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

2010 Volkswagen Touareg

The current Volkswagen Touareg is one of those inbetweens that never really panned out. It’s more premium than those in its direct class but it can’t compete with the likes of Audi, BMW, Porsche and Mercedes.

The new Touareg is due in 2010 and VW seems to have cleaned up the mid-size SUV.

First, it turned the SUV into a seven seat with increased efficiency by using more aluminum to lessen weight. The 2010 Touareg will come with a 208kW 3.2 liter V6 petrol, or gasoline, engine or a 257 kW 4.2 liter V8. Diesels are also on the table with either a 2.7 or 3.0 turbodiesel being offered. All are matched with a six speed automatic gearbox.

Additional details and images can be found at the original article. Our take? The Touareg seems intent on maintaining its inbetween spot between the true luxury SUVs and the less expensive competitors. Maybe VW's trying to carve a new niche? We don’t know…. The middle is not necessarily a good spot.

Source: automotive

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

Volkswagen Passat R36

It is hot on the heels of the Tuareg Golf R50 and R32 - a car rather than evo loved as a long-termer.

Like the small brother, the R36 is a V6 engine - only this one'sa larger 3.6 litre. It gives the Passat a healthy 296bhp coupled with 258lb ft of torque. Just push the lounge to 62 mph in 5.6sec with a little lardier succession to take a supplement of 0.2sec. Top speed is limited to 155 mph.

The VW caris six DSG gearbox and 4MOTION four-wheel drive to help save the big dose of power V6.

As the engine, transmission and R36 sneaky badges, you'll be able to decipher the high end of its regular Passat models in 20 mm lowest in the vehicle, has stepped up bumpers, blue and brake calipers rear double, and so on. The interior is usually the type of sport edition stuff - lining aluminum alloy pedals and "R" dials.

The show costs £30990. The same engine and transmission in place is available in more subtle style Passat CC, without R36 raciness outside, for £31120.

Source: evo

Vw Passat CC

With the new Passat CC, the German manufacturer is in the process of extending the range of this model car online. Although last week, we discovered that the car is now called simply CC Volkswagen reffers to the car as the Passat CC. The vehicle will be powered by two direct-injection gasoline engines and a turbo-diesel: petrol engines deliver 160 and 300 hp while the diesel engine of 140 hp will. With the engine of STI Passat CC becomes one of the most economical petrol engine in its class due to the average fuel consumption of 7.6 litres and the top speed of 213 km / h.

With more than 15 million cars built, the Passat and Passat Variant rank among the great success stories in automotive history. Volkswagen is now extending the range of this model car online by adding a third dimension: the Passat CC. Its design fully independent body, which has a sporty interior individual bucket seats in the rear, too, impressive powertrain systems and technological strengths worthy of the luxury class, blend to create a unique vehicle in the market segment Passat. The Passat CC is an elegant sedan and coupe momentum simultaneously. The concept and design of this new Volkswagen are in the process of defining, beyond the major new directions.

At its launch in Europe, 4.8 meters long Volkswagen will be offered with two direct-injection gasoline engines (V6 and STI) and a turbo-diesel (TDI). Gasoline engines output 118 kW/160 PS and 220 kW/300 hp, turbo-diesel developing 103 kW/140 PS and already complied with the Euro-5 emission standard that takes effect in the fall of 2009. At this power level, the Passat TDI CC consumes only 5.8 liters diesel and 213 km/h fast. Among the petrol engines the most economical in its class with an average fuel consumption of 7.6 litres per 100 km is 222 km/h fast Passat CC STI. The CC V6 Passat 4Motion is electronically limited to 250 km/h, its average fuel consumption is 10.1 litres. The standard equipment on the top V6 model: the new generation of 4Motion full-time all-wheel drive, as well as the new control system chassis adaptive and highly efficient DSG double-clutch transmission.

Just as innovative as the technology is the powertrain driver assistance systems of the Passat CC. Also introduced for the first time on a Volkswagen are "Lane Assist" keeping system tracks and new DCC adaptive control chassis. "Other high-end technology are the" Park Assist "assistant parking and "ACC automatic remote control" to "Assist Front" to reduce stopping distance.

