The 2012 Volvo XC60 R-Design

Vital Stats

Engine:

Turbo 3.0L I6

Power:

325 HP / 354 LB-FT

Transmission:

6-Speed Auto

Drivetrain:

All-Wheel Drive

Curb Weight:

4,225 LBS

Seating:

2+3

Cargo:

30.8 / 67.4 CU-FT

MPG:

17 City / 23 HWY

MSRP:

$52,675 (as tested)

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There are injustices in the auto industry just like in life. Sometimes the right person gets passed over for a job, the best player doesn't get to start or the wrong verdict is reached by a jury. And sometimes a good vehicle just doesn't get bought. That's what is happening with the Volvo XC60, which ended last year at the bottom of the sales list compared to luxury crossover competitors from Lexus, Cadillac, BMW, Mercedes-Benz, Audi, Lincoln andAcura.

While it's certainly true that luxury segments are packed with qualified candidates on which to spend your capital gains, the XC60 has compared favorably with the lot of them since its inception back in 2008, and so we're continually befuddled by its comparatively low sales numbers.

The blame could fall on a lack of marketing dollars behind it, a dearth of dealerships to sell it, or simply because some are wary of Scandinavian brands after what happened to Saab.
Whatever the reason, the XC60 has gone largely unnoticed by U.S. consumers. In response, Volvo is executing a plan that it hopes will attract new eyeballs not only to its attention-starved CUV, but the entire brand as well. That plan's name is Polestar, and it's already begun making its way across the entire Volvo lineup. The XC60 is one of the first models to receive Polestar's performance infusion, and we're going to find out if it's enough to make buyers take notice.

Polestar is far from a household name, but those who look it up will discover that the company is anything but new on the block. Founded in 1996 in collaboration with Volvo, Polestar has since been responsible for the automaker's works touring car racing teams. It began tinkering with production Volvos in a big way back in 2010 with the debut of a 450-horsepower Polestar C30 concept, and then stepped further into the role of becoming Volvo's AMG-like in-house tuner last year when it found an extra 25 horsepower and 29 lb-ft of torque in the company's T6 engine with a clever ECU reflash. That power bump debuted in R-Design models like this XC60 and the S60 before being offered as an $1,295-$1,495 upgrade for all T5- and T6-equipped models.

Plans continue to mold Polestar into Volvo's official performance tuning arm.

And then this summer came, and with it a 508-hp Polestar Volvo S60 concept aimed right at segment performance leaders like theBMW M3 and Mercedes-Benz C63 AMG. Does Volvo have your attention now?

While the Swedish brand considers whether production is even a possibility for the Polestar S60, plans continue to mold Polestar into Volvo's official performance tuning arm, and the XC60 R-Design is an example of Polestar's influence making one of the brand's best products even better.

What's missing, however, is any visual evidence that Polestar has been here.

Fortunately for Polestar, Volvo's R-Design trim already takes care of the visual primping required of a performance vehicle. For our money, the XC60's basic shape is one of the most attractive crossover designs in its class, anyway. The R-Design package enhances things with color-matched lower body moldings; a silk metal finish trim on the side mirrors, door moldings, skid plates and twin tailpipes; and the largest set of wheels available for the XC60: 20x8-inch "Cratus" five-spoke alloys. Taken as a whole, the R-Design's visual elements add just a little bit more edge to the XC60's shape, like pairing driving gloves with a fine tailored suit. Far from overtly aggressive, it's nonetheless the XC60's most attractive form.

What's missing, however, is any visual evidence that Polestar has been here. We expected to find at least a Polestar badge somewhere, either on the grille, front fender or rear liftgate, but the only badging other than Volvo's own logo is the "R-Design" badge on the grille. Indeed, we initially weren't even certain our tester had the performance boost from Polestar until double-checking that it's included with all 2012 and newer R-Design models. Other models that carry the Polester Performance Package get a blue, square badge affixed to the left of their engine identification on the rear of the vehicle, but the S60 and XC60 are the only two models with available R-Design trims, and Volvo doesn't seem to have an answer yet for how the branding of these two performance packages will co-exist.

