Volkswagen Golf VI

VW Golf Twin Drive

2011-05-12T00:41:00.000-07:00

Volkswagen has announced plans to introduce a series of plug-in hybrids starting in 2013.
While the company declined to identify which models would gain the technology, Volkswagen has previously shown off a Golf TwinDrive plug-in hybrid and an Audi A5 e-tron plug-in hybrid prototype.

According to Volkswagen chairman Dr. Martin Winterkorn, "Over the mid-term, the plug-in hybrid offers great potential because it combines the best of two worlds in one vehicle.

VW Beetle live reveal

2011-04-19T00:11:00.000-07:00

Volkswagen global marketing director Luca de Meo says of the car that was revealed simultaneously in New York, Berlin and Shanghai, "We worked on the entire packaging of the car, engine, trunk, interior, everything." Take a close look at it, and it's clear.
Marketing guru de Meo says VW laid out three objectives for the new hatchback: Bring back the spirit of the original, i.e., make it affordable, tough, and easy to use; reconnect with the emotion of the car; and bring the shape and concept of the original into the 21st century.To achieve all that, Volkswagen's head of design, Klaus Bischoff, says they threw everything from the current Beetle out the window and had an original Beetle in the studio when they started the redesign in 2007. Working from those vintage cues, the 2012 car is stretched everywhere: it's 150 millimeters longer, 3.2 inches wider, and has a wider track.

Volkswagen Caddy Racer

2011-04-18T23:53:00.000-07:00

Case in point: the Volkswagen Caddy Racer.The new race-prepped utility van has just been unveiled by Volkswagen at the Commercial Vehicle Show at the NEC Show in Birmigham, England. It takes the form of the new Caddy panel van introduced late last year and replaces the previous-generation Caddy Racer. Underneath the commodious bodywork sits a 2.0-liter gasoline-burning four with 270 metric horsepower driving the front wheels through a six-speed competition-spec gearbox. The rear axle has been replaced by the Golf's multi-link suspension, with adjustable dampers up front, a Milltek exhaust system and 18-inch alloys housing ventilated brakes discs and wearing Hankook racing slicks.Like the model it replaces, the new Caddy Racer will be driven by Volkswagen Commercial Vehicles director Simon Elliott in the Volkswagen Racing Cup, dicing it with the likes of Sciroccos, Golfs, Beetles, Jettas and Polos of various generations across Britain's finest racing circuits

Volkswagen Jetta

2011-03-29T20:30:00.000-07:00

NEW JETTA IS UP IN SIZE, DOWN IN REFINEMENT
But another offering in that plan is at your local dealer right now: the larger, roomier, and cheaper 2011 Jetta. Those are not usually words that find themselves in the same sentence when dealing with a new vehicle, but the company’s goal was to get back to its People’s Car history.
Here are the basics. The new Jetta is three inches longer than before, which also stretches the wheelbase for a larger cabin. That makes it one of the largest vehicles in its class, and helps contribute to a 2.7-inch increase for rear-passenger legroom, something that was already adequate. The big tail hides the class-leading 15.5 cu-ft trunk, which gets significantly larger when the 60/40-split rear seat is folded down.
Standard equipment is halfway decent too, with air conditioning, power one-touch windows, keyless entry, a touch-screen audio system, a tilt and telescoping steering wheel, six airbags, ABS, traction- and stability control. Throw in a base price that’s a fiver under $16K – easily Volkswagen’s least-expensive vehicle and $2,000 less than the cheapest Golf hatch – and this starts to look like a real bargain.

Automotive News World Congress

2010-10-14T22:36:00.000-07:00

Tuesday, January 11, 2011 1:30 PM -
Thursday, January 13, 2011 12:00 PM (Eastern Time)

Detroit Marriott Renaissance Center
Renaissance Center
Detroit, Michigan 48243

Prospering in the Next Normal

Bob King, new president of the UAW, Wilbur Ross, Chairman & CEO of W.L. Ross & Co., Lynn Tilton, Founder and CEO of Patriarch Partners and Paul Ingrassia, former Wall St. Journal reporter, editor and executive and author of Crash Course: The American Automobile Industry’s Road from Glory to Disaster are among the speakers confirmed for the annual Automotive News World Congress taking place January 11-13 in Detroit.

The Automotive News World Congress opens Tuesday afternoon, January 11, which is also the second and final media preview day at the North American International Auto Show, making it easy to attend both events during the same week.
A tight format and strong programming provides access to the most influential and powerful automotive industry leaders, content and contacts at an affordable price.
World Congress attendees receive a pass to visit the auto show on Thursday, January 13, before it opens to the public.

2011 Automotive News World Congress Pricing

Automotive News World Congress Pricing

			Full rate
Early registration*			$995
Tuesday only			$595
Wednesday only			$895
Dinner ticket			$195
Dinner table of 10			$1,750

* Register by November 19 to qualify for the early registration rate.
Beginning November 20, registration will increase to the regular
rate of $1295.

To see a list of speakers for the past five years, click on the link below.

Previous speakers 2006 - 2010.xls

To see a list of titles and companies that participated in 2009 and 2010, click on the links below.

ANWC 09 Final Full Registrant List (title, co).xls

ANWC 10 Attendee List Final title co.xls

Rugged Ridge Wheel Trim Ring

2010-07-30T16:01:00.000-07:00

Rugged Ridge Wheel Trim Ring
Part Number: 15250.02
Manufacturer Number: 15250.02
Rugged Ridge Wheel Trim Ring Rugged Ridge Wheel Trim Ring
List Price: $44.57
Our Price: $37.77
You Save: $6.80
Info/Buy
RUGGED RIDGE RIM PROTECTOR, POWDERCOATED SATIN BLACK, SOLD INDIVIDUALLY -- For Rugged Ridge 17 X 9 in. JK wheels except those with chrome finish; Includes mounting hardware; Made of stainless steel; Designed to protect your JK wheel from rocks and curbs while giving it that bead lock look; With Rugged Ridge's limited 90-day warranty.

Hyundai Avante (Elantra) interior

2010-07-20T20:11:00.000-07:00

Even though we have yet to see official images of the U.S.-spec 2011 Hyundai Elantra, we have a pretty good idea of what will be heading our way in the coming months. Hyundai debuted the new Avante sedan (the Elantra's Korean market equivalent) at the Busan Motor Show this past April, and now the first interior snapshot of the Avante has been leaked out.

If you've been in the new 2011 Sonata, you know that the family sedan's cabin is a giant leap forward in the right direction. The center stack is awash with curves and angles that pay homage to the automaker's new "fluidic sculpture" exterior design. And styling aside, we're willing to bet that Hyundai hasn't skimped out on high-quality materials for the less-expensive Elantra's innards, either.

This more attractive, better-tailored interior will do well when matched with the swoopier lines of the new Elantra's exterior. That – combined with Hyundai's new 138-horsepower, 1.6-liter GDI four-cylinder – will mean that other new cars in the budget sedan segment (this means you, Ford Focus and Chevrolet Cruze) will need to watch their backs. If the new Elantra is being positioned as a baby Sonata, the competition should indeed be stiff. Top tip, Monkaroo!

2011 Hyundai Elantra / Avante

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Cosworth Impreza STI CS400

2010-06-02T06:02:00.000-07:00

Cosworth Impreza STI CS400 – Click above for image gallery

This is the Cosworth Impreza STI CS400, the car Cosworth said would "humble" supercars. With a 0-to-62 sprint happening in just 3.7 seconds it'll be quicker than a whole bunch of exotics, and at £49,995 ($71,368 U.S.), it'll be a whole lot cheaper as well. If that sounds like a boatload of cash for a warmed-over WRX, well, it is. But bear in mind that thanks to factors like the 17.5 percent Value Added Tax, UK pricing is rather different than what pricing in the States would likely look like were Cosworth to sell the CS400 here.

The 395-horsepower, 398-pound-foot Cossie Scooby benefits from a thorough rework of its boxer-engined details, boasting new pistons, con-rods, turbocharger, exhaust and ECU mapping among its many modifications. Aiding the Impreza's all-wheel drive get power to the ground is a lowered suspension with components from Bilstein and Eibach.

Looks-wise, a different front bumper fitted with mesh inserts, a rear spoiler, a track widened by 12 millimeters, and 18-inch alloys over bigger AP brakes will make sure Subaru cognescenti don't confuse you with anything else. Identification will also be made easier by the fact that there will only be 75 made for the UK market only, and available it'll be available in red, silver, and dark gray. Thanks to everyone for the tips!

Gallery: Cosworth Impreza STI CS400

Is Citroen's Newest Concept GT a Car for a GQ Man?

2010-03-09T20:22:00.000-08:00

Hot damn. Is it just me, or have recent Citroën concepts been some of the most show-worthy designer cars in a while? GTbyCitroën, definitely stunning. The Survolt, really fun to look at and reminisce about Ridge Racer or Cruis'n World. I even like the REVOLTe in a weird, this-isn't-right kind of way. And the next looker is just around the bend.

Called the GQbyCitroën, it's one of the best-looking GTs I've seen in a while - sorry, BMW - and is the result of a project led by GQ UK editor Dylan Jones.

The car's exterior was penned by Citroën's Mark Lloyd of DS3 fame (and his design team, naturally) while the interior is by Patrick Grant. Grant happens to be creative director at E. Tautz, a Savile Row tailor and the store where I purchase my linens.

According to Lloyd, "Where this car works so well with GQ is that it fits with the current attitudes of conspicuous consumption. It is understated rather than in-your-face, sleek rather than macho."

