Volkswagen CC (2008 – 2017)
Reliability score : 6.0/10
Launched in 2008 as the Volkswagen Passat CC (for Comfort Coupé), it was simply renamed Volkswagen CC during its facelift in late 2011/early 2012. Based on the PQ46 platform of the Passat B6/B7, it stands out with its flowing four-door coupé roofline, frameless windows, and a more upscale positioning. While it shares most of its underpinnings and engines with the classic Passat, it offers slightly more dynamic road handling, often aided by the DCC adaptive suspension. In the used car market, its reliability is very heterogeneous: diesel engines (especially post-2013) are robust high-mileage performers, while the early TSI petrol engines (EA111 and EA888 Gen 1/2) suffered from serious design flaws (timing chain, piston rings).
✅ Strengths
- Timeless and elegant design (roofline, frameless doors)
- Interior finish quality and soundproofing (especially post-2012)
- Superb road handling and comfort (with DCC adaptive suspension)
- Generous trunk volume (532 liters)
- Smooth and powerful 3.6 V6 engine (paired with 4Motion)
⚠️ Weaknesses
- Limited rear headroom for passengers over 1.80m
- Poor rear visibility
- Disastrous reliability of early TSI engines (chain, oil) and the DSG7 DQ200 gearbox
- Strictly 4 seats on early models (3-seat bench optional later)
- Frequent faceted wear of rear tires (sensitive geometry)
🎯 Verdict
The Volkswagen CC is a superb alternative to the traditional Passat, offering a design that has aged remarkably well and high-flying road performance. However, it is a vehicle to buy with extreme caution. Early TSI petrol engines (pre-2013) and the DSG7 (DQ200) gearbox are true problem magnets that can ruin a budget. For a worry-free purchase, opt for a facelifted model (post-2012), ideally equipped with the 2.0 TDI (especially the EA288 engine introduced in 2015) or the rare and melodious 3.6 V6. A clear service history, particularly for DSG gearboxes, is absolutely non-negotiable.
Common issues
Dysfonctionnement de la vanne EGR et/ou du refroidisseur EGR
Medium
🔧 100 000 – 180 000 km
💶 400 – 900 €
Une conduite régulière sur autoroute aide à prévenir l'encrassement.
Encrassement ou défaillance du filtre à particules (FAP)
Medium
🔧 120 000 – 200 000 km
💶 800 – 2 000 €
Privilégier les longs trajets pour permettre la régénération du FAP.
Défaillance de l'unité mécatronique de la boîte DSG (si équipée)
High
🔧 80 000 – 150 000 km
💶 1 200 – 2 500 €
Vérifier l'historique d'entretien de la boîte DSG, vidanges régulières cruciales.
Fuite ou défaillance de la pompe à eau
Medium
🔧 120 000 – 180 000 km
💶 300 – 600 € (souvent incluse avec la courroie de distribution)
S'assurer qu'elle a été remplacée lors du changement de courroie de distribution.
Problèmes d'injecteurs diesel (fuites, encrassement)
High
🔧 150 000 – 250 000 km
💶 300 – 600 € par injecteur
Utiliser du carburant de qualité et des additifs nettoyants occasionnellement.
Estimated maintenance costs
| Oil change |
£70 – 130 |
| Timing belt |
£550 – 1 100 |
| Clutch |
£850 – 1 500 |
| Complete brakes |
£250 – 500 |
| Estimated annual budget |
£600 – 1 200 |
Indicative estimates (independent garage, UK market). Prices vary by region and year.