VW Robust: Picture revealed, to be called VW Pickup?
September 23, 2008
2008 Volkswagen Passat R36 Review
September 19, 2008
Model Tested:
* 2008 Volkswagen Passat R36 wagon 3.6-litre V6 DSG 4MOTION – $66,990 (RRP)
Options:
* Electric Glass Tilt/Slide Sunroof $1990 (Fitted), RNS510 Satellite Navigation with RVC Plus $2990 (Fitted), DynAudio 600W Premium Audio System $1990, Automatic Tailgate Operation $750
+ Stylish, Fast, Settled Cornering, Well Kitted
- DSG Self Up-Shifts, Premium Fuel, Firm Ride
When last I reviewed the Passat I was quite impressed. Then I test drove the Touareg R50 and was blown away. When I borrowed the Golf R32, I didn’t return home for a week. Can you imagine then my joy at being slung in to the cockpit of Volkswagen’s latest R offering?
The R36 is a Passat based sport wagon (sedan available – $64,990) with a bigger direct injection V6 engine, commanding all-wheel drive grip and lower, stiffer suspension. It’s a pretty standard formula in gaining additional performance from a pre-existing platform, but as with any enhanced vehicle the devil is in the detail – and being German, detail is what Volkswagen does best.
At a glance you could well be forgiven for assuming this is just another Passat, and perhaps that’s a very good thing. There’s no monster front air dam, no gaudy bonnet scoop, no dumb decals or stripes plastered from one end to the other and no ‘fully sick zhorst’ to attract unwanted attention, bro.
Instead the R36 is endowed with a subtle set of side skirts, lightly flared guards, chrome roof rails, a brief flick at the top of the tailgate and a set of dual pipes to hint at what lies beneath – this is the family sports car.
If you’re in the know, the 25mm reduction in ride height, absence of front fog lamps, curious soft burble under throttle and larger ten spoke Omanyt 18-inch alloy wheels might give the game away or, if you’re lucky enough to catch one standing still, the small R badge at each end could let you know this is no ordinary five-seat wagon.
The R36 also picks up dusk-sensing, self-leveling and cornering bi-xenon headlights with heated washers, automatic windscreen wipers, darkened tailight lenses, integrated rear fog lamp, metallic paint and chrome bright work around the glass. But from a distance, or to the casual observer, it remains every bit a Passat, true sleeper style.
Inside all the goodies we’ve come to expect from a top shelf VW are included. There’s dual-zone, climate control, air-conditioning with auto re-circulate function, cruise control, an alarm system, a ten speaker 250W six-CD audio system with console mounted iPod jack, full function trip computer, self-dimming rear-view mirror, front and rear acoustic parking sensors, reversing camera with guidance assist, one touch power windows and self-folding and heated power wing mirrors (the left one of which dips when reverse is selected).
There’s also a sumptuous set of 12-way electronically adjustable heated San Remo suede and Vienna leather sports seats with memory settings and electro-pneumatically adjustable bolsters which are exclusive to the R36 (rear outboard seats are also heated). A fat leather wrapped steering wheel and gear knob, and polished stainless steel pedals, all with R Flag livery, compliment the alloy dash fascia and console to give the whole interior a feel more opulent than sporty.
But while that’s all well and good, all these niceties are just a bonus when you consider that an R badge is so much more than just pampering and good looks. The R badge is also very much about the drive – and what a drive it is.
Propelling Passat is a potent 3.6-litre, DOHC, direct-injection V6 engine developing a very tidy 220kW at 6600 revs and muscular 350Nm of torque, which is available across the majority of the rev-range (from 2400 all the way to 5300 rpm) for very linear acceleration and staggering mid-gear pull.
VW’s illustrious dual-clutch, DSG six-speed transmission (with steering wheel mounted shift buttons) takes care of the cog swapping brilliantly and is well calibrated to throttle input, except perhaps on initiation where a little additional pressure on the accelerator is required to engage drive.
It’s a well sorted gearbox though, swift of action and decisive in function, one of the best. My only gripe would be that in manual mode it will up shift of its own accord, which is frustrating if you’re trying to hold revs between corners.
The 4MOTION viscous coupling all-wheel drive system transfers power to the driven wheels as required for maximum traction and can even direct torque frontward or rearward depending on slip feedback felt by the electronic Haldex clutch system. While it’s not as technologically clever as some systems out there (think Mitsubishi’s Evolution), it still manages to provide maximum adhesion for minimum fuss, even in the wet.
Handling is superb. In fact for a larger car you almost wonder how it’s possible to have this amount of cling. The lowered and re-tuned strut front, multi-link rear suspension means cornering is flat, settled and sublime with the amount of drive on offer only enhancing those characteristics even further.