As for the claimed numbers, they're impressive. With a direct-injected 1.6 liter gas/electric hybrid power train, it's said to hit 60 mph in 4.5 seconds while being limited to a top speed of 250km/h or 155mph. Emissions are at 80g/km.

If anyone happens to be in London this week for the official launch, get some pictures (Canon 60D, Panasonic point-and-shoot, or celly), and we'll post 'em along with the official shots.

Feast your eyes out in our high-resolution mega gallery after the break

2010-01-17T22:31:00.000-08:00

Our Tokyo Auto Salon man Phil Alex with the help of friends Mike and Aaron put their photo cameras to exceptional use today capturing the booth sirens on film for your enjoyment. And as you will soon find out, the Japanese tuning show is only interesting in terms of car presentations but also in terms of female presences... Feast your eyes out in our high-resolution mega gallery after the break.

Photos by Phil Alex , Mike and Aaron

The prototype model looks thoroughly worked over

2010-01-17T21:21:00.000-08:00

If you couldn't find a modified Prius to your likings at the grounds of this year's edition of the Tokyo Auto Salon in Japan, chances are that you never will. We lost count of how many customized Prius' made their way to the Makuhari Messe exhibition center, but Toyota alone displayed three different concept versions of its popular hybrid model.

Making its debut alongside the Prius G Sports and TOM's Prius studies was the Prius Custom Plus Concept (CCP) prepared by Toyota's in-house customizing and accessories division.

The prototype model looks thoroughly worked over thanks to the wide body kit that further accentuates the Prius hybrid's wedgy shape.

Together with the new nose job that boasts massive Lamborghini-styled air-vents, the Prius CPC gets custom-made fenders, beefy side skirts, new rear bumper with an integrated diffuser and side spoilers, and a large rear wing made out of carbon fiber.

Carbon fiber is also the material of choice for the new hood, roof, the cameras on the doors that replace the exterior mirrors and the rear panel on the trunk door.

The uniquely styled 18-inch alloy wheels that are shod on 215/40 R18 Goodyear tires sum up the exterior modifications.

The Fast and Furious / Racing theme is continued inside with the addition of gauges on top of the dashboard and just above the new steering wheel that's wrapped in Alcantara.

The same material is also used to trim the new Recaro bucket seats and most parts of the cabin.

Despite the go-fast looks, the only performance mods on the Prius CCP concerns the high-performance brake system and the sports suspension that lowers the car's ride height by 10mm up front and 15mm at the rear.

Photos by Phil Alex with the help of friends Mike and Aaron

You know that Toyota iQ your cousin's seen running around Europe and Japan

2010-01-07T22:53:00.000-08:00

Scion iQ Concept - click above for hi-res image gallery

You know that Toyota iQ your cousin's seen running around Europe and Japan? It's making its way Stateside, first to next week's Detroit Auto Show, then to a Scion dealer near you as a hybrid. This is according to a scoop by Inside line. We've known for a while now that the iQ will be showing up as a Scion, just not for certain as a hybrid. Also, according to IL, the fate of the brand hangs in the balance. Also-also, they might (yay!) drop the name iQ.

That's right, the diminutive Toyota with the silly name is going to greet us as a youth-branded Scion. In multiple flavors, too. First will come a five-door hatchback, followed next by a four-door sedan. The latter is almost a little puzzling – who on earth wants a four-door sedan version – but then we recall all the other cars PR types tell us the American market forces into four-door guise and we're not surprised one bit. The Scion iQ will also come as a three-door hatch. Expect the five-door to show up first, towards the end of 2011.

The engine options are pretty interesting. If you so desire, a 1.3-liter four-banger will produce 93 horsepower. However, most folks will probably opt for the hybrid version. First of all, the gas and electric propulsion is so cheap that Toyota will be able to sell it for $15,000 or less. Second, expect a 1.5-liter four and some sort of electric motor to produce between 100 and 120 hp and return 60 mile per gallon. Not bad at all. Again, Inside Line ends their scoop explaining that if the iQ doesn't get youngsters buying Scions, nothing will. Er, make that nothing will have a chance to, as Toyota is likely to fold the brand.

Scion iQ Concept

is being run by the Central Motorway Police Group (CMPG)

2010-01-07T22:26:00.000-08:00

Here's a police vehicle guaranteed to make you move out of the fast lane pretty quick! This liveried lorry, complete with flashing blue lights, has been unveiled as part of a crackdown on dodgy HGV drivers.

The aim is to give cops some much-needed height so they can see directly into lorry cabs. It allows them to catch drivers using mobile phones, watching DVDs on laptops or committing other offences.

The initiative is the first of its kind in the UK, and is being run by the Central Motorway Police Group (CMPG). This is part of the West Midlands force, which looks after 450 miles of road between Cheshire and South Wales. A spokesman said: “One officer drives the truck while another sits in the passenger seat armed with a hand-held video camera, ready to film into the lorry’s cab as we overtake.” If an offence is being committed, or the driver’s behaviour arouses suspicion, the officer will radio an unmarked police car following behind, which pulls it over. If the driver disputes the reason for being stopped, the video footage can be used as evidence in court.

The liveried HGV was created for the launch of the scheme, but isn’t actually taking part. Unmarked lorries supplied by local hauliers will be used instead.

To highlight her displeasure over Japan's insular auto market

2010-01-07T19:30:00.000-08:00

Like everywhere else on the planet, new car sales are down in Japan (17 percent versus 2008 levels, to be exact). And, like a number of other countries, Japan has decided to spur automobile sales by creating a cash-for-clunkers-style program at a cost of $3.7 billion. Unlike similar programs from other countries, including the one that ended late last year in the U.S., Japan has drafted a set of rules that strongly favors its own automakers – in effect precluding American cars from qualifying for sales incentives of up to $2,830 per vehicle. Eighty-seven percent of all Japan's domestic models qualify.

By way of comparison, there were multiple C4C bills considered by U.S. policymakers, and the program that eventually went into effect allowed any and all sufficiently fuel efficient vehicles to qualify for its incentives, regardless of their country of origin. After it was all said and done, 319,300 out of a total of 677,000 (just about half) of all C4C sales were Japanese cars.

According to the Detroit News, a number of American lawmakers, including Rep. Betty Sutton, D-Ohio, have called Japan's program "discriminatory and fundamentally unfair... unacceptable and outrageous." To highlight her displeasure over Japan's insular auto market – to wit, imports make up less than five percent of all new car sales in Japan – Sutton has introduced a bill this week urging President Obama to attempt to force Japan into including American automobiles in its C4C program. What are the chances of it passing? Something about snowballs comes to mind...

Cadillac will unveil the 2011 CTS-V coupe along with a concept

2010-01-03T22:42:00.000-08:00

2011 Cadillac CTS Coupe – Click above for high-res image gallery

The North American International Auto Show is typically the big show for Detroit-based automakers and 2010 appears to be no different for General Motors. Chris Preuss, GM's vice president of communications, has hit Twitter confirming that each of the General's four brands will have at least one vehicle to display at the Detroit Auto Show next month. As expected, Cadillac will unveil the 2011 CTS-V coupe along with a concept version of its XTS sedan, a model slated to replace the aging DTS in the next year or two. GMC will unleash the Granite, which, according to earlier reports, will be based on the Delta platform and the forthcoming Chevrolet Orlando.

Chevrolet figures to have a somewhat quieter show, with its big reveal being the Aveo RS, which we hear is all-new and very little like the narrow and unattractive B-Segment hatch GM is selling now. Buick will be chasing the ghosts of Grand Nationals and T-Types past with a performance variant of the 2011 Regal that may share a lot of parts with the 325-horsepower Opel Insignia OPC. We can hardly wait for January 11.

2011 Cadillac CTS Coupe

Jan-Willem is survived by his wife Mariska and their three children

2009-12-08T15:58:00.000-08:00

We here at Autoblog want to pass along our sincere condolences to the family and friends of Jan-Willem Vester who passed away last night. Until last spring, Jan-Willem was the communications manager for Saab USA. In that role, the amiable Dutchman was always extremely helpful and prompt in answering our queries about Saab's products and business.

Beyond being a great PR guy, Vester was a singularly wonderful advocate for the troubled brand, and we had hoped he would find a prominent position with the Swedish automaker should it ever find a new owner. He wasn't just a hired gun, but a true longtime fan, owning an older 900 back in the Netherlands and new 9-5 Sportcombi for carting around the family. In recent months, Vester had been fighting an inoperable brain tumor to which he finally succumbed.

Jan-Willem is survived by his wife Mariska and their three children.

“Henderson’s departure raised more questions

2009-12-08T14:54:00.000-08:00

Lawmakers on both sides of the aisle say the ouster of General Motors Co. CEO Fritz Henderson was a decision that was rightly made by the auto maker’s board of directors, and not the government.

But speaking during an event here to announce GM’s $336 million investment in Chevrolet Volt assembly at the auto maker’s Detroit-Hamtramck plant, Michigan Congressmen Thaddeus McCotter (R-MI) and Sander Levin (D-MI) tell Ward’s last week’s decision to remove Henderson should not be a mystery.

“Henderson’s departure raised more questions, especially for the working families, than it answered,” McCotter says on the sidelines here.

“People that work at GM should have been told, and I think they need to know the reasons. Because your whole livelihood depends on working at GM on the line or in the boardroom, you want to know what’s going on, and this created more anxiety in an already uncertain time.”

But while taxpayer support requires GM to be accountable, the government should keep its distance from the auto maker’s day-to-day operations, Levin says.