Furthermore, the Passat CC is putting on a fascinating display of fireworks with other innovative solutions and detailed. Recently developed, for example, is an electrically operated vent panoramic sunroof. The transparent roof is 750 mm long and 1120 mm wide. This means that it covers the entire front section to the B pillars. In this case, the cross beam above the windshield is also black. Electrical power "Panorama sunroof vent" can be rotated upwards by 40 millimetres.

These include small details that have a huge impact. Unique such as the guidance system for the side windows in the doors shut framework, which does not offer any surfaces for the wind to catch hold. Extremely efficient, the climate is a function of control for car seats (seat active climate). Until now, this feature was reserved for the comfort luxury sedan Phaeton. In the summer months, the seat climate provides significantly improved comfort on long drives. Also new is the whole system of climate control (Climatronic) of the Passat CC, whose display is now integrated with the display of radio and navigation systems. There is also a new layout and design of instruments chrome bezels. Similar to the Phaeton, the instrument for marking and the numbers are not illuminated in blue, they are rather in a burst of white light. Cars sport: When the contact is the instrument started all pointers pawn briefly to their maximum positions.

Also newly developed is the "Media-In" multimedia socket. The USB interface can be used to integrate the iPod and many other current MP3 and DVD players in the audio system installed on the Passat CC. The USB port is located in the glove box. The monitoring is done by the CC Passat's radio or radionavigation system. Title of the information is also displayed on the screen.

The Passat CC - which is intentionally offered in a single luxurious variant - is positioned in the range of premiums ecological car. Its standard features include extensive 17-inch alloy wheels ( "Phoenix" type) with size 235 tires, chrome accents (inside and outside), four seats ergonomic sport (person sitting at the rear of the system), a new three-spoke leather steering wheel design, climate control, electronic stabilization program ESP and the automatic headlamps.

Volkswagen Tiguan is the Best SUV

Europe toughest jury has made its choice. This year, the coveted trophy Auto 1 in the category of "Off-Roaders SUV and" goes to the Volkswagen Tiguan. More than 40 million readers of the Auto Bild Group, as well as trade experts were called in the past few months, in order to choose the best vehicles among 74 new models. Last night, Dr Ulrich Hackenberg, Volkswagen member of the Executive Committee for Development, has accepted this prestigious award at the 78 th Geneva Motor Show.

"This award is the culmination of a series of international successes for Tiguan since its launch on the market. The Tiguan represents an important element in Volkswagen's global growth strategy. I view this trophy, and not least, as confirmation that we are on track with our products, "said Dr Ulrich Hackenberg front of an audience of more than 500 people at Halle de La Sécheron.

The granting of the 17th "Auto 1 of Europe" award was preceded by an unparalleled voting process. Firstly, some 40 million readers of 26 European issues Auto Bild voted for their nationals respective winners. switzerland The vote, for its part, gave clear preference to the Tiguan. Readers were also asked to name their favorites in six different categories of vehicles. The three cars in the best position in each category were then put through their paces at the test site near Rome to determine the winner in each class. At this stage of the competition, the jury was composed of race-car drivers, technicians and editors . Tiguan won the contest on points, significantly outperformed the competition.

It was only the latest in a long series of successes for Tiguan. In November 2007, the Volkswagen SUV was awarded the "Auto Trophy" after receiving the "Golden Steering Wheel" prices only a few weeks earlier.
Source: 4wheelsblog

2009 Volkswagen Tiguan Summary

Apparently, the German car manufacturer has come to the handful Tiguan concocted for his companion to the junior size Touareg after giving readers of the popular magazine automobile to choose from among four choices (to be honest, the other three names have never worked).

The Tiguan might be new to the VW range, but the Passat sedan platform-based expansion of vehicle joined the list of cars height of all sizes that offer all-wheel drive for sure-footed in all weather travel.

Volkswagen designers have done themselves proud style Tiguan his body. The nose has a chrome grille (I love that brightwork is back on autos nowadays) and the bulging flanks convey a sense of stability and four-season competence. The Tiguan is much less slab-sided as the largest and most conservative shaped Touareg sport. Size-wise, the Tiguan is a little longer than a Kia Sportage, but nearly nine inches shorter than the new-for-2008 Nissan Rogue. However, the Tiguan's 5.5-foot height bests Rogue per inch.

