It might be a little difficult to get the best out of Skoda’s new eco-minded Fabia – so is this extra frugal version of the VW Eos any better?
The sun-seeking coupé-cabriolet is the latest model in the German maker’s range to be offered in BlueMotion trim. That means it features stop-start, longer gearing, regenerative braking and low-rolling-resistance tyres.
When fitted to this 138bhp 2.0-litre turbodiesel model, the tweaks hike fuel economy to an impressive 58.9mpg on the combined cycle. It also puts out only 129g/km of CO2 – which means a road tax bill of £90 a year, as well as a competitive tax rate for company car users.
So the Eos looks good on paper. But how does it shape up on the road? Well, the diesel engine is very quiet and smooth, and provides peppy performance – although you do notice the long gearing. Even so, with 320Nm of torque, the TDI unit has plenty of grunt and flexibility, which should mean owners will be able to get close to VW’s fuel economy claims.
Aiding this is the unobtrusive stop-start system – as you come to a halt at traffic lights, you barely notice it cutting the engine’s power, then firing it up again. The long gearing means this Eos excels on motorways.
And although the folding metal roof can be a little creaky over bumps when it’s fixed in place, when you fold it – a process that takes just a flick of a switch – there’s very little in the way of buffeting. So high-speed cruising is very relaxing. Factor in composed handling and a comfortable ride, and you’ve got a car that’s easy and enjoyable to drive, whether around town or on the open road.
The Eos falls down slightly on its standard equipment list – it’s short on goodies when compared to newer rivals such as the Renault Mégane Coupé-Cabriolet. This SE model costs £24,570, but Bluetooth phone connectivity, cruise control, climate control and an iPod dock are all optional extras. Nevertheless, it should hold on to its value well, and as an all-rounder the Eos still makes a great deal of sense.
Depending on wheelbase, the 2011 model VW Phaeton is between 5.06 and 5.18 metres long. As mentioned above, a completely new front section has been developed for this flagship of the Volkswagen brand. In keeping with the current Volkswagen design DNA, its form is dominated by horizontal lines. Unlike all other Volkswagens created to date on the basis of this new DNA, the Phaeton does not have a shiny black radiator grille cover, but instead a completely new chrome element. Along with the likewise restyled headlights, this radiator trim is a major influence in the new Phaeton’s design and underlines its uncompromisingly independent character. In detail the new grille is more upright, while its stricter lines and impressive alternation of materials between polished and matt chrome make it even more striking. The horizontal linking of grille and headlights follows the Volkswagen design criteria and impressively emphasises the vehicle’s width. As a sign of its class specific to this model the Phaeton also features three-dimensional moulding of the grille and bonnet, with precise edges that carry the grille’s heightened expression of quality on into the sculptured contours of the vehicle body. Once again in the centre of the grille is the classic VW badge, which now – despite integrating the ACC (automatic distance control) system’s radar sensors – has a new-look surface design.
To the left and right of the grille are new Bi-Xenon headlamps, which are standard across the range. Integrated within them are cornering and adaptive lights. Not just in visual terms, but from a technical perspective too, this is a whole new generation of headlamps. Firstly, the indicator and adaptive cornering lights are highly visible and stylistically striking LEDs. Secondly, as with the new Touareg, the Phaeton will also be available with optional Dynamic Light Assist. Using a camera integrated into the rear-view mirror, this complex technology ‘detects’ other road users and regulates illumination of the carriageway accordingly (see separate section on Dynamic Light Assist).
The bumper has also been redesigned in keeping with the radiator grille and headlamps. Here too horizontal lines form the guiding principles of the new design. Even the fog lamps have been designed as narrow, horizontal LED strips. Last but not least, the bottom final section of the bumper is now also colour-coordinated with the car body. Compared to the previous model the new generation Phaeton thus looks even sportier and more imposing on the road. Also modified, the back of the car underlines this impression. The design team decided here not to change the classic, clear and powerful basic style that this area has always had, but instead to develop new LED rear light clusters. Each cluster features dotted lights and an M-shaped LED strip. The result is an unmistakable, elegant look both in daylight and at night. Also new is the VW badge – now likewise in 3D format – on the boot lid.
