The People’s Coupe

The first generation Volkswagen Passat CC was first subjected to the public eye in January 2008 at the Detroit Auto Show. It came out the slicker and swankier version of the 4-door Passat. But for the second generation, VW have dropped its middle name ‘Passat’, perhaps to let it build a legacy for itself. The CC, as the name might suggest, does not stand for a funky Coupe-Cabriolet, but Comfort Coupe. Not a very enticing name... probably why VW stuck to the initials CC.

For the money-minded many who like a little style in their sedan, we decided to test the 2014 VW CC V6, the brand that occupies the lower end of the posh pseudo-segment — the 4-door coupe.

Design & aesthetics

The VW CC is an obvious mid-sizer, with the stern-to-stern figure spilling over the 4.8 metre mark, a width that equals a 6-footer and a 1.42 metre height. The distance between the front and rear axles retains the 2.711 metre measure of its predecessor.

The new CC’s headlights are styled to harmonise with the simplistic overalls but don’t have the distinction of those on the previous model. ‘Winglets’ integrated in the lower intake have fog lights next to them. Between the lights is a chrome-plated radiator grille frame with a large VW badge slapped onto the centre — again nothing too bold or bling; just another pawn that completes the piece.

A subtle but likeable feature are the frameless windows that are unique to the CC and the soft slant of the rear roofline seamlessly merges with the rear decklid to give it that so-called coupe-like silhouette. Base model S and SE get smaller 17-inch rims while the in-betweens i.e. the SEL and Sport model get different kinds of 18-inch rims, one of which has a turbine design. The V6 model has 19-inchers. Surprisingly, all of them have a similar 10-spoke design and they’ve even given their alloys interesting names like Phoenix, St. Louis, Interlagos and Lugano. The top-spec R-line package adds 19-inch Talladega alloy wheels (which have nothing do with Will Ferrell antics), R-design bumper and sideskirts, a sports steering and R-line emblems everywhere. Exterior paint choices rem-ain conservative with a choice of greys, blue, a couple of browns — and of course, white and black! They could have introduced a red or a racing green to lure more youthful, flamboyant customers.

The fact of the matter is that even after more than a year of being in the market, it is as fresh as fireworks in Dubai and it will be a while before it gets a replacement. However, the low-spec model does look better than rivals like the Accord and Camry, but its top dog gets washed out in the company of the Infiniti, Cadillac and others. Still, a neat looking car!

The cabin has been created with a minimalistic, but elegantly executed, theme. The two-tone blend of light and dark textures on the dashboard, seats and door panels is a rarity in this class, and everything that has an operational purpose like the door handles, the centre console etc is emphasised by satin-finish metal trims. Amidst all the technology is an analog clock, which reels in some old-school chic — only you need to be seven feet tall to stare at it directly, since it is angled that way.

The beautifully crafted seats draped in perforated ribbed leather are uniquely styled. Those upfront have 12-way power adjustability with a memory function and can enjoy the optional seat heating/ventilation and massaging functions.

We liked the 3-spoke steering wheel; it’s not a flat-bottom sports steering but feels just as good in your hand. Every hard button and knob is easy to operate, but you may find a few response issues on the 6.5-inch multimedia screen on 
the centre console. Rear headroom is a little tight and taller guys might need to duck to get in, but for the purpose of beautiful exteriors, a little pain can be endured, some would say.

Powertrain & performance

With the CC, you get a range of engines that suit both your driving style and 
budget. If you are down on dough and like the environment a little more than the rest of high-society Dubai, there is a turbocharged 4-cylinder working away a 2.0-litre displacement. It empowers your driving rights by either a sufficient 158 or 210 bhp; the latter format it shares with the rioting scrambler — the GTI. But if ‘big’ is your budget, there is a top-spec 3.6-litre V6. This one delivers 295 bhp at 6,600 and some 350 Nm torque between 2,400-5,300 rpm. The power between heel and wheel is bridged by a 6-speed DSG, which is essentially an automatic by nature but manual by parts. The uninterrupted power supply makes it quicker and more frugal than a conventional gated transmission.

This powertrain is basically the same configuration as on last generation’s R36, but with about 20 horses in excess. So if you expect fireworks, you are not wrong. V-Dub suggest a 5.5 second dash to a 100 km/h, putting it at par with the Taurus SHO and soon-to-be-replaced G37 sed-an. It is pretty quick from the get-go and will even hit an electronically limited 250 km/h. The 160 bhp 4-pot can get lazy in traffic, so keep that in mind, but it can easily top 220.

The electromechanical power keeps the steering light and easy, yet retaining the feel that VW cars are known for. The 4MOTION all-wheel drive system, toge-ther with the 235-section tyres add great traction to the grunt and makes driving the CC a fun and predictable affair. The suspension has been calibra-ted to a sportier setting, but it comfortably bounces off bumps without any fuss. Performance from the stoppers are not record-breaching, but the 123 feet it takes to halt from a 100 km/h will keep you clear of danger.

The CC is equipped with quite a big fuel tank and if you back off the gas pedal a little, the car will almost never run of steam — especially those equipped with the turbocharged 2.0-litre engine, which gives anywhere between 7.2 and 7.8 l/100km, depending on their outputs. The V6 isn’t a shabby performer at 9.3 l/100km but it is easy to lose your inhibition and gun it every time you see an open stretch. Even the C02 emissions of 167, 182 and 215 grams per kilometre will closely contest hybrid numbers. In essence, the CC is a well-engineered car.

Features & functionality

First to be mentioned should be the keyless access and the Press & Drive feature which is basically your push start/stop button. The sound system is average 
at best. The volume, bass and treble are there, but lack a certain clarity to pleasures your eardrums. However, you do get a 6-CD changer that plays mp3, an SD card slot or MEDIA-IN with iPod/iPhone adapter cable.

The luggage compartment has a reversible mat, carpeted on one side with a more textured resilience on the other. And the 532-litre capacity equals most in the big leagues. There is a sensor-controlled Easy Open system that allows you to open the boot by a foot movement under the trunk.

The CC is said to be quite an alarm buzzer too, with a bunch of safety features on board. The Lane Change Assist feature warns you visually, vibrates the steering and even takes corrective action if you wander off the lane or if it spots another vehicle in the blind spot region. Standard in all vehicles are both parking sensors and the now-common auto-park feature. It may claim to be a coupe that concerns two people, but the sedan bit of the car ensures that it has the child seat anchor system ISOFIX and six airbags. You also get a rear camera, a tyre pressure monitoring system and cruise control.

The best thing about V-dubs and other German automobiles are the service durations that are literally oceans apart i.e. 15,000 kms. It avoids frequenting the service centres... unlike Japanese cars that get hormonal at the end of every 5,000 kilometres.

Verdict

The 2014 Volkswagen CC Sport is the obvious choice for V-Dub lovers, the kind who spell ‘practicality’ with a capital ‘P’, but wouldn’t want to compromise visual mojo and hustling performance. It is also the most affordable way to own your very own 4-door coupe. The baby ‘Phaeton’ is here to stay...