^ Also incorrect. The LNT/SCR have their optimum conversion/regeneration efficiency at a much lower temperature than that required for the DPF (200-400°C vs approx. 600°C or more). See the link in my post above, slides 17, 24. In fact, exposure to temperatures of 750°C or more "ages" the catalyst and permanently diminishes its conversion effectiveness in a fairly short period of time that mimics the aging process in a car after thousands of km (slides 17, 20, 24 and finally 19).
- DPF regeneration requires lambda > 1 and high temperature (post-injection);
- LNT regeneration requires lambda < 1 and low- to moderate temperature (intake throttling);
- SCR does not need any particular engine-side calibration measures (except urea fluid consumption is proportional to the engine-out NOx emissions that must be reduced, so it's in the interest of the calibration to generate as little engine-out NOx emissions as possible in the first place, mainly via EGR and injection strategy);
- De-SOx catalyst regeneration requires lambda < 1 and high temperature (likely some combination of intake throttling and post-injection).
The temperatures quoted above for NSC (NOx Storage Catalyst, analogously LNT) are different than those quoted in the 2006 DEER paper owing to likely different catalyst formulations from 2 years of development separating both publications, but the ranges and overall points made are still valid (picture is from MTZ 06|2008 Volume 69).
After all is said, this does not answer the original poster's question. The clarifications of the presence/functions of the DPF and LNT/SCR catalysts are important, but from a performance standpoint it can be expected that the SCR-equipped Passat can be tuned at least the same performance levels (other factors like turbocharger matching, boost pressure and fuel injection rates being assumed comparable) to the LNT-equipped Golf/Jettas, without the associated fuel consumption penalty for LNT regeneration but at the expense of likely increased DEF consumption.