Like so many legacy carmakers these days, caught between a storied combustion-powered past and some sort of electrified future, the 2025 VW UK lineup takes a lot of getting your head around. As well as the ID EVs (3, 4, 5, 7, Buzz), there are all manner of SUVs (did you know about the Tayron?) as well as Polos, Golfs and the like. Heck, you can even spend still £40k on a Touran. If not quite a VW for everyone, without an Up or any manual GTIs now, a lot of bases are covered.
Two decades ago, alongside the first VW mini MPV, there was undoubtedly an extensive range - think Phaeton, Touareg, Sharan, Fox - though things did seem somewhat easier to grasp. Just petrol or diesel will have helped, of course, as will greater distinction between models; the days of mistaking a Taigo for a T-Roc were some way off.
Before getting too wistful about the old days, however, there’s some solace to take from an unlikely source: the Passat. For more than 50 years it’s been the solid, stoic, sensible VW family car, occasionally blessed with a mad engine but typically as bold a choice as an M&S suit. And there’s absolutely nothing wrong with that when there’s a job to do - so VW appears to have stuck to the script again; while the ID7 offers an electric equivalent in both fastback and wagon variants, the Passat is now estate only - maximum utility, minimum fuss.
Buyers have the choice of two four-cylinder engines with or without 19.7kWh of battery assistance, as a Life, plusher Elegance or sportier R Line, and that’s about it. In an occasionally baffling new car world, a simplified range is always welcome. Sometimes simple is best, even if we’ll always yearn for the days of six-cylinder family cars. And even as a range-topping R-Line with the most powerful engine, this is as exciting as the latest Passat gets to look at, again a welcome reprieve from so many OTT alternatives. As many buyers will probably plump for the £3,845 R-Line Signature pack with black styling as used to go for the VR6.
Moreover, this PHEV is as performance-oriented as the Passat gets for now too (and will probably remain), an R Line with the Golf GTE powertrain: a 1.5-litre turbo four with battery help for 272hp in total. Or more than a Golf GTI’s 265hp, if we're keeping score. This is where the silver car comes in. You might recognise SB09 DYX as the humble steed of PH snapper Harry Rudd for the past 60,000 miles or so of running here, there and everywhere. It’s interesting here as another Passat wagon, of course, but also one with fast Golf power, getting the same EA113 200hp 2.0 TSI as found in the Mk5 GTI. So significant is the weight gain - hybridisation nudging the Passat over 1,850kg - that even performance is comparable, with 0-62s around seven seconds and 140mph top speeds.
Well, once upon a time, of course. Harry will be the first to admit that his Passat wasn’t concours when he paid £3k for it, and is certainly some way from that after years of hauling ladders, tripods, flashes and everything else required by an automotive photographer. But this is surely the fate of 95 per cent of Passats, and we're not measuring apples with apples here anyway - this is a chance to celebrate a VW that’s faded into the background (almost by design, it can seem) and assess how much benefit the past couple of decades have brought to the buyers who stuck with it. Is the family estate actually any more useful than it used to be, or just more complicated?
Certainly the new car makes life seem incredibly easy, which must be Passat objective number one. While the near-700mpg claimed is absurd, something beyond 70mpg is possible with both power sources working alongside each other. Even with the battery drained, the little 1.5 will return more than 50mpg at a cruise, which is pretty remarkable given its burden. While diesel may have once been the fuel of choice for a big bus like this, it’s hard to argue with just how good new petrol motors are. System output of 295lb ft is less than a diesel would offer, yet sufficient to whisk the Passat between A-road roundabouts and out of service station slip roads. While not the most charismatic engine in the world, it’s a well-judged hybrid precisely because it goes unnoticed. VW’s recent advances in charging and range (with 76 miles claimed combined and 50kW possible) mean that plenty can be done without stirring the engine at all. Now dealing with a CCS charger while you grab a coffee might be worthwhile for some EV running later in the journey.
