First drive: VW's Passat the formidable middle

VOLKSWAGEN’S mid-sized Passat – one of the most copied cars of recent times – has been completely redesigned and re-engineered.

Now in its sixth-generation and due on sale here late this year, the all-new B6 series was publicly unveiled at the Geneva motor show last week while it underwent a simultaneous global press launch in Barcelona.

But only the four-door sedan surfaces for now. The popular Passat wagon, which typically accounts for 60 per cent of all sales, will debut at the Frankfurt auto exhibition in September.

Stylistically it’s all-change. Gone is the sedan’s harmonious geometric form, that’s been such a hallmark of the existing B5, for a larger (and perhaps more faddish) crisp-edged visage.

It extols VW’s new corporate design details, such as a V-shaped "shield" grille, matching nut-shaped headlight and tail-light graphics, and a ribbed swage line.

A senior Wolfsburg official admitted that the basic shape of the German-built B6 was already locked-in when the latest design boss decided to incorporate the new VW ‘face’.

Tellingly, the company reiterates the million American Passat sales (though many of these were of the 1970s ‘Dasher’ original), which helps explain the car’s US-consumer focussed appearance. Asian (particularly Chinese) appeal has also been factored in.

Nevertheless European sensibilities are also paramount underneath, as this Passat abandons the previous-generation Audi A4 base for a substantially reworked variation of the recent Golf V platform, dubbed PQ46 for this application.

The resulting east-west engine installation instead of the current car’s longitudinal layout has given VW a new impetus for improving packaging, since it’s a more compact arrangement. The cab-forward shape also contributes.

Combined with an upsize in every direction, it liberates space for passengers, while the boot’s boundaries have burst by 90 litres to 565 litres.

For the record, length increases 62mm to 4765mm, width 74mm to 1820mm, and there’s 10mm more for both height (1472mm) and wheelbase (2710mm).

Taking the transverse engine route also means that a very different drivetrain package is now presented for new Passat punters.

Unlike the current Passat, the B6 ditches Audi’s ‘quattro’ Torsen differential all-wheel drive system for the Haldex multi-plate clutch set-up.

Still under wraps (European Passats get it as an option to the regular front-wheel drive from mid-year), it will again be tagged ‘4Motion’ nevertheless.

Also barred in the B6 are the old car’s Audi-derived longitudinal 2.3 V5, 2.8 V6 and (unseen locally) 3.0 TDI V6 torque monster, for four Golf-derived petrol units and three diesels.

Of interest locally is the 110kW 2.0 FSI (VW-speak for direct petrol injection) four-cylinder and its 147kW turbocharged TFSI sibling.

A 3.2-litre narrow-angle FSI V6 engine will also be announced shortly, and is thought to offer 188kW of power and 330Nm of torque.

VW Australia is on a diesel drive from now on, so expect the new 125kW/350Nm version of the 2.0 TDI derv-drinker to debut alongside the 103kW/300Nm version.

Its maker claims the automatic version can achieve a 0-100km/h sprint time of 8.7 seconds and a 219km/h top-speed, all while delivering an EU fuel consumption combined figure of 8.9l/100km.

None of the six-speed manual gearbox models are slated for Australia.

Instead there are two automatic gearboxes available depending on which engine is chosen – a regular torque converter six-speed Tiptronic and the twin-clutch DSG gearbox (a bonus of the transverse drivetrain) for diesels and the V6.

DSG always has a clutch ready for fast and smooth gear changes (in 0.2 seconds) that enhance a diesel’s efficiency. The four-cylinder petrol models miss out due to limited DSG production capacity.

Vitally, the platform-switcheroo also means that drivers are just as likely to notice the new Passat’s considerably improved driving characteristics, aided by the implementation of new technologies and latest-generation hardware.

Like its accomplished smaller sibling, the B6 brings a new rear axle with multi-link wishbone rear suspension to the party. Aluminium components for the McPherson front axle result in a 13.3kg weight drop there.

A variation of the electro-mechanical speed-dependent Servotronic rack and pinion steering (which on some models work with the improved headlights to help them swivel 15 degrees for a wider arc of vision) It is likely VW was just as dismayed by the rivalling Ford Mondeo’s obvious dynamic superiority over the current Passat as it was with the Ford Focus vis-à-vis the old Golf, hence the expensive suspension and steering upgrades for both of its core cars.

Also enhancing dynamics – as well as refinement and driver appeal – is the rise in the body’s static torsion stiffness (up 57 per cent).