Ron Bloom, head of the government’s autos task force, “wasn’t going to get into this,” Levin adds, noting “it’s not up to members of Congress or the White House to tell (GM) what to do. Once we start down the road of involving ourselves in these decisions, there’s no end to it. It’s up to them, and we made it very clear.”

GM Chairman Ed Whitacre, who temporarily has assumed the CEO post while a search for Henderson’s replacement gets under way, reportedly says he would like someone from outside the auto industry to assume the position.
GM invests $336 million in Detroit-area plant where Chevy Volt will be built.

However, pundits suggest federal pay restrictions likely will discourage talents such as Ford Motor Co. CEO Alan Mulally, who was lured from aerospace giant Boeing Co. with a multi-million-dollar compensation package.

Levin is more confident. “There are other ways to compensate executives, including issuing stock options,” he says. “Essentially, we more and more want people to be paid for performance.

“I think GM ought to be able to attract someone and pay them within the cap and say, ‘Help with the transformation of this company, and you’ll be adequately compensated if you succeed. If you fail, you won’t receive as much as you would have.’”

Meanwhile, GM’s investment announcement today brings combined Volt-related expenditures in Michigan to $700 million, covering eight state facilities.

The Detroit-Hamtramck facility will be the final assembly location for the Volt extended-range electric vehicle. The site will utilize tooling from Grand Blanc,; lithium-ion batteries from GM’s Brownstown Township, battery-pack manufacturing plant; camshafts and connecting rods from Bay City, and stampings and the Volt’s 1.4L engine-generator from Flint.

The $336 million investment announced today will pay for upgrades at the Detroit-Hamtramck plant, says Jon Lauckner, GM vice president-global planning.
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“We’re in the phase of installing the machinery and equipment in the body shop, in the paint shop and in general assembly,” he tells Ward’s. “It’s a brand-new vehicle based on our global compact-car architecture, so there’s a fare amount of work that needs to be done.”

Lauckner says Volt development is on schedule and product and process validation vehicles are scheduled to roll off the line in the spring.

GM says it hopes to sell some 8,000 Volts in 2011, and eventually ramp up volume to 60,000 units annually.

Mugen-fettled Accord, Fit aren't the big Honda story from SEMA

2009-11-06T21:10:00.000-08:00

Mugen Honda Fit and Accord - Click above for high-res image gallery

In addition to announcing its plans to reinvigorate its participation in grassroots racing, Honda revealed two Mugen-accessorized models -- a 2010 Accord Sedan and Fit -- each outfitted with a range of parts available at dealers, but not a standalone model, ala Mugen Civic. While the 18-inch chrome wheels, front grille, spoilers, floor mats and machined aluminum oil filler cap are attractive additions to Honda's growing HFP line, needless to say, they leave us a bit cold when it comes the automaker's commitment to the aftermarket and, more to the point, performance.

Uninspiring SEMA efforts aside, the real news came last night during a meeting with Honda execs, where we were able to glean a few more details about Honda's future performance plans, how the CR-Z -- and more to the point, hybrids -- fit in and something to look out for next year.

Honda PR man Chuck Schifsky, told us that the Big H plans to use hybrids as a performance booster in the future, saying, "The CR-Z isn't the last step. It's the beginning." Although the real start of Honda's performance-marketed hybrids began with the last generation Accord Hybrid, Schifsky admits that its introduction was "ahead of its time," one of many reasons the electric-assisted sedan never quite caught on with consumers.

More interestingly, several Honda heads told us to expect something big in the world of motorsports next year -- likely in Japan. What that means is open to interpretation, but with Honda pulling its NSX out of SuperGT for 2010 (due to the front-engine, rear-drive chassis requirements), something interesting could be on the way. NSX revival? Lexus LFA fighter? Consider our interest extremely piqued...

Mugen Accessorized Honda Accord and Fit

You also get 13-inch slotted rotors up front

2009-11-06T16:50:00.000-08:00

Delta Tech Engineering Suzuki Kizashi - Click above image for high-res gallery

We totally dig the new 2010 Suzuki Kizashi. It's a bold step forward for Suzuki and (hopefully) a harbinger of great things to come, which also happens to be what "Kizashi" means. However, the looks are a little, well... not outstanding. Not that it's particularly bad-looking (it ain't), but what if it were a little more... special? SEMA to the rescue!

We've got a trio of modded Kizashis for you to peruse down in the gallery, but how about some background info up front? First up is Delta Tech Engineering's car which might be our favorite. Delta Tech specializes in lighting and every light on the car is either LED or HID. Even though big mouth-look grilles are on the way out fashion-wise, we like the snout on this guy. We also like the fact that it has a cold air intake, custom exhaust and Koni coilovers.

While we just said that the Delta Tech Engineering might be our favorite Kizashi, the Road Race Motorsports Platinum Edition Kizashi pushes all the right buttons with an even more aggressive body kit. It also features a custom air intake, engine management system and data logger. You also get 13-inch slotted rotors up front (though "only" 10-inches out back). Custom springs, sway bars and chassis stiffeners round the package out.

[UPDATE: We wrongly identified Westside's Kizashi as Import Tuner's car. A total mistake on our (my) part. Sorry 'bout that.]

Lastly, we've got Westside's custom Kizashi – a car we just can't wrap our heads around. From the Frankenstein's Monster neck-bolts as exhaust tips to the bizarre two-tone paint job to the Jianghuai GIGANTIC grill, we're totally, 100% not in love. And that's that.

Suzuki Kizashi Customs

Meet the world's most desirable Lexus RX450h by Branew

2009-11-06T16:42:00.000-08:00

Branew Lexus RX450h - click above image to view hi-res gallery

Let me be blunt: I don't like luxury crossovers. At all. It's a niche with no appeal to me whatsoever. Not a car, not a truck – just a fat sedan jacked up on stilts to woo trophy wives with fancy badges and reassure soccer mammas that their children are "safe." And the Lexus RX gets the sharp point of my spear of anger because it's basically responsible for the high-end CUV craze. Not a fan of hybrids, either. That said, I'm absolutely smitten with Branew's Lexus RX450h.

I think it's the stance, has to be. But there is just something very desirable – from an aesthetic standpoint. The big 24-inch wheels help tremendously, perching Branew's at just the right height. And the lower fascia helps the quite handsome – if not distinctive – OEM grill pop. And I know it's going to be a controversial opinion, but the koi fish on the hood totally work. In fact, I know a certain Subaru WRX that could use a koi or two. Anyhow, while I'd rather gargle nails than rock a luxo-CUV, if forced at gunpoint, Branew's RX450h would be my first (and only) choice.

Hummer quartet is a pretty sweet swansong

2009-11-06T16:19:00.000-08:00

2010 Hummer Robby Gordon Off-Road - Click above for high-res image gallery

We almost skipped the Hummer section of the General Motors booth this year at SEMA, concentrating instead on the plethora of Chevrolet Camaro concepts all around them. When we went back for a second look at the day's new design for the Graphics Camaro, we saw the truck above and figured we should probably reconsider avoiding HUMMER after all. We took some pics and scrounged up the press release which you'll find after the jump.

There were four different Hummers on display. The one shown above is a Robby Gordon Off-Road race truck that is absolutely ridiculous -- in a good way. This H3 was built to campaign in the 2010 Dakar Rally and is a full-blown, tube-chassis race truck, just like the Trophy Trucks you'll see running in the Baja 1000.

Next up was the Rod Hall Racing H3 Alpha. This is a stock-class desert runner that ran the 2009 SCORE International Baja 1000., meaning that it features a stock frame, stock suspension design and production-based engine.

The other two trucks were Hummer concepts. First up was the H3 Moab. Said to be inspired by trails like Steel Bender, Moab Rim, and Poison Spyder, it's a 300-horsepower, V8-powered H3 Alpha with dual locking differentials, a Rancho four-inch front suspension lift, custom rear spring-over conversion, and 35-inch BF Goodrich Mud-Terrain KM2 tires mounted on custom 17-inch two-piece Monster Black Competition Beadlock Raceline Wheels by Allied.

Last but not least is the H3T Sportsman. It's been customized with a combination of powertrain modifications, suspension enhancements and an assortment of genuine factory accessories and aftermarket components. The standard Alpha 5.3-liter V8 has been boosted by a healthy 70 horsepower. Suspension upgrades include Light Racing JounceShocks and two-inch-diameter Rod Hall Racing piggyback reservoir-type performance shocks.

Altogether a pretty nifty quartet of Hummers that we'll probably never own. Check out the gallery and all the details after the jump.

General Motors has reached an agreement to offload Hummer

2009-10-10T08:57:00.000-07:00

General Motors has reached an agreement to offload Hummer onto China's Sichuan Tengzhong Heavy Industrial Machinery, with Tengzhong taking an 80 percent stake and a private investor consuming the rest.

Details on the deal (available in the press release after the jump) include Hummer contacting vehicle manufacturing from GM, with the General's Shrevport and Mishawaka plants continuing to produce vehicles through June of 2011, with a possible extension until 2012. A recent report says the sale will net GM around $150 million, although the transaction still has to be approved by both U.S. and Chinese regulatory agencies, which could come later this year or in early 2010.

Tengzhong, which only produces commercial trucks and industrial equipment, has never entered into consumer vehicles before, but according to Yang Yi, chief executive officer of Tengzhong. "We are excited about some of the initiatives already underway at HUMMER that we believe our investment will be able to accelerate, particularly related to the creation of the next generation of more fuel-efficient vehicles to meet not only future regulations but also customer expectations."

