2007 Volkswagen Passat Review

Specifications

Smarter Wagon

Regardless of what demographic marketers might slot you into, suppose for a moment that you, the reader, are married with 2.1 kids and pet and are in the market for a new way of transporting the family unit. There are plenty of choices out there to choose from - midsize sedans, any number of modern compact cars, possibly a minivan, crossover, sport utility vehicle, or even a four-door pickup truck. But assuming that you, the reader are like me (i.e. having a pulse) youll want something sporty, with good power, high levels of grip and above all, style, and lets not forget quality. This means that most CO2-belching SUVs are out of the question, and its an unlikely occurrence that youd sentence yourself to a minivan. And the trusty, run-of-the-mill midsize family sedan? Youd probably first cast yourself into oblivion than to buy an automobile-shaped placebo, not to mention you need something more practical. After all of this, things become crystal clear: what you need instead is a wagon.

Now, before you move your mouse to that little red box on the upper right hand corner of your web browser, let me explain: wagons arent what they used to be; theyve lost much of their sociological baggage. Theyre not big (except the Dodge Magnum), nor are they lumbering; and, as a matter of fact, you cant even get them with vinyl wood paneling anymore. Vista roofs have gone the way of the dino; now evolving into full-length panoramic sunroofs, which are currently quite trendy. Since so many automakers have left the field, the remaining brands have more or less been distilled to add that ever so desirable European flavor. Sure, Fords still mulling about with the old-timer Taurus wagon (not for long) and its ultra-tall Focus wagon is more utilitarian than sporty, Subarus faithful Legacy and Impreza move the excitement meter up a notch or two, and theres the compact made-in-Korea Suzuki Forenza Wagon, but really thats about it. Theres also the Mazda6 Wagon, which just about slipped my mind. But wait a minute: the wagon segment is also overflowing with the brands automotive enthusiasts adore: the Audis, BMWs, Saabs and Volvos of the world.

This brings us very neatly to the subject of this review, the new Passat Wagon. Unlike any of the aforementioned European automakers, Volkswagen stands out. It sits, comfortably nestled in a status of near-luxury because the badge has presence, but not to the same degree as other luxury heavyweights. The Passat, now its halo passenger car since the Phaeton has been dropped, is also unlike other wagons that the competition is producing: it fills the void between the ultimately compact entry-level vehicles (A4 Avant, 3-Series Touring, etc.) and the larger, and substantially more costly executive segment (A6 Avant, 5-Series Touring etc.). Its an equal in technology, design and amenities, but it does this without the snob appeal, not to mention the fact that it costs thousands less. The Passat is also different in that its not trying to be anything but a wagon; not a Crossback, Sporthatch, Sportback… just a wagon, with no reservations or pretenses. How refreshing.

The latest Passat Wagon is based on the fundamentally new Passat Sedan, which uses architecture and components from the PQ35 (Rabbit/GTI/Jetta), but stretched out to typical midsize dimensions, including a greater width, track and wheelbase to create the new, PQ46 chassis. Development of this modular length and width platform provided Volkswagen with a cost-conscious solution to creating a flurry of new automobiles, and an alternative to the expensive Audi-based roots of past Passats. Though it might be based on Volkswagens compact car lineup, the Passat features the latest in suspension design, including a full five-link rear suspension, which replaces the old torsion beam setup; plus adds a speed-sensitive electromechanical power steering system.

Everything to do with the Wagons styling is business as usual before the central B-pillar, which means elegant teardrop shaped headlamps, and the big, chrome Volkswagen coat of arms grille surround. But past this pivotal point, the Passat has been reworked to give the tail end a smooth and natural look. While some wagons seem to merely have had chunks of metal and glass added to the existing sedan (see Subaru Impreza Wagon), they tend to look burdened and clumsy. Though the Passat doesnt have anything special going on at its south end, its slightly tapered roof, and bright, LED-illuminated tail lamps add unexpected class, and the addition of the wagon structure helps minimize the bulk of the rear overhang, a styling trait that visually weighs down the Passat Sedan. One thing that has changed from the sedan is that the big VW badge on the Passats tail isnt a release for the tailgate. Thats moved below, under the license plate holder.