Point and shoot input sensitive speed proportional electro-hydraulic power steering is rightfully weighty, communicative and involving with slight corrections in course accurately and instantaneously translated to the road. Rapid direction changes are met with servile compliance from the chassis without so much of a hint in traction loss.
Pulling away from bends is simply phenomenal with plenteous traction, a sweet melodious exhaust warble and curious yet subtle inlet whine as the valve timing changes on the hard spin to the 7000rpm cut out. Perhaps curiously it doesn’t feel fast. A quick glance at the speedo will assure you that it most certainly is, but the R36 is just so settled and planted on the road that the feeling of speed takes some reference to drive home how fast it truly is. Quite deceptive given our archaic speed limits.
The brakes with blue painted calipers (exclusive to R models) are powerfully assertive and make for purposefully hard deceleration with sure footed poise. Best of all is the tangibility in feedback and maximum manageability from a firm yet progressive pedal offering positive, quantitive feel and precise ABS calibration, as well as perfectly balanced distribution.
A few people have made mention about the ride being too stiff in this car, and to an extent I agree. But when you consider the intent of the R package, the cornering grip on offer and the fact that the adrenalin produced will most likely dull your pain receptors for a few days after a spirited drive, this one negative is but a minute compromise.
For safety’s sake the R36 comes standard with ABS, EBA, EBD, ESP, ASR (Traction Control), Tyre Pressure Monitoring, Brake Hold (part of VW’s electro-mechanical park brake system) and ISOFIX preparation for the kid’s seats as well as dual front, side (front and rear) and curtain airbags. The five-star EuroNCAP rating comes as no surprise and it’s comforting to know the level of safety is on par with Passat’s performance.
With little in the way of direct competition, the R36 is an exclusive ride packing a lot of punch, a flock of features and a seductive individuality almost hidden under the stylish vista that is Passat – the only issue I have now is handing it back.
Specifications:
• Engine: 3597cc DOHC V6 (24 valve)
• Power: 220kW @ 6600rpm
• Torque: 350Nm @ 2400 – 5300rpm
• Transmission: Six-speed, dual-clutch DSG
• Brakes: four-wheel disc with ABS, EBA & EBD
• Driven Wheels: All
• 0-100km/h: 5.6 seconds
• Top Speed: 250km/h (electronically limited)
• Fuel Type: 98RON Unleaded
• Fuel Tank Capacity: 70 litres
• Fuel Consumption: 10.7 litres per 100km (Combined)
• CO2 Emissions: 254 grams per 100km
• EuroNCAP Rating: Five Star
• Safety: ESP with TCS, front, side & curtain airbags
• Service Interval: 12 month/15,000kms
• Spare Wheel: Full size alloy
• Turning Circle: 11.4 metres
• Towing Capacity: 2200kg (Braked)
• Warranty: 3 years/100,000kms
VW Golf MkVI 1.4 TSI
September 19, 2008
We’ve also driven the petrol version of Volkswagen’s latest Golf and it’s every bit as impressive as the diesel!
Petrol power is fighting back! The new 1.4-litre turbo and supercharged TSI engine under the bonnet of this thrilling new Golf proves when it comes to economy and low running costs, diesel is not necessarily the winning choice.
The 158bhp four-cylinder unit, which packs an impressive punch, debuts in the latest MkVI model, on sale in the UK from January. The engine is the only production unit on the market with both a supercharger and turbo.
As well as offering a great blend of build quality and luxury, what makes this model even more exciting is that it returns nearly 45mpg on the combined cycle. Pound for pound, that makes it the most efficient performance petrol engine money can buy. Exhaust emissions are low, too, as the car produces around 145g/km of CO2.
To make the most of the power on offer, Volkswagen has fitted this TSI motor with a new seven speed semi-automatic transmission. It is called a Dual Shift Gearbox, or DSG for short, and is operated by steering wheel-mounted paddles. The set-up provides smooth, seamless changes.
The manufacturer has also fitted this car with Dynamic Chassis Control (DCC). This electronic system helps fine-tune the suspension to give a good blend of comfort and control. By pressing a button on the centre console, drivers can choose from one of three specific suspension settings – Comfort, Normal or Sport – to suit road conditions.
There’s no doubt that the 1.4 Golf MkVI is an impressive performer – and, in our minds, better to drive than the diesel. That’s partly down to the snappy responses of the engine, but the seven-speed gearbox and lighter engine are also responsible.
Prices for the newcomer are still to be confirmed. However, they are expected to rise by around £700 over the current machine, so buyers can anticipate paying about £18,000 for a well equipped version of the newcomer.
VW Golf MkVI 2.0 TDI
September 19, 2008
It promises more luxury than ever, but has sixth generation of famous hatch been worth the wait?
Get ready for the drive of a lifetime! VW has unleashed its stunning new Golf – and Auto Express travelled to Iceland to see if it’s a winner.
