REVIEW: VW Passat CC VR6 4Motion

Four doors. Coupe. What do the two have in common? Apparently, a lot. What was once thought to be separate identities has now become one, thus the birth of the four door coupe. But I still do not understand how it is possible for a four door sedan to be called a “coupe.” So, I did what any rational first grader would do; consult the dictionary.

According to Merriam-Webster, a “coupe” is either “a four-wheeled closed horse-drawn carriage for two persons inside with an outside seat for the driver in front.” Or, “a 2-door automobile often seating only two persons; also: one with a tight-spaced rear seat.”

Source: rp

I see the keyword being two doors but Mercedes-Benz saw it differently with their marketing blitz of the CLS, which touted its likeness to classic, Mercedes coupes. It appeared to be a stretched E-class with a sloping roofline and a graceful rear-end. In my eyes, it was merely a mash-up of an E-class and CL, but, it had some funky headlights.

Coupe or sedan, it did not matter because it was damn good looking.

Previous four door coupes like Mazda’s RX-8 and the Saturn Ion featured shady rear doors that were reminiscent of those long, unsophisticated Ford E350’s. Not cool. The CLS was different and brought sexy back.

This translated into sales rocketing forward and a new niche becoming born. Instinctively, other auto builders joined up by sketching out ideas and concepts, which soon made their appearance at auto shows.

Source: rp

Bringing us neatly to the Volkswagen Passat CC.

Volkswagen’s CC is a triumph of styling pleasure. From the graceful, sloping roofline to the two-tone interior, it is a car that I can liken to a svelte supermodel. And, its more conservative details make this a better looking car than a Mercedes CLS.

Not that it matters because to the untrained eye people mistake this for the CLS, although it proudly wears its VW badges.

Source: rp

Every line is executed perfectly as though it is flowing from the front fascia to the rear quarters. Easily the most interesting line on the car happens to be on the top of the rear windscreen, which arches in an elegant manner – reminiscent of a Mercedes CL windscreen that has been translated in a more conservative fashion.

There are only two aspects of the car’s exterior that are bothersome.

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First, are the unnecessarily large, wraparound taillights. I think the rear could have been capped off with a more conservative integration with flush LEDs a la the current Passat.

Secondly, the unfinished rear tailpipes. Not chrome or brushed aluminum? Shouldn’t a car of this caliper have this standard rather than shell out another $150 on top of $42,630 as observed on our test car?

Source: rp

Ironically, the interior of the CC boasts an extreme attention to detail. Look around the interior and it feels as though you are in a hip and trendy espresso bar. Brushed aluminum surrounds the cabin with fine, aluminum details in-between the door grabs. At the top of the bolstered sport seats is a gap that is bridged with a tiny piece of Alcantara. Since this is a “coupe,” there is seating for two in the rear but this suave Passat has bolsters in the rear seats providing more a bucket seat feel. In addition to all of this, there is a contrasting stitch that provides a subtle pop to the interior that makes Marc Jacobs envious.

Source: rp

Rest assured, although there is aluminum and a trendy café feel, it is warm and inviting. Light splashes in from the panoramic sunroof and a high beltline makes a driver feel as though they are in a cockpit.

Fit and finish is exceptional with tight panel gaps and no rattles over rough terrain. This is a substantial change from my 2004 Touareg, which had panel gaps as wide as the Atlantic Ocean and had several rattles throughout the cabin.

Source: About.com

On the technology front, Volkswagen has finally stepped up to the plate with a proper navigation system. After years of poorly developed systems, the firm has chosen to utilize a 32 gigabyte hard-drive based, touch screen unit with what VW calls a Media Device Interface. So, if you change the climate control to flow differently it pops up on the navigation screen and makes sure you are aware of it. Also integrated into this unit is the vehicle’s rear view camera.

Using the new unit is remarkably easy albeit accompanied with slight lag when you overload it with inputs. Besides confusing the Garden State Parkway’s direction on the final night I was testing, it performed well with timely route calculations and recalculations.

