always a slow seller and this Passat drove a final nail into its coffin, so upmarket was the MK6 version’s look and feel. The windscreen is raked back, giving the shape a dynamic stance, and the low roofline combines with a wedge-shaped profile that seems to store the car’s energy up in its chunky haunches. It’s longer (4.77m) and wider (1.82m) than you might expect and in four-door form, like most Volkswagen saloons, has a huge boot (565 litres). The bodywork itself is also impressively stiff (57% more than the previous generation model) which means that this car is what’s called ‘torsionally quiet’, with an all-round chassis rigidity that allows the suspension to do its work more effectively. The end result is a more cosseting ride and better performance through corners. The Passat’s cabin might come as a surprise to those expecting the Phaeton-esque styling influences to continue indoors. In fact, it’s rather functional, albeit in a clean, uncluttered fashion. Somewhat unusually for a Volkswagen, this could be where rivals will seek solace. There is a good deal more use of light tones than in the unremittingly dark dashboard of the previous generation Passat, but those looking for something that signally moves the game on in terms of design philosophy may well come away disappointed. There are a number of technical highlights featured, however, such as Bluetooth connectivity for the telephone unit, a superior quality stereo, an electronic handbrake and a 2Zone Climatronic air conditioning system.

Front up at a dealer with anything less than £11,750 and you’ll be better advised to shop for a Jetta instead. That’s what you’ll need to land the entry level 1.6-litre petrol model, although a better buy is probably the 2.0-litre FSI engine which kicks off at £14,300 in S trim on an 05 plate. Step up to the SE and you’ll tack another grand onto that asking price. The 1.9-litre TDI diesels open at just under £14,000 for an S saloon but the 2.0-litre engine is so manifestly superior it’s worth stretching for. Here values start at £16,000 for an SE trim on an 05 plate. Insurance ranges from Group 7 to Group 16.

Ask most people and they’ll cite the Passat as a paragon of reliability although owners of the old MK5 model may not share that opinion, the Volkswagen often doing only averagely in customer satisfaction and reliability surveys. The MK6 model tightened genuine as opposed to merely perceived quality up a good few notches. Most of the engines are tried and tested powerplants and the DSG gearbox is rugged. Look out for 1.6-litre models that have clocked up big mileages in a short space of time, as these can feel rather tired with CV boots a particular point worth checking. Instead, try to land a 2.0-litre diesel or a petrol 2.0-litre FSI that has been well looked after.

(approx based on a 2006 1.6S Saloon) A clutch assembly retails at around £190, front brake pads are £75 a pair whilst rears are £40 a set. A new alternator is a fairly reasonable £280, and a new headlamp is a hefty £275. A new exhaust system including the front and down pipe is £1250.

As usual with Volkswagen, there’s a wide variety of engines on offer, with four petrols and three diesels from which to choose over four trim levels (S, SE, Sport and SEL). There’s also an estate bodystyle available. The petrols comprise a 115PS 1.6-litre unit, 150 or 200PS 2.0-litre powerplants and a 250PS 3.2-litre FSI V6. If you’d rather plump for diesel, there’s a 105PS 1.9-litre TDI or 140 or 170PS versions of the vastly superior 2.0-litre TDI engine. There’s a 4MOTION four wheel drive option if you choose the 140PS 2.0-litre TDI variant, a system that comes as standard to buyers of the 3.2-litre petrol model. Team the 2.0-litre TDI with the revolutionary DSG (Direct Shift Gearbox) and you’ll have a very satisfying ride. This uses a sequential manual gearbox in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Passat instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. The petrol cars have to make do with the less special six-speed tiptronic automatic.

The sixth generation Passat offers the mainstream market a reasonably priced glimpse of what premium car buyers have been enjoying for some time. Used examples are now beginning to appear in decent quantities and make a very sound purchase, especially if you plan to keep the car for longer periods.

LOADS BETTER Models Covered: (5dr estate 1.6, 2.0, 3.2 petrol, 1.9, 2.0 diesel [S, SE, Highline, Sport, BlueMotion, SEL])

BY ANDY ENRIGHT

When most people think of a Volkswagen Passat, they’ll bring to mind a rugged and dependable estate car, which is not surprising given that over 4.3 million Passat Estates have so far been produced over five generations. British buyers were once bored by the car in any other form but these days, things are very different. The post-2005 four-door was well received, rightly acclaimed as one of the best family saloons of its generation but the estate version proved, if anything, to be an even more appealing proposition. Used examples are now starting to turn up in meaningful numbers and they’re well worth serious consideration. It’s not hard to figure out why.