And while the body-in-white is significantly bigger, stronger and structurally safer than before, it still weighs the same.

Safety gains include a passenger cell with low-level intrusions in severe impacts, high-tensile steel B-pillar posts and extra body crossbeams for greater crash-energy diffusion, increased fuel system isolation from fire sources, and – at last – specialised bonnet, guards and bumpers for better pedestrian protection.

A new electronic steering lock facility means the redesigned column and repositioned ignition key cannot cause the same level of crash injury they once could, the front seat headrests are now actively ‘anti-whiplash’ and six improved airbags are standard.

The latter, along with electronic stability program (ESP), climate control air-con, 16-inch wheels, an automatic boot lid opener, will be standard in all Passats.

So will a new dash-button operated electromechanical park brake (with an optional hill-hold facility for stress-free ‘handbrake’ starts), a brake-disc wipe system for better stopping efficiency, and ESP that takes towing forces into consideration for safer, surer traction.

Options that make the Passat mimic a luxury car include a keyless entry and start system, Bluetooth wireless phone connection, DVD-based satellite navigation, tyre-pressure monitors, adaptive cruise control (that brakes automatically according to the speed of the vehicle ahead), a laptop-charging 230V power supply and a high-end 600W audio.

The all-new interior also features a ‘floating effect’ upper dashboard piece, the option of brushed aluminium trim, redesigned seats, more storage spaces and much-improved insulation.

And despite all this new high-tech addition to the Passat, VW claims that the cost of ownership should fall due to advances in diagnostic and improved component quality.

Exactly where VW Group Australia positions the prices for the Passat is still a secret. But it does have a lot of ground to gain.

2004’s 337 sales were almost a third of the previous year’s tally, reflecting both the advancing age of the current B5 Passat as well as the strong competition from the Honda Accord, Nissan Maxima, Subaru Liberty and Mazda 6.

It is expected that VW will employ the bigger all-new Bora to battle these when it arrives soon after the Passat in early 2006.

With the B6 Passat’s advances, VW will probably push the base version up from today’s mid-$40s ask to around $50,000, where it will also challenge the Mercedes C-Class, BMW 3 Series, Volvo S40/V50/S60 and Saab 9-3, as well as the in-house Audi A4.

In the meantime, it is believed the current Passat will soldier on – probably with added-value features rather than any price drop – until the B6’s late ’05 local debut.

Future and Past Passats

Besides the aforementioned wagon, the Passat’s PQ46 platform will also form the underpinnings of the long-awaited folding-roof coupe-convertible.

Heavily based on the 2004 Concept C project, it will sit in size between the Golf and Passat, making it slightly larger than the Peugeot 307 CC and Renault Megane opposition.

A full-sized people mover in the mould of the mould of the Honda Odyssey may also spring off PQ46, to replace the decade-old VW Sharan MPV that was a co-development project with Ford.

A development of the B6 for the growing Chinese market is also in the pipeline.

The 1981 B2 Passat-derived Santana sedan has been built there for most of that time, helping VW to achieve a particularly strong following.

Meanwhile the original Passat, released in Australia a year after its 1973 European arrival, finally freed massively debt-burdened VW’s reliance on the senile rear-driven Beetle and Type-3 models.

It was a twin of the 1972 Audi 80 – a connection the current B5 re-established fraternally with the first Audi A4 of 1994 – and was assembled (rather haphazardly) in Clayton, Victoria until 1977.

After the ensuing quality woes VW AG pulled the pin and sold its local operations to Nissan Australia.

Skyrocketing prices saw Passat sales plummet (not even a diesel from 1980 could help), and the model vanished – along with VW passenger cars soon after.

With the return of the Golf here in 1990, the Passat followed suit in dumpy B4 from 1995, but it wasn’t until the B5’s ’98 arrival that sales fired up – a record 1317 found buyers that year after only eight in ’97.

‘Passat’ is a type of wind – the subject of a quaint VW AG naming preoccupation during the 1970s that also saw the Scirocco and Golf (German for Gulf).

DRIVE IMPRESSIONS:

VOLKSWAGEN’S Passat has been to finishing school for manners to match its smart and accommodating style.

Unlike most of its prestige segment peers – namely the Nissan Maxima, Peugeot 407, Volvo S60, Honda Accord V6 and Renault Laguna – the Passat ticks every box dynamically.