2009 Volkswagen Golf VI

2009-07-03T17:58:00.000-07:00

Click above for high-res gallery of the VW Golf VI

Though we got a preview of the sixth-generation Volkswagen Golf earlier this month, it took VW this long to get its act together and release the full gamut of official images and details. In addition to the new exterior and interior, the Golf VI will also be offered with four TSI gas engines and two TDI diesels, and the superlative 6- and 7-speed DSG transmissions will replace automatic trannies in all but the entry-level models. Electronic nannies will include DCC Adaptive Chassis Control, Park Assist, a Rear Assist rearview camera and the Park Pilot with a visual display. Pricing hasn't bee released yet for Europe, but expect it to start low and end high.

Gallery: Volkswagen Golf VI

[Source: Volkswagen]

PRESS RELEASE

To the Point: The Best Golf of All Times

- Golf's high customer value and comfort defy class distinctions

- New Golf design points the way to Volkswagen's future

- TDI, TSI and DSG systems reduce fuel consumption by up to 28 percent

- First Golf with Adaptive Chassis and Automatic Distance Control

Volkswagen is sending a new Golf out into the world, the best of all times. The Golf is a phenomenon, regardless of its particular generation. Positioned in the compact class, this style icon defies all automotive and social class distinctions. No other car in this price segment has even come close to reaching as large a cross-section of people. The Golf is the only one that always fits right, and the new one is even better fitting.

It was perfected in every detail. It is also the quest for perfection that has elevated the styling of the Golf to a new level. The team headed up by the Group's chief designer, the Italian Walter de Silva, has succeeded in giving the Golf a presence, a sharpness, a power that generates even more fun. Fun to look at and fun to drive. An intelligent car. Data such as an average fuel consumption of 4.5 liters per 100 kilometers for a 110 PS TDI put fuel prices in their place. Upon request, the Golf can park itself nearly automatically in the city thanks to "Park Assist", it can maintain an ideal gap on the freeway by distance control (ACC), and at the push of a button it can transform itself from a cruiser to a sports car when the new "DCC Adaptive Chassis Control" system is on board.

Above all, the car exhibits a standard of quality never before attained in this price class. Prof. Dr. Martin Winterkorn, Chairman of the Board at Volkswagen AG sums it up: "This sixth generation of Golf cars will completely redefine the quality and comfort level of its class over broad categories, offering more customer value than ever before". In Europe the new Golf will be introduced to the market in October. Following in succession will be Africa, Asia, Australia and North America.

Innovative force – the Golf democratizes progress

The clear and powerful styling of the Golf being offered as a two-door and four-door in the "Trendline", "Comfort line" and "Highline" equipment lines is showing the entire brand the way to the future. The Volkswagen's acoustic properties and overall comfort tear down class distinctions. Innovative engine and transmission technologies reduce fuel consumption by up to 28 percent. All gasoline and diesel engines fulfill emission limits of the future Euro-5 standard.

Assistance systems such as "ACC Automatic Distance Control" – as well as developments like "DCC Adaptive Chassis Control" (DCC) and "Park Assist" – bring additional top technologies to the Golf class. A new ESP system, with finer response over its control range, further optimized crash properties, seven airbags including knee airbag, the special head restraints (WOKS) that work to counteract whiplash trauma, a "seatbelt detection" feature debuting on the Golf in the rear seating area and daytime running lights – also standard equipment – provide for a maximum level of safety.

Exterior design – precision in a new form

The exceptionally high value of the new Golf is reflected par excellence in its stylish design; all key body elements were redesigned: "We have cast the Golf's core components in a precise new mold", explains Walter de Silva. And he emphasizes this: "The Golf is the global icon of car making. So the architecture and styling of new model are also absolutely clear and unique." At the same time, the sixth Golf has a sportier and more distinctive image than any previous generation of the model series. De Silva: "It is more accentuated, more three-dimensional than its predecessor; with precisely defined lines and edges, and with finely proportioned flared surfaces and recesses." And Klaus Bischoff, Chief Designer for the brand, adds: "Every detail is uncompromisingly aimed at improving value."

Especially in a direct comparison of generations V and VI, it becomes evident just how much the new Golf has changed. The design team – headed up by Walter de Silva, Klaus Bischoff and the Group's director for creative design, Flavio Manzoni – crystallized out the Golf's essential DNA and sent it on a trip to the future. Style features include the clarity of the first generation's front end and the C-pillar that was perfected in the fourth generation.
The roof section now rests – similar to the new Scirocco – on a prominently contoured shoulder section. Responsible for this is a dominant curved line that – like a muscle trained down to the last fiber – extends from the headlights back to the taillights. This side profile line – which Volks wagen Design calls the "character line" – also gives the Golf a fuller, lower stance on the road from a lateral perspective.

All body surfaces are more relaxed, more athletic. In front the new car adopts the radiator grille of the first Golf generation that is horizontally aligned between the headlights; the grille itself is in high-gloss black. The lines of the bumper match those of the radiator grille. Beneath this is a section with another air scoop. Also presented over a black background are the chrome light housings of the dynamically styled headlamps.

The rear too is characterized by a predominance of horizontal lines. The taillights – now very wide – are marked among other things by an unmistakably unique night design. Stylistically, the crystal-clear line of turn signal and backup lamps bears a resemblance to the taillights of the Touareg. Overall, the new Golf – in the interplay of all of its design characteristics – gives the appearance of a significantly wider, flatter and higher end car.

Interior – imploding class distinctions

The car's exceptionally high value also applies to the newly designed interior, whose refined surfaces and features completely transform class distinctions, both to the touch and visually, especially in the cockpit area. The appearance and layout of materials – as well as details such as brushed chrome accents and round instruments and steering wheels derived directly from those of the Passat CC – leave the impression that one is actually sitting in a car of the next higher segment. Ergonomic properties of the car's interior were also further developed. For example, all controls are even easier to use. They include controls for the automatic climate control system (Climatronic) being presented for the first time on the Passat CC, the new RNS 310 radio-navigation system with touchscreen and the power window controls that are now located further forward in the door trim, making them easier to access.

There is a common thread here: Volkswagen's typical attention to perfection of every detail in the car. Take the example of "seatbelt detection" in the rear: if rear head airbags are ordered on the Golf, the driver can tell from the multifunctional display in the cockpit and an acoustic warning whether the occupants have their seatbelts fastened in the rear – separately for each seat. Or take the example of leather seats: a new, more robust leather is being used for the first time on the Golf. Or the cargo area: on the new Golf too, four practical hooks ensure that the contents of shopping bags are not strewn across the cargo area after shopping. Or the outside mirrors: thanks to their aerodynamically optimized shape they get significantly less dirty. They are easier to adjust from the inside, since the power mirror adjustment control is now located higher and further forward in the door trim.

Low-noise comfort – the quietest Golf since the model series began

The new Golf is characterized by first-class acoustic properties. A special sound-damping film in the windshield reduces driving noises, as does the newly developed seal design on the doors and side window guides. Significantly less wind noise is generated by the outside mirrors due to their new shape. Furthermore, special modifications were made to better isolate the engine and passenger compartments from one another acoustically. Quiet rolling tires and new engine bearings round out the noise reduction program.

Diesel engines – the shift to common rail injection

Making a significant contribution to the pioneering acoustic properties of the Golf are the exceptionally quiet common rail TDI engines being implemented on the Golf for the first time. Two balancer shafts (from 103 kW / 140 PS) also eliminate undesirable vibrations. Plans call for a TDI power range from 66 kW / 90 PS to 125 kW / 170 PS. Right at its market launch Volkswagen will be offering two 2.0 liter TDI engines on the Golf; they deliver 81 kW / 110 PS and 103 kW / 140 PS. Always there: a diesel particulate filter (DPF).
The new TDIs are exceptionally fuel efficient. The 110 PS strong diesel is satisfied with just 4.5 liters of fuel per 100 kilometers (119 g/km CO2) – that represents a 0.6 liter reduction in fuel consumption! Even the 140-PS version only requires 4.9 liters of diesel (129 g/km CO2), which is 0.6 liter less than the on the previous generation.

Gasoline engines – more fuel efficient than ever before

In the launch phase, four variants will define the range of gasoline engines with 59 kW / 80 PS, 75 kW / 102 PS, 90 kW / 122 PS and 118 kW / 160 PS. Starting at 90 kW / 122 PS, TSI engines with supercharging and/or turbocharging are used. The fact is: the gasoline engines are also pioneers in economy. The optimized 80-PS entry-level engine consumes just 6.4 liters Super per hundred kilometers (149 g/km CO2) – that is 0.5 liter less than its predecessor. The TSI engines once again make their appearance as prime examples of efficiency: with 122 PS the new Golf 1.4 TSI consumes just 6.2 liters Super (144 g/km CO2); this represents a fuel consumption advantage of 0.1 liters. Even the new 160-PS top version of the 1.4 TSI achieves a top value at 6.3 liters. The 160-PS TSI's fuel consumption too was lowered by 1.6 liters compared to the retired 150-PS FSI.

DSG – replaces conventional automatic

With the exception of the entry-level versions, all gasoline and diesel engines may be paired with Volkswagen's dual clutch transmission (DSG). Either a 6-speed or 7-speed DSG is used, depending on engine torque. This means that on the Golf the extremely efficient and agile DSG has replaced the classic torque converter automatic. Just how economical the alliance of TSI plus DSG can be is demonstrated by the example of average fuel consumption on the 1.4 TSI with 160 PS and 7-speed DSG: 6.0 liters (139 g/km CO2). This high-tech duo replaces the 2.0 FSI with 150 PS and 6-speed automatic. Average fuel consumption there: 8.3 liters. Savings: 2.3 liters per hundred kilometers or 28 percent – progress at its best.

