2009 Volkswagen Golf

For more than 30 years, the Golf has been Volkswagen's core, its foundation, its cash cow. You don't mess with success, which perhaps is why the Golf Mk6 - yes, the sixth generation - follows a familiar formula. Mostly.

The big changes are all visual. If you think the new Golf looks a lot like the just-released Scirocco coupe, you're right - it follows the mandate set last year by Volkswagen Group CEO Martin Winterkorn that VW cars needed to move away from the fussy, pretentious look of cars, like the current Passat and Eos, and return to a simpler style that could be translated across models.

The Scirocco and the Mk6 Golf showcase VW's new look, which was developed by the VW design team working under the direction of Walter da Silva. Critical elements are a horizontal grille, punctuated by the VW badge, with trapezoidal headlights on either side.

Because of the shakeup at VW design, the Golf Mk6 has been designed, developed, and put into production in a record 18 months. It's no surprise, then, to learn the Mk6 utilizes the current car's architecture, but with completely revised cladding, inside and out. The resulting interior dimensions remain the same, as do the track and wheelbase. The front overhang has been reduced by 20 mm (0.78 in.) - a feat in itself considering the necessary cooling and safety performance standards. Recycling the Mk5's structure will also keep production costs to a minimum.

Along the sides of the car is a design crease that fades in and out above the trademark Volkswagen wheelarches. A lower overall look is achieved as a result of the line and the concave surface created above it. Less wedgy styling is achieved via sculpted side sills as well as the deletion of side-impact strips. Rear treatments include new rear lights with four lit circles. Lower black panels emphasize the width of the rear end, too. Overhang out back has been increased by 10 mm (0.39 in.), but in conjunction with a shorter front end, the car sports a smaller length than its predecessor.

Within the cabin are all-new, soft-feel surfaces. Ergonomics are said to be improved due to the revised driver-oriented positioning of air-conditioning and stereo controls. Adding to the new cockpit arrangement is a subtle styling crease on the top surface of the dash running over the driver's instruments and center stack. Eos-like metal trimmings around the air vents also find their way into the car.

Since the Golf Mk6 will employ existing architecture, power is expected to be derived from current engine offerings. Four-cylinder engines will likely be the outgoing car's 1.4L TSI and 1.8L TFSI units, while the bigger 2.0L TFSI V-6 will top off the gasoline lineup. BlueMotion diesel technology in either a 1.9L or 2.0L variety is speculated be initially available to European customers. A hybrid version is expected to make its debut later in the car's production run.

Topping off the range will be the sportier GTI version employing what's thought to be a 230-hp, 2.0L turbo four-cylinder. Of course, added to the next-generation GTI mix will be an aggressive-styled exterior inspired by last year's Golf GTI W12 concept. Like the concept, two performance-themed red lines, one at the top and the other at the bottom, have been affixed on the new horizontal grille. At either end of the grille are upgraded headlights featuring LED running lights. A lower front splitter rounds off the front-end modifications. To the rear of the car, LED clad taillight housings and a prominent black diffuser further distinguish the GTI. Optional 19-in.-diameter wheels (18-in. on standard models) fill the bold arches quite well.

Our latest intel suggests Volkswagen will introduce its sixth-generation Golf at this year's Paris motor show in October. European customers will likely receive the first run of 2009 Golfs by late next year, but don't expect the hot hatch to hit our shores anytime soon. Much like the product scheduling of the current Golf Mk5, U.S. customers will unfortunately have to wait until around 2012 to get their hands on the latest compact from Wolfsburg. In the meantime, a revised fifth-gen will hit North American streets soon after the Golf Mk6's European introduction next year.

Source: motortrend

VW Golf TwinDrive: Inside report

VW's been toying with electric vehicles for some time now — there have been full electric CityStromer models sold to the public in Europe, based on both the MK2 and MK3 Golfs, that can drive on full electric power for over 60 miles at speeds up to 100 mph. There have been 1.4-liter parallel TDI hybrids (like Toyota's Prius) running around labs since the '90s, and they even dangled that delicious TDI Hybrid Golf carrot in front of us at Geneva.

It shouldn't really come as a surprise to learn that yet another electric model has come out of Wolfsburg - this time an extended-range electric car similar in concept to Chevy's Volt. It's called the Golf TwinDrive, and it's based on a standard-issue MK5 Golf, except with a 122-horsepower TDI engine and an 82-horsepower electric motor under its hood.

