In response to dealer and customer feedback, VW removed the two rear bucket seats, with console between, and replaced them with a padded and sculpted bench seat that has a resting spot and seat belt for a middle passenger.
It’s the first time since the CC debuted in the 2009 model year that the car has the traditional five-seat configuration of other sedans.
Further changes for 2013 include restyled front and rear with standard bi-Xenon high-intensity discharge headlamps that swivel up to 15 degrees as the car goes through corners. The 2013 CC also gets light-emitting diodes for its tail lamps and license plate illumination.
The interior is upgraded, too, with new head restraints that can adjust fore and aft and automatic climate control with humidity sensor that helps keep window glass free of condensation.
Best of all, the CC comes with free scheduled maintenance for three years or 36,000 miles, whichever comes first. This Carefree Maintenance Program is on all new VWs.
CC pricing rises slightly from the 2012 model year. Starting manufacturer’s suggested retail price, including destination charge, for a base 2013 CC Sport is $31,435 with manual transmission and $32,535 with dual-clutch automatic. The base CC comes with a 200-horsepower, turbocharged, direct-injection, gasoline four cylinder.
A 280-horsepower gasoline V-6 is available on the upper level Executive model that starts at $42,245. It comes with automatic transmission and all-wheel drive. Note: All-wheel drive is only offered on the V-6-powered CC.
The CC started life as a VW with standout aesthetics, and the distinctive styling continues with the new hood, grille, lights and bumpers. The sides now have more prominently sculpted lower sills, and the CC looks somewhat low to the ground.
From the start, Volkswagen touted the CC as an affordable “four-door coupe.”
The CC also has a coupe’s kind of doors – frameless, but it is actually just a four-door sedan, as are other so-called four-door coupes.
The test CC, a base model with six-speed manual transmission, handled emergency maneuvers as well as day-to-day driving with confidence and composure. Highway travel was pleasant, too.
The test car rode with its 15.75-foot-long body well-controlled and tamped down over road bumps.
There was never any wallowy or loose feel in the motions. And, most road bumps were well-managed below the car, leaving passengers to feel mostly mild vibrations. Only over sustained broken pavement did the ride feel busy.
Electric, power-assisted, rack-and-pinion steering has variable speed assist, so steering had a consistent feel. The driver always had a palpable sense that the test car was well-connected to the road.
The CC seemed to slice through air without wind noise. There was a bit of road noise from the 17-inch, all-season tires.
Shoppers might not expect a six-speed manual in a sedan, but it’s in the CC for those who want it.
The shifting had a bit of a loose, rubbery feel, and the clutch pedal didn’t take a lot of effort and engaged the clutch quickly.
The test car had some lag at startup, evidently from the turbo, but once the turbo got going, the forceful grunt pulled the car strongly. Peak torque of 207 foot-pounds in this 3,300-pound car comes on at a low 1,700 rpm.
The sloping roofline requires some ducking to get inside and restricts back-seat headroom.
By the way, a sunroof is available only on the top models that start at $36,180.
The CC has standard leatherette seat trim in all but the $42,245 Executive model. Other restrictions in amenities seem off-putting, too. The pricey Executive model is the only one with rearview camera.
Consumer Reports lists reliability as below average.