Golf Facts Sheet

Key aspects in alphabetical order

Automatic transmission: 6 and 7-speed DSG
Body: two and four doors with tailgate; key body sections are galvanized
Cargo area: 350 liter to 1,305 liter, 828 mm to 1,581 mm long
Character: bestseller, at home in all social classes
Chassis: MacPherson front suspension, multi-link rear suspension, ESP is standard, DCC Adaptive Chassis Control (optional)
Colors: "Candy white", "Black uni", "Tornado red", "Shark blue metallic", "Amaryllis red metallic", "Reflex silver metallic", "Shadow blue metallic", "Silverleaf metallic", "United grey metallic", "Blue graphite pearl effect", "Deep black pearl effect"
Debut: Generation I: 1974
Debut: Generation II: 1983
Debut: Generation III: 1991
Debut: Generation IV: 1997
Debut: Generation V: 2003
Debut: Generation VI: 2008
Design: Walter de Silva (Group), Klaus Bischoff (Brand), Flavio Manzoni (Creative Design), Marc Lichte (Model)
Dimensions: 4,199 mm long, 1,779 mm wide, 1,479 mm tall, tread width, front 1,540 mm; tread width, rear 1,513 mm
Drive: front wheel
Engine range: 59 kW / 80 PS to 125 kW / 170 PS; starting at 90 kW all gasoline engines are charged TSI engines; all diesels are new common rail TDI engines; all engines fulfill Euro-5 emissions standard
Engines – diesel: at launch with 81 kW / 110 PS (TDI), 103 kW / 140 PS (TDI); after time offset: 66 kW / 90 PS (TDI) and 125 kW / 170 PS (TDI)
Engines – gasoline: at launch with 59 kW / 80 PS, 75 kW / 102 PS, 90 kW / 122 PS (TSI), 118 kW / 160 PS (TSI)
Equipment lines: Trendline, Comfortline, Highline
Fuel consumption range: 4.5 liters to 7.1 liters per 100 kilometers
High-tech driving systems: DCC Adaptive Chassis Control, ACC Automatic Distance Control, Park Assist, Rear Assist rearview camera, Park Pilot with visual display
Infotainment: RDC 210, RDC 310, RDC 510 radio-CD player systems; RNS 310 (completely new) and RNS 510 radio-navigation systems; MEDIA-IN port, AUX-IN port, Excite Dynaudio sound system, hands-free unit
Market launch: starting in October 2008
Produced Golf cars, total: more than 26 million
Production sites: Zwickau and Wolfsburg
Standard equipment: includes ESP, seven airbags, air conditioning system, electro-mechanical power steering, power windows in front, multifunctional display, central locking, driver's seat height adjustable
Standard transmission: 5 and 6-speed manual transmission

Note:
All data and equipment contained in this press release apply to models offered in Germany. They may differ in other countries. All information is subject to change or correction.

TDI, TSI, DSG and Twincharger are registered trademarks of Volkswagen AG or other companies of the Volkswagen Group in Germany and other countries.

Volkswagen Golf VI Test Drive: Euro Star Evolves, With 40-MPG Promise of an American Diesel?

2009-06-30T17:57:00.000-07:00

While folks back in the United States have been content these past few years scooting their hip little Rabbits around the city—and praying that the new Jetta diesel crosses the pond—Volkswagen has been banking on its five incarnations of the flagship Golf here in Europe ... to the tune of 26 million units sold. And while gas-gouged Americans were dropping their jaws this week at the unveiling of the VW Golf BlueMotion—and its claimed 62 mpg from the 1.6-liter TDI engine—we were busy driving the nonconcept version of the sixth-gen Golf on some of the wettest and roughest Nordic roads imaginable.

So whaddaya mean it looks like the old Golf? With all the success VW has had thanks to Giorgetto Giugiaro’s design for a small and perfectly formed hatchback replacement, the Mk6 version attempts to answer some of the criticisms of its predecessor—without alienating loyalists. “We just improved the old car," said Ulrich Hackenberg, VW’s board member for product development. “It sounds banal, but you have to work very hard to do it." Volkswagen design boss Walter de Silva told us he even stopped the mighty Golf production engines in Wolfsburg, Germany, for two weeks while he stroked his beard over the minutiae of design changes.

But will those picked-over styling cues and just two U.S. models offer enough to fend off Jetta TDI-craving Americans when the Golf arrives stateside next spring? If anything was going to stop us from finding out, it certainly wasn’t going to be everything that Mother Nature and the North Atlantic could throw at us. —Andrew English

The Specs

Under the skin, the Mark VI Golf is essentially a Mark V mirror, so it’s the design shifts that make a difference. The cabin, for one, shows enormous improvement: Surfaces are softer and easier on the eye, and the build quality is simply out of this world. The door pockets feel as if they could stop a train, the interior lamps have a sense of art to them, and the seat-adjusting mechanisms are mechanical delights.

At 165 in. long, the new Golf isn’t the biggest B-segment family hatchback in Europe, but VW makes clever use of the interior space. Two six-footers can sit behind one another in relative comfort with simple and capacious storage bins throughout the cabin, while the trunk is large and relatively uncluttered by the rear-wheel arches. The seats are hard but comfortable, although the standard items don’t grip your torso brilliantly—if you want to go fast round corners, you need the optional sport seats. Other than that, however, the driving position is spot-on, and the large reach-and-rake adjustment on the steering column allows the largest and smallest alike to drive safely.

And for its class, the Golf has an eye-popping tech kit, too. Rain-sensing wipers, dark-sensing headlamps, intelligent cruise control, rear parking cameras, reverse parking programs (you work the pedals, it does the steering) and adaptive chassis control are all options for which it’s well worth forking over the extra cash.

Come January, Europeans will get their pick of five engines at four cylinders apiece—1.4-, 1.6- and 2.0-liter versions of the 1.4-liter TSI petrol engines, plus the latest common-rail fuel-injected 2.0-liter turbodiesel, which is already used in the Skoda Superb and Audi A4. Certainly the latter will become the UK’s most popular option, what with its 140-hp, 236 lb.-ft. of torque and top speed of 130mph—all while hitting 48 mpg.

In the spring, meanwhile, the U.S. will get the Mexican-built, 2.5-liter, 170-hp five-cylinder as fitted to the Jetta, as well as the 200-hp, 2.0-liter FSI mill from the GTI model and the 2.0-liter diesel to boot. The latter engine is already fitted to the Jetta in the States and is going like gangbusters.

The Drive

While you’re sure the engine has started at the turn of the key, you’d struggle to know this new Golf is a diesel. The sound insulation work is exemplary, with a fully insulated firewall, double-skinned insulated bonnet and sound-deadening layer in the laminated windscreen. As project leader Hubertus Lemke says, “Handling needs are different according to different drivers, but everyone needs a quieter car." As a result, Golf now sets the class standard in cabin refinement, beating even its Audi A3 sister. At speed, there’s a little rustling around the door mirrors, perhaps, but then you look down and realize that, thanks to the quietness of the ride, you’re pushing well over 100 mph.

Matched to the six-speed DSG, twin-clutch transmission, the diesel unit is foolproof, powerful and well mannered. From just under 2000 rpm, the surge is strong and keeps going all the way to the 5000-rpm redline.

Ford’s European Focus still wins the handling argument, but the gap has closed considerably. The lurching weight transfer that used to affect the old Golf has lessened, and while the rear end occasionally heaves over long-wave bumps, the car refuses to become unsettled, no matter what the road and driver throw at it. All-round disc brakes are very powerful with a linear pedal action and a good pedal feel. The steering system is also improved, partly thanks to body-shell stiffening. That makes for a first-class ride, especially on the broken-surface roads.

The U.S., however, won’t benefit immediately from the effervescent little 1.4-liter TSI gasoline engine, and that’s a darn shame. This diminutive turbocharged and supercharged engine pumps out a scarcely believable 160 hp and 177 lb.-ft. of torque while offering a smooth power delivery sans attitude. Fitted with a seven-speed DSG gearbox, or six-speed manual, this top-model TSI has a top speed of 136 mph, pulls 0 to 62 mph in 8 seconds and delivers a pristine 39.2 mpg.

The Bottom Line

“We can deliver this engine in the U.S. if we have to," Lemke promises of the 1.4-liter TSI. “We are keeping a constant surveillance for market demands for it." So keep up your pleading, and in the meantime rest assured that VW has smartly relaunched what had been something of a flawed predecessor to the sixth iteration of the Golf. The style is, um, totally Golf, but that’s the whole point. The audience for this popular European car doesn’t want it to change its look every year—they like constancy, reliability and unobtrusiveness. And the fact that their favorite is now a whole lot nicer to drive is a bonus with which they’re happy to live.

Volkswagen Golf VI announced World Car of the Year as 2009

2009-06-29T17:56:00.000-07:00

Volkswagen Golf VI

The 2010 Volkswagen Golf on display at the New York International Auto Show has been named World Car of the Year. Introduced at last year’s Paris Auto Show and known as the Rabbit in earlier U.S. versions, this sixth- generation sporty hatchback from VW beat out top finalists Ford Fiesta and Toyota iQ for the highly coveted honor.