Unlike a normal hybrid, where the electric motor exists to supplement the power being delivered by the internal combustion engine, the Golf TwinDrive relies on its electric motor for its primary propulsion, and the diesel engine exists to take over once the electric motor has depleted its batteries. The diesel engine will also be equipped with start-stop technology to prevent wasting fuel in stop-and-go traffic, and regenerative braking will help recharge the electric motor's battery pack using otherwise wasted interia while the car is stopping. The Golf TwinDrive uses lithium-ion batteries, the technology for which is being further developed thanks to a $769 million, seven-year partnership with Sanyo, and VW's estimates show that the battery pack, which is located under the rear cargo area where the spare tire normally sits, is good for 31 miles of all-electric motoring.

Beginning in 2010, VW and the German federal government are going to launch a four-year durability test with a fleet of 25 Golf TwinDrives. As an added bonus, the government is cutting a consortium of research and development companies, including Volkswagen, battery manufacturers, and universities, a $23.5 million check to help put the spurs to electric vehicle development.

Source: vwvortex.com

Mini Test Review: Volkswagen Golf GT

About half the new cars sold in western Europe have diesel engines under their hoods. Diesels have enjoyed a decade of relentless growth and development encouraged by their less-aggressive appetite for fuel and favorable taxation. Now some European automakers are trying to convince a skeptical motoring public in the U.S. that diesels are the future. Ironically, this latest push, conducted in the name of carbon-dioxide (CO2) reduction, comes at a time when the diesel engine may have passed its peak. The technology required to meet ever-tightening emissions regulations — especially for oxides of nitrogen (NOx) and particulates — will make diesel engines so expensive that gasoline engines with new refinements will likely look more attractive. It seems the diesel revolution is ending and the gas engine is starting to fight back.

Volkswagen, a longtime leader in diesel cars, is now offering the first of a new generation of gasoline engines that could replace the diesel. The idea behind the “twincharger” TSI engine is that by outfitting an engine with a supercharger and a turbocharger — supercharger for low rpm, turbocharger for high rpm — a direct-injection, small-displacement, gas-burning engine can be made to produce the equivalent power and torque of a much larger unit but with less CO2 emissions and fuel consumption. Jan Brockman, VW’s head of powertrain development, predicts the company will be downsizing its gas engines in the near future.

The first TSI engine is now available in Europe in the Golf GT, a car that, aside from its engine, is quite similar to the GTI. (Incidentally, the Golf GT will not be coming to the U.S.) Instead of the GTI’s 200-hp, 2.0-liter direct-injection turbo four-cylinder, the GT uses a 1.4-liter direct-injection supercharged and turbocharged four-cylinder that produces 170 horsepower and 177 pound-feet of torque. Turbo lag is effectively erased by the high compression ratio of 10.0:1 and the low-end boost provided by the supercharger. Below 2400 rpm, all the boost comes from the supercharger; at 2400 rpm, both the supercharger and the turbocharger provide boost; and beyond 3500, the turbo works alone as the supercharger is disengaged by an electromagnetic clutch. The transition, controlled by the engine management computer, is seamless and undetectable.

On the road, it’s hard to believe the Golf GT is powered by a 1.4-liter. It feels like a larger 2.0-liter engine. With fuel consumption that rivals that of diesel engines, the only downsides to the TSI mill might be a slightly rough engine note and a bit more vibration than one might find in VW’s 2.0-liter engine.

Interestingly, the Golf GT is also available with a 2.0-liter turbo-diesel (TDI) that also makes 170 horses. According to European Union carbon-dioxide figures, the gas version puts out only eight-percent-more CO2.

The critical point is whether the extra cost of the TSI technology is less than the cost of the equipment that comes on the latest diesels. VW is tight-lipped about the cost of building its engines, but in Germany the Golf GT equipped with the TSI engine is roughly $3100 less than the diesel TDI version. The GT’s optional diesel engine has an expensive, highly precise fuel-injection system, four valves per cylinder, a variable intake manifold, twin balance shafts, and several pricey exhaust-treatment systems such as a particulate filter. In comparison, the gas TSI engine has a turbocharger and a supercharger, but the turbo is small and lacks variable vane technology. Also, the gas engine can meet emissions standards without the complex devices that diesel engines require.

