Volkswagen is going electric and is driving this transformation faster than most other automakers. However, not all customers are ready for electromobility and unlike Ford, Volkswagen does not simply want to discard its decades-old classics. So there is another VW Passat, a favorite of Europeans and especially Germans since the 1970s. For its 50th birthday, it will be relaunched as a station wagon after the Munich IAA in autumn; in its ninth and final generation. Not fully electric, but on request fully electrified with a hybrid module that allows the mid-range model with premium claims to drive more than 100 kilometers purely electrically.
Technically, the new VW Passat is closely related to the new Tiguan and is therefore also on the MQB Evo platform. The body – already one of the largest in the segment – grows again by an impressive 14 centimeters and 4.92 meters. That’s upper class. In addition, it was two centimeters wider and the wheelbase grew by an equally lush five centimeters to 2.84 meters. This only has a positive effect on crash behavior and the space in the interior, but also ensures a load space that grew to a gigantic 690 liters. With the rear backrest folded down, it is 1,920 liters – 140 liters more than before.
Visually, the body becomes more rounded, with slimmer and more horizontal headlights, which visually brings it closer to the electric ID models. This collage is also evident in the passenger compartment, where the infotainment screen can be as large as 15 inches, while the entry-level versions have to make do with 12.9 inches. The sliders at the bottom of the screen now have the long-missing backlight. The dashboard materials are solid, as is the finish, with a slightly harsh feel, softened by the thin leather trim on both the dashboard and door panels. Finally, head-up display information is projected onto the windshield, rather than a small plastic disc that protrudes from the dashboard. To keep the noise level low, the new Passat offers double glazing on both the windscreen and all four side windows. VW Board Member for Development Kai Grünitz: “The partnership development of the Passat project with that of the Skoda Superb enabled synergy effects of around 600 million euros to be achieved.” The software used for the infotainment is the same that has just been released for the ID7 and the entire control logic, the customization options, the graphics, the views are those of the latest generation of the in-house VW operating system. The same goes for the gearbox shifter, which has been moved from the center console to the steering column.
The suspension is based on a McPherson architecture with independent multi-link front and rear axles, with the variable electronic damping system (DCC Pro) – optional – using two valves: one for compression and one for rebound to adjust the vertical movements of the Better control of the body. It is the first time that a major car brand has used this technology to better isolate the body from the irregularities of the road. A new generation of the VDM (Vehicle Dynamics Management) system controls the XDS system (electronic differential lock), the DCC-Pro dampers and the steering behavior. The dynamic improvements are easily noticeable both on closed slalom courses and on public roads. The steering is quicker, more precise and requires less arm movement to negotiate the cones of the slalom course, almost giving the feeling of being equipped with a steered rear axle. The new Passat also feels sportier than ever; thanks to more camber stiffness and lateral power steering to increase the precision of the rear axle, apart from the help of the new brain for controlling the damping, the steering and the XDS system, which Volkswagen first used in the Golf GTi.
On uneven roads, the DCC Pro system leads to a significant gain in stability and comfort. In addition, the DCC Pro system allows the rider to adjust the softness/stiffness of the variable dampers in 15 levels. On this 15-level scale, it is possible to set the damping to be even softer than in Comfort mode, harder than in Sport mode in position 12. However, it is doubtful whether the customer uses so many setting options. The last of the Passat dynasty will continue to be available as a diesel (2.0 liter TDI with 122, 150 or 193 hp), as a pure petrol engine (2.0 TSI, 190 or 265 hp) and as a petrol mild hybrid (1.5 with 130 or 150 PS) may be available, but there’s no big news here because Volkswagen has correctly recognized that there’s no point in investing in a technology whose days are numbered.
Customers can experience the greatest progress with the new plug-in hybrid, whose electric range has been doubled from 60 to up to 120 kilometers. The battery capacity grew from 12.7 to 25.7 kWh. “That makes the difference,” assures Kai Grünitz, “because a typical everyday commuter can drive almost exclusively electrically all week and then comfortably go on a weekend trip with around 1,000 kilometers in his pocket.” The higher charging capacity also shortens that of the previous ones 3.6 kW can now be done with 11 kW or 50 kW – the times for charging the battery are considerable: previously, a full charge took up to five hours. In the new generation, the same full charge can be done in less than half an hour using quick charge. This range extension will be particularly important for the Chinese market, where there are significant incentives for plug-in hybrids that can travel more than 100km on electric power. But there is also discussion about a European regulation that provides similar tax advantages for PHEVs with an electric range of 80 km or more.
The new VW Passat Variant eHybrid will be available in two output levels with 150 kW / 204 PS and 200 kW / 272 PS. In both cases, the maximum torque is 400 Nm and is limited by the six-speed dual-clutch transmission. The 1.5-liter four-cylinder petrol engine is supported by an 85 kW / 100 hp electric motor, whose drive train responds quickly even at low engine speeds, thus ensuring rapid acceleration. This is due in particular to the electrical power, which supports the small combustion engine and fills in the moments when the torque of the turbocharged four-cylinder is not yet available. Bitter: as before, there will be no combination of plug-in hybrid and all-wheel drive, which at VW is reserved solely for the Multivan T7. After all, the maximum trailer load has been increased from 1.6 to 2.0 tons for the plug-in hybrid version.