Now itself in a sixth iteration, the World Car of the Year award is the decision of an independent jury of 59 automotive journalists from 25 countries. This year’s initial list began with 51 entries from the world’s automakers, whittled down on the basis of merit, value, safety, environment, significance and emotional appeal. In addition to the top three, other finalists for World Car of the Year honors included the Audi A4/Avant, BMW 7 Series, Citroën C5 Sedan/Tourer, Fiat 500, Honda Fit/Jazz, Jaguar XF, Mazda Atenza/Mazda6 and Nissan GT-R. (It has been quite a year for significant new cars.)

The automotive specialists identified the new Golf’s more aggressive styling as part of its appeal. Its front end displays sporty mesh ductwork integrated into a new grille design. Trendy headlight clusters are part of its distinct character. Overall, the Golf VI appears more taut, more sculpted than the car it replaces. The car’s interior is upgraded from that of the previous generation, decidedly more posh, with hardly anything recalling traditional Teutonic asceticism. A cloaked instrument panel integrates neatly with controls and display screen in its center console. Altogether, the car offers an upscale ambience compared with that of its predecessor.

Volkswagen Golf VI

Worldwide, the Golf has a bewildering total of six different powerplant choices, including a 1.4-liter TSI 4-cylinder featuring compound forced induction, both super- and turbocharging. Two engine choices see initial U.S. availability. The standard Golf VI has a 2.5-liter inline-5 gasoline engine rated at 157 bhp and 177 lb.- ft. of torque. A 2.0-liter turbocharged direct-injected 4-cylinder TDI diesel produces 137 bhp and an impressive 236 lb.-ft. of torque. VW expects this TDI to add to the success of its Jetta TDI in an evolving U.S. diesel market. Based on European assessments of fuel consumption, the Golf TDI is expected to post ratings approaching 50 mpg.

The Golf has a MacPherson strut front suspension and a four-link system at the rear. Sport-tuned variants lower the ride height by as much as 2.0 inches. The gasoline-fueled Golf gets 195/65R-15 all-season tires. The TDI’s are sportier, wider and of lower profile, 225/45R-17s, also all-season but of higher performance intent.

And then there’s the GTI, the enthusiast’s variant of the new Golf, a separate model really. The GTI is powered by VW’s 2.0-liter turbocharged inline-4 producing 210 bhp and 206 lb.-ft. of torque. It’s available with either a 6-speed manual transmission or VW’s DSG (as in Direkt Schalt Getriebe, i.e., Direct Shift Gearbox).

The Golf has been an extremely successful model for the Wolfsburg, Germany, based automaker. Since 1974 VW has sold more than 26 million Golfs in 120 countries around the world. In fact, at one time or another, the model has been manufactured in more than a few countries. First-generation Rabbits were produced in the late 1970s in Westmoreland County, Pennsylvania. VW was the first European automaker to establish production facilities in the U.S. in the modern era.

New VW Golf VI Wagon Revealed

2009-06-27T17:55:00.000-07:00

New 2010 VW Golf VI Wagon

Volkswagen is presenting the Golf VI Estate but has gone even more conservative when it comes to styling the good-selling wagon. The biggest change to the exterior has to be the front end which comes straight off the Golf VI hatch. Some of the differences from the old Estate include new fenders, headlights and the radiator grille.

Rear end upgrades are the modified tail lights and new colour-coded bumpers. The tailpipes in both TDI and TSI models are now fully visible to the naked eye instead of being hidden beneath the bumper. Overall the car is clean and can perhaps be described as elegant.

Three trim levels can be ordered, namely the base Trendline, the Comfortline and the Highline. There will be no Sportline since it has been replaced by the Highline as the range topper.

Selected engines available during this initial launch stage are a TSI engine with 120 PS (90kW) and the two diesels, one making 105PS (77kW) and the other producing 140PS (103kW). Later on two Multipoint engines that respectively produce 80PS (59kW) and 102PS (75kW) each will join the list. A TSI engine of 160PS (118kW) will top the range at that point. The two transmissions on offer are the 6-speed manual and the DSG, the latter depending on which model is taken.

Some features that can be had with the Golf Estate are power windows all around, daytime running lights, six airbags, ESP, climate control and central locking.

Orders for advance sales open on the 22nd of May and the base price is €18,500 (US$25,476) in Germany.

Volkswagen Golf VI First Drive

2009-06-25T17:54:00.000-07:00

2009 Volkswagen Golf VI

VW Golf VI Image Galore: 62 High-Res Photos 2009

2009-06-23T17:52:00.000-07:00

Instead of sticking to its original plan that was to develop an all-new Golf from ground-up and reveal it to the market in 2010, VW decided to heavily revise the fifth generation model and present it as the new Golf VI (click here for details). The main reason was that the Golf V was too expensive to build and VW wasn’t exactly making a kill out of every car it sold.

But while few will care that the sixth-generation model retains the Golf V’s key underpinnings, we’re not exactly sure how the market will react to the hatchback’s ‘too close for comfort’ evolutionary looks. Of course only time can tell if VW’s decision was right, but for now, follow the jump to check out our new image gallery of the Golf VI that contains 62 high-resolution photos and tell us your initial thoughts on the Golf’s design. -Continued

VW Golf 6 Update

2009-06-21T17:52:00.001-07:00

Fans of the iconic VW Golf range will have to wait with bated breaths, as the appearance of the the Golf VI is likely to be postponed. An interview with VW’s head of development Ulrich Hackenburg at the Shanghai Show established that VWâ€™s best seller will not be replaced next spring as per original plans. Apparently, the current Golf V is still selling well and there isn’t sufficient reason to effect a hasty replacement.

However, new VW head Martin Winterkorn was not pleased with the Golf VI’s design and rescheduled the 2008 Geneva Show premiere of the car. He is said to have ordered a complete redesign. The latest addition to Golf’s long lineage seems due for launch sometime in the later months of 2008. According to Hackenburg, the new Golf will utilize an updated version of Audi’s current 160Hp 1.8 Litre Turbocharged FSI mill, most likely with a GT badge, as word suggests that VW plans halting the production of the 170Hp 1.4TSI motor due to reliability problems.The Golf VI GTI is likely to use an upgraded version of the current 2.0 TFSI motor. An SUV variant of the Golf is rumoured to be planned for introduction in the new lineup.

More Golf 6 news here and here

GM marketing boss Mark LaNeve apparently unaware that diesel is now cheaper than gas 2009

2009-06-05T23:55:00.000-07:00

Over the last several years, we've heard a lot of excuses from many auto executives as to why their companies aren't offering diesel engines in their American market cars. Yesterday, General Motors' Mark LaNeve, the company's vice president of sales and marketing, made an appearance on C-SPAN's Washington Journal. The final question of the segment came from a viewer wondering why GM has failed to offer U.S. consumers the chance to buy some of the high-mileage diesel cars it offers in Europe.

It would appear that LaNeve might have done better to take a pass on the question. Instead of talking about the cost of making those diesels meet U.S. emissions regulations or the difficulty in helping Americans overcome the misconceptions about the fuel, he claimed that no one has successfully cracked the diesel passenger nut in the U.S. (which based on VW's May sales appears to be wrong). More startlingly, LaNeve went on to claim that diesel is $1.25 a gallon more expensive than gasoline. According to the Energy Information Agency, the national average for diesel this week is $2.35 / gallon while regular gas is $2.52 or $0.17 more than diesel. Admittedly, the fact that diesel is now cheaper than 87 octane gas is a recent development (a trend that nobody is sure how long it will last), but – going on national television and quoting outdated fuel prices as a reason for your bankrupt company's business decisions... well, that doesn't strike us as a terribly hot idea.

You can hear the question and response at 20:30 into the video replay over at C-SPAN.

Volkswagen Golf VI First Drive

2009-03-26T04:17:00.000-07:00

Here's a full load of shots of the next-generation Volkswagen Golf VI, revealed thanks to the magic of the Internet. If we're to believe the statements we've heard from our nation's VW team, the new Golf is expected to come stateside at the end of next year. While we don't have details on the engine range we'll be getting here in the U.S., overseas the sixth-generation of VW's Golf will more than likely get two oil-burners in the 1.9-liter and 2.0-liter TDI engines. On the gas-burning front, expect a 1.4-liter TSI plus a 1.8-liter and 2.0-liter TFSI engines under the hood. But the real news today are those pictures of the little bugger set to be officially revealed god knows when. Check them out below.

New VW Golf

New Volkswagen Golf: New VW Golf VI Gets An Early Internet Unveil

2009-03-26T04:12:00.003-07:00

Images on Sunday leaked onto the Web depicting the 2009 Volkswagen Golf VI ahead of its official debut, but VW has now officially revealed the sixth-generation of its popular hatchback. Although sales are expected to start later this year in Europe, Americans will have to wait until late 2009 for the Golf VI to be imported as the next-gen Rabbit.

The overall styling of the new Golf is classic VW, but also takes styling cues from the new Scirocco and Passat CC — the latter of which the new Golf also borrows some interior bits from.

European motivation for the Golf will be provided by a range of four gas engines and two diesels, with power ranging from 110 horsepower to 160. The gas engines will use VW’s TSI technology, which means they will feature both turbo and supercharging. No word on what powerplants will make the trek across the pond.

A DSG automatic transmission — with either six or seven forwards speeds — will be standard on all Golf models, save for the base car.

Other new features include an optional radar-based cruise control system, adaptive suspension, and VW’s Park Assist system, which partially automates parking.

VW officially gives up the goods on the Golf VI

2009-03-26T04:12:00.002-07:00

Click above for high-res gallery of the VW Golf VI

Volkswagen Golf VI Trendline, Comfortline and Highline – Car

2009-03-26T04:12:00.001-07:00

2009 Volkswagen Golf VI Test Drive: Euro Star Evolves, With 40-MPG Promise of an American Diesel?

The Specs

The Drive

The Bottom Line

Volkswagen Golf VI Test Drive: Euro Star Evolves, With 40-MPG

2009-03-26T04:12:00.000-07:00

Reykjavik, Iceland

What we liked
>> Base engine/DSG combination
>> Refinement and cabin ambience
>> Iceland!