There will be larger and smaller versions of the 1.4-liter TSI. The next will likely be a 1.6-liter engine making perhaps 190 horsepower, and a smaller 1.2-liter version with about 150 horses should follow. The 1.6-liter could replace the current 2.0-liter turbo engine, but VW’s Brockman is doubtful that a four-cylinder will ever replace a six-cylinder engine, or if a twincharger V-6 will ever replace a V-8: “America, in particular, isn’t keen to give up its V-8s.” As much as we enjoyed our first encounter with TSI, we know he’s probably right, as a premium is usually paid for a V-6 or a V-8.

Vehicle type: front-engine, front-wheel-drive, 5-passenger, 3-door coupe
Estimated base price (Germany): $22,500
Engine type: turbocharged, supercharged, and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection
Displacement: 85 cu in, 1390cc
Power (SAE net): 170 bhp @ 6000 rpm

Transmissions: 6-speed manual, 6-speed manual with automated shifting and clutch
Wheelbase: 101.5 in
Length/width/height: 166.0/69.3/57.7 in
Curb weight: 3150 lb
Manufacturer’s performance rating:
Zero to 62 mph: 7.9 sec
Fuel economy:
European urban cycle: 29 mpg
extra-urban cycle: 46 mpg
combined: 38 mpg

Source: caranddriver

Volkswagen Golf GTI

Car-makers the world over have no sense of shame when it comes to the GT badge, frequently bastardising what began as an Italian term for a great touring car.
The name, or a derivative, can be found on little cigarette tins like the Proton Satria, on a Mitsubishi Verada, various Subarus, Ford and Holden muscle cars, Alfa Romeos, some brilliant Porsches and, of course, Italian heroes from the hallowed stables of Ferrari and Maserati.

Gran Turismo, one and all? We don't think so. Without being too literal, or pedantic, about the GT moniker, the arrival of the latest Volkswagen Golf GTI (the "I" means (fuel) Injection in this case or, from earlier times, International) has got us thinking about what it all means.

Should the G also signify Greatness? Genius? Just as some of the cars we've listed meet these criteria, others — including previous iterations of the Golf — have instead relied on the combination of a spirited engine, stiffer springs, a sticker on the backside and a hard-working marketing machine.

Enter the fifth generation. In a marked contrast to all other Golf GTIs sold in Australia — the 1976 original, heralded as the world's first hot-hatch, didn't make it here — this one has what it takes.

In terms of design, driver controls, driveline and chassis, right across the board Volkswagen seems to have at last understood what "GTI" should stand for. It has executed its GTI in brilliant fashion and has introduced the car to Australia for less than $40,000.

For this, a turbocharged and intercooled version of the Volkswagen group's 2.0-litre direct-injection FSI engine is one of the main attractions.

It delivers 147kW of power at 5100rpm and 280Nm of torque from a low 1800rpm to 5000rpm, has a high 10.5:1 compression ratio, and when combined with the six-speed twin-clutch DSG (direct shift gearbox), it is claimed to be able to send the car from rest to 100km/h in 6.9 seconds — three-tenths quicker than the standard six-slot manual.

These fall short of best-in-class times, and wheelspin and violent shuddering of the front wheels can be issues to contend with from standing-start take-offs (especially when the ESP is turned off). However, the manner in which the engine and gearbox combine across a variety driving conditions is outstanding.

Power is delivered in such a smooth, linear and, above all, muscular fashion that turbo lag or other negative thoughts never enter the driver's mind. Instead, thoughts tend to focus on the burbling exhaust, the faint whistle of the turbo, the beautiful responsiveness throughout the rev range and the smoothness, seamlessness, quickness and damn cleverness of DSG.

Smart enough to preselect gear ratios, DSG feels more like a computer-controlled manual than a normal automatic and will not suit those who value the ultimate control of a conventional DIY gearbox.

Gears can be changed via steering wheel paddles or the centre console gearlever, but the electronic brain will still refuse downshift requests that could send engine revs near redline and will upshift without asking at around 7000rpm. So, stick to the rules, and hover in the aggressive Sport mode (which holds gears at surprisingly high revs) whenever the mood takes, and the Golf feels great. Just like a GTI should.

These impressions extend into other areas as well. Some serious work on the chassis has seen the car lowered 15mm and firmer springs and dampers and a stiffer rear stabiliser bar introduced with the multi-link rear suspension. The electro-mechanical steering has been reprogrammed for a quicker response and meatier feel, and the disc brake diameters have increased to 312mm front, 286mm rear.

Out on the road, in demanding conditions, the brakes prove to be responsive, powerful and able to withstand a hammering. The steering, conducted via a beaut thick-rimmed multi-function tiller, is communicative, direct and free from torque steer or that other front-drive annoyance: steering kickback across rough corners.