We wouldn't call the cabin warm and cozy, but the modern design is attractive and communicates a sense of premium quality.

Much like the exterior, the inside of this XC60 R-Design is the same as it was before anyone began talking about Polestar. That's far from a bad thing, though, as we've long been fans of the XC60's unique, elegant and (for the most part) functional interior design. Those who've never experienced a Volvo interior will find the design refreshingly simple and the brand's trademark floating center stack a unique touch. R-Design models are set apart with the addition of blue-ringed gauges; aluminum inserts in the doors, steering wheel and dash, and an attractive two-tone leather seating package with "R-Design" embossed in the seat backs. While we wouldn't call the cabin warm and cozy, the modern design is attractive and communicates a sense of premium quality.

Not all is perfect inside the XC60, though. While the controls are as logically laid out as Einstein's sock drawer, the navigation system is a difficult thing to operate. Lacking a touchscreen, inputs must be made via a single knob on the center console. As if that bottlenecked user interface weren't enough, the knob that controls the nav system is placed on the far side of the center console (and at a glance looks nearly identical to the center console's other three knobs), so any operation requires a reach from the driver. The system is still better than the old one that accepted inputs only from a remote control or hidden steering wheel nub, but as infotainment systems begin to weigh more in the decision to buy one vehicle over another, Volvo will find itself out of the running more often if it doesn't begin offering the latest tech paired with a user-friendly interface.


No one, however, can fault the XC60 when it comes to functionality. Not only can it carry 30.8 cubic feet of cargo behind its second row of seats, but fold those forward and the rear opens up to accept 67.4 cubes. That's greater cargo-carrying capacity than the BMW X3, Audi Q5, Acura RDX and Cadillac SRX. Best of all, the second row of seats fold flat to make a completely smooth and level surface over which to slide objects as they're loaded.

The Polestar Performance option is not an overhaul of all the car's systems to increase overall performance.

But we're not interested in this crossover for how many boxes can be loaded in the back; we want to know if Polestar's power bump will help it stand out among the top trims of its premium competitors. To be clear, what Volvo bills as the Polestar Performance option that comes standard with R-Design models is not an overhaul of all the car's systems to increase overall performance. That's what an M badge does and Polestar just isn't there yet. Rather, Polestar has applied a little know-how earned from running these engines on the track to increase output in the production versions without taking a hit to fuel economy.

The numbers speak for themselves: Horsepower from the turbocharged 3.0-liter inline six-cylinder engine increases from 300 to 325 and torque from 325 to 354 pound feet. Peak horsepower arrives a little earlier than before at 5,400 RPM, while the top of this higher torque curve moves back from 2,100 RPM to 3,000. The engine's redline remains the same 6,500 RPM as before. With all that, fuel economy doesn't budge at 17 miles per gallon in the city and 23 on the highway. We observed a range of 18-21 mpg – right in the middle of official estimates.


Even in pre-Polestar times, the XC60's 300-hp T6 engine was among the most powerful in this class. With 325 hp, however, it is the most powerful in this class, handily outstripping the next three most powerful competitors: the 308-hp Cadillac SRX, 305-hp Lincoln MKX and 300-hp BMW X3. What that translates to on the road is a crossover that feels unburdened by its own 4,225-pound weight (and yours). The engine is undeniably strong with an aggressive pull, and power delivery is so linear that we barely felt the turbocharger's presence while the six-speed automatic was resetting the tachometer with each shift. The Polestar upgrade simply makes this good engine better.

These performance enhancements also contribute to the main criticism of this crossover: a stiff ride.

And the XC60 R-Design is already arranged to take excellent advantage of this upgrade. The R-Design trim adds a 10-percent stiffer suspension, a quicker steering ratio and those larger wheels wearing 255/45-R20 Pirelli rubber. Body control is excellent during cornering, particularly for a crossover, and while some lean is to be expected, the combination of Volvo's all-wheel-drive system and those meaty tires tells your frontal lobe that it will stick where other CUVs would be begging for a reprieve. The steering, too, is also surprisingly good with an accurate and nicely weighted feel that never felt over-assisted in our hands – a welcome experience in this age of overly numb electric power steering systems.