As at the front, the rear bumper has also been redesigned. It now has a new, three-piece chrome bar and the section of the bumper trim near the road is now also colour-coordinated with the car body. The same goes for the bottom section of the side skirts. Also noticeable in silhouette view are modified side trim strips, narrower LED indicators in the wing mirrors and new 18-inch (‘Experience’) alloy wheels.
Phaeton interior
The Phaeton’s interior ranks as one of the most elegant, high quality and comfortable in the entire premium class. The 4-zone air-conditioning system, for example, that works totally free of any draughts, and the award-winning ergonomic. All of the Phaeton interior’s functions are also intuitive to use. In addition to the version with three rear seats (5-seater), the limousine can be optionally ordered with two electrically adjustable individual seats (4-seater). Furthermore a version of the Phaeton is also available that is twelve centimetres longer. Meanwhile, the limousine can be almost infinitely personalised with a wide range of leather, alcantara and wood trim, plus optional equipment such as a fridge or multimedia systems from Volkswagen Exclusive. This also applies to the completely redesigned multifunction steering wheel. It can be ordered either in leather or in a wood/leather combination matching the relevant wood trim features.
Information and entertainment systems
The intuitive nature of the Phaeton’s controls has been fully transferred to the new generation of radio and navigation systems (RCD 810 and RNS 810). Equipped with an 8-inch touchscreen, the systems form a functional unit with the air-conditioning and multimedia controls.
Use of online services: Volkswagen is for the first time offering an Internet-based Google function in the new Phaeton as a map display add-on for the RNS 810 radio navigation system with 30-gigabyte hard drive. The relevant data gets loaded onto the system over the Internet via mobile telephone and a proxy server specially set up for the purpose. The visualisation on the touchscreen’s display is the same as the Google Maps ‘Satellite’ view familiar from the conventional Internet and equivalent to the iPhone’s ‘Hybrid’ view. In the Phaeton the satellite images naturally get supplemented by the navigation system’s appropriately highlighted route recommendation.
Particularly interesting in this feature are the POIs (points of interest) that can be accessed. Addresses, tourist sights, businesses, sports venues, doctors’ surgeries and restaurants integrated within Google can be selected in seconds and transferred directly into the route navigation. In perfect conditions the system loads the data via UMTS connection. The telephone itself gets completely integrated into the system via remote SIM access profiles (rSAP). Alternatively, anyone who wants to use a mobile phone with hands-free profiles (HFPs) can also do this linked up with the new Phaeton (in this case Google is disabled). In HFP mode phones that are ‘Phaeton compatible’ include, for example, Apple’s iPhone.
Road sign recognition: However the latest generation Phaeton’s information and entertainment system can do even more! By virtue of the camera integrated in the rear-view mirror the Phaeton now detects road signs and shows the relevant information on the system’s touchscreen and/or the multifunction display (between speedometer and rev counter). It displays not only the maximum permitted speed but also any important additional information (e.g. ‘10pm – 6am’ or ‘When wet’). The system will also be able to alert drivers to overtaking restrictions – the first vehicle in the world to do so!
For the RNS 810 radio/navigation system further add-on options are also available. These include a rear-seat multimedia entertainment system (the High End) and a 1,000-watt sound system with digital 12-channel amplifier from hi-fi specialists Dynaudio.
Electronic assistance systems
The Phaeton’s electronic assistance systems include Dynamic Light Assist (dynamic main beam control), ACC (automatic distance regulation), Front Assist (surroundings monitoring) and Side Assist (lane change assistance). A tyre pressure control system also provides standards of safety.