Source: Motorreport.com.au

So, now that we know it is a well built car accompanied by jaw dropping looks, let’s drive it.

CC’s can be equipped with either a four-banger 2.0T or the Van Wilder of engines, the infamous VR6 that now has been upped to 3.6 liters. The turbo is good for 200-horsepower and 207 lb-ft of torque while the inline six is rated at 280-horsepower and 265 lb-ft of torque. But the VR6 is lacking in one element; sound. It does not have that prominent burble as heard in the early Touaregs and R32’s. Rather it sounds anemic and at low speeds a whiny transmission overtakes all of the motor’s pleasantries.

And this power does not mean you get a paltry MPG. With a solid mix of highway and city driving, I ended up with nearly 19 MPG at the end of one week with the CC.

Source: rp

Shifting gears in the über sex machine is a six-speed tiptronic automatic. Although the six cylinders have some grunt, it is unfortunate the VR6 is not available with a dual-clutch or traditional manual gearbox. Most likely these other transmission options would have improved the quick, but not fast, 0-60 MPH time of 6.2 – as claimed by VW. Shift times have improved over previous tiptronic generations and are acceptable, but remain no match for a DSG transmission at the end of the day.

Regardless, the CC is deceptively quick due its suppressed road noise and luxuriously tuned suspension that isolates you from the road’s craters. I had the pleasure of figuring this out while doubling a neighboring village’s speed limit and getting pinched.

The car’s ride is smooth as glass and when you get caught in one of New York City’s clusters of potholes you will soon find yourself drifting over the potholes and not taking lumps on the top of your head. Surprisingly, although the suspension has been tuned to take bumps, it does not float or wobble on the highway at speed. It remains relatively taut and confidence inspiring.

The more time on the highway I spent with the CC the clearer it became it is a very good grand touring car. But, how would it do in the curves? After taking it through some twisties, it was also obvious it is not a sports car. Weighing in at 3,854 pounds, the car is not a lightweight and you feel it through the corners. Heavy body roll is apparent through cornering. Coupled with the 4Motion system, grip is there but at the limit traction dissipates and understeer rears its ugly head.

Source: rp

Steering is boosted heavily at low speeds so low speed maneuvers can be achieved with the touch of a pinky, but at high speeds the steering becomes much heavier to ensure poise in the fast lane. This makes the CC a flexible and easy-to-drive car. While steering feel is numbed out as though the steering wheel has been injected with a shot of Novocain, it remains relatively direct to the touch. Granted, it is not as sharp as say a Nissan 370Z or Mitsubishi Lancer Evolution X.

When coming to a stop, brake pedal feel could use some sharpening up. After getting through some unresponsive feedback, the brakes come alive. Once again, a notion this car is not quite as sporty as a “coupe,” should be.

Which is the bottom line, really. The CC is a great car and fulfills its goal of being a sportier, upscale “regular” Passat. But you cannot expect it to perform extraordinarily well outside of the bounds of a GT car. To draw a comparison, it drives similarly to the 2010 Mercedes E-class.

Whether or not people will consider this a “poor man’s CLS,” is beyond me. However, I did feel a bit like a poser with the CC. But, I would rather feel that than blend into the crowd in the all too commonplace BMW 3-series or Mercedes-Benz C-class in this price point – this is VW’s niche, being different.

Personally, I would take the half-priced supermodel over the girl next door any day.

rp

The Spies Want To Know: Which Would You Have? Audi Q5, Lexus RX, MB GLK?

With the release of plenty of new, small SUV models, it seems the battle of small, femme fighters is relatively hot with three luxury brands churning market share..

Source: Mercedes-Benz North America

Mercedes-Benz’s GLK-class is doing extremely well year-to-date with sales, as of May, hitting 9,444 units. Known for its angular design, inside and out, the GLK seems to be a relatively adaptable design, which can be made more manly with wise options and packaging. Seemingly a direct X3 competitor, it is arguably the most interesting new offering brought to this market.