These performance enhancements, however, also contribute to the main criticism of this crossover: a stiff ride. It's certainly the case that the XC60 lets more of the road through than some other luxury crossovers, and the R-Design additions, particularly the stiffer suspension, larger wheels and lower-profile tires, only accentuate that trait. At no time, however, did we feel the ride was unbearable or an unacceptable tradeoff for the level of handling that was delivered in return. Any driving enthusiast would agree, and those looking only for luxury and a cush ride should look in a Lexus showroom.



And that's exactly what they do. While the XC60 was last year's least popular mid-size two-row luxury crossover with sales of just 12,932 units, the Lexus RX was the segment's runaway leader with 82,595 units sold. As we mentioned earlier, that disparity exists exists for reasons like Lexus' larger marketing budget and dealerships that just get the job done on every level (though curiously, Lexus operates just 231 dealerships in the U.S. compared to Volvo's 315). And it's not just the segment's heaviest hitter: The 2013 Acura RDX received a ground-up redesign on account of the previous model's slow sales, which in 2011 still exceeded the XC60 by 2,264 units.

The XC60 is priced right in line with the competition and in some cases offers more for your money.

But we've also heard criticism that Volvos are overpriced, come with a built-in premium and are only appealing to those willing to pay extra for the privilege of being different. While that may be true of some Volvo models (C30, we're looking at you), the XC60 doesn't support that stereotype; it is priced right in line with the competition and in some cases offers more for your money.

Take our loaded-up example of the most expensive trim you can buy. We begin with an XC60 that starts at a reasonable $33,300. Standard at that price is the attractive Scandinavian design inside and out and enough standard safety equipment to support Volvo's well-earned reputation for leading the industry in occupant protection. The all-wheel-drive R-Design model raises the price to $43,700 and then we check off the top-of-the-line Platinum trim that adds a navigation system, premium sound system, rear-view camera, power tailgate and other premium features for another $4,450. The Climate package costing $1,000 includes heated front and rear seats, heated windshield washer nozzles, rain-sensing wipers and an air filtering system, and the Technology Package for $2,100 adds Volvo's full suite of optional safety technologies: Adaptive Cruise Control (ACC), Collision Warning with Full Auto Brake (CWAB), Pedestrian Detection with Full Auto Brake, Distance Alert (DA), Driver Alert Control (DAC), Lane Departure Warning (LDW) and active high beams. The cherry on top is our tester's optional Electric Silver Metallic paint for $550. The damage to your wallet at the end of the day is an MSRP of $52,675, which includes an $875 destination charge.


While by no means cheap, let's see how that price compares with Lexus' latest offering. A 2013 Lexus RX 350 has a base MSRP of $39,310, while its most expensive model, the RX F Sport, starts at $47,000. If we option up the RX F Sport to similar equipment levels as the XC60 R-Design, its price would reach $55,645, which also includes an $875 destination charge. That's $2,970 more for 55 fewer horsepower, 106 fewer pound-feet of torque and 285 more pounds of vehicle to move around – not to mention a performance sport package that more looks the part than drives like it. To its credit, the RX is larger on the inside than the XC60, but we doubt winning that particular column on the comparison chart is the sole source of its sales lead.

Why, then, are so few people buying the XC60 compared to its competition?

Why, then, are so few people buying the XC60 compared to its competition? The reason really does have more to do with exposure than how the XC60 actually rates among its peers, particularly when comparing this XC60 R-Design to the best the other brands have to offer. Be it a lack of marketing or the nearest dealer being too far away, the majority of luxury-crossover-buying-populace doesn't appear to be thinking to include the XC60 among its options.

Polestar may be able to improve Volvo's visibility with buyers one day just like M does for BMW and AMG for Mercedes-Benz, but it won't get there with just an ECU reflash, no matter how welcome the rearranging of ones and zeros is from behind the wheel. While Volvo figures out how to make that happen, buyers can take heart in the fact that their XC60 purchase has reduced the amount of injustice in the world, if only by a little.

