Test: Volkswagen CC 2.0 TDI (125 kW) DSG 4MOTION
Content
They are easy to understand, since the most frequent comments on the Passat CC were: "This is the Passat should be from the very beginning" or "How much money for the Passat?" Or even both together.
This time around, the CC has its own model, which Volkswagen wants to separate from the Passat. This is evidenced not only by his name, but also by the fact that throughout the car it is noticeable that he was tried, as far as possible, to distance himself from his more plebeian brother.
We already knew from the previous Cece that they excelled in form and this time is no exception. The CC is obviously a Volkswagen, but it's also clearly "better" than a Volkswagen because its coupe (despite its four-door) moves are also sportier and more upmarket at the same time. For those who accidentally did not notice this fact, a door without window frames is provided, as well as a lower roof line.
The same theme continues behind the wheel. Yes, you basically recognize most of the Passat parts, but you will only find them in the most equipped ones. Smart key, for example, and start the engine at the touch of a button, infotainment with touchscreen, color display of the on-board computer ... When all this is combined with the bright colors of the interior of the test Volkswagen CC, you get a combination of leather and Alcantara on the seats (this, of course, is necessary pay extra), the feeling inside is quite prestigious.
The fact that it sits otherwise well probably doesn't require much attention, especially since the DSG designation stands for dual-clutch transmission (more on that later) and, as a consequence, the lack of a clutch pedal with the notoriously too long movements. The seats may be slightly lower (in the lowest position), but overall, both the driver and passengers will feel great. Plenty of room in the front but also in the back (even for the head, despite the coupe-shaped roof).
Trunk? Huge. Five hundred and thirty-two liters is a number that easily surpasses all family or travel needs, you just have to accept that the CC has a classic trunk lid, so the opening to access the cabin is correspondingly small. But: if you want to transport refrigerators, the Passat Variant is enough for you. However, if you only want to fit whatever is in the fridge into the trunk, the CC will work too. In the rest: not only the trunk, but also more than enough space for storing things in the cabin.
This technique is of course well known, and the test CC, which is the pinnacle of the diesel CC lineup, has amalgamated almost everything Volkswagen has to offer now, so its really long name comes as no surprise.
The 2.0 TDI DPF, of course, stands for the well-known, tried and tested four-cylinder 125-liter turbodiesel, this time in a more powerful 1.200 kW version. Since this is a four-cylinder engine, it has more vibration and noise than one would like in a car that would otherwise give such a prestigious feel, but a three-liter six-cylinder turbodiesel is not available in the CC (and would be nice if it was). In terms of engine improvement, the choice of petrol is better, especially when combined with the six-speed dual-clutch DSG, which is a fast and smooth shifting model, but unfortunately the gear is usually too low or too high. In normal mode, the engine usually rotates at about XNUMX rpm, which causes vibration and not the most pleasant sound, but in sport mode the speed (because then the transmission uses an average of two gears higher gear ratio) and, therefore, too much noise. In the case of gasoline engines, where there is generally much less vibration and noise, this feature is invisible (or even welcome), but here it is confusing.
The diesel compensates for this with low consumption (less than seven liters is easy to drive), in the test it stopped a little less than eight liters per hundred kilometers, but we were not very soft. And since there is enough torque, such a CC is perfect both in the city and at high highway speeds.
TDI and DSG have been explained in this way, and 4 Motion, of course, means Volkswagen's all-wheel drive, designed for cars with a transverse engine. An important part of it is the Haldex clutch, which ensures that the engine can also drive the rear wheelset and also determines what percentage of torque it receives. Of course, it is electronically controlled, and even here its operation is completely invisible in most driving conditions - in fact, the driver only notices that there is no turning of the drive wheels at idle (or usually does not even notice).
The CC has classic understeer when cornering, and even on slippery roads you won't notice how much torque is being delivered to the rear axle as the rear doesn't show any desire to slip. Everything is the same as with the front-wheel drive CC, only less understeer, and the limit is set slightly higher. And because the dampers are electronically controlled, they don't tilt too much, even though you've set them to comfortable settings that most drivers will use most of the time, such as sport mode for everyday use, especially when combined with low noise levels. -profile rubber, too hard.
Of course, before the driver can reach the extremes the chassis can reach, the (switchable) safety electronics intervene and safety is well taken care of, and thanks to the superior (optional) directional bi-xenon headlights, the system prevents unwanted lane changes to the rear view camera and hands-free system ... The Test CC also had a parking assist system (works quickly and reliably) and the Blue Motion Technology label also includes a start-stop system.
Such a Volkswagen CC, of course, does not cost little money. The most powerful diesel version with DSG transmission and all-wheel drive will cost you about 38 thousand, and with the addition of leather and the aforementioned additional equipment, a roof window and a bunch of other things, the price is approaching 50 thousand. But on the other hand: Build a comparable vehicle with one of the premium brands. Fifty thousand may be just the beginning ...