It must be said though, that the Passat Wagon is a handsome looking beast, and one that can bear your burden no less. It has one of the largest cargo capacities amongst the current crop of wagons, falling short of Volvos full-size V70 and the exorbitantly expensive E-Class Wagon. Without folding down the rear seats, you can pack 21.3 cubic feet of luggage, boxes, golf-clubs, or anything else you desire into its hindquarters. Thats a gain of 3.8 cu-ft over the old model, no less, and 3.7 cu-ft greater than the sedan. Because volume alone isnt always enough justification for having a different bodystyle, the Passat Wagon benefits from having a low loading sill, and an extra wide aperture, allowing wide boxes to be loaded on board with ease. On top of the line models, the tailgate rises and lowers at the touch of a button. One clever option available in Europe but not part of the North American lineup is the clever cargo divider system as featured on the Audi A6 Avant, which uses a series of clips, retractable belts and collapsible dividers mounted on rails to organize and tie down any loose cargo in the bay.
Why cant you get it here? Seatbelt regulations. VW and Audi have come up with a new seatbelt mechanism that hasnt yet passed federal regulations; dont worry, it comes on good authority that theyre working hard to make sure it does soon.

Unlike the European competitors the Passat Wagon is lumped in with, at least from a pricing perspective, the vee-dub is a truly spacious automobile, and not just for those riding in front. As the platform uses the GTI/Jettas transverse positioning of the engine and the more compact Haldex multi-disc clutch all-wheel drive system in place of the old Torsen differential system, an impressive amount of space has been freed up in the name of cabin space; even though it no longer uses a torsion beam rear suspension. This positively affects the conditions of those who must ride in back, where the Passat impresses with leagues of leg, knee and shoulder room. Its not quite roomy enough to fully stretch out, but its enough to make a six-hour non-stop road trip more than bearable. Plus, with wide-opening doors and a much larger door base opening, theres also no struggle to enter or exit. Pull-up window shades, and a front-door umbrella holder are other nice additions.

When it comes down to powerplants, Volkswagens inventive side is always something that shines through. Top of the line engines for the Passat have always been special; game for experimentation, if you will. With the previous generation, VWs top of the line engine was the impressively complex 4.0-liter W8. However, the design just might have been too clever for its own good, as production costs were too high for a mid-level vehicle. Prior to this attempted brute-force push into the luxury stratosphere, Volkswagens top engines were narrow-angle V6s, dubbed VR6 in VW-speak. Fitted into the engine bays of Golfs, Jettas, Corrados and Eurovans (and a couple of Audis too), it was the ideal solution to high power in a compact FWD-friendly package. Given that the latest generation Passat shares its transverse-mount layout from the Golf, Volkswagen chose to move back to the VR6 layout.

Though its not called VR6, the top of the line engine in the Passat indeed is a narrow angle unit. This is a completely new motor, separate from the first, second and third generation VR6 engines, which varied in size from 2.8- to 3.2-liters, featured previously in the Mk.III and Mk.IV Golf GTI, Audi TT and Touareg (to name a few). The first difference is that the block is now cast iron instead of alloy, for strength, and its angle has been reduced to 10.6, down from 15 to keep its 400 or so c.c. increase in displacement in a compact form. Despite the downgrade of material and slimmer angle, the 3.6-liter is an engine packed with the very latest in engine technology, featuring full continuously variable valve timing on intake and exhaust valves, dual overhead camshafts, and FSI direct injection.

At its peak, the new VR6 engine produces a phenomenal 280 horsepower at 6,200 rpm and 275 lb-ft of torque at 2,750 rpm, not only besting the old 4.0-liter W8, but the six-cylinder German stablemates from BMW, Mercedes-Benz, and Audi. Of course, Volkswagens award-winning 200-horsepower, 2.0-liter FSI direct injection turbo engine is available as the entry-level engine, and while its good, plus bests most other entry-level midsize engines, the V6 really helps the Passat to enter the elevated playing field Volkswagen strived to compete in with the previous car. All Passat V6 models are linked to a six-speed automatic gearbox with Tiptronic function that has steering wheel mounted paddles. While its not the most involving gearbox Volkswagen has ever mated to a Passat (the DSG sequential-manual is available in Europe), the autobox is smooth, and surprisingly quick to react particularly when functioning in the Sport S mode, where the gearbox holds the gears to keep revs up. The only downside, especially for an enthusiastic driver is that it automatically upshifts at redline.

Bringing the engine to life is a bit different in the Passat; instead of turning a key, you slot the all-in-one fob into the dash, and push. From the outside you can hear the FSI system tick-tick-ticking as it directly injects precisely metered gasoline into the combustion chamber at ultra-high pressure, doing its duty to reduce fuel consumption and emissions without blindly robbing you of power.

Putting this kind of power to the ground through the standard front-wheel drive requires a light foot and a taste for a bit of torque steer, but with the optional 4Motion, any funny business is sorted out. The Haldex-built 4Motion all-wheel drive system shifts power to the rear wheels, giving instant grip and yielding a zealous, and particularly audible organic roar when you take off. Even on all-season tires, the Passat can easily overcome a good romp on the accelerator pedal on a muddy road, making it an ideal companion if you tend to do a bit of outdoorsy stuff.