As the famous family hatchback celebrates its 34th anniversary, its sixth major evolution has arrived. And the German company promises the newcomer will deliver unrivalled luxury and refinement.
To help substantiate those claims, our 2.0-litre TDI test car had an ultra-efficient engine and six-speed automatic gearbox, as well as touchscreen audio and navigation.
Flagship versions get computer-controlled suspension and a cruise control that scans the road ahead for slower traffic.
Up close, the bold new lights and revised grille give the Golf a sportier appearance than the MkV. But the changes represent an evolution rather than a revolution for the top-seller.
Inside, the difference is more obvious. VW makes much of the cabin which, as well as being lavishly equipped, gets fresh fabrics and trim, along with more comfortable seats. As before, there’s ample leg and headroom, and our five-door offered plenty of rear space.
The driving position is comfortable and provides a great view of the road ahead, while the chunky steering wheel in our SE-equipped car featured button controls for the sat-nav and climate control. On the road, refinement is impressive, too. At idle, the engine is virtually inaudible thanks to modifications VW has made to reduce vibration.
What’s more, performance and economy both remain competitive. The 138bhp oil-burner returns nearly 58mpg – which is 6mpg more than the previous model achieved – but also delivers a top speed of nearly 140mph and a 0-62mph sprint time of 11.2 seconds.
This is partly helped by the new dual-shift semi-automatic gearbox, or DSG for short. Although a six-speed manual transmission is also available, our test car was equipped with DSG, which provides near-instant up and downchanges.
Operated by steering wheel-mounted paddles, the ’box responds quickly to commands, sliding smoothly through the ratios. This aids poise and balance on winding, uneven roads – particularly under braking and when accelerating out of corners.
And even although the chassis is very similar to that of the 2004 Golf MkV, subtle but important changes to the design make it slightly stronger. This extra strength has been used in part to improve the car’s mid-corner stability, but is mostly aimed at upgrading refinement.
Coupled with the new, electronically controlled suspension that debuted on the VW Scirocco, it provides smooth, quiet progress which insulates the driver from harsh surface changes and potholes. But this new-found luxury has spoiled the steering, which lacks feel. We do, however, like the extra safety equipment which this Golf carries as standard. For the first time, there are knee airbags for the driver, bringing the total count to seven.
There is also a head restraint system, designed to reduce whiplash injuries, plus a revised and improved ESP electronic stability programme.
But the big question is: Has all this work really been enough to ensure the latest member of the Golf dynasty matches the high expectations of its fans?
When it comes to luxury and refinement, there’s no doubt this model scores a hole in one. However, the increased reliance on electronics to control the suspension and steering has robbed the car of some of its dynamic appeal.
Rival: Ford Focus
A recent redesign improved the looks and refinement… but that’s not enough any more. The new Golf has opened a gulf between the two that’s unlikely to be closed any time soon.
2008 Volkswagen Offers Innovative Paint Protection Film
September 19, 2008
Innovative paint protection film from Volkswagen protects cars from minor damage
Volkswagen Accessories is offering a new protection system for VW models via it’s dealer network
Frankfurt/Main / Wolfsburg, 16 September 2008 – Volkswagen Accessories is offering a transparent, perfectly fitting paint protection film for a large number of Volkswagen models via it’s dealers. The film, marketed under the brand name of “V-Protector”, offers optimum protection from stone chips, corrosion damage and scratches caused during parking or loading. V-Protector not only maintains the appearance of a vehicle but also its value – a key factor for leased vehicles as well as for private or commercial resale.
Parts such as rear-view mirrors, front valence panels and fenders, door handles and edges are exposed to considerable risks in everyday use. The film, which can be easily applied by a specialist, reliably protects these parts from everyday wear and tear. Compared with other products, V-Protector boasts easy, reliable application and high resistance to ageing caused by exposure to light. The special material means that the user can easily apply the film to the surface of a vehicle, even where the radius is very tight. The position of the protection film, which is virtually invisible and fits the car like a second skin, can be corrected for up to 24 hours following application. Even several years later, the film can be removed at any time without leaving any residue.
V-Protector is now available for the following current models: Golf, Golf Plus and Golf Variant, Jetta, Touran, Tiguan, Eos, Passat, Passat Variant and Passat CC, Touareg and T5. Depending on the model, the price of protection ranges from 199 to 279 euros (plus application). The range is also being extended to other models. Volkswagen Accessories presents its innovative V-Protector paint protection film at Automechanika 2008, the leading international trade fair for the automotive industry in Frankfurt/Main from September 16 to 21.