Source: rp

The perennial safe bet and favorite in the small SUV realm is the Lexus RX. Although it has been revamped inside and out, the average consumer will not be able to tell the difference from a 2009 on the road. YTD sales, for 2010 models, have tacked on an impressive 6,997 units slotting just under Benz’s. While you gain reliability and easy-to-use ergonomics, you lose some soul.

Source: Audi of America

Audi’s sporty and squat Q5 is the latest newcomer to the game. After battling the competition with brutal advertising that hammers away at Lexus’ RX, it has made some progress. YTD sales for the newbie registered in at a respectable 4,377 units. Taking a surprising first place in Car and Driver’s battle, it is clear the Q5 has brought its “A” game.

Looking around the New York City metro area, it has become evident that the Q5 is beginning to make a strong presence. I nearly see a new, dealer temp tag Q5 daily.

So, my question is which would you have? Discuss.

rp

What Lies Ahead...

Patience, grasshoppers.

Here are some teasers of what is to come. Keep posted.

Source: rp

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rp

Cheap Thrills: Nissan 370Z Leads The Pack

An exhaust note can tell a lot about a car. The Nissan 350Z had a unique, burbly soundtrack but it was relatively weak. While driving the new 370Z, it became clear the exhaust note was fiercer and produced a deeper bellow. It was adjusted and meaner.

This theme has been carried out throughout the new Z car.

Source: Nissan North America

Not only does the 370 feature a new engine, it also has a new transmission, improved fuel mileage, more technology and it is lighter. Considered the “Everyday Sports Car,” the new Z is something to behold, especially when it has been fine tuned.

Read more here.

rp

REVIEW: 2009 Mitsubishi Lancer Evolution X MR

A tuner’s dream, the Evolution has been known in many circles as one of the top handling cars of our day. But, what else is there to an Evo? It seems as though Mitsubishi has packed in a bit more equipment this time around.

Source: rp

Editing: Caroline D'Angola

Well, after taking delivery it became apparent that the latest generation is certainly a better looking car than its predecessor.

The former Evo was plagued with a lower beltline and a bulbous-looking cabin; not particularly well proportioned. The new silhouette of the X is much cleaner looking and provides a more attractive looking profile.

Source: rp

Editing: Caroline D'Angola

Of course the obligatory, massive rear spoiler returns. I will always wonder if Mitsubishi engineers will be able to utilize a lip spoiler or something more subtle. After all, do you want a huge wing shouting “look at me,” if you are speeding in a Rallye Red MR?

I did not.

Not to mention the spoiler makes this car seem best suited for 17 and 18 year olds.

Finer details of the exterior, such as the assortment of grilles and intakes, are nicely integrated into the design without appearing like an afterthought. The Evo IX was guilty of looking as though its intakes were added after an engineer or designer said “Oh yeah, how are we going to cool the turbo?” Then, the buzz saws came out.

Source: rp

Moving to the rear, the dual exhaust coupled with a serious-looking rear diffuser is a welcome addition.

From the outside, the X provides a much needed level of sophistication apart from the previous version, which was struck with awkward design cues. I applaud you, Mitsubishi.

Now, the interior is another story.

Although it appears to be a pleasing design, its materials are a catastrophe. Hard plastics are found just about everywhere you touch and the HVAC dials feel as though I could twist them off their position. Buttons are flimsy and the steering wheel, one of the most important pieces of any automobile, had leather that was worse than a pair of cheap gloves.

Essentially, the majority of the Evolution’s interior is lifted right off the base Lancer, which was hugely disappointing. I was expecting something different from an econobox interior for an as-tested price of nearly $42,000.

Source: rp

The most rewarding aspect of the X’s interior are the Recaro-sourced seats; however, they are positioned rather high, so, I felt as though I were riding on top of the car rather than inside the car. Support is gracious and do not pinch the backside on long drives. Through corners, the aggressive bolsters and Alcantara ensure you do not lose position. Point for Mitsubishi.