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2012 BMW 528i xDrive

       

   
         

BMW owners in Europe have traditionally been presented with a wide variety of engine options from which to choose, ranging from a slew of four-cylinder petrol or diesel variants to a few six-, eight- and even 10-cylinder options. Here in the U.S., the pickings had been decidedly more slim for a long time, with the 3.0-liter inline six serving as the smallest measure of cylinder displacement. Even the ultra-compact 1 Series could only be ordered with the naturally aspirated or turbocharged 3.0.


That changed for the 2012 model year when a 2.0-liter turbocharged four-cylinder hit our shores. This new engine is more powerful than the naturally aspirated 3.0-liter, with 240 horsepower and 260 pound-feet of torque at our beck and call. The engine was a common sense fit for the 3 Series, and early returns show that the 328i may, in fact, be the 3er to get.


But while the 3 Series was an obvious pairing for the 2.0T, the bigger and heavier 5 Series is a less apparent choice. That didn't stop BMW from offering the engine under the hood of the 2012 528i, and the German automaker didn't even shy away from pairing the mini mill with its weighty xDrive all-wheel-drive system, even though it wasn't even an option in the six-cylinder 2011 528i.


We spent a week with a well-appointed 528i with xDrive to see if the new turbocharged 2.0-liter had the guts to motivate 4,001 pounds of German engineering, while still feeling like a luxury sport sedan.Aesthetically, the 5 Series hasn't changed compared to the 2011 model, though we were very fond of our tester's rich, chocolaty Mojave Metallic paint job – a $550 option. We weren't quite as smitten with the 18-inch alloy wheels, which look a bit too plain and undersized. A set of 20-inch M wheels would add gobs of visual pop to an already pleasing profile, though we'd be very uninterested in that option's $5,870 price tag.


The interior of the 5 Series continues to feature improved materials, superb fit and finish and extraordinarily comfortable seats. And we always love the simplicity of BMW's leather-wrapped steering wheel, which can occupy our hands any day of the week. The same cannot be said for the wonky electronic shifter, which takes plenty of practice to get used to. Pushing up to go into Reverse just seems terribly unnatural, but after a few days it was like riding a bike... backwards. We'd also like more sound insulation to keep the noise from the very hard working 2.0-liter engine out of the cabin. We wouldn't mind the engine noise as much if the mill sounded more like the N55 inline six, but unfortunately this engine is more of an Alto than our ears would like.The 528i is the least expensive of all 5 Series models, but our tester was weighed down with over $12,000 worth of options, or nearly enough cash to purchase a Hyundai Accent. Among the myriad of options available on our tester were the Cold Weather Package ($1,450), which adds a heated steering wheel, first and second row heated seats and retractable headlight washers. The Premium Package ($2,250) adds a power tailgate and Park Distance Control, while the Sport Package ($3,600) adds 18-inch wheels, dynamic damper control, an Anthracite headliner and multi-contour seats. And then there are the stand-alone options, which include the sport automatic transmission ($500), keyless entry ($1,000) and iDrive navigation ($1,900).


Unfortunately, about half of those options can be had on typical top-trim midsize sedans for about half the price, but we're talking about a BMW here, so the exorbitant price point is expected. At least the USB, Bluetooth and leather-wrapped steering wheel are all part of the price of entry, but again, even the typical Toyota Camry owner can say the same. As for this xDrive model, it rings in at a full $2,100 more than its rear-wheel-drive sibling.The option packages were nice, but we were most interested in the performance of the little 2.0-liter turbo four. The engine, which boasts BMW's TwinPower Turbo tech, packs decent punch with 240 horsepower at 5,000 RPM and 260 pound-feet of torque at a scant 1,250 RPM. That last number is most important, since this brawny Bimmer has to power all four wheels on a full-time basis. The ZF-sourced eight-speed automatic transmission offers smooth shifts and improved fuel economy, and don't look to pass over the eight-speed slush box in favor of a six-speed manual, because the do-it-yourself option isn't even offered in the 528i.