Not so much
>> You don't know it's the new Golf
>> Most of the 'features' of new model are optional
>> Heathrow Airport baggage services

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 2.5/5.0 (see text)
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 2.5/5.0

About our ratings

OVERVIEW
It's clichéd but it applies -- evolution not revolution. In building the "all-new" Golf VI, Volkswagen has reverse engineered the Golf V to make it... Well... The best Golf V ever built.

The new Golf VI has been built to address criticism in some circles of the outgoing model -- that it was a step backwards in terms of perceived quality and reliability of the first four generations of Golf. But VW has thrown out the baby with the bathwater. It has redesigned the car from scratch -- not so much in terms of how it looks, but how it is put together and finished.

There are styling changes but they are clearly evolutionary. Indeed, the big changes have been saved for the cabin and the factory floor. VW has trimmed a massive ten hours from the 35-hour build time of the Golf V in the changeover to the VI and poured much of the considerable savings into the quality of the materials used. The company has also boosted standard specification to include seven airbags as standard and climate control air.

The range of engines, not strangers to other models within the VW stable, include variants new to Golf.

Launched in Iceland in a three-week long shuffle that involved over 1300 journalists and a million dollar pavilion on the side of a dormant volcano, the new Golf VI hatchback will be rolled out across the world over the next six to eight months with derivatives such as the GTI, Variant (wagon) and Golf Plus to follow.

Australia is early in the roll out and will beat the USA, China and other key markets to the punch. Indeed, VW head office sources say the five-door mainstream hatchback versions will arrive Down Under in the second quarter of 2009.

PRICE AND EQUIPMENT
Until closer to the Golf VI's local launch we can't tell you much about pricing -- save for the fact VW Australia is fighting hard to maintain the current pricing and model line-up.

VW normally locks in market-by-market pricing early in the piece. That the numbers are still being crunched could indicate head office is looking for more dollars from Australian buyers.

At base level, in its home market, the Golf has been increased by Euros200 -- less than $A400. VW says this is a price reduction in real terms, given specification has been boosted.

We still expect the entry level Golf to arrive at under $26,000. Whether VW Oz can match the current 1.6-litre Golf Edition's $25,490 ($27,790 auto) pricing with the new turbo 1.4-litre TSI six-speed manual/seven-speed DSG combo (SEE MECHANICAL below) remains to be seen.

The new generation will also see a slight rejig of the model grades -- with Sportline and GT variants going by the wayside. Volkswagen says the global standard for the three trim and equipment grades will be Trendline, Comfortline and Highline. We'll have to wait and see whether VW Oz follows suit.

VW terms the Trendline "more than just a base car". Standard features include trip computer, 'Titanium' dash and door spears, 'Roxy' fabric seats (the rear a splitfold), body-colour door handles and a semi-auto 'Climatic' aircon systems. Other standards such as power windows, mirrors (heated) and doors are joined by antilock brakes, stability control and seven airbags including side curtains and a driver's kneebag for the first time.

The international Comfortline spec steps the wheels up from 15-inch on the Trendline to 16s (still steel) and includes trim upgrades inside and out. 'Comfort' seats are standard, as is front and rear park assist and an upgraded audio system. Leather steering wheel and gear and handbrake gaiters are included and so are floor mats. Scout/Merlin fabric covers the seats, with the rear now including a skiport and centre armrest.

The top of the range (non-GTI) Golf is the Highline, which replaces the GT Sport. Again spec is boosted with 'Porto' 17-inch alloys standard. Fog and dynamic cornering lamps are fitted. Alcantara/Dropmag-covered 'Sport' seats with lumbar adjustment are included, as are a swag of other items including different grille and taillights outside, and drivers' armrest, more chrome and a skiport inside. The Highline also gets park sensors and full climate control air.

As all of the cars displayed and driven in Iceland were hand-built, highly-specced models with lashings of leather and options, it is difficult for us to comment on the relative merits across the trim grades.

Indeed, much of the 'to do' for Golf VI centres around added equipment like adaptive cruise control (Automatic Distance Control -- ACC), the new DCC (Adaptive Chassis Control), Park Assist (from the Tiguan) and the clever reversing camera that is concealed under the recently redesigned VW logo on the tailgate. All of these features will be almost certainly be options when the car arrives Down Under.

MECHANICAL
The new Golf will follow the Tiguan's lead with a full range of 'blown' engines. Factory personnel have confirmed that the conventional 2.0-litre naturally-aspirated engine is dead and buried -- along with it, the conventional auto gearbox. Even the base engine of the Golf range will be turbocharged by the time the car arrives Down Under.

While the new Golf VI range currently includes a 75kW 1.6-litre naturally aspirated fuel-injected engine in its launch line-up, this will be replaced by a 77kW turbocharged 1.2-litre four cylinder powerplant before the car arrives Down Under. The only other 'atmo' Golf, the 1.4-litre 59kW base variant is considered a loss-leading Euro model only.

Until the new GTI is unveiled, the top performing petrol Golf powerplant will be a version of the Twincharger 1.4-litre TSI. With 118kW and 240Nm from 1500-4500rpm, the turbo and supercharged engine has already been seen locally in its 125kW/240Nm Golf GT guise.

Matched to the new seven-speed DSG, VW is claiming the new 118 TSI returns a Euro combined cycle economy of just 6.0L/100km. Zero to 100km/h is a respectable 8.0sec.

It is unlikely the 1.2-litre will make its way to Australia -- at least initially. Instead the Golf will be pushed upmarket and a new turbo-only version of the 1.4-litre TSI powerplant will be the 'bread and butter' engine of the Golf range in Australia.

New for Golf VI, the turbo 1.4 is rated at 90kW and produces 200Nm across a relatively wide torque band (1500-4000rpm). Matched to the new DSG, this engine is rated at 6.0L/100km also. With a six-speed manual gearbox it's actually 0.2L/100km thirstier, say VW's boffins.

Punching above its 'weight' the DSG-equipped 1.4-litre turbo (not Twincharger!) accelerates the Golf VI from zero to 100km/h in 9.5sec -- no rocketship but a reasonable number just the same. By way of comparison, the current 110kW/200Nm auto 2.0 FSI Golf takes the same time. It returns an ADR combined fuel number of 8.6L/100km, however.

The TSI engines that underpin the new Golf VI range Down Under have been designed from scratch to be mated to the company's new seven-speed DSG gearbox. DSG will be the only 'auto' offered in the Golf range going forward.

The seven-speed DSG is the Volkswagen Audi Group's lastest generation gearbox and is noticeably smoother than the original six-speeder. Alas its application is limited to petrol engines of up to 1.8-litre (approx) in capacity.

VW says its prices for the optional DSG will match those of rivals' conventional autos. For this to take place, the company will need to trim the current option price for the gearbox. The standard Golf transmission is a carry-over six-speed manual.

On the diesel side of the fence, the choice of 1.9 and 2.0-litre diesels currently offered in the Golf will not continue. The 1.9 exits the range, and the 2.0-litre, is now the Volkswagen Audi Group's new common rail engine -- as fitted to the Tiguan -- in 103kW guise (a 125kW will follow eventually). It will be matched to both six-speed DSG and conventional gearboxes.

A new common rail 1.6-litre turbodiesel is due to hit Europe in the second quarter of 2009. With 77kW, the new generation diesel will deliver a cost-effective replacement for the 1.9 entry-level Golf diesel it already matches in output.

Aside from the muscular and efficient new TSI engines, arguably the most important mechanical change inside the new Golf VI is the use of adaptive dampers. VW calls the system Adaptive Chassis Control but label it, confusingly, DCC. The system incorporates alternate steering maps for the Golf's new electromechanical steering but most of the trickery is in the electronically-controlled dampers.

DCC-equipped Golf models ride 10mm lower than the conventional cars and feature a Monroe-sourced damper system that uses an Ohlins-supplied magnetic valve block to automatically control pitch and roll when cornering, accelerating and braking. To do so the system interrogates a range of sensors across the car including steering, engine, DSG transmission, braking and other systems, including stability control et al.

Three settings are offered -- Normal, the default setting; Comfort and Sport -- and changed via a simple console mounted switch. The last setting used is 'saved' and automatically reactivated at start.

In Sport mode, the Golf's steering is also firmed up.

The iconic GTI performance variant of the Golf due to be displayed at next month's Paris Show will offer a unique Sport DCC system.

The Golf VI is built on the same floorpan as the older car, yet the way it has been put together is substantially different. It shares the same windscreen rake and A-pillar configuration (the screen itself is a new acoustically laminated design) and the roof panel is carried over unchanged from the old car, but virtually every other part of the car has been updated.

The new VI's wheelbase is identical (2578mm) to Golf V and the track front and rear (1540/1513mm) are varied only by wheel-style offsets. At 4199mm the new car is just a few millimetres shorter. The new bodywork has trimmed the front overhang and increased the rear, VW's design reps say.

The suspension, though now equipped with adaptive dampers, is essentially carried over as are the base floorpan structure, axles, wiring looms, four-wheel disc brake system and fuel tank assembly.

PACKAGING
The styling of the car is evolutionary. VW's team has added some 'drama' to the car's flanks, and a Sirocco like shoulder line to the car. While the new VW coupe was debuted at Geneva show earlier this year, it's the Golf that was finished first and set the theme.