Dynamic Light Assist in detail: Volkswagen is introducing for the Phaeton a new optional camera-based main beam control system called Dynamic Light Assist, which represents a major technical innovation in passive safety. Linked in with a camera integrated behind the windscreen the system keeps the main beam modules of the standard Bi-Xenon headlamps permanently on. It merely masks the areas of each beam that it calculates could potentially disturb other road users. For the driver this means appreciably more light, clearly enhanced safety and a more relaxing drive. The function is achieved by an additional aperture between the reflector holding the Xenon bulb and the lens. Combined with an intelligent, lateral tilting of the complete module (via the cornering light function) and individual control of the left and right headlights, this additional aperture arrangement enables the light source to be masked only in those areas that could otherwise cause other motorists to be dazzled.
Thanks to the front camera the cornering light control system detects the exact position of the vehicle in front and at speeds of 60 km/h or more ‘pushes’ the cone of light up to the rear of the vehicle or even to its side and on past it – without dazzling the driver. The increase in safety and driver convenience provided by Dynamic Light Assist is considerable and can be ranked on a par with that achieved at the time by the introduction of Xenon technology.
ACC and Front Assist in detail: Automatic distance regulation (ACC) relieves the driver of the burden of active braking and acceleration. ACC significantly improves driving comfort and passive safety, especially on longer motorway journeys. At the same time the system (when activated) ensures adherence to the legally prescribed minimum distance from the vehicle in front.
An integral component of ACC is Front Assist. This ACC extension is designed to help prevent rear-end collisions. Using a radar sensor, the system monitors the distance to the vehicles in front of the Phaeton. If this is becoming too short, the system alerts the driver in two stages. At the same time the vehicle is prepared for possible emergency braking by the driver. Even before certain situations arise, Front Assist takes preventative action by putting the brakes into a preconditioned status that otherwise only gets activated when the brake pedal is pushed. The system thus acts as a means of reducing the car’s stopping distance.
Automatic distance regulation is operated via relevant buttons on the redesigned multifunction steering wheel. It is operated in many aspects in the same way as the cruise control system. With ACC enabled the car automatically slows down (if necessary to a stop) and speeds up within a speed range set in advance by the driver. ACC can be switched on at speeds of between 30 and 200 km/h. The system then uses radar to detect any traffic within an angle of 12 degrees travelling up to 200 metres in front of the Phaeton. ACC is enabled and disabled via an ON/OFF button on the left of the multifunction steering wheel. All of the driver assistance systems, including ACC, can also be switched on or off simultaneously by pressing a button in the centre of the indicator stalk for more than a second. The ACC also gets disabled as soon as the driver pushes the brake pedal. The system can be switched back on via the ‘Resume’ button on the steering wheel. It then continues to use the desired speed set prior to it being disabled.
The key information about the automatic distance regulation system can be seen quickly and clearly laid out on the multifunction display.
Side Assist in detail: Another assistance system in the Phaeton is the lane change assistant (Side Assist). At speeds of 60 km/h or more this system monitors the area behind and to the side of the Phaeton via radar sensors in the rear bumper (one sensor each for the area to left and right) and indicates via a warning light in the wing mirror frame any risk of potential collision. The area monitored by the sensors covers a distance of around 50 metres to the rear and 3.6 metres to the side of the car.
If Side Assist detects a critical situation to the left or right of the Phaeton and the driver has not switched on the blinker to indicate a change of lane, the warning light in the wing mirror frame comes on to draw attention to the special traffic situation. If, however, the driver turns on the indicator while there is traffic in the adjacent lane, the light flashes four times to warn of the potential danger. The brightness of the warning lights can be adjusted to one of five levels via the multifunction display. In an interesting interlinking of the car’s systems the ambient brightness detected at any given time by the rain and light detection sensor gets automatically taken into account in determining the brightness level.
R20T is to blast off at Geneva, and will take the fight to Ford's Focus RS. It promises incredible pace, with a tuned turbo and lightweight body.
