Third Generation: Passat Returns (1990-1997)

The Passat name finally came to America with the 1990 model year and the introduction of this all-new sedan and wagon. Unlike the Dasher and Quantum, this new Passat didn't share its basic engineering with any Audi model. In fact it was more like a scaled-up Golf with the engine sitting transversely under a short nose and a suspension similar to VW's smaller front-drive offerings. With this third generation, VW claimed to have achieved the highest ratio of interior-to-exterior space in its class. "Volkswagen supplies all kinds of statistics to prove the point," wrote Car and Driver on its first encounter with the car, "but all you have to do is climb into the back. With the front seat positioned for a 6-foot-plus driver, the passenger behind him has room to spare — enough to cross his legs. There is even room for the rear seats to recline a few degrees."

To achieve such impressive roominess the Passat rode on a 103.3-inch wheelbase (2.9 inches longer than the superseded Quantum's), stretched out 180 inches overall (1.9 inches longer than the Quantum) and used a modern-looking body with extremely flat sides, a grille-less nose, and an upright greenhouse to maximize shoulder, hip and headroom. Of course the basic structure was once again a unibody with a MacPherson strut front suspension and an independent trailing arm system in the rear. Disc brakes were used both fore and aft with ABS optional. The standard power plant for the new Passat was a 2.0-liter version of the DOHC, 16-valve four-cylinder engine then offered in the Golf GTI. Rated at 134 hp it was the most powerful engine ever offered in this class of VW…but it wouldn't be for long.

To make the most of that power a newly designed pair of transmissions, one five-speed manual and one four-speed automatic, were employed. While generally impressed with the new '90 Passat's interior roominess and handling, Road & Track did levy some criticisms in its first test. "The Passat is something of an anomaly to us," it wrote. "We waited for its U.S. introduction with some excitement. After all, the GTI and the Jetta GLI are sport sedans that provide enthusiastic driving pleasure. The Passat has wonderful volumes of room for occupant comfort and high-quality interior appointments for the most part.

The feel of the steering and handling is distinctly European, as is the ride, and all combine to make the Passat a pleasure to drive at midrange speeds (45 to 70 mph). But the engine's rough characteristics are undeniably obtrusive. "What can we learn from this? The Passat occupies pretty much its own made-in-Europe sedan niche above its Golf/Jetta siblings and beneath the likes of Audi, BMW, Saab, Peugeot and the rest." For the record, R&T's test had the new Passat accelerating to 60 mph in 10.9 seconds and completing the quarter-mile in 17.8 seconds at 78.5 mph. That's a competitive performance against similar cars in its class and easily quicker than any previous Dasher, Passat or Quantum.

There were only a few light updates to the 1991 Passat, as it was selling significantly better than the Quantum ever did. But there was some powerful news on the way for the next year. That news was the availability of VW's narrow-angle "VR6" 2.8-liter V6 in a new 1992 Passat GLX model. Producing 178 hp under its SOHC, 12-valve cylinder head, the VR6 transformed the Passat into a serious sport sedan. Motor Trend would measure the basically unchanged 1993 VR6 Passat GLX ripping from zero to 60 in just 7.9 seconds. That's solid performance even by 21st-century standards. So effective was the VR6 that all 1994 Passats now had the engine aboard. Other changes were slight otherwise, with GLX becoming the sole trim level offered in both the sedan and wagon.

A new nose that included a traditional, trapezoidal radiator grille was the most notable revision to the 1995 Passat. New bumpers and revised trim resulted in a growth of overall length to 181.3 inches while an updated interior squeezed out a few more millimeters of passenger space. In a comparison test of six-cylinder-powered midsize sedans, Road & Track found the '95 Passat offered some unique attractions and distractions. "In some ways," it reported, "the Volkswagen Passat is the antithesis of the Camry. Its ride isn't particularly smooth; its cabin isn't particularly quiet; its automatic transmission detracts from the performance of the engine; it has a few interior creaks and, last, it considers the driver a vital part of the equation. "This last point is why the Passat, in our book, gets the nod over the Camry.

Put another way, this German sedan is meant to be driven, not merely guided from place to place. Though hampered a bit by a gearbox that's indecisive and reluctant to downshift, the 2.8-liter narrow-angle VR6 — the only engine in the group with a larger bore than stroke — still dishes out a satisfying dose of acceleration — from midrange up to the 6,500-rpm redline." Even with that indecisive and reluctant gearbox, the '95 Passat made it to 60 mph in 9.5 seconds and ran the quarter-mile in 17.2 seconds. Four-cylinder power returned to the Passat range for 1996 with the introduction of a new GLS sedan powered by VW's familiar 115-hp, 2.0-liter, SOHC four.

That was enough to boost sales to 19,850 units in America, up from just 14,010 the previous model year. VW's excellent and modern 1.9-liter TDI turbodiesel engine was added to the Passat options list for 1997 in both sedans and wagons while the gasoline-fueled four was once again banished from the line. Making 90 hp the TDI engine wasn't exactly muscle-bound, but it was better than any previous VW diesel in this size class and the 149 pound-feet of peak torque came at just 1,900 rpm, ensuring decent around-town manners. And best of all, the Passat TDI was rated by the EPA at 47 mpg on the freeway and 38 mpg in the city. After eight model years this Passat was a tired model, but still attractive.

It's the next Passat, however, that was the biggest hit of them all.

http://www.edmunds.com/volkswagen/passat/history.html