First and foremost, there’s the VW’s Golf-derived electro-mechanical rack and pinion steering – a well-weighted, communicative device that lets the driver be in control.

A handy handler, it encourages keen cornering, providing a decent amount of feel and feedback without the front-wheel drive fidgeting or fightback you sometimes get on rougher roads with many other systems.

The VW responds rapidly to all manner of steering inputs with confidence and control.

Courtesy of a variation of the multi-link rear suspension again found in the Golf, the ride is also impressively contained across a wide variety of surfaces.

Potted and uneven urban roads might have been heard, but they were never really felt in this firm but pliantly suspended sedan, adding to the Passat’s unexpected driver appeal.

Aiding this is a solid and insulating body that excels in conveying that highly engineered Germanic feel.

Strong engines are also on the Passat’s agenda.

Fitted with the gutsy 103kW/320Nm 2.0-litre four-cylinder turbo-diesel TDI unit mated with DSG automatic transmission, the performance on offer is pretty impressive.

For a diesel, the TDI likes a rev, and really hauls the relatively heavy at 1454kg Passat with ease. Its 2000rpm maximum-torque sweet spot means that there’s plenty of performance available just when you need it.

For extra response, slotting the gear lever into Sport means that the DSG holds onto its gears for longer (although red-line visits are out of the question – it always changes up), keeping the Passat in the power zone longer.

VW quotes a TDI DSG 0-100km/h sprint time of 9.8 seconds, a 209km/h top speed and 6.3l/100km EU fuel consumption average.

As far as petrol motors are concerned, the 2.0-litre FSI with six-speed Tiptronic automatic was the only other relevant model available.

Its figures are 10.2 0-100, 208km/h V-Max and 8.5l/100km.

But with 1418kg of car to carry about, the FSI has to rev a lot harder more of the time to even think about keeping up with the TDI.

Nevertheless the petrol motor is a zingy little engine that provides adequate, rather than scintillating, performance. It certainly won’t give Maxima or Accord V6 drivers any cause for concern until they hit the first set of interesting curves.

Plus it rivals the former for accommodation kudos.

VW had set itself quite a goal with the last Passat, and this one doesn’t let the side down.

With a nod to the exceptional cabin execution in the latest Audi A6, the Passat’s interior ambience, with its many horizontal surfaces and minimal buttons and controls, is of the ‘stylised austerity’ school.

There isn’t a dud surface anywhere – just high quality trim and materials that match or contrast with flair.

In higher end models the metallic dash accents are a real treat, as are the flowing door armrests, console cupholders, retractable coin tray and simple climate control operations in most other models.

The driving position, cushion and weighting of all the major controls further adds to the evidence that VW are keen to lure more enthusiastic motorists, although the big jump in comfort, convenience and practicality could just as easily argue the Passat’s pro-family car cause.

Front seat space is well into the Magna class, and thanks to the cab-forward styling (a corollary of VW ditching the space-inefficient longitudinal engine layout of the previous Audi A4 for a more conventional east-west arrangement), rear seat room and comfort levels have jacked up considerably over the current, rather cramped Passat.

It may not quite be Falcon-wide, but legs, bottoms and heads will certainly find welcome accommodation. And the 565-litre boot in the sedans sampled is plenty bountiful.

The stylish upswept window line and thick pillars partly obstruct vision, but smartly designed rear view mirrors do partly compensate.

Some may find the electro-mechanical handbrake (with a dash-mounted toggle beside the headlight switch) a little confronting at first, but it works fine.

It deactivates instantly once the car is driven off, and comes with an optional hill-holder button function that automatically ‘handbrake starts’ on inclines to stop you rolling into the object ahead or behind.

This Passat is the first of the new wave of products boasting Volkswagen’s new design direction.

It’s strong on detailing – evident in areas such as the headlight cluster, tail-light shape, light-refracting body surface tension and impressively tight shutlines – but the sedan is perhaps a little too heavy handed in its rear-biased proportions.

In the flesh the sedan seems smaller than in it does in photographs, and once the driver is fixed at the wheel, the whole car envelopes him or her to become an unexpectedly engaging grand tourer.

Which sums up the big steps the latest model has made.

If the Aussie-bound models from early 2006 display the same levels of dynamic attitude as the Spanish launch examples did, prestige sedan buyers are in for a real treat with the new Passat.

Even lower-end Mercedes E-Class, Audi A6 and BMW 5 Series buyers should check this VW out first.