And the handling is about as involving as it gets in front-drive hatches.

It darts between turns, maintains excellent balance and control, sits flat and, shod with low-profile 225/45 R17 Continentals, sucks hard on the bitumen in corners. The ESP, recalibrated to suit enthusiastic driving, stays unobtrusive while the inherent firmness in the ride never becomes tiresome or harsh. All this is enjoyed from a fabulous driving position, which has a full range of steering and seat adjustment (including lumbar) to suit all preferences and sizes. The front seats, covered in $2990 leather on our test car and with "GTI" embossed on the anti-whiplash head restraints, offer high levels of comfort and excellent support under the ribcage and thighs.

The DSG shifter and dash controls are well-designed and close to hand, and the main instrument gauges are set out in a conventional format (turning blue at night, and with a speedo running to 300km/h) ahead of the driver.

The cabin has dark tones interspersed with aluminium highlights, and overall fit and finish — which we've found to be a hit-and-miss affair with VWs of late — is good in the South African-built machine. The one disappointment is the use of hard plastics on lower-dash, centre console and door trims.

Room and amenities in the rear seat and cargo area are acceptable, although a space-saver spare wheel is included. Effective dual-zone climate-control air-conditioning, a thumping 10-speaker six-CD stereo, trip computer (showing an excellent 9.5 litres per 100km for our test), cruise control, six airbags, a tyre pressure monitor, auto-dimming rearview mirror, front and rear foglights and an alarm are all onboard.

Greatness? Genius? Golf GTI? The answer should now be obvious.

Source: carsguide

Volkswagen Golf Hatchback

With an excellent drive, roomy interior and a five-star Euro NCAP crash-test rating, the VW Golf is one of the best hatchbacks around. It's improved in every area over the car it replaced, as it can carry four adults in comfort, is enjoyable and comfortable on the road and has most of the equipment you'll ever need. Plus there's an excellent range of engines that mix performance and economy. The best are the 1.4-litre TSI with 140 or 170bhp, or the excellent 2.0-litre TDI diesel, but all of them are more than up to the job. Hot hatch fans are especially well catered for with the 200bhp Golf GTi and 240bhp R32, both of which are covered in separate reviews.

You can adjust the steering wheel for height and for reach and the driver's seat is multi-adjustable, too, which makes for a comfortable driving position. As well as being attractive, the dashboard is functional, with large, easy-to-use buttons and - where fitted - an excellent sat nav system. All the controls are close to the driver for on-the-move adjustments and the screen is close enough so you don't have to squint. Plus directions (as well as average fuel consumption, radio station, time and ) are displayed in a panel in the instrument cluster, so you only have to momentarily take your eyes off the road.

Generous legroom in the back for two and there should be few problems for three children. Front passenger has good amount of leg, head and shoulder room. Seats are on the firm side, but supportive for longer trips. A very refined cabin, with wind, road and engine noise well suppressed. It feels more sophisticated at night than other small hatchback, with soothing blue backlit dials and displays.

Available in four trim levels: S, SE, Sport and GT TDI/GT FSI. All models come with ABS with electronic brakeforce distribution, ESP, driver and front passenger front airbags, head airbags for front and rear passengers, three-point rear seatbelts, driver and front passenger's active head restraints, ISOFIX child seating, immobiliser and remote central locking, semi-automatic air conditioning, front electric windows, electrically adjustable and heated door mirrors, a CD player, height and reach adjustable steering column and driver's seat height adjustment. SE adds an alarm, rain sensor and automatic dimming rear view mirror, front seats with height and lumbar adjustment, cruise control, a multifunction computer and upgrades to 15-inch alloy wheels. Sport adds the following features to SE; sports suspension, 16-inch alloy wheels, body-coloured bumper strips and door handles, and a leather-trimmed steering wheel, gear knob, gaiter and handbrake grip. GT TDI/GT FSI also adds front fog lights, rear electric windows, and an automatic driving light over the Sport model, while 4MOTION versions additionally feature twin exhaust pipes and discreet 4MOTION chrome badges.