VW will add drama to the shape of latest MkVI Golf by fitting LED headlights, deep front spoiler and wide wheelarches, filled by enormous alloys.
The ultimate Golf is here! And this time, the flagship hot hatchback has more power and an all-new badge to boot.
The replacement for the R32 is being referred to within VW as the R-Series Turbo, but it’s likely to be called the R20T, hinting at its engine capacity. And our exclusive pictures show how the most powerful Golf ever will look when it eclipses the GTI at the top of the range.
VW is ditching the R32 name, along with the 3.2-litre V6 that’s powered the previous two cars, Auto Express has learned. In its place will be a tuned version of the GTI’s four-cylinder 2.0-litre turbocharged engine.
A bigger turbo, as well as tweaks to the ECU, will ensure the car has a power output of around 270bhp – that’s more than 20bhp above the outgoing V6. What’s more, as the unit is lighter, the R20T should weigh roughly the same as the GTI.
But with all that extra power on tap, it will deliver scintillating pace, with the 0-60mph sprint arriving in about five seconds. That’s a full second-and-a-half quicker than the MkV R32, and only a few tenths shy of BMW’s V8-engined M3. Top speed will be limited to 155mph.
The same engine will power an R20T version of the Scirocco. This was previewed by the Studie R concept at Italy’s Bologna Motor Show last year.
Although a VW spokesman refused to confirm whether the Golf would be driven by the front or all four wheels, the latter is more likely – as on the heavier and thirstier R32. This will help to put all that power on to the tarmac, as well as provide high levels of grip.
The engine will channel its power through a choice of a six-speed manual gearbox or VW’s DSG dual-clutch set-up. And as the unit is smaller and lighter, the R20T will offer significant improvements in fuel economy and emit less CO2 than the car it replaces.
VW’s designers have taken the understated looks of the R32 to the next level. A deep front spoiler with integrated LED headlights – a styling cue borrowed from sister company Audi – takes inspiration from theConcept BlueSport seen at January’s Detroit exhibition, while flared wheelarches, wider tyres and lowered suspension provide further clues to its potential.
At the rear, in true R-series style, twin pipes exit close to the centre-line of the car. Plus, a ‘sound-optimised’ exhaust system should ensure the R20T delivers noise to match its looks. A roof spoiler and underbody diffuser both help to increase downforce and keep the car planted at high speeds, too.
Reports suggest that the R20T will make its public debut at the Nürburgring 24-hour race in Germany in May, before going on sale in UK showrooms early next year. Prices will start from around £25,000 for the three-door, with the five-door costing £2,000 more – pitching the VW head-to-head with theFord Focus RS and Subaru Impreza STi.
VW's stunning two-seater roadster has broken cover ahead of its debut in Detroit.
The Boxster has got a fight on its hands! Ahead of its debut in Detroit this week, these are the first official images of VW’s baby sports car designed to offer a cut-price alternative to Porsche’s finest - and a more upmarket option to the MX-5.
Called the Concept BlueSport, it’s the car that proves sportiness can go hand-in-hand with economy - combining the agility and pace of a mid-engined roadster, with the fuel-consumption and affordability of a more family-orientated model.
Performance fans won’t be left wanting with a 0-60mph time of 6.2 seconds and a top speed of 140mph, while running costs should be uncharacteristically low thanks to a combined fuel economy of 42mpg and supermini CO2 emissions of just 113g/km.
At the heart of the BlueSport are two efficiency-boosting technologies, an automatic stop-start function, similar to the system appearing across the BlueMotion range later this year and regenerative braking, like the KERS technology set to be employed by 2009 F1 cars.
Following in the footsteps of the Audi TT TDI, the world’s first diesel sports car, the BlueSport uses an oil-burner under the bonnet. It’s the familiar 2.0-litre turbocharged unit, producing 178bhp and 350Nm of torque mated to the six-speed version of VW’s slick-shifting DSG ‘box. And with all that torque being channelled through the rear wheels, genuine sports car thrills are guaranteed.
