IN recent years, the Volkswagen Passat has enjoyed a premium positioning in the mid-sized family saloon segment, but has struggled to find punters in a segment obsessed with having the “right badge” on the nose. The VW Group, of course, already has one of those – Audi’s A4. But, lately, something interesting has been happening. Acclaimed designer Walter de’Silva has been tasked with endowing Audi and VW with distinct characters and the latter has managed to refine its Polo, Golf and Touareg ranges (and the Passat, as we shall see) into more sophisticated products than we’ve come to expect from Wolfsburg. The Golf is now closer than ever to the Audi A3 in terms of cabin materials and refinement. With this compact model (and its Jetta cousin) moving ever upwards, where does it leave the Passat?
The new model’s styling is in line with Volkswagen’s latest offerings: a more conservative and sophisticated look that incorporates a narrow horizontal grille, angular head- and taillights, and taut character lines. Some members of CAR’s test team found the design uninspiring, but it does have a “premium” look – thanks to resemblances to VW’s oft maligned luxury saloon, the Phaeton – that should appeal to a wider market than its predecessor. A few staffers also complained about the car’s proportions – it appears too long and stretched (a similar complaint was made about the latest Audi A4). The Passat’s height and width remain unchanged, but its profile has been slightly lengthened.
Our test unit’s optional leather seats with active climate control (R14 120) offer good support and comfort, as well as a wide range of adjustment. As standard, all Passat models feature cloth seats with heating and ventilation (rare in this segment), which means that, if a customer wants to buy a Passat with electric adjustment for the front seats, they will have to cough up an extra R12 670 (the total price for electrically adjustable leather seats is R26 790).
The rear has slightly more head and legroom than before, while the luggage space is large and the 60/40 split rear seatbacks can be folded flat.
The interior received a spate of improvements, including new design elements on the facia and centre console, and new softtouch materials for the upper facia and door inserts. It is one of the best in terms of fit, finish and perceived quality levels. The use of darker materials (the previous car made liberal use of silver-effect inserts on the centre console) also lends the cabin a more sophisticated ambience.
However, the most significant changes are those that are heard and not seen. As on the latest Golf, Volkswagen added extra sound insulation around the Passat’s engine bay, under the dash, behind the wheel arches and in the windscreen. The result is a quiet cabin that’s mostly free of noise, and compares well with any premium compact saloon. This, along with the car’s supple ride quality, makes it a very comfortable long-distance companion.
Our test unit’s turbocharged 1,8-litre engine is carried over from the previous generation and offers 118 kW at 5 000 r/min and 250 N.m of torque from as low as 1 500 r/min.
There is still the choice between a six-speed manual or automatic transmission, but the previous six-speed Tiptronic has been swopped with a seven-speed DSG. The transmission allows for either automatic gear changing, or more spirited shifting when S is selected. Tapping one of the steering wheel-mounted paddles, or shifting the gearlever to manual, overrides the system, but we feel that this is at odds with the Passat’s leisurely demeanour.
The shifts are markedly swift, but the DSG ‘box lacks the smoothness of the Tiptronic and, on occasion, was caught out at lower revs, where it hunted for gears in slow-moving traffic or with sudden stomps of the throttle pedal. That said, the extra ratio does bring a much-improved fuel consumption figure compared with its predecessor.
The Passat tends to feel a little too heavy at times, but by no means lethargic – we achieved an impressive 0-100 km/h time of 9,35 seconds. While its overtaking times are swift, the engine does lose momentum on steep hills and a heavy right foot is needed to overtake slower vehicles at cruising speed.
The rest of its mechanical parts are carried over from the previous car but, according to VW, the shocks were fettled with to offer a more compliant ride. It does offer a very good balance between a comfortable ride and damping that’s firm enough to remain composed when corners are tackled. There’s only slight understeer and body roll. The steering is suitably light and well weighted at higher speeds.
Worth a mention is the car’s excellent braking performance to a standstill from 100 km/h – the Passat managed an average braking time of 2,82 seconds and a best time of 2,75 seconds.
TEST SUMMARY
We criticised the previous generation Passat for its large price premium over the Honda Accord and Mazda6, despite offering less standard equipment and comparable levels of performance. The new Passat, on the other hand, is a more sophisticated car compared with its predecessor. It boasts enhanced standard specification, a new look and improved quality levels – both in terms of materials used in the cabin and better sound insulation. It’s also more affordable than the Accord and 6, despite offering a standard maintenance plan compared with the other two’s service plans.
The DSG transmission may not be the smoothest auto around, but offers quick shifts and an extra ratio for better fuel efficiency. The 1,8-litre engine struggles slightly with the Passat’s size and mass, but its performance remains more than adequate in its class.
And while it may still not be a premium product on par with an Audi A4, BMW 3 Series or Mercedes-Benz C-Class, the latest Passat improves on an impressive package and now, more than ever, warrants its “entry” premium positioning in its segment.