Road Test
Like crows and bass, human beings are attracted to shiny things. (How else could one explain the continued popularity of Las Vegas?)
Why humans are transfixed by shininess, we do not know. It's either (a) the possession of shiny bits is a primeval indicator of wealth--the wherewithal to have something that's taken time to work, buff, and polish--or (b) despite oversize frontal lobes, opposable thumbs, and fancy bipedal motivation, we are simpletons.
We presume it is the former that inspired Volkswagen to slather the 20011/2 Passat with chrome bits.
There are 28 new glinting strips of trim; the previous Passat was unadorned. These include eight separate chrome caps for the leading edges on the front-grille crossmembers, four chrome strips that surround the glass on each side of the car (a distinctly Audilike touch), and the chrome-accented rub strips. All this auto jewelry can be read as a baby step on VW honcho Ferdinand Pi'ch's quest to bring the people's car to an entirely different class of people.
In a few years VW will produce a $50,000-plus luxury sedan (the D1). Shortly after that, a $150,000 super sports car (the W12) will carry the VW badge.
But it's a long way from Golfs and Jettas to Mercedes and Ferrari fighters. Enter the Passat--again. The introduction of the 1998 Passat heralded a change for VWs as attractive, hip rides for the young.
The newest Passat, wearing the cumbersome 20011/2 designation, is designed to herald the beginning of the upmarket Volkswagen years.
The biggest single jump in Passat status will come this fall when VW offers its first eight-cylinder engine in the 271-hp W8, which will come standard with all-wheel drive. The changes evident on our 20011/2 GLS 1.8T are preparation for this range topper in the short term and preparation for battle in the premium segment in the slightly more distant future.
In addition to the snazzy chrome trim, Volkswagen says all but the roof panel and the door skins is new, although you'd be hard pressed to notice a difference. The most noticeable change is the front fascia.
Gone is the simple, unadorned nose of the 1998-2001 model. In an effort to make it look less proletarian, VW has fashioned the Passat's front into a slicker, if droopier, schnoz. The new nose doesn't match the rest of the car in the way that the original did, but it does give the new Passat a decidedly more Audilike look. The rear-end styling has, likewise, been complicated by fussy-looking new taillights.
It will take an even closer inspection to notice that the body-panel gaps are slightly tighter and more consistent than on the previous Passat. That's impressive considering the 2001 Passat's fit was excellent. The tighter tolerances are a byproduct of a stiffer body shell. The overall structure of the Passat is 10 percent stiffer torsionally, owing to heavier-duty reinforcements around the passenger cabin as well as stiffer longitudinal structural members and more liberal use of laser welding. Ten percent may not sound like much, but remember that the Passat, based on the Audi A4 platform, wasn't exactly a wet noodle to begin with.
Drivers are not likely to notice a difference in the car's character. There's a little more ride compliance perhaps, but again we're talking baby steps here.
Volkswagen has left the soft, family-friendly suspension tuning unchanged from the previous Passat. The new car dives, squats, and rolls more than would a sports sedan. The body bobs over undulations in the road.
The payoff for less-than-taut tuning is a nice, smooth ride--a higher priority for most mid-size-sedan buyers. Only a slight engine vibration through the steering wheel separates this car from feeling like a full-on luxury ride. 
And although the body leans more than we like in abrupt turns, the Passat responds well to smooth steering inputs and exhibits impressive cornering stability and surprising front-end grip. That's particularly notable given the modestly sized Michelin all-season tires (195/65HR-15) on our base-level GLS.