A standard 1.4 kicks off the range, but with only 75bhp on offer, it feels weedy and doesn't offer enough power for confident overtaking. The entry-level FSI is a 1.6. Volkswagen claims this petrol engine has diesel-like economy with petrol refinement, but in practice, you'll need a delicate right foot to get near the claimed figures. 1.4 TSI models were launched in summer 2006 and despite the small engine size, they're available with 140 and 170bhp. That's because they use VW's latest engine technology that combines a supercharger with a turbo. Both are excellent to drive, offering quick-off-the-mark performance, excellent response and power just when you need it - like overtaking. There's a smooth delivery of power, too, which means you don't need to change gear very often adding to a sporty feel. They're economical, too, as the fuel-hungry supercharging equipment cuts out when it's not needed - mainly at higher speeds. It's possible to get 38mpg and above in everyday driving, which makes the 1.4 TSI a faster, cheaper and quieter diesel alternative. But Golf's three diesels are superb, offering low fuel consumption, pace and power. The 2.0 SDI is a bit old fashioned, noisy and often hard work, so go for a 1.9 TDI or 2.0 TDI if you can - they're fast, torquey and fuel efficient. The 1.9 gets 105 or 115bhp, while the 2.0-litre is available with 140bhp and - from July 2006 - 170bhp. The cars come with either five or six-speed manuals and an excellent semi-automatic system called DSG. It lets you choose between manual and automatic, but is different from other similar 'boxes, as the gear you are about to select up to is already engaged for a near seamless change. It's simple and easy to use. The 200bhp 2.0-litre GTi and 240bhp V6-powered Golf R32 are covered in separate reviews.

Comfortable, assured, predictable. The faster diesel engines can overpower the steering in the wet, but otherwise, Golf is an easy car to drive on all types of road. The suspension uses a similar system to Ford's Focus. That basically means it's well controlled over most road surfaces. Gearchanges are quick and precise, the steering is light at low speeds (though weights up for quicker driving) and it feels nimble in town.

Boot space is generous and larger than before. It's more than capable with coping with everyday family life. Cupholders in all models and plenty of handy, well-thought-out storage space front and rear. A 'storage pack' is available too, with a flip-down sunglasses pouch, cupholder and bottle opener.

Golf is the first VW to achieve a top five-star Euro NCAP crash test result. In addition, every car has twin front airbags passenger, driver and front passenger side airbags, head airbag system for front and rear passengers, anti-whiplash protection, five three-point seatbelts and ISOFIX child-seat anchor points. All cars have an alarm, immobiliser and a stereo that's unique to the car, as well as a key that's difficult to copy.

Fuel economy is pretty good, especially on the 1.4 TSI and diesel models. The car works out when it needs to be serviced, so service intervals can be varied, depending on usage. Servicing costs themselves tend to be high in the VW dealer network due to high labour rates, though the costs of parts can be quite reasonable. Insurance starts at Group 4, which is good for this class of car; top models are in group 13.

A handful of minor teething problems, which have been cleared up under warranty. Aside from that, this Golf is proving to be very reliable.

Easy to find in car supermarkets, although the car may have been sourced from the continent and you may be limited in engine choice and specification. Incentives offered by VW sweeten the deal but aren't as generous as those offered by some other manufacturers offering similar-sized cars.

Not all engines were available from launch, so there's a more limited choice on 2004 models. Original engines are the 1.4, 1.6 and 2.0-litre petrol and 1.9-litre TDI, 2.0-litre SDI and 2.0-litre TDI diesels. 1.4-litre TSI engines with 140 and 170bhp arrived in summer 2006, as did the 2.0-litre TDI diesel with 170bp. The 4MOTION four-wheel-drive system arrived in 2005.

Buyers like to see a fully-stamped service book and prefer SE spec where available. The Golf is considered to be a cut-above hatches like the Focus and Astra and attracts a more aspirational buyer. Options like sat nav and leather upholstery will make you car more marketable to them.

Source: parkers

Volkswagen Golf Review

One of the pioneers in the small hatchback segment, the Volkswagen Golf has had a bit of a roller-coaster ride throughout its life. Debuting in Europe in 1974, it came to the U.S. a year later wearing the Rabbit nameplate. Ten years later and coinciding with a redesign, VW shifted the North American version to the official "Golf" name. But even that did not last. In 2006, after selling three generations of the Golf to American buyers, Volkswagen changed its mind again and renamed its economy car the Rabbit for the U.S. market.

Early Volkswagen Golf models were popular thanks to their solid, precise feel on the road and high-quality construction. Available as either a two-door or four-door hatchback, the Golf offered a lot of space for people and their things thanks to its boxy but efficient body style. There have also been several Golf variants. Beyond the basic but well-trimmed economy hatchback, VW offered both a convertible ("Cabriolet" and later "Cabrio") and a feisty, sport-tuned hatch that wore the GTI badge proudly.