Volkswagen's design team has reduced the 'wedge' of the new car, in the process lowering the rear beltline to give rear passengers (especially children) better sight lines. Though the more horizontal orientation of the car makes it look lower, it is essentially the same height as the Golf V.

At the front end, new pedestrian safety standards have been met without giving the car the exaggerated front overhang or bluff high-bonneted look of some hatches.

The new car introduces the new mass market 'face' of Volkswagen. Key elements are more horizontal than the previous generation. In the mainstream models chrome is used sparingly to define the front elements. The grille features piano black polished bars, thought to be a first for external brightwork on a production vehicle.

The Golf VI will be available as a five-door hatch only Down Under. Only GTI buyers will have the choice of a three-door. Luggage and passenger space is essentially unaltered from the Golf V, though we got the impression the rear seat cushion's length has been trimmed a touch. There's plenty of space for four adults.

The front seats are new but the basics such as H-point appear unaltered. It's easy to get your driving position just so, once you realise the reach and tilt adjustment of the wheel has moved.

Much of the development focus of the new car has been spent on refining the tactile aspects of the interior and also reducing noise vibration and harshness.

There was been a significant upgrade in perceived quality of the interior and overall the Golf VI presents as a car from a class above the traditional C-segment hatch. In our view it looks at least on a par with Audi's new benchmark A4.

VW says the new Golf cabin incorporated lessons learned in VW's Phaeton flagship limo. In the two-tone leather lined cabins of some of the launch cars it was easy to forget you were in a traditional Small Car segment hatch.

The new Golf's interior door skins feature soft-touch scalloped panels and 'attention to detail' standouts include the flock-style lining of the door pockets, glovebox lid and other nooks and crannies.

A new dash greets the driver with deeply recessed instruments and a new more sculptured multi-function steering wheel 'borrowed' from the upcoming Passat CC. Meantime, the new centre console is less 'formal' than the Golf V's and features VW's latest generation satnav/audio integration.

Even at Trendline level there's a smattering of brightwork on the dash -- such as the chrome ringed instruments and face-level centre vents. Power window controls have been moved forward on the doors to a more natural position. The newly designed external mirrors include turn telltales visible to the driver like the Golf's A4 cousin.

Under the skin much effort has been expended on making the car quieter. VW claims a 5dBA reduction in sound level in the new car and we'd believe it.

Measures include thicker side glass, an acoustic windscreen (as used by Peugeot and Renault in their Golf-sized cars) and the use of new lightweight sound attenuation materials that surround the main cabin. The latter material essentially replaces the traditional heavy bitumenised sheets. VW's acoustic experts say the sort of materials developed for the Golf VI have helped shape a new 'philosophy' for addressing acoustic issues in vehicles.

As much attention or more has been expended on controlling the mechanical components of NVH at their sources. The front guards feature foam inserts that trap rather than channel tyre and road noise -- another Phaeton feature.

Under the heavily insulated bonnet, the new TSI engines get sound reducing covers and new acoustically optimised sumps. New engine mounts isolate the vibes and even the aerodynamic undertray features sound-attenuating profiles -- think of the wall of a recording studio.

SAFETY
Golf V had a reputation as one of the safest hatches on the market with strong crash test performance and good active safety. Standard stability control, four-wheel antilock disc brakes and side curtain airbags contribute to the real world safety of the car.

The VI builds on this, adding a pedestrian-friendly front structure, a driver's knee bag for the first time and the option of rear side airbags -- taking to potential total bag count to nine. Seven are standard.

The new Golf is also fitted with the latest crash sensor systems to manage airbag deployment. VW claims the prize-wining system 'hears' and 'feels' a collision more quickly and can optimise airbag deployment as well as seatbelt tensioners, et al.

Also fitted to the front seats are anti-whiplash active headrests. A rear-seat seatbelt reminder system is fitted, but only when the rear side airbags are specified. This could be a boon for parents.

Expect top marks from Euro NCAP, even though the requirements for a five-star rating have been toughened up.

COMPETITORS
Given the Golf essentially defines its class, everybody is gunning for it. Inexorably edging up in price, the hatch remains VW's mainstay nonetheless.

Corolla, Focus, Mazda3, Hyundai i30, Renault Megane (look for a new one around the corner) and the (even less mainstream) Fiat Ritmo are among those likely to be shopped against the Golf. However, as the quality of the Golf improves, concurrent with buyers downsizing, the latest Golf could even start to steal sales from the likes of BMW's 3 Series and its classmates.

The latest Golf's quality delivery and the wider range of 'luxury' equipment now available is also set to make the lives of A3 and 1 Series salespersons a misery.

ON THE ROAD
VW insiders keep using the word 'cocooning' when they talk about the Golf VI's cabin. And it is a great place to spend time -- especially in the cold, blustery and oh so wet conditions we struck in Iceland.

For once the hype is right -- there is a palpable difference in quality in the new Golf. We'd go so far as to say that no other car in this size class presents as well as the VI. Suggestions of Phaeton-like levels of materials and finish that would normally be laughed off are at the very least entertainable. We know -- it seems like the world's population of unsold Phaetons was in Reykjavik to shuttle the media to and from the Icelandic capital's Ikea-escapee airport.

The car is very quiet -- isolating both mechanical and dynamic noise sources. My drive partner had to check twice to see if the 90kW turbo 1.4 TSI was actually running before we departed on the first drive program. Later, on the open road at speeds well above Iceland's 90km/h limit, the hush was still there.

Some of our number complained about tyre noise on the very coarse chip roads to one launch location, but we did not experience the same. Like many aspects of this test drive we'll have to reserve judgement until we sample Australian specification cars on the right rubber, on our own roads.

We drove just two of the three Golf VI variants on hand -- the new turbo 1.4 TSI petrol and the common-rail 2.0 TDI. Both were optioned up to the hilt with leather, DSG gearboxes and DCC adaptive dampers. No manual, non-DCC cars were available at the launch.

The 2.0 TDI is more 'undiesel'-like than ever. The engine revs like a petrol four and at times even sounds like one. That this is a significantly more refined engine than the old pumpe duse was obvious when we drove it in the Tiguan, but the latest installation has taken it to another level.

Matched to six-speed DSG, the diesel performs dual duties. Around town it's a torquey auto and a relaxed performer. In the twisties -- and Iceland has some doozies -- you can exercise the engine a little more, pick your own gears and enjoy the balanced and benign chassis set up of the new car.

Our drives were on wet unfamiliar roads so it was impossible to draw final conclusions on the car's abilities. But good natural balance and fine levels of traction were obvious. Steering is evenly weighted but the feel rather artificial. Again we'll reserve judgement until we can push the car harder on some dry grippy stuff.

We can vouch for the refined stability and traction control programs. The latter allows just enough slip to keep the car on boost and driving out of corners or away from a standing start during a quick left-hand turn. Whereas the old system would simple kill progress, this is a subtler intervention. The polish of these systems reflect the overall refinement of the car.

While we didn't get a chance to sample the 118kW Twincharged 1.4, previous experience with the 125kW Golf V GT suggests the engine will more than satisfy most buyers.

We were especially impressed, however, with the 90kW turbo. If this new engine is a taste of the new world, then bring it on. The baby Golf is no rocketship from a standing start, but nor does it ever feel breathless.

On the open road, there's sufficient overtaking ability and the car will not be left behind in the cut and thrust of city traffic. There's even a touch of the GTI 'boof' when you change the DSG manually. Great stuff.

If anything the 1.4 feels a touch more nimble that the TDI. A function of the reduced engine mass, perhaps.

No manual gearbox cars were available at the launch. There's no doubt the DSG helps keep the 90kW 1.4 on the boil but don't get the impression this is an engine that must be rowed along. There's ample torque to make good progress even at relatively low revs.

This is a sprightly, willing engine that's smooth and a substantial improvement overall on the 2.0-litre atmo injected engine it will replace. And it's hard to argue with an engine that has the potential to happily cruise a generously sized hatch at 160km/h and yet returns better than 8.5L/100km after a spirited 150km drive.

By way of comparison, the 2.0 TDI diesel Golf VI registered around 6.6L/100km in the same conditions. Both stats are deeply impressive, given the sporty feel of both powerplants.

The only cloud on the turbo TSI engine's horizon is the arbitrary (and stupid!) grouping of turbo engines by some registration and insurance authorities Down Under. If you are a P-plater or have kids coming through that will drive the car best check with your local authorities.

VW's DCC system seems to work well on both the TSI and TDI cars we drove, offering appreciable levels of difference across the spectrum of Comfort to Sport.

Unlike many adaptive drive systems, selecting Comfort doesn't leave you with a car that feels all at sea. In Normal the car copes with pretty much anything you throw at it.

On the Sport settings the frost ripples and overbanding that were 'invisible' on Comfort were easily felt through the wheel and seat of the pants both. In the end, we were happy to leave the cars in the 'softer' Comfort setting and enjoy the cosseting ride.

DCC is already fitted on the Sirocco and Passat CC in Europe and will find its way onto the Tiguan. At around Euro700-800, however, it's not a cheap option and is most likely to be offered on the GTI only Down Under. This makes sense as DCC can be tuned to deliver track level damping when required and a forgiving ride round town. This will suit many GTI buyers.

We came away from the Golf VI drive with a desire to spend more time in the car -- and more time in Iceland. There's every reason to believe the strong first impressions there will translate an even better report card when the range arrives Down Under.

Volkswagen Golf VI

2009-03-25T23:56:00.001-07:00