How does VW's new Passat feel from the wheel? A first drive by Michael McAleer, Motoring Editor.
It was once the unassailable rep mobile in Ireland, king of the mid-week traffic jam and the suburban estate. Every farmer and sales rep had to have one, preferably diesel.
The Passat was strong, reliable, roomy, with a cavernous boot. Nobody came close. Then along came the Ford Mondeo, offering a better drive and more fetching looks. Then a host of others, some from Asia, started to nibble at its market lead.
Coinciding with this was a major mistake at management level - attempts to cut costs in the supply chain resulted in several quality issues and recalls. Thankfully its fall from grace was shortlived, but it left a lasting impression with those who experienced the Passat in the late 1990s.
It has never really recovered from that mishap, and to add to the pain it has witnessed the incredible success in the past two years of the Toyota Avensis, which now holds a 26.6 per cent share of the family saloon market, twice as much as nearest rival Skoda Octavia. To rub salt into the wounds, the Avensis looks strikingly similar to the VW.
The new Passat therefore has to offer Japanese reliability, yet more luxury and trim than the likes of Skoda's Octavia, itself a member of the VW Group and carrying much of the features and spaciousness of the current Passat as well, but at a lower price.
From initial impressions, the German engineers have come up with the goods. They seem to have pillaged VW's Phaeton flagship to bring the Passat upmarket. Not only that, but they've increased the size of the car once more, adding 90 litres to the boot - and even more back legroom.
But first to the looks. We were less than impressed by the spy shots we saw several months ago, but the finished product looks just that - finished. The longer rear-end and more sloping front nose makes it look like a proper family saloon, big and spacious. A new large grille on the front adds to its presence.
At the press launch there were several Phaetons in the car park and we had a job to distinguish between the two. That's good news for the Passat, but probably the kiss of death for the Phaeton, which is three times the price.
Interior trim has been dramatically improved. The sloping dials are a touch of class, good quality plastics are used throughout and even on the entry-level version we tested the interior didn't give any impression of scrimping.
The rear seat can now hold three six-footers without complaint and still leave plenty of legroom in the front. All the standard seats are comfortable and there are plenty of cubbyholes to store things. Then there's the boot, all 565 litres of it. With an increase of 90 litres, you'd have to be a serious shopaholic to even come close to filling it. It sees off the Mondeo and Avensis in this area.
As always with VW, the options list is enormous, ranging from adaptive cruise control, bluetooth telephone systems and even umbrella holders in the doors.
On the road, handling is better than its predecessor, though not quite sporty. The ride is akin to a luxury saloon, well-damped and comfortable. There was torque steer from the larger 2-litre diesels on the slippy roads we encountered, but in general we wouldn't have many complaints about handling or ride.
Four petrol options and three diesels are on offer. The petrol engines start with a 102bhp 1.6-litre capable of 0-100km/h in 12.4 seconds and a top speed of 190km/h. A FSI version of the same engine offering 115bhp is also on offer. Apart from this there is a 2-litre petrol FSI with 150bhp or the 200bhp version taken from the new Golf Gti.
In the diesel range, there are two 2-litre TDI versions - 140 and 170bhp - and one 105bhp 1.9-litre TDI. The 2-litre diesels will be available with VW's impressive six-speed dual clutch transmission (DSG) as an option. Finally, a 3.2-litre V6 version will be introduced in the autumn, completing the engine range.
When we first paced around the car, the evident increase in size left us wondering if the 1.6-litre unit could power us anywhere but down a steep hill. However, while it could have done with a sixth gear - and must only be bought in manual - it didn't seem unduly slow, though you do need to work it. But with a starting price of €26,485 (if the Irish importer stays true to the promise of VW Europe to keep its entry prices the same as the previous model), it's a lot of car for the money.
Long-distance drivers should look to the 2-litre diesels if seeking more punch. While all three diesel derivatives have adequate pulling power, VW has yet to match the engine refinement of some of its competitors, particularly when the diesels are under pressure.
VW is seriously back in contention with this car. It's sheer size, the quality of interior finish and the little standard touches - like the new push-button parking brake, the LED rear lights and a BMW-style transmitter instead of a key - will woo many a company car driver.
Whether it will bring back to the fold those who have strayed to the Japanese remains to be seen. The Avensis has a price advantage and will continue to have a three-year warranty against VW's two. But the fact the Passat looks identical to VW's flagship, while the Avensis now looks like the old Passat, should hold it in good stead.