Tipping the scales at a slimline 1,200kg, the BlueSport has been subject to a number of weight-saving measures. Most significant is the manually operated fabric roof, doing away with the need for heavy motors and hydraulics.
Compact dimensions mean it’s shorter, lower but almost as wide as a MKVI Golf, creating a squat, muscular stance, and aiding stability in the bends. Despite short overhangs and a rear-mounted engine dictated by its all-new platform, VW insists the two storage areas, one at the front and one in the back, are roomy enough for a pair of weekend bags.
If the face seems familiar, that’s because it continues the design language first implemented on the new Scirocco, MKVI Golf and UP! concept. The sleek headlights, narrow radiator grille and prominent badge are unmistakably VW.
At the rear, the LED taillights are sculpted to mimic the headlights, giving the car a front-rear symmetry much like the Boxster. A third brake light is integrated into the boot lid, just above the badge, while the blacked-out diffuser with the twin tailpipes located at it’s outer-edges help to emphasise the car’s width.
But it’s in profile that the car really makes its presence felt. Cavernous side vents give away the car’s mid-engine layout, while exaggerated wheel-arches filled with ten-spoke 19-inch alloys, bulge out of the bodywork.
Inside the high-quality cabin an enormous touchscreen interface takes pride of place. There’s also lightweight sports seats clad in VW’s trademark ribbed leather, with integrated roll-hoops behind the headrests and heating controls that glow blue or red depending on the desired temperature.
VW hasn’t confirmed the roadster will make into production yet, but judging by the production-ready appearance, as well as the growing interest in small fuel-efficient sports cars, and it’s not a question of if, but when its available to buy. Expect both TSI and TDI versions to be offered when it makes it to showrooms in 2010, with prices starting from around £22,500.
VW’s MkVI hatch takes on the all-new Renault Mégane, facelifted Honda Civic and established Ford Focus in the definitive shoot-out.
What a way to start the new year – with one of the biggest verdicts of 2009! The compact family class is set for a shake-up, with two new models and a facelifted class leader. The car hogging all the limelight is the Volkswagen Golf. It has already been criticised for being an evolutionary step on from the MkV rather than a giant leap.
Will that prevent it triumphing here? Blending in is not what Renault’s Mégane was designed for. It is even more daring than before, with striking lines visible from every angle. Both of these newcomers are here to take on two of the best compact family cars in the business. Honda’s Civic has long been our top choice, and with a mild makeover helping it to stay at the top of its game, it will be the model to beat.
However, let’s not forget the irresistible talents of the Ford Focus. It comes to the challenge without the benefit of a facelift, yet it still offers a blend of practicality and driving dynamics that few rivals can match. With thousands of buyers intending to choose one of our quartet over the next year, this is a ranking you can’t afford to miss!
Now in its sixth generation, the latest Volkswagen Golf is shorter and lower than its predecessor, but still instantly recognisable. It's stylish body looks modern and overall the design is less fussy than before. But with an unchanged wheelbase, cabin space is similar. The extra width helps rear passenger room but boot capacity is the same.
The dash design is similar to the current model's, but the central console is now angled more towards the driver, while the instrument binnacle features white backlit dials. Quality has taken a step forward too, as a result the Golf’s cabin is once again class leading but it’s the new levels of refinement that’s the most impressive.
Thanks to new sound insulation and a laminated windscreen the Golf’s ability to isolate road and wind noise is excellent, it’s noticeably more refined than its rivals in this segment, while the new common rail 2.0-litre TDI is impressively civilised too. The chassis is very capable as well; high grip levels, a revised stability control system and nicely weighted controls mean its great to drive. The GT model gets 15mm lower sports suspension, which adds a firm edge to the ride but this aside the damping is supple and composed.