On the road, this BMW has a split personality. Drive leisurely around town and the turbo-four feels sluggish and even disinterested. This feeling of driving in Jello is underscored by the fact that the 5 Series feels like a tank on the road, with a wide stance and road-hugging suspension tuned for spirited driving. At first we were put off by our tester's less-than-ideal cruising characteristics, but then we heard a commercial for the 5 Series that led to a revelation.
The radio spot bragged that the 528i (non xDrive) can go from zero to 60 in 6.2 seconds, a number that we just didn't believe. Yet once we put a little effort into the driving experience, the powertrain came alive with plenty of torque from the moment you say "Go!" and linear power delivery, at least at lower speeds. We did notice that the 2.0-liter began to struggle some at highway speeds, but that's to be expected with an engine this size lugging around a car this size (and driving all four wheels).


The new powertrain feels more responsive off the line and every bit as worthy of the BMW badge.


Now, keep in mind that we're talking about a turbocharged four-cylinder and not a twin-turbo V8-powered 550i, so "plenty of torque" and "linear power delivery" should be taken in proper context. Compared to the naturally aspirated 3.0-liter inline-six it replaces, the new powertrain feels more responsive off the line and every bit as worthy of the BMW badge. Further, the 2011 528i and its seven-second zero to 60 time was nothing to Tweet home about.


Aggressive driving is even easier when selecting the Sport mode button located on the center console to the left of the shifter. In Sport mode, the engine is more responsive, the suspension stiffer, the gearshift timing is abridged and the steering loses some of the power assistance that makes electronic steering a bit of a drag. And this is a BMW, so it also comes fitted with an impressive suspension setup and brakes with plenty of bite.
Our xDrive-equipped tester scores an EPA-rated 32 mpg highway and and 22 city.


Sporty handling is a major tenant of the BMW driving experience, and the 528i delivers the goods. The handling is aided by twin-tube gas-pressure shocks, an independent double-wishbone front suspension and an independent multi-link setup out back. xDrive – which defaults 40 percent of the engine's power to the front and 60 percent to the rear – kept the 245/45-series all-season Goodyear tires planted at all times. The system can also route additional power back and forth whenever wheel slippage is detected, so between the advanced AWD system and the well-engineered chassis, our tester felt very planted on the road, with little body roll and untraceable wheel slippage. The result is a sport sedan that offers as much confidence to the driver as any vehicle in its class, even if BMW purists will tell you that 5 Series of yore had a much more dynamic chassis.

       

                

Given that the engine has been downsized quite a bit, it stands to reason that fuel economy has improved. The last generation (2010 model year) xDrive 528i could manage only 25 miles per gallon on the highway and 17 mpg in the city. That number improved dramatically with the introduction of the 2011 528i, which could achieve 32 mpg on the highway and 22 mpg city, thanks largely to the addition of an eight-speed automatic transmission. The turbo-four-equipped 2012 528i has improved further to 34 mpg highway and 23 mpg in the city, and our xDrive-equipped tester scores 32/22 numbers.Compare the 528i's EPA estimates with that of the all-wheel-drive equipped Mercedes-Benz E-Class and the 5er looks even more impressive. The Mercedes can only manage 28 mpg on the highway and 19 mpg in the city. During our week with the vehicle, we averaged an impressive 26.4 mpg in very mixed driving, which is an impressive figure for a sporty large sedan that hits 60 in just over six seconds.

After a week with the 2012 528i xDrive, we're convinced that the turbocharged 2.0-liter four-cylinder deserves a permanent place under the hood of the 5 Series. The engine is both responsive and efficient, and it delivers the added benefit of also being more powerful and torque-rich than the outgoing 3.0-liter inline six. Couple that engine with an excellent all-wheel-drive system and an already proven chassis and the 2012 528i continues to be the main force to be reckoned with in the midsize luxury segment.

