The first test of the updated VW Passat

Find out what has changed in the eighth generation of the legendary model after restyling

© Volkswagen

“Everything is clear, what is there to think about,” my friend said, changing the “B-five” Volkswagen Passat, first in the new generation, then in the next, and so on up to the current model. I bought it without looking – a real fan, confident that a car with the same name, the manufacturer simply does not have the right to destroy it. It's understandable: a top-selling brand that has sold more than 30 million copies in total must constantly “keep it up” in order not to lose such loyal customers or market share.

In a couple of years there will be the ninth generation Passat. The car is almost ready: Volkswagen employees have already seen its

But this whole digital revolution is not for us. Instead, we get the same Volkswagen Connect complex, which is now set to Russian. This allows you to look at the smartphone information about the mileage, fuel level and time of the next kind. Even with the app, you can find out where the nearest service is, get help with fault indicators, and find your car in the parking lot.

To understand how modern the Passat is, take a ride on the first generation. And we had a chance! This small three-door hatchback (a five-door hatchback and wagon is also available) is 9 centimeters shorter than the Golf today, and its wheelbase is 8 cm shorter than the current Polo.

Don't worry, technology updates and more!

“Only three settings for adaptive dampers — comfort, normal and sport — are not serious. What are we paying money for after all?” apparently said so about Volkswagen customers, to various focus groups, they were asked if they wanted to change into the next Passat.

— Okay, — said the engineers and made more than forty (!) Additional damper stiffness options. Guys with humor, what can I say.

To change the shock absorber settings in a separate multimedia menu of the institution, along with the parameters of the power plant, steering and transmission. In general, these cretins are so many that in self-calibration of thin (and not to say) all electronics can be dug out in a few days, choosing the ideal option.

These people who asked Volkswagen about it, probably now start every morning with a choice between the 11th level of suspension stiffness and the 34th. “What would I like today? To make the suspension two more, not even three points more comfortable for the usual comfort, or to freak out and clamp the car into the sportiest?” A useless invention, but a fun toy anyway.

And it is useless, because it is possible to perceive the difference between adjacent parameters only after a hypnosis session, and then with the help of hypnosis, but that the difference between the extreme positions is quite felt. For example, the most “comfortable” Passat model, which is our first, is also impressive: it rocks on the waves, rolls in corners, but it is still too sensitive to sharp joints of the roadway.

The sports car becomes too sensitive to every little thing, trembling even on small bumps. So whether you like it or play around with the settings, the middle position is ideal.

But it's better in the usual, and not “Altreche”, Passat station wagon. This car drives better: it is more pleasant in any violations, and it behaves understandably in corners. A fast ride along winding paths on a family nasadowski even dope. The steering is transparent and clear, and versatile, as obedient.

Volkswagen claims with each new car that we are missing the transition to the “autopilot” of the era: here the Passat driver is not so necessary. The new adaptive cruise control can now drive the car at any speed up to 210 kilometers per hour: it reads restrictions on signs, knows towns, roundabouts and intersections, automatically braking in front of them, keeps a distance from the car in front, lies in the middle of the lane, and can even distinguish asphalt road edge, such as grassy.

However, removing his hands from the steering wheel is still not in the integrated capacitive sensors, the touch is registered, and it just does not happen.

If the driver has long let go of the steering wheel, then the electronics will try to warn you that you cannot do something – light and sound alarms and even braking shock. And if that doesn't work, the autopilot will decide that the driver needs medical attention and it will smoothly slow the car to a complete stop.

In contrast to this, where we recently visited, the new adaptive works perfectly. Although driving “under 200”, almost completely relying on electronics, is still scary. And how people manage to sleep in a Tesla, rushing at full speed, generally remains a mystery to me worse than the authors of the Nazca.

When it comes to engines, the European market has a huge selection. Starting with a 1.5-liter unit with 150 horsepower with two-cylinder deactivation at low load, and ending with a GTE plug-in hybrid that allows electric driving up to 55 km (WLTM cycle).

But almost the entire line, including the new 2.0 TDI diesel with Evo, is not allowed on the Russian market. We have the base unit will remain a petrol “four” 1.4 TSI with a capacity of 150 forces. Together with it, a 190-horsepower 2.0 engine appears, which will replace the 1.8-liter engine. And as a bonus, the two-liter 150-horsepower diesel will return, but not the new Evo and the old one.

The test managed to meet a 272-horsepower two-liter petrol turbo engine (alas, this is also not for us) and 190 horsepower, which can be ordered for many trade winds.

The first of them is the top, most powerful version in the line. With this engine, the car drives very briskly (acceleration to “hundreds” is not reported, unfortunately) and easily gains a maximum of 250 kilometers per hour on the autobahn.

As for “our” 190-horsepower version, the character of the motor is very smooth, but the power of the eyes. The maximum torque of 320 Nm it comes from 1500 rpm and this shelf holds up to 4500 rpm. The intensity of acceleration comes only when everything is allowed by current legislation – the speed limit has long passed closer to 180-200 kilometers per hour.

Volkswagen says that with such an engine, the wagon is gaining the first “hundred” in 7.5 seconds and in the real world, quickly. We made a small measurement: with the “start control” the car showed almost official figures – about eight seconds. In addition, this Passat is very pleasant to drive along winding paths. And this is a very nice bonus, which every time makes me smile, imagining this big “shed” flying along the serpentine.

So what about lately?

First we, of course, sedans and this is with a 190-horsepower engine. This will happen at the end of the year. At the beginning of 2020, it is planned to deliver cars with a 150-horsepower 1.4 engine and a diesel modification (2.0 liters, 150 horsepower) will go on sale next spring. As for the wagons and all-terrain modifications of the model, it is too early to tell us about their appearance – their fate has not yet been decided.

As well as the names of the trim levels (in Europe they are now called the Passat, Business and Elegance) and the cost of vehicles are not known. Volkswagen says the car is likely to grow, but not by much.

Now this is the smartest and most advanced Passat stuffed with electronics under the top. Still interesting and pleasant rides rulitsya. So it's time to seize the moment – perhaps the next generation model will be completely different, which will change the perception of the Passat radically. Glance, then began to talk about what connoisseurs.

Volkswagen Passat

how

How does she walk and feel

I do not like

New engines and modern electronics are not for us

Sentence

The smartest and most digital Passat of all time

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1984 cm3 R4, 190 liters. s., 320 Nm

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1530 kg

Specifications Volkswagen Passat 2.0 TSI

	2.0
engine's type	Petrol, direct injection
Workload	1984 cm3
Max. power, l. with.	190
Max. torque, Nm/r/min	320 Nm / 1500-4100
type of drive	rack
Broadcast	7DSG
Front suspension	Spring, McPherson
Rear suspension	Spring, multi-link
brakes	Front Disc, ventilated, Rear Disc
Dimensions (LxWxH), mm	4889×1832×1516 (wagon)
Wheel base, mm	2786
Weight, kg	1530
0-100 km / h	7.5
Max. speed, km/h	238
Fuel consumption (comb.), l / 100 km	6.3
price recently	N. d.