Most Golfs produced through the '80s and '90s were powered by four-cylinder engines of either 1.8 or 2.0-liters displacement, though some diesel and V6 engines saw duty as well. Although respectable in terms of handling and performance, these Golfs couldn't hold a candle to less exciting, but more reliable and durable rivals from Japan when it came to long-term, trouble-free ownership.

More recent years have seen the Volkswagen Golf improve its reliability without losing its unique and enjoyable German-engineered feel behind the wheel. Although the small cars from Asia still sport superior track records for reliability, the Golf still merits consideration from driving enthusiasts shopping for a small, space-efficient economy car on the used market.

Most recent Volkswagen Golf

Introduced midway through the 1999 model year and sold up until mid-2006, the fourth-generation Golf sported clean lines, an impressive standard features roster and the availability of turbodiesel power -- a rarity in any segment, let alone the economy car sector. In keeping with tradition, three body styles were available: a two-door hatchback, a four-door hatchback and a convertible (sold as a separate model under the Cabrio name).

Enjoyable to drive thanks to its responsive chassis, this Golf also offered a variety of engines. The GTI could be had with a 2.8-liter six-cylinder "VR6" engine (a compact, narrow-angle V6, which made up to 200 horsepower) or a 1.8-liter turbocharged four-cylinder. The turbo four, or 1.8T, as it was called, made either 150 or 180 hp, depending on the year; the 150-horse version was available on the standard four-door Golf in 2000 and 2001. Known as the TDI, the Golf's diesel offering consisted of a 1.9-liter turbodiesel inline-4, initially rated for 90 hp and capable of returning nearly 50 mpg on the highway. Golf TDI models sold from 2004-'06 had an updated version of the 1.9-liter that delivered 100 hp. Late in the model run, the limited-edition, high-performance R32 was offered, sporting a 3.2-liter, 240-hp VR6, all-wheel drive and tasteful body accents; it was sold only as a 2004 model.

Most folks shopping the used Volkswagen Golf market within these years, however, will probably be looking at the volume-seller Golfs (the GL and GLS trim levels), most of which were powered by an outdated two-valves-per-cylinder 2.0-liter four-cylinder engine. With just 115 hp, compared to the 125- to 150-hp ratings of most peers, and below-average fuel mileage, this power plant offered the worst of both worlds. Buyers looking at '99 models should note that both third- and fourth-generation Golfs were sold that year. Horsepower is the same, but the engines in the new Golfs had an upgraded cylinder head design for better low-end response.

If possible, we suggest looking for a fourth-gen Golf with either the 1.9-liter TDI or the 1.8-liter turbo instead. Note that Golf TDIs are relatively easy to find on the used car market, while four-door Golf 1.8T models may be hard to come by because of their short, two-year run. If you want the turbocharged 1.8-liter engine, you're more likely to find it in the two-door GTI.

Generally, our editors found this Golf to be a likable vehicle to drive. Compared to other economy cars or hatchbacks of the time, the VW Golf stood out because of its long list of standard features, high-quality cabin materials and its generally fun-to-drive nature. Downsides included a high price when new (now largely negated by depreciation), the aforementioned 2.0-liter engine and mediocre reliability.

Past Volkswagen Golf models

The third generation of the VW Golf ran from 1993 to mid-1999 and sported a more cohesive design than past models, with monochromatic bumpers that blended into the body and a strong character line chiseled into the profile. The 115-hp 2.0-liter inline-4 was the volume engine, while the GTI offered the VR6, a narrow-angle 2.8-liter V6 that provided a thrilling 172 hp. Golf TDI models were offered intermittently during this generation, as VW had difficulty getting its 90-hp turbodiesel four-cylinder to meet U.S. emissions regulations. Although fun to drive, this generation of the Golf was notorious for spotty electrical problems. Notably, '93 Golfs can be hard to find, as a strike at the assembly plant limited sales to California and the New England states.

Spanning the years 1985-'92, the second generation of Volkswagen's Beetle replacement had a busier version of the previous Golf/Rabbit's basic styling. Power ranged from a 1.6-liter, 52-hp diesel to a 2.0-liter, 131-hp 16-valve inline-4 as seen in the GTI. Most Golfs from this era had a 1.8-liter four-cylinder. Initially, the 1.8-liter was listed at 85 hp, but it was later re-rated for 100. As this generation generally wasn't known for ultimate longevity, chances are slim of finding a choice example in the used car market.

Source: edmunds