     

                

   

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2013 Volkswagen CC

                                                                 

When first introduced for the 2009 model year, the CC was breathlessly billed by Volkswagen as a "new offering designed and engineered to blend sports car dynamics and dimensions with sedan comfort in a sophisticated package." The company's first four-door coupe arrived with a dramatically swept roofline, frameless doors, a four-passenger cabin and very distinctive looks. It was arguably the most stylish model in the company's entire lineup.


But things have changed for 2013. The automaker has treated its CC to a mid-cycle update that includes a substantial facelift, equipment changes and a new five-passenger cabin for our domestic market.


We recently spent a week with the refreshed Volkswagen CC in the Los Angeles basin. Our primary objective was to see how well the midsize four-door would integrate with family duty. We were also intrigued by its "sports car" claims, as its pricing ambitiously aligns it with some seriously talented competition. Lastly, as some are questioning its validity in the lineup compared to the larger all-new Passat, we wanted to understand its value. How well does the refreshed CC fare? As it has been since launch, the 2013 Volkswagen CC is again offered with two engine choices. The smaller of the two is a turbocharged 2.0-liter four-cylinder rated at 200 horsepower and 207 pound-feet of torque. It arrives with a traditional six-speed manual gearbox as standard equipment or with a six-speed dual-clutch gearbox (Volkswagen's "DSG") as an option. All four-cylinder models are front-wheel drive.     
       
               

The turbocharged 2.0L four-cylinder is rated at 200 horsepower and 207 pound-feet of torque.


The larger engine is a naturally aspirated narrow-angle 3.6-liter six-cylinder rated at 280 horsepower and 265 pound-feet of torque. A traditional six-speed Tiptronic automatic is standard, and consumers are offered the choice between front- or the automaker's 4Motion all-wheel drive.


All models share a strut-type sport-tuned suspension, with coil springs and telescopic dampers up front and a compact multilink coil-spring design in the rear – both damping and ride height is fixed. The steering rack is electro-mechanical with variable assistance based on vehicle speed, and there are disc brakes at all four corners (with slightly larger rotors on the six-cylinder model). Base models arrive wearing 17-inch wheels, and premium models are fitted with larger 18-inch alloys (wearing 235/40R18 tires) in various designs.As mentioned, the 2013 model is at the receiving end of a mid-cycle update. Most obvious is the model's new front and rear styling. In the nose, bi-xenon projector beams with LED daytime running lamps (on all but the base model) align the CC with the rest of its siblings – and nearly everyone else as the industry jumps on the trend. Complementing the headlights is a new grille and reshaped bumper. The side sills have been slightly resculpted to be more prominent and the rear bumper has been given a bit more volume and fitted with LED taillights (the license plate is now also illuminated with LEDs). While handsome, the exterior has lost some of its swoopy distinctiveness in the alignment, but is still unmistakably a Volkswagen.


All previous CC models were configured with a four-passenger cabin, a deal breaker for many (including your author) shopping in this segment. Volkswagen has addressed the issue for us in the States by removing the rear seat center storage console and converting the area into a seat with obligatory three-point belt. The new setup might not be quite as luxurious for two rear-seat passengers, but you'll probably want to run outside and listen for the collective "thank you" cheer from Volkswagen salesmen around the country nevertheless.Our test vehicle was a 2013 Volkswagen CC 2.0T in Lux trim, configured with the automaker's familar 2.0-liter turbocharged four mated to the six-speed dual-clutch automatic - a manual transmission is not available in the Lux. Adding to the standard features on the Sport Plus model, the Lux arrives with 18-inch St Louis-pattern five-spoke alloy wheels, dark brushed-aluminum interior trim, ambient cabin lighting and an expansive power-operated glass sunroof. The base price of $35,355 included our car's Candy White exterior paint over Desert Beige/Black Leatherette interior, but the optional carpeted mat kit added $235 to our price. Add it up, throw in the mandatory $820 destination fee, and the grand total out-the-door price of our four-door coupe was $36,410.


The grand total out-the-door price of our four-door coupe was $36,410.


Hold that thought, as we will come back to pricing shortly.