2009 Volkswagen Caddy 4Motion TDI – Photo Gallery
September 19, 2008
VW Robust Pickup Truck to be Unveiled at Hannover CV Show
September 19, 2008
Confirming earlier speculations, Volkswagen has announced that it will finally give us a preview of its first pickup truck in the 1-ton class, the so-called Robust, in the form of a design study at the 62nd IAA Commercial Vehicles show in Hannover, Germany that runs from 25 September to 2 October. The design study will provide an outlook on Volkswagen Commercial Vehicles’ fourth model series, which is due to come off the assembly line at the Pacheco plant in Argentina in late 2009. According to the German automaker, the so-called Robust will be the first-ever pickup manufactured by a European mass-series producer.
According to sources, the production model’s primary targets will be the South American and South African markets. While the Robust will most probably be offered in selected European markets, it remains to be seen if Volkswagen will bring its new pickup truck in the U.S.
VW Up: the inside story
September 17, 2008
Dubbed New Small Family (NSF), Volkswagen’s new baby now follows the template set by the revolutionary new Toyota iQ. Why switch to conventional front-engine layout? Simple. It’ll save VW €750 million. That’s £600m…
Why will the front-engined VW Up cost so much less?
In R&D and procurement costs alone, VW insiders tell us they will slash €400m (£320m) from the bill. Add to that greater economies of scale, reduced investment in tooling and greater production flexibility, and a further €350m (£280) rolls off the cash register.
Make no mistake, this strategic handbrake turn is an accountant’s dream. It will, however, delay the titchy-tiny VW Up by a full year…
And will the production Up look different?
Thankfully not. The U-turn has negligible effect on the well received design. Our artist’s impressions reveal how the three-door production NSF should look and it’s been compiled with the help of inside sources at VW’s design centre.
Shifting the engine to the front means a slightly longer nose to accommodate the lump. Well placed design sources suggest the snout stretches to 50mm longer, but insist the overall effect is the same.
Don’t forget the original NSF concept already had a front-mounted radiator for even weight distribution, so there is no need for larger or repositioned air intakes and suchlike.
Just remind me of the idea behind Volkswagen’s NSF
The NSF will be offered in three key markets: Europe, South America and India. As ever in a numbers-obsessed market, the Up project will be shared around the VW Group, but the VW mothership will be the only brand to get all three bodystyles.
Expect this three-door, plus five-door and Space Up! MPV versions if you wander into a VW dealer; Skoda will offer only the five-door; and Seat will sell three- and five-door hatches only.
Bundle those together and you see the financial argument behind the NSF. A combined total of 500,000 cars will be built in a full year. This small car means big business.
And how much will the NSF cost?
VW is targeting prices between €5500 (£4500) and €9000 (£7000), depending on market, bodystyle and specification. Still, we find it hard to believe VW won’t go the premium route in Europe, as Toyota and Smart do with their city cars.
Sadly, the engineering rethink has pushed back first assembly to 2011.
Is this a real iQ rival?
The new front-engine configuration is expected to push up the kerbweight from 800 to 830kg in the case of the three-door four-seater. Other changes include the addition of an optional power steering module, the opportunity to use existing – instead of bespoke – powertrain packages and a more fexible boot area which grows from 180 to 200 litres now there’s no engine slung out back.
These are the approximate key dimensions for the revised NSF three-door:
• Wheelbase 2500mm
• Length 3550mm
• Height 1495mm
• Width 1630mm
The wheelbase of the five-door, five-seater is set to grow by 100mm. All versions of the Up have a 400kg payload, a 35-litre fuel tank and 155/65R14 rubber.
So what’s under the bonnet of the VW Up/NSF?
Although the project’s delay would allow VW to make the city car part of the new group-wide MQB family, the Up is all about being bargain basement. So a more radical engineering solution is required: less weight, fewer components and reduced flexibility.
For instance, instead of having to develop a brand-new rear suspension, VW can fit the front-wheel drive Up with a simplified version of the same compound axle that is fitted to the current Polo.
While disc brakes are a must for the driven wheels, drums should be fine in the back. ESP stability control is available, but only at extra cost.
The VW Up engine room
VW plans to offer a choice of three different three-cylinder engines for its NSF models. It is not quite clear whether there will be a bespoke 1.0-litre unit or whether the Up will adopt the existing 1.2-litre 16-valve version from current small VWs.
In either case, the maximum power output is 60bhp and top torque 80lb ft. Next rung up the pecking order is a turbocharged edition rated at
86bhp and 120lb ft. The only diesel earmarked for the new small VW is a 1.2-litre common-rail engine which develops 75bhp and 135lb ft.
A five-speed manual is standard on the production Up, but the stronger petrol unit can alternatively be combined with a dual-clutch gearbox. Target fuel consumption figures are 65.8mpg for the petrol-engined model (95g/km of CO2) and 94.7mpg for the TDI (75g/km).
Will I be able to buy the Up in America?
In case of a mushrooming energy crisis, VW could easily sell the mildly modified NSF in North America. The only casualty of the transition from rear- to front-mounted engines is the proposed downscaled derivative of the New Beetle which has dropped out of the cycle plan.
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