2009 Volkswagen Passat CC First Drive

In fashionable world of sport sedans, the VW Passat has always been the wallflower in the gray wool suit: well dressed, if conservative. The style mavens at Volkswagen are hoping to change that image with the new 2009 Passat CC.

What they've attempted to do is turn the Passat, a sedan homogenized for global consumption, into a Euro-cool, haute couture ensemble. To this end, VW designers and engineers took the Passat and ripped up its seams, recut its sheetmetal, and tailored what they call the Passat Comfort Coupe.

Though it's technically wrong to call a four-door, four-seater a coupe, there is apparently a bit of latitude in the realm of high style. It's not a new idea for the Germans, either. Mercedes was the first with the Vision CLS concept - the car that eventually became the successful CLS. BMW has just released its soft-road take on the four-door coupe, with its X6 SUV sports activity coupe. The freshness of VW's take on this concept is that the CC is the first time we've seen this kind of roof-chopping, seat-removing action in a transverse, essentially front-drive layout.

There is a lot of the CLS throughout the Passat CC. In profile or at a three-quarter angle, nothing else on the road looks like the CC - except for the CLS. It's not just the dramatically lowered and backswept roofline either; check out the frameless doors of the CC. They're also found on the CLS. The panorama sunroof seems a production take on the concept CLS's all-glass roof.

Versus the regular or, as dubbed by VW, "classic" Passat, the CC is quite different. Though the 106.7-inch wheelbase is shared, the CC is longer by 0.6 inch at both ends, which helps make the roof look even lower than the two inches it already is. At its highest point, the CC is only 56 inches tall. With a stance 0.4 inch wider in front track and 0.6 inch wider at the rear, the CC looks ready to get down and party in comparison with the buttoned-up Passat.

Inside, the CC stays true to its conservative roots. Though you sit 0.6 inch lower in laterally supported bucket seats, have a high window sill and steeply raked windshield for a hot-rod effect, the switch gear and surfaces are all Passat. Some details, like the chrome bezeled dials and Climatronic HVAC system -- which integrates into the nav/stereo system -- are new to the CC, as are the glovebox iPod/USB connectivity (which also routes through the nav/stereo system) and the aforementioned Panorama sunroof. The last, it must be mentioned, is a bit of misnomer - it is reasonably wide, but extends no further than the B-pillar.

Rear-seat passengers are also treated to bucket-like seating in what's really a bench cushion with thigh bolstering, split by a center rolltop-covered console for drinks and an emergency medical kit. The rear seat armrest hides a ski pass-through. Leg- and shoulder room are more than adequate, but as you'd imagine, headroom suffers quite a bit. Six footers will hit their heads on the ceiling, which has been reduced by 1.2 inches, but more disconcerting is how close the C-pillar intrudes near temples and ears.

Though it can be powered by any one of five engines in Europe, including two diesels, the U.S. market will get only two of the gas versions to start: a 3.6-liter narrow-angle V-6 and VW's 2.0-liter turbocharged inline-four that's spidered across the automaker's lineup. Transmission options are a six-speed manual (available with the 2.0-liter turbo only) or a six-speed automatic with Tiptronic. For cost reasons, we will not get VW's slick six-speed dual clutch transmission. VW's 4Motion all-wheel-drive system will be available on the top-spec, VR6 3.6-liter model.

VW had no U.S.-spec models available for our drive in Munich, Germany, so we drove the closest thing -- a top-grade Euro-spec Passat CC 3.6L 4Motion VR6.

Along with the six-speed DSG transmission we won't get, there were several key differences between this CC and the ones that'll come to the States. The Europeans have 20 more horsepower (300) and shorter gearing, which makes their cars feel very quick off the line. VW claims the European CC will hit 60 mph in 5.6 seconds, while ours apparently gets there in 6.2 seconds. U.S. cars are also neutered to 130 mph, while European versions can hit 155 mph.

The Europeans also get several high tech/luxury options that we will not, including Lane Assist (senses when the car drifts out of the lane and steers it back), Park Assist (automatic parking), Active Climate Seats (perforated seats that heat and cool), and Adaptive Cruise Control (monitors and adjusts the gap between the car ahead). We're on the list to eventually get Adaptive Chassis Control (adjusts the suspension damping and steering ratio for sport, comfort, or normal driving), and a back up camera (which hides behind the VW logo in the rear) will be an available option at launch.

So what do we get? From what I can tell after driving the Passat CC 3.6L 4Motion VR6, with the wrong transmission, shorter gearing, and 20 more horsepower -- we're getting a quick, stylish, reasonably sporty sedan.

Starting the car involves sliding the smart key into a rectangular receiver near where a traditional key would be inserted. Pushing it all the way in turns the fob into a start button, and gets the engine firing and needles sweeping around clean, white lit gauges. So far, the feel is decidedly pretty sporty. The engine burble, steeply raked windshield, high sill, and lower seating position contribute to this effect, as does the neck straining acceleration when the throttle is matted. Passing is no problem in the CC VR6, especially in vehicles equipped with paddle shifters. Credit goes to the eager, quick shifting DSG box and extra power. The real test will be if our automatic equipped CC's can feel this compelling.

Though it's long and low, the Passat CC drives small and sporty. The engine snarls when revved, and gets a bit thrashy as rpm builds. Visibility is good through the front and less compromised out of the rear windows than the roofline suggests. Though the C-pillar is impressive chunky, blind spots are covered by the fixed triangle of rear glass.

It's not tossable like a GTI, but around fast sweepers and tight corners it doesn't sway and carom from corner to corner like its big brother Passat. What it does is snake around impressively with medium-weight steering feel and a nicely controlled chassis, thanks in part to the high-tech chassis control system. In Sport mode, with tightened steering and continuously adjusting rebound/damping, the Passat CC does a pretty good impression of a corner-carver. We'll see about the U.S.-spec model. It's not perfect - the 4Motion all-wheel-drive system can be shucked and jived into some understeer -- but even when the rain fell hard around Munich's Tergensee lake region, the CC always felt completely in control.

The entry-level Passat CC Sport will start just below $27,000. At the top end, the Passat 3.6L 4Motion VR6 will be right around $40,000. VW believes the top-seller will be the 2.0-liter CC equipped with an automatic transmission and one of its options packages that should retail for just under $30,000.

With a competitive set that targets the sharply dressed Acura TL specifically, and includes such style legends as the Infiniti G35 and BMW 3 Series, VW's style council has certainly aimed for haughtiest of haute couture. Will this bold style statement be all the rage when it hits runaways in September? Or a reason to call the fashion police? We'll see.