Equally strong is looking inside, which could easily pass as being from the workshop of BMW design, bearing in mind the high-end type dashboard, seats adapted cleanly and premium carpeting.

Rear passengers will enjoy six inches of fore / aft travel and the 60/40 split reclining seats back. For more cargo space, the rear seat back and the front passenger bucket, can be flat. The space is made even more generous because of the extra-low load floor.

While European buyers can purchase a more robust version of the Tiguan, surcharge on the ground and a 168-horsepower 1.4-liter "Twincharger" (a supercharger operating in combination with a turbocharged) engine, the North American customers will be offered if the "Sport & Style" version set up to use more civilized and sports 200 horsepower 2.0-liter turbocharged four-cylinder connected to a six-speed manual or optional six-speed automatic.

The plan is to replace the automatic transmission after the first year with a six-speed direct-shift box (DSG), which works like a manual transmission (but without the need for a clutch pedal) with an automatic mode. The DSG can electronically shift gears in about eight thousandths of a second and to do a more accurate a traditional manual system operated by the driver. The result is improved fuel economy and a vehicle that spends more time in hunting gear for them.

Also coming this way will be a clean-burning 2.0-liter "Bluetec" turbo-diesel option that is similar to what is offered in the Rabbit and Jetta car models.

Exact basic content has not yet been announced, but it is known that three trim levels are offered with the usual air conditioning, cruise control, CD-equipped stereo, power-operated windows, door locks and outside mirrors , 16-inch wheels and six standard airbags.

With VW's 4Motion all-wheel-drive configuration, the list of options include rear-seat side airbags, a premium 300-watt audio package, touch-screen navigation system, rear-view mirrors help park, the size of oversized wheels and a roof.

Although the Tiguan is considered a bit slow off the mark arrival in the compact car category, its many virtues, including a modest base price of $ 22500, will appeal to all those who want to share their biggest ute for a sport more modest and fuel-efficient product which manages to provide a reasonable degree of prestige and performance.

Source: commercialappeal

2008 Volkswagen Jetta 2.5 SE

VW Jetta is a great car. It's small car. It seems when people think about compacts, the Honda Civic, Toyota Corolla and Ford Focus immediately come to mind. So, too, should the Jetta, if for no other reason than it sports one of the best chassis when compared with its heavy-hitting competition. The ride is the best we've encountered in this class, and it is smooth, both on the expressway and in the city. It's a confident handler, too. Steering is direct with a nice weight to it, and the car is surefooted around corners with an acceptable amount of roll.

The interior sets the standard, too, with great build quality and nice materials throughout. The Japanese competition just doesn't hold a candle to it.

We're not entirely thrilled about the inline - five, however. Throttle response is poor, and power is rather disappointing. Stand on the gas pedal and not all that much happens, even at the power peak. Overall, it's a coarse engine that only gingerly pulls you along. Thankfully, the manual gearbox is slick and a joy to use, making getting to the power a bit more satisfying.

New Volkswagen Jetta with a better engine, this would be the cream of the small - car crop.

Source: autoweek.com

Volkswagen Tiguan R Line

After last year at the Essen Motor Show Volkswagen revealed its R Line range for Golf, Passat, Touran and Touareg this year the German automaker will reveal the R Line for its newest model, the Tiguan. The R Line allows VW customers to equip their cars with a sporty interior and exterior this being independanly from what engine the car has. More informations will soon be available after the Essen Motor Show will start this Friday.

Source: 4wheelsblog

Sporty VW Beetle

Volkswagen is planning the next generation of the New Beetle including a Roadster version in 2012 despite recent reports that it is planning to end production of the model, Germany's Auto-motor-sport magazine reports.

The New Beetle, a retro-style version of the original Beetle "people's car" that was last produced in Germany in 1978, has been criticised as too expensive and lacking appeal.

A roadster version of the New Beetle would replace the closed Volkswagen Beetle version and convertible in 2012, the magazine reports quoting company sources.

A Volkswagen spokesperson however described the report as "speculation".

The new model is based on the two-seater "Ragster" concept VW presented at the Detroit Motor Show in 2005, displaying a lowered roofline, 19-inch wheels and a canvas top that can be lowered at the press of a button, auto-motor-sport said.