Another element that lifted the interior’s street cred was the large, center-mounted navigation unit. Although at times it could be laggy and get confused, I found the overall experience rewarding with quick navigation calculations and accurate directions.

Granted, with the interior’s misgivings, at heart I knew this car was built for one purpose only; speed. Through the front mesh grille, you can see the intercooler proudly displayed. When the Evo comes to driving, it means business.

Firing up the I-4, 291-hp engine produces a bassy grunt. Putting the dual-clutch SST transmission into gear and applying throttle revealed something interesting. Under light acceleration you can actually feel the clutch grab. At most stop lights you can let off the brake because the car acts as though it is in neutral.

Source: rp

When pitching the vehicle into a corner with hard braking, the RPMs dropped like a rock and remained there until I applied throttle. I can only assume that was the transmission slipping it into neutral. I was very surprised and impressed by this unexpected reaction – no other dual-clutch transmission I have tested has done this. I liked it.

Adding to this, there are three different modes that you can select to shift from: normal, sport and s-sport. The difference is not quite as large as one would expect. Shifts are slightly quicker and a bit harsher, as one would expect in sportier modes.

Paddle shifters are placed in the same fashion as Ferrari: attached to the steering column and large enough to be able to tap at most steering degrees. Another plus.

Simply put, this transmission is on the same level, if not better than Audi’s S-tronic, which I just put to work in a TT-S.

0-60 comes in a quick and it is accompanied by a significant dose of turbo lag. The way this car delivers power is like a rocket ship that suddenly has rocket boosters turned on mid-flight. Initially, power feels quite restrained and weak, but then you are hit with a wave of power and the sound of a whistling monster under the hood. Topping off this crescendo of power, your head is planted into the headrest.

Source: rp

One aspect lacking in this orchestral experience is the sound. While the turbo produces a fantastic, addictive whistle, the motor itself is reminiscent of an insect buzzing in your ear. BzZzzzzzZ [shift] bZzzzzzZzzz ZZZZZZ [shift] BZZZZzZZzzZ! It lacks the soul of a BMW I-6 or Nissan’s burbling VQ motor.

Considering the reputation surrounding the Evolution’s cornering ability, I happily put the car through its paces on twisty, country roads. And, the reputation has nothing to worry about; it sure as hell corners. Accompanied with slight body roll, the Lancer continually took hard corners with gracious throttle, but, remained planted and seemingly replied “thank you sir, may I have another?” No matter how much throttle was applied, there was no drama.

Steering feel was light but razor sharp. The lightness in the steering makes the car feel like silly putty in your hands; agile and tossable.

As in most modern cars, road feel was lacking, albeit noticeable to some extent. It appears as though the day of feeling grooves in the pavement are over.

An interesting aspect about the Evo was the suspension. It is tuned so the front suspension has a bit more give but the rear is very taut. So, you get this feel as though you are wave hopping in a jet-ski. It takes some getting used to.

What does need some work is how the car takes bumps. Even the tiniest crevice or imperfection in the road that looks unassuming will jolt the car or make a loud SLAM. At first, it was something that I could ignore.

But, for daily driving in the New York tri-state it soon gets old.

Gas mileage wise, I managed a solid 17 MPG; however, the fuel tank only has a chihuahua-sized 14.5 gallon capacity. This means you will be stopping at the pumps often and in my case, daily.

Source: rp

Editing: Caroline D'Angola

The reality is at the end of the day this is a car that was built for the videogame generation. To genuinely appreciate this car it has to be understood it is not pursuing an overall, well-rounded driving experience. Speed and handling was the goal in mind and that is achieved, hand over fist.

So, if you expect to get into this car and have a balanced, luxury ride accompanied with sportiness you are in for a surprise. By the end of my time with the X, I found myself in a love/hate relationship and I was bi-polar.

It comes down to this: If you want an unassuming daily driver that is a quick car with tuneability, a stripped-out BMW 335i with a Xede chip would do the trick.

But, if you want something that will standout, is more track-prepped – with plenty of tuning options – and you could care less about interior frills, the Evo is the car to have.

rp