And for the first time Volkswagen’s Adaptive Chassis Control active damper system is an option on the Golf, as is the automatic parking ParkAssist technology. With BlueMotion, GTI and more powerful diesel models coming next year, Golf should be big in 2009.
Show star previews R20T due for 2010 with spectacular bodykit and Audi S3-sourced turbo
The hottest-ever Scirocco has just blown in - and it should go down a storm when it comes to the UK in 2010!
Volkswagen wowed visitors to Italy's Bologna Motor Show with this striking concept car, called the Studie R. Auto Express can now reveal that it previews a new performance flagship Scirocco which will rival Ford's Focus RS, and is effectively a roadgoing version of the GT24 racer.
When the model joins the line-up, it's likely to be badged R20T - as Auto Express revealedin Issue 1,041. It will come with a 2.0-litre TFSI turbocharged petrol engine,giving 262bhp. This powerplant has been shoehorned into the Studie R, andis a development of the current Audi S3's unit. It promises to shave about a second off the Audi's 0-62mph time, giving a figure of around six seconds. The VW Group's dual-clutch DSG box is also likely to feature.
The Studie R's racing genes are much in evidence, with sports suspension, four-pot brake calipers and what VW says is a 'sound-optimised' exhaust system. If this makes it to the production version of the car, your neighbours will certainly hear you coming! To appeal to showgoers at Bologna, VW added red and green flashes to the sparkling white paint job,making up the Italian tricolour flag.
The Studie R also gets a sporty bodykit, while a deep front splitter incorporates three large air inlet openings to cool the brakes and engine. This is also designed to minimise the aerodynamic lift of the front axle. Further intakes feature in the car's bonnet.
At the back, there's a large integrated rear wing, as well as a diffuser in the lower section of the bumper. These combine to reduce lift at the rear axle and keep the Scirocco firmly planted on the road. New side skirts and a set of highly polished 19-inch alloy wheels, each with five sets of triple spokes, provide the car with a dramatic profile.Inside, there's softblack Nappa leather onthe steering wheel, front armrest, gearlever trim and floor mat, with white stitching to reflect the exterior colour. The Recaro racing seats are also upholstered with a carbon-look deep blackhide, finished off with white leather piping. More carbon fibre appears throughout the cabin, while there's a set of special aluminium pedals, too.
Volkswagen is playing its cards close to its chest with regard to pricing, although UK buyers can expect to pay around £25,000 when the car arrives in showrooms.
The German company has now added a rakish four-door coupe to its sensible family car line-up.
Rating:
Sensible, solid and dependable – the Volkswagen Passat has long been a household name. But one thing it has never been is stylish... until now.
Having seen the success of the Mercedes CLS in the class above, VW has created a sleek new body for the Passat to offer a fashion-conscious model that will go on sale alongside the existing saloon and estate variants.
When the firm announced it was going to unveil a model badged the Passat CC at the Detroit Motor Show in January, jaws dropped at the thought of a coupé-cabriolet family car. However, the acronym actually stood for Concept Coupé – a tag that has now morphed into Comfort Coupé. The name doesn’t sound particularly exciting, but see the new car in the metal, and it’s clear that it is a radical move for VW.
Copying the CLS formula, the VW has a coupé shape, but a four-door body. In profile, it looks similar to the Merc, while the front has a bulging shape akin to BMW’s 6-Series.
However, don’t be tricked into thinking this is VW’s attempt at building another Phaeton limousine. Prices are expected to start at £21,000 – that’s around £3,500 more than the equivalent Passat saloon, but substantially below all of its premium German rivals. Climb inside, and the CC has a very similar cabin design to the standard Passat, yet the overall ambience is far more luxurious.
The narrow windows give the CC a glamorous air that the standard model simply can’t match, while the high-quality dashboard has a logical layout and feels robust.