The roadster would be powered by a 3.2-litre V6 engine with an output of 206kW. It would be fitted with start-stop automatic and brake-regeneration technology to conserve fuel, according to the report.

The magazine also reports that VW in turn was mulling plans to end production of the Eos convertible that is fitted with a foldable steel roof. A VW spokesperson refused to comment.

Source: wheels24

2009 Volkswagen Scirocco Preview

When VW first lifted the covers off the Iroc concept at last year’s Paris Motor Show our first thoughts was here is a car that would look stunning just the way it was. Unfortunately VW’s new CEO Martin Winterkorn didn’t agree and he subsequently sent designers back to the drawing boards to revise the final styling, which also had the unwanted effect of pushing the new Scirocco’s release date into the second half of next year.

As this latest rendering suggests, the new car loses the aggressive front end styling of the concept and instead sports a divided grille with a single bar at the top and larger intakes beneath. The overall proportions remain much the same but the production version loses the sculpted flanks and picks up shaper lines around the glasshouse.

Production will start at VW’s Portugal plant early next year alongside its cousin, the Eos convertible. Since both cars share the same basic underpinnings it’s thought VW may add a drop-top version of the Scirocco complete with a folding metal roof.

The engine lineup will kick off with VW’s brilliant 1.4L twin-charger and top out with the Golf R32’s torquey 3.2L V6 engine. Both FWD and AWD models will be on offer, including a new GTI version with VW’s latest 2.0L turbo engine and FSI technology. This new engine, which will also be appearing in the Mark VI Golf GTI, will develop around 230hp and will be available with the six-speed DSG gearbox.

Source: motorauthority

New Volkswagen Fox Edition

Only 3.82 metres in length, Volkswagen’s city specialist will now hit the roads in a version with a particularly attractive fittings package. Available immediately, the Fox “Fresh” is priced from € 10,575.

The extensive package for the Fox “Fresh” includes exterior fittings such as bumpers in the vehicle colour and 185/60 R14 tyres (for petrol-engine versions). Interior features include high-quality, high-comfort details such as special seat covers in Charcoal-Grey/Ice Blue “Fresh” design and an RCD 200 radio system with an MP3 player function.

The vehicle’s rear bench is truly versatile, given that it can be shifted back and forward, the backrest folded down, the entire bench folded away and even symmetrically split. The range of practical standard features in this special model also includes the “Easy Entry” system and power steering in a steering column which is adjustable both up and down as well as back and forward. The Fox “Fresh” is available in two petrol-engine versions (a 40 kW / 55 PS or a 55 kW / 75 PS engine) and a diesel version (51 kW / 70 PS).

What’s more, the Volkswagen Bank offers buyers attractive financing options. With an effective interest rate per annum of only 2.9 per cent, the Fox “Fresh” 1.2 l, for example, is available at a cost of monthly instalments of € 99.00 euro*. This sum covers third-party and comprehensive insurance, warranty-extension insurance and a free inspection package.

Source: 4wheelsblog.com

Volkswagen Tiguan tests

The new Volkswagen Tiguan has been awarded a maximum five star rating for occupant protection by Euro NCAP ahead of its launch in the UK next year. In addition the European New Car Assessment Programme (Euro NCAP) awarded the Tiguan four stars for child safety and two stars for pedestrian protection.

The new Tiguan benefits from an extremely rigid body structure to afford as much protection as possible for the passenger safety cell. Constructed out of high tensile steel the Tiguan features panels designed to deform in the event of the accident to soak up the energy of an impact. Despite the keen focus on the strength of the Tiguan, Volkswagen engineers also reduced the potential mass of the chassis to bring the overall kerb weight of the vehicle to as little as 1,451 kg.

Even before its market introduction on 9th November of this year, the European consumer protection organisation Euro NCAP (European New Car Assessment Programme) tested the safety of the Tiguan and the results are first class. With this result, the Tiguan continues the good tradition established by the Golf, Touran, Passat and Touareg in the past.

When judging a vehicle, the Euro NCAP evaluates three areas of safety: passenger protection, child safety and pedestrian safety. The Tiguan earned five stars for passenger protection, four stars for child safety and two stars for pedestrian protection to lead the overall evaluation in its class.