Dušan Lukič, photo: Saša Kapetanovič
Volkswagen CC 2.0 TDI (125 kW) DSG 4MOTION
Basic data
| Sales: | Porsche Slovenia |
|---|---|
| Base model price: | 29.027 € |
| Test model cost: | 46.571 € |
| Power: | 125kW (170 KM) |
| Acceleration (0-100 km / h): | 9,9 with |
| Maximum speed: | 220 km / h |
| Mixed flow ECE: | 7,9l / 100km |
| Guarantee: | 2 years general warranty, 3 years varnish warranty, 12 years rust warranty, unlimited mobile warranty with regular maintenance by authorized service technicians. |
| Systematic review | 20.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.233 € |
|---|---|
| Fuel: | 10.238 € |
| Tires (1) | 2.288 € |
| Loss of value (within 5 years): | 21.004 € |
| Compulsory insurance: | 3.505 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 8.265 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 46.533 0,47 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - front transversely mounted - bore and stroke 81 × 95,5 mm - displacement 1.968 cm³ - compression ratio 16,5:1 - maximum power 125 kW (170 hp) s.) at 4.200 rpm - average piston speed at maximum power 13,4 m / s - specific power 63,5 kW / l (86,4 hp / l) - maximum torque 350 Nm at 1.750– 2.500 rpm - 2 camshafts in the head (toothed belt) - 4 valves per cylinder - common rail fuel injection - exhaust gas turbocharger - charge air cooler. |
|---|---|
| Energy transfer: | the engine drives all four wheels - a robotic 6-speed gearbox with two clutches - gear ratio I. 3,46; II. 2,05; III. 1,30; IV. 0,90; V. 0,91; VI. 0,76 - differential 4,12 (1st, 2nd, 3rd, 4th gears); 3,04 (5th, 6th, reverse gear) - wheels 8,5 J × 18 - tires 235/40 R 18, rolling circle 1,95 m. |
| Capacity: | 220 km/h top speed - 0-100 km/h acceleration in 8,6 s - fuel consumption (ECE) 7,0/5,2/5,9 l/100 km, CO2 emissions 154 g/km. |
| Transportation and suspension: | coupe sedan - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, three-spoke cross rails, stabilizer - rear multi-link axle, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear disc, ABS , parking mechanical brake on the rear wheels (switching between seats) - rack and pinion steering wheel, electric power steering, 2,8 turns between extreme points. |
| Mass: | empty vehicle 1.581 kg - permissible total weight 1.970 kg - permissible trailer weight with brake: 1.900 kg, without brake: 750 kg - permissible roof load: 100 kg. |
| External dimensions: | vehicle width 1.855 mm - vehicle width with mirrors 2.020 mm - front track 1.552 mm - rear 1.557 mm - driving radius 11,4 m. |
| Inner dimensions: | front width 1.530 mm, rear 1.500 mm - front seat length 510 mm, rear seat 460 mm - steering wheel diameter 370 mm - fuel tank 70 l. |
| Box: | The spaciousness of the bed, measured from AM with a standard set of 5 Samsonite scoops (scanty 278,5 liters): 5 seats: 1 aircraft suitcase (36 L), 2 suitcases (68,5 L), 1 backpack (20 L). |
| Standard equipment: | airbags for the driver and front passenger - side airbags - curtain airbags - ISOFIX mountings - ABS - ESP - power steering - automatic air conditioning - front and rear power windows - rear-view mirrors with electric adjustment and heating - radio with CD player and MP3- player - multifunction steering wheel - central locking with remote control - parking sensors front and rear - xenon headlights - steering wheel with height and depth adjustment - rain sensor - height-adjustable driver's and front passenger's seat - rain sensor - separate rear seat - trip computer - Cruise control. |
Our measurements
| T = 25 ° C / p = 1.177 mbar / rel. vl. = 25% / Tires: Continental ContiSportContact3 235/40 / R 18 W / Odometer status: 6.527 km | |
| Acceleration 0-100km: | 9,5s |
|---|---|
| 402m from the city: | 17,0 years ( 138 km / h) |
| Maximum speed: | 220km / h (WE.) |
| Minimum consumption: | 6,1l / 100km |
| Maximum consumption: | 9,9l / 100km |
| test consumption: | 7,9 l / 100km |
| Braking distance at 130 km / h: | 71,9m |
| Braking distance at 100 km / h: | 40,1m |
| AM table: | 39m |
| Noise at 50 km / h in 3rd gear | 60dB |
| Noise at 50 km / h in 4rd gear | 58dB |
| Noise at 50 km / h in 5rd gear | 56dB |
| Noise at 90 km / h in 3rd gear | 62dB |
| Noise at 90 km / h in 4rd gear | 60dB |
| Noise at 90 km / h in 5rd gear | 59dB |
| Noise at 90 km / h in 6rd gear | 58dB |
| Noise at 130 km / h in 4rd gear | 62dB |
| Noise at 130 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 6rd gear | 60dB |
| Idling noise: | 38dB |
Overall rating (361/420)
CC also proves with its new image that it is possible to make the car not quite everyday, but at the same time the price does not deviate too much from everyday life.
Exterior (14/15)
This should be the Passat sedan, we wrote next to the first Cece. Such comments were avoided at VW by ditching the CC's nominal connection to the Passat.
Interior (113/140)
There is ample space in the front, rear and trunk, and the workmanship and materials used are acceptable.
Engine, transmission (56
/ 40)The 170-horsepower CC diesel is fast enough, the DSG is quick, the four-wheel drive is unobtrusive but welcome.
Driving performance (62
/ 95)Since this CC doesn't have a clutch pedal, it gets a higher rating here than most VWs.
Performance (31/35)
The four-cylinder diesel is powerful enough, but the gearbox is only 99% disassembled.
Security (40/45)
There is no need to tell long stories here: CC is very good in terms of security.
Economy (45/50)
Low consumption plus tolerable price – equally affordable purchase? Yes, that's what will stay here.
We praise and reproach
feeling inside
fire
consumption
trunk
too loud engine
transmission and engine - not the best combination