Sitting in the rear is cosy and comfortable, rather than cramped. Passengers over six feet tall will struggle for headroom, but there are no compromises in terms of luggage space. The CC is 36mm wider and 31mm longer than the standard model, while the roofline has been lowered by 50mm. As a result, the boot offers 532 litres of space – that’s 47 litres more than the conventional four-door. Once out on the road, it’s clear that the CC is more of a cruiser than a sports saloon, although it does showcase some of VW’s latest chassis technology.
The flagship GT variant we tried comes with Adaptive Chassis Control. Not to be confused with the Magnetic Ride set-up offered by sister firm Audi, the Passat’s suspension uses valves to vary pressure in the dampers to make them harder or softer.
The driver has a choice of three modes: Comfort, Normal and Sport. In the softest setting the ride isn’t class leading, but the benefits of the stiffest set-up are clear on twisty roads. Not only does the harder suspension limit body roll, but the electric power-steering also weights up to provide a more involving feel. In reality, Normal mode offers the best of both worlds, but the CC can’t match the dynamic abilities of Ford’s Mondeo.
Buyers have the choice of three petrol engines and two diesels. The top seller will be the 2.0-litre TDI driven here. As in the standard Passat it feels underpowered at times, but its relaxed delivery and frugal economy make it the obvious choice.
No matter what engine you choose, VW’s latest driving aids are available. As well as the automatic parking set-up already offered on the Touran MPV, the four-door has a lane keep system, which steers the car automatically if it drifts across the white lines on the road. The technology really works, and when coupled with radar-operated cruise control, takes nearly all the effort out of motorway driving.
But will the CC attract buyers to VW showrooms? The firm aims to shift 5,800 examples, as well as 20,000 standard four-door Passats a year. As long as you aren’t expecting a sports saloon, the CC won’t disappoint.
The Passat is stylish and good to drive, with top build quality and an excellent diesel range. It's a strong contender in the large family car market, successfully bridging the gap between mainstream and upmarket models.
Driving: The Passat is not a particularly entertaining car to drive, but it's capable and comfortable. The suspension set-up gives an excellent ride and makes it comfortable on long journeys. Models with 'sport' suspension (lowered by 15mm, larger wheels) trade some of this comfort to improve the handling; they offer impressive body control and fine, composed handling, though the standard car is capable, too. Most Passats are sold with one of VW's TDI diesel engines - 1.9-litre or 2.0-litre in 138bhp or 168bhp guise - and while they're not the quietest or most linear units around, with rather jerky power delivery, they're effortless on motorways and provide impressive acceleration. A sophisticated edge is provided by the electronic handbrake, as fitted to the Phaeton luxury car.
Marketplace: On paper, the sixth-generation Passat range seems a traditional mix of saloon and estate models. But you couldn't describe it as old-fashioned, and the looks are a case in point. It appears more upmarket than every sector rival, and thanks to cues such as the chrome grille and circular LED rear lights taken from the firm's flagship Phaeton saloon, it's both stylish and distinctive. This upmarket appearance is reflected in the Passat's marketing; it's seen as a rival to lower-end BMW 3-Series and Audi A4s, and distanced from more mainstream competition such as the Ford Mondeo and Vauxhall Vectra.
Owning: The airy cabin has excellent fit and finish, with the textured plastics and silver centre console giving a quality feel. The driving position is excellent, with plenty of seat and steering adjustment, and the seats themselves are comfortable and well-bolstered - ideal for long motorway trips. Storage is good, with deep door pockets and a useful central bin. Access to this is made easier by the absence of a traditional handbrake - instead, the Passat has an electric version. Although this can take some getting used to, it gives the VW a sophisticated edge. An 'Auto Hold' option is also available, which automatically applies the handbrake when you come to a stop on a hill and then releases it as you pull away. Variable intervals mean that although the Passat is expensive to service, divers can potentially travel for 30,000 miles or two years between check-ups. Diesel fuel economy is superb, but although the Passat's retained values are OK compared to mainstream rivals, they're still not brilliant. A surprise for a VW, though the estate does perform better than the saloon.