The reasons for the high safety potential of the new Tiguan are the body structure with great rigidity (sturdy passenger cell), energy-absorbing deformation zones all around and a protection system fine-tuned to these characteristics. A design with light-weight, profile-intensive construction using form-hardened, highest-strength sheet steel was chosen for the Tiguan. The shell construction of the steel body also offers the occupants optimal protection under crash conditions. But the numerous driver-assistance systems including ABS, ESP with brake assist, TCS, EDL with trailer stabilisation and EBC also contribute to the outstanding safety.

Inside, the carefully matched interplay of body and restraint systems ensures that passenger impact is kept to a minimum in the event of an accident. Three-point retractable seat belts are standard for all seats. Belt force limiters to reduce impact to the chest are integrated into both front seats and the two outer rear seats. Furthermore, electronically activated belt tensioners in front insure the optimal exploitation of the available safety zone. The front airbags in combination with the belt restraint system provide an optimal protection for the driver and front passenger during a frontal collision. The completely newly developed front seats and head restraints are designed especially to provide extensive protection from cervical spine injuries during a rear collision. Child safety is rounded out by standard Isofix anchorage for the rear seats. Standard curtain airbags and side airbags integrated in the seat backrests add to the all-round safety of the Tiguan.

In addition to triggering the protective restraint systems, the belt tensioners and the airbags, the Tiguan’s airbag trigger system communicates with other control units: in the event of an accident, the hazard warning lights are activated, locked doors are unlocked, the interior lights are switched on and the fuel pump is switched off.

But pedestrian protection played a major role in the development of the Tiguan from the very beginning. All the relevant parts of the vehicle’s front were designed with the pedestrian in mind, and the inner sheet metal structure of the bonnet in particular was optimised for pedestrian protection. Thus, for example, a specially designed foam body has been fitted behind the bumper cover. Together with an additional cross member, it should reduce the severity of leg injuries.

Source: Volkswagen

VW Tiguan Review

If you're going to show up late to the party, you'd better at least bring something worth waiting for. A decade or so after Toyota and Honda arrived on the scene with their appealing car-based compact SUVs, Volkswagen has finally arrived with its homemade treat in hand, the 2008 Tiguan. But if you're thinking, "Yeah, the world really needs a re-bodied and lifted Golf," then guess again.

It's true the Tiguan shares a fair chunk of its mechanical bits with the current Golf (er... Rabbit), but while the overall look is unmistakably Volkswagen, nothing about it says "Golf." Instead, it looks every bit like a junior Touareg. It feels like it too; the interior is trademark VW, with high-quality surfaces everywhere. Well, just about everywhere - the center stack is finished in a faux-titanium silver, painted over smooth plastic, that not only doesn't match the genuine metal door handles, but also looks borrowed from any entry-level Asian car. It's the one dark spot in an otherwise brilliant cabin.

The cabin is ideally suited to adventure pursuits. Useful details like an air-conditioned glovebox, overhead storage binnacles, sliding storage bins under the front seats, one-liter bottle holders in the front door pockets, and even aircraft-style picnic trays on the front seatbacks are what we expect from the thoughtful Germans, and the Tiguan delivers them. The optional navigation system is an entirely new unit for Tiguan and features touch-screen inputs and 3D viewpoints; the seriously trail-ready models includes off-road navigation functions that stores up to 500 waypoints.

Thanks to the tall roofline and extended greenhouse that define the Tiguan as a mini-ute instead of a jacked-up hatchback, interior space and versatility are exceptional. The rear hatch is deep if not long, but the 60:40 split rear seats slide forward a full six inches to enlarge the cargo hold. That's not their only trick either; they also offer twenty-three degrees of vertical adjustment. Unlike the Golf, the VW Tiguan perches its driver and passengers high, offering superb visibility in all from any seat. But the best view of all may be the one through the massive panoramic moonroof, four times as large as a standard sunroof.