And on the road, its as neat and tidy to drive as the regular Passat 2.0T, namely, its reasonably interactive with good steering weight, but slightly anesthetized feel. Keen drivers might be able to feel the minute effect of the heavier cast-iron block hanging over the front end, but its well disguised by firm front springs and the electro-mechanical power steering. Because the Haldex system only kicks in when wheel-spin is detected, its handling characteristics are benign, with a tendency to understeer, leaving the car to feel very much like an ordinary front driver, though, the all-wheel drive system does its part to minimize cut-ins of torque steer and the electronic traction and stability control system when accelerating or cornering hard in slippery conditions. For a driver whos been used to minivans or SUVs, the Passat Wagon is as close to a European sports sedan as anything else in its class, while those migrating from European sports sedans should come away from a brisk drive satisfied.

The only fault I can think of is the throttle, which is like an on-off switch; the first centimeter or so, theres nothing, and then all of a sudden the full-blown force of those 280 ponies pushes you back into your seat. This somewhat odd metering is due to the electronic throttle, and is further pronounced when the parking brake systems hold function is active, which automatically applies the parking brake to prevent the car from creeping forwards or rolling back at stop lights. Another neat function related to the parking brake is that it has the ability to function as an emergency stop. Push the parking brake button, and itll haul the car to a stop at a steady force of 0.6 g. This fairly impressive trick is sure to draw otherwise hidden oohs and aahs out of friends, and is a great spontaneous cargo re-organizer, but its use in practice is questionable: how many times do you figure youll be able to reach over and push the button in the middle of a panic stop?

Although all the technology featured in the Passat is nothing short of astonishing, what never ceases to amaze me is the cars interior design. This latest version really hits the nail right on the head, combining the key elements of a fresh, modern look with plenty of different colors and not one, but two metal-look textures (wood is also available) that cross the horizontal and vertical planes of the dash and console. The result is an interior thats far less austere than your typical Bavarian offering, and far more interesting to look at than the average Japanese cabin. Nice middle ground, then.

Fit and finish, a hallmark of the modern Volkswagen is ever-present with the Passat; everything, from the digital climate control knobs to the flocking-lined drawers, moves with fluidity and perfect damping, while the leather that wraps the multi-function steering wheel and swathes the comfortable but slightly under-bolstered seats is glove-soft. Things get even better at night, when the whole cabin illuminates in a flurry of bright, vivid blues, reds and ambers - even when theres no malfunction.

For some reason, there were more harder plastics than I could recall, specifically the wide, sweeping flank that trails the dashboards fissure through the front doors. Previously, I drove a 2.0T sedan, and that didnt seem to bother me, or catch my eye. On a $25K model, such as the Passat Wagon Base, or even a $30K model - a Passat with some nice options on it - this kind of stuff doesnt seem to be too much of a problem, but on a luxury wagon that hovers around 40 grand and tops out at 50 large ones, it leaves a little bit more to be desired. So equipped, however, the 600-watt Dynaudio sound system is reportedly excellent, although for most the standard sound system, as equipped in my tester, is quite good. You might have a bit of trouble locating the 6-disc stacker, mind you, because its been hidden in an attic-like trap-door hinged from the roof of the air-conditioned glovebox.

My second major complaint is directed towards the cars optional navigation system, which can be described as nothing less than blitheringly incompetent. Its destination entry system is, simply put, backwards, with address number before street name, region or province, and although it is DVD-based, the system is painfully slow, announcing upcoming turns as 50 metres ahead when in fact, you should be in the process of making them. And why doesnt the main map screen show the street name that youre on, or label any of the surrounding streets, let alone provide this info as well as your heading, latitude and longitude plus a six-inch wide depiction of a detailed compass? Also, seeing a bunch of yellow lines across a black background is anything but helpful, furthering primal desires to be violent towards it. VW, please hurry up in your developing of that Google Earth-linked system, but in the meantime, Passat customers should save their money and buy a good, high-quality road map.

The only thing missing from the whole equation, and the primary factor from putting one of these excellent machines on my driveway is something that a large portion of Passat buyers chose in the final days of the previous generation - a diesel. As was recently announced, Volkswagen will not be selling any TDI vehicles for model-year 2007, as none of the engines meet the forthcoming 2007 emissions regulations. Though a new wave of diesel Volkswagens will arrive featuring common rail and piezo-injector technology sometime in 2008 or 2009, it may be an uphill struggle for VW in the coming months.

Even without diesel power, however, the Passat Wagon is a master of all trades. The diversity of the model range allows it to compete in many markets, while the intriguingly clever powertrain choices give it the ability to rub shoulders with the best of the best. Add that to interior spaciousness and, if so desired, refinement and luxury, and its easy to see why its a smart choice.