The MKVI Volkswagen Passat Estate lagged a few months behind its saloon sibling, launching in November 2005. The estate model had long been a key tool in Volkswagen’s armoury. Whereas the saloon version of the Passat was routinely outgunned by the likes of the BMW 3 Series, the estate model offered a commodity the 3 Series couldn’t match - sheer space. Couple that with a decent slug of badge equity and it was hardly surprising that by the time of the MK VI Passat Estate model’s launch, Volkswagen had established a respectable foothold in the estate market. With this car, Volkswagen looked to offer buyers of estate versions of the Honda Accords, Mazda6s and lower order Saab 9-5s a real and very well built alternative. A powerful 170PS version of the 2.0 TDI diesel was added to the range in Summer 2006. Residual values are very strong. The petrol engine range began to embrace turbocharging more fully late in 2007. It was announced that the normally-aspirated 1.6 and 2.0 FSI units would be phased out in favour of 1.4 and 1.8-litre TSI turbo engines producing 122 and 160PS respectively. The Highline trim level replaced the SE in early 2008, just after the economical BlueMotion models arrived.

The Passat Estate of course, features all the latest generation model’s improvements, including the saloon’s distinctive front design, which means it has the same imposing ‘V’ shaped chrome grille. From the B-pillar back however, the body is very different. In profile, the car has a more dynamic design than we’ve seen with previous Passat Estates, with a window line that rises towards the D-pillar. The angle of the tailgate is also less vertical, while fast-acting LED bulbs are used for the rear lights. Fortunately, the more streamlined appearance has not been achieved at the expense of luggage capacity. Maximum volume in the cargo area is 1,731 litres, compared with the 1,600 litres of this car’s predecessor. The newcomer is 1.9cm taller than before (at 1.52m), 9.2cm longer (at 4.77m) and 7.4cm wider (at 1.82m). Adding to the practical character of this model is optional self-levelling hydropneumatic rear suspension, while a rail system in the boot floor allows more flexible securing of heavy items. Like its saloon counterpart, this Passat Estate features four-link rear suspension and transversely-mounted engines. Technical highlights include a Bluetooth telephone unit and a benchmark 600W RMS Dynaudio sound system, plus, two firsts in this class: a standard-fit electronic handbrake, and a 2Zone Climatronic system.

Due to the fact that this is still a fairly new model and typical buyers don’t go for rapid turnover of cars, it’s not easy to find the perfect Passat Estate if you have a specific colour, engine and trim combination in mind. MK VI Passat Estate used prices tend to start at around £11,800 for an entry level 1.6-litre petrol model, although a better buy is probably the 2.0-litre FSI engine which kicks off at around £14,600 in S trim on an 55 plate. Step up to the SE and you’ll tack another grand onto that asking price. The 1.9-litre TDI diesels open at just over £14,000 for an S but the 2.0-litre engine is so manifestly superior it’s worth stretching for. Here values start at around £16,250 for an SE trim on a 55 plate. Insurance ranges from Group 7 to Group 16.

Ask most people and they’ll cite the Passat as a paragon of reliability although owners of the old MKV model may not share that opinion, the Volkswagen often doing only averagely in customer satisfaction and reliability surveys. The MKVI model tightened genuine as opposed to merely perceived quality up a good few notches. Most of the engines are tried and tested powerplants and the DSG gearbox is rugged. Look out for 1.6-litre models that have clocked up big mileages in a short space of time, as these can feel rather tired with CV boots a particular point worth checking. Instead, try to land a 2.0-litre diesel or a petrol 2.0-litre FSI that has been well looked after.

(approx based on a 2006 1.6S) A clutch assembly retails at around £190, front brake pads are £75 a pair whilst rears are £40 a set. A new alternator is a fairly reasonable £280, and a new headlamp is a hefty £275. A new exhaust system including the front and down pipe is £1250.

As usual with Volkswagen, there’s a wide variety of engines on offer, with four petrols and three diesels from which to choose over four trim levels (S, SE, Sport and SEL). The petrols comprise a 115PS 1.6-litre unit, 150 or 200PS 2.0-litre powerplants and a 250PS 3.2-litre FSI V6. If you’d rather plump for diesel, there’s a 105PS 1.9-litre TDI or 140 or 170PS versions of the vastly superior 2.0-litre TDI engine. There’s a 4MOTION four wheel drive option if you choose the 140PS 2.0-litre TDI variant, a system that comes as standard to buyers of the 3.2-litre petrol model. Team the 2.0-litre TDI with the revolutionary DSG (Direct Shift Gearbox) and you’ll have a very satisfying ride. This uses a sequential manual gearbox in order to ensure efficiency and rapid responses, but it also uses a clever twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to fire the Passat instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking, and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth. One comes away with the impression that some day all gearboxes will be made this way. The petrol cars have to make do with the less special six-speed tiptronic automatic. Most cars these days are also a good deal more rigid in terms of torsional stiffness than their predecessors and this Volkswagen is no exception. Find a jolly green giant to attempt to twist this new Passat Estate and he’d have to use 57 per cent more strength compared to the old car. In real terms, this means that the body is torsionally ‘quiet’, allowing the suspension to do its work more effectively. The end result is a more cosseting ride and better performance through corners.

The sixth generation Passat estate is a car built for the long run. It’s not the most exciting estate car this sort of money can buy but it’s probably the most presence your money will afford if you’re looking for a family-sized estate. The diesels are probably the most attractive bet if you’re planning on hauling heavier loads or are running bigger mileages.