It’s all very agreeable. And the easygoing nature, with ample performance always available yet never really encouraged, suiting the Passat down to the ground. It’s an exceptionally competent car, although supreme refinement is probably its most notable strength. It’s a shame that R-Line couldn’t bring more than cosmetic enhancements, to take better advantage of the hybrid’s potency, because it’s all too easy to have the front end flailing when asking too much of it. Probably as relevant to Passat buyers as Ferrari residuals, but it’d be nice to have something a bit extra when there’s an Elegance model for the cruisers.
However, it doesn’t take long in Harry’s Passat to demonstrate that, in fact, a powerful Passat with no sporting pretence whatsoever is absolutely in keeping with the car's lineage. Even allowing for inevitable wear, and despite the shared components, it’s evidently some way from a Golf GTI estate. It’s a little more distant, a little less urgent, and flatter in its demeanour (if not its roll angles) than the famed hot hatch. So a 272hp R-Line that behaves like any other Passat is just how things ought to be.
The old Passat is fabulous at being an old VW, though, and can still teach its descendant a thing or two. While being instantly recognisable as a VW today isn’t usually intended as praise, the opposite was true earlier in the 21st century. The old B6 interior is simple and therefore classy; from the blue backlit dials to the HVAC controls that are a model of clarity. Blank switches date it, sure, and an aftermarket head unit has improved usability, but as a piece of design it still impresses. And while a useful improvement on earlier MQB cars with the giant screen, the B9’s isn’t exactly an interior to look forward to. Some of the plastics should be better, the screen’s location looks clumsy, the fonts seem cheap, and how many tech-based gimmicks do we really need? VW is hardly alone in the latter, but still. It’s worthy enough in isolation, though £50,000-plus - BMW 330e Touring kind of money - really should buy you something better.
As a holdall, the latest Passat carries on the tradition of not pandering to new tastes or fashions - notably the Arteon Shooting Brake has now been dropped - and instead offers loads of space in a traditional wagon format. A Passat estate is now more than 4.9m long, where the old car is almost 150mm shorter, so even with a significant penalty for choosing the hybrid system there’s basically the same boot space (510 litres) as the old car (513 litres). For those who must have the most space, a purely combustion, 2.0 TSI Passat can carry a whopping 690 litres with the rear seats up. It’s basically a commercial vehicle.
Strictly speaking, that would have been the car to have along, within five horsepower of the old one and saving almost 200kg and £4,000 over the hybrid. But that powertrain would probably only have cemented the feeling left by the hybrid; that actually despite all the advances made by every car since the '00s, the Passat has largely carried on just being a Passat. It won’t thrill at every turn or compel you to take the long way home, but as Harry’s old wagon has proved (with not too much expenditure), they’re damn good at ferrying a whole lot of things a very long way. It’s to VW’s credit that it continues to recognise the trend. A hybrid offers version offers reduced running costs (dependent on use case, of course), with the standard TSI presumably boasting the same relatively simple appeal as the Ruddmobile all these years later. With 150 litres more boot space than an E-Class wagon. Once VW gets its act together again on interiors, the Passat Estate ought to be roughly as recommendable as it has been for donkey's years. Probably just in time for Harry to line up a replacement, in fact.
SPECIFICATION | VW PASSAT R-LINE 1.5 TSI E-HYBRID
Engine: 1,498cc, four-cyl turbo plus 19.7kWh (usable) battery and electric motor
Transmission: 6-speed dual-clutch auto, front-wheel drive
Power (hp): 272
Torque (lb ft): 295
0-62mph: 7.1 seconds
Top speed: 140mph
Weight: 1,858kg (unladen)
MPG: 694.6 (WLTP combined)
CO2: 9g/km
Price: £51,200 (price as standard)
SPECIFICATION | VW PASSAT 2.0 TSI SPORT
Engine: 1,984cc, four-cyl turbo
Transmission: 6-speed manual, front-wheel drive
Power (hp): 200@5,100rpm
Torque (lb ft): 206@1,800-5,000rpm
0-62mph: 7.7 seconds
Top speed: 146mph
Weight: 1,459kg
MPG: 34 (NEDC)
CO2: 198g/km (NEDC)
Price: £22,228 (2009)
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