Volkswagen will offer three distinct option packages (Trend & Fun, Sport & Style, and Track & Field) in Europe with a variety of gas and diesel engines, all of which will feature forced induction of one sort or another. When the Tiguan arrives in the States next spring, it will be powered by the familiar 200-horsepower 2.0-liter turbo that moves the GTI. VW will offer front-wheel-drive versions with a choice of six-speed transmissions, either manual or automatic, but 4Motion all-wheel-drive variants will get only the autobox. We get to skip the cutesy package names, though; instead we'll get a standard-level S model (similar to Trend & Fun) and an upgraded SE (very much like Sport & Style). And we won't get the Track & Field model at all, with its unique front bumper that allows a 28-degree approach angle and one-touch off-road button for optimal maneuverability.

We sampled a European-market Trend & Fun with 4Motion and a manual transmission, powered by the 1.4-liter TSI engine. By pairing a supercharger with a turbocharger, the little sixteen-valver makes the power and torque of a much bigger motor, putting out 150 horses and 200 lb-ft of torque. But like so much else on our Tiguan tester, it won't be coming to our shores, either. Despite the not-for-this-market powertrain combination, we still got a good sense of what this little trucklet is all about.

The solidity of the Tiguan's body structure is apparent within the first few kilometers. It's tight and quiet and has a Teutonic heft that you feel through the seats and steering wheel and brake pedal. The suspension strikes a nice balance between ride and handling for a vehicle like this; it leans far less in corners than its competitors and yet feels confident, even sophisticated, on the rough stuff. In the countryside skirting Budapest, the Tiguan tackled winding forest roads with the poise of a small sports sedan, understeering mildly when the line sharpened, but falling back in step at the mere release of the throttle. On the bumpy brick and stone streets in the heart of this old Eastern Bloc city, the large-diameter tires easily absorbed small bumps.

Thanks to the generous amount of travel offered by its off-road suspension, bigger bumps, like hopping curbs to escape the insanity of local bus drivers (they actually bumped and dented one of our colleagues' cars when he couldn't get out of the dedicated bus lane in time) are barely felt. The electromechanical steering system manages such unexpected shocks, preventing the steering wheel from snapping the driver's wrist in such conditions. The system is well weighted and combines natural loading at road speeds with low effort at parking speeds. The only drawback is a slightly "lost" sensation on-center.

All models get the same four-wheel-disc brakes regardless of engine, with ABS and ESP standard. The 12.3-inch ventilated front discs are ample for both on-road duty and the gruel of trail riding. The rear rotors are solid but equally sufficient at 11.3 inches in diameter. The pedal is free of any ambiguity, offering an accurate report of what's happening at the corners. Real off-roaders may begrudge the electric parking brake, but the absence of a large conventional handbrake between the seats is a welcome change.

The 4Motion system uses a Haldex center clutch integrated into the rear axle assembly to split torque between the front and rear as traction demands. Under normal conditions 90 percent of the torque goes to the front, but nearly all of it can be shifted to the back if the front loses grip. VW Tiguan will easily clear several inches of snow and has seamless all-weather traction - which is, after all, as much as most mini-ute drivers demand anyway. And though we won't get the true off-road package, VW's baby-Touraeg is more capable than it needs to be for most buyers in this segment.

VW has not yet announced pricing, but it will certainly play a major role in the Tiguan's success in North America. In Europe, its base price is 26,700 Euros, which positions it against other premium soft-roaders like Land Rover's Freelander/LR2 and BMW's X3. Here, it will have to play with the likes of the CR-V and RAV4. Volkswagen will surely draw a premium for it, but by how much remains unsure.

Whatever its final price, the Tiguan promises to offer something unique in an established segment. Perhaps because of Volkswagen's ability to appeal to younger, cooler types, the Tiguan may find the kind of hipster buyers that marketing wonks fantasize about in their brochures and commercials. Never mind the small utility party is well under way; VW seems to understand that sometimes it's better to be fashionably late than promptly dull.

Source: motivemag

VW Scirocco

I think this one looks pretty close. Maybe a bit too low to the ground for a production car.

VW had announced earlier this year they would not import the next Scirocco to the US.
Being afraid of it competing with the GTI. But I have also heard since about US dealers complaining about this bonehead decision.

So we might get it after all.

I really like the 2 door wagon look. Chevy was supposed to have a Solstice based Nomad by now. A similar idea.
I guess they gave up on that one....

Source: thehollywoodextra

VW Tiguan in Frankfurt Motor Show

Here are some live impressions of the VW Tiguan from the Frankfurt Motor Show.

The