Like all high-end vehicles with frameless windows, the door glass drops a fraction of an inch when the handle is pulled only to retract into its seal when the door is shut again. For some reason, we kept finding ourselves winning the race on our test car, and the doors would hang slightly on the seal when quickly opened (maybe the delay to open is longer than on most?). That minor annoyance, and a need to watch one's head when dropping into the rear seats, were the only apparent physical drawbacks to the CC's styling. From the driver's seat, there is plenty of room, even for your author's six-foot, two-inch frame, and outward visibility is strong. Once you're back there, the rear seats aren't as cramped as the roofline would suggest.The rest of the cabin is typical Volkswagen, from the primary instrument cluster (with a monochromatic multi-function display) right down to the window switches. As expected from a VW Group product (a few newer miscues aside), everything feels high quality and most primary controls are intuitive. Despite its appearance, the seat upholstery is not leather. The vinyl is perforated to prevent heat buildup, but it feels hard and synthetic without fooling anyone. We would have preferred high-grade cloth or the available genuine cowhide.


Volkswagen's turbocharged 2.0-liter is hard to fault, and it's a good fit for the CC. Acceleration is quick off the line, strong around town, and the DSG does a nice job automatically rowing through the gears all by itself. Manual control is offered on the shifter (press forward to upshift and pull back to downshift), a control arrangement that we have always found cumbersome. For some unknown reason, the CC Lux doesn't come with steering wheel-mounted paddles, and they were sorely missed with this slick gearbox.Out on the roads in and around LA, we also missed the "sports car dynamics" that VW promised with the CC. Without question, it handles well, but no better than a standard Audi A4, as far as that is concerned. Understeer is the rule when cornering hard (much of the blame is to be directed at the all-season Continental ContiProContact rubber), and the steering tends to veer towards the numb side of things. It's a very competent front-wheel-drive sedan with sporty pretenses and very enjoyable to drive in its own way, but calling the CC a sport sedan is completely misleading. Put it this way: We were never compelled to wring it out on Mulholland Highway.     

The CC feels tighter and more compact from within the cabin, largely thanks to its sloping roof.


But on the highway, the CC demonstrated excellent manners. Its firm European suspension tuning allowed us to comfortably dart around traffic and exit freeway ramps at greater than the posted speed, but it was always compliant enough to absorb all but the largest craters in the asphalt. We racked up many very comfortable miles in this Volkswagen.


The CC is slightly shorter in length when compared to the Passat (188.9 inches as opposed to 191.6 inches) and it has about 10-percent less passenger volume (93.6 cubic feet as opposed to 102.0 cubic feet). While the dimensions aren't that far off, in practice the CC feels tighter and more compact from within the cabin, largely thanks to its sloping roof. The new fifth passenger seating position is good in a pinch, but adults (and kids, quite frankly) won't want to occupy it for a roadtrip. Don't buy a CC for its interior room.In terms of gripes, we didn't like the retractable fabric shade over the moonroof. It is designed to block the sun from our scalps, yet it still lets too much light and heat into the cabin. The navigation system feels cheap and outdated even when compared to today's handheld units, and it doesn't allow the user to see "the big picture" (it cannot be zoomed all the way out). Lastly, we found some visual distortion in the nearly horizontal rear glass window.


Volkswagen's facelift and update appears to us as a bit of a softening... a move towards mainstream.


But then there is the question of cost. As a reminder, the out-the-door price of our CC was $36,410. At that sum, one is bumping into a number of premium-badged offerings, including the very competent BMW 3 Series at $35,795. What's even more concerning is that the same money will also get a very nice Audi A4 Premium Plus, more powerful and configured with leather (but lacking navigation), at $37,675. Don't forget the Infiniti G37, at $34,895, either. For an import shopper, this price point is rich in very good choices.


The CC's styling has always differentiated it from the competition (it remains the only four-door coupe in the segment). However, Volkswagen's facelift and update appears to us as a bit of a softening... a move towards mainstream. When the five-passenger cabin is factored in, regardless of how welcome it is, the CC's uniqueness in this crowd is even less so. Five years ago, the CC was a breath of fresh styling over a very good midsize sedan. Today, little more than its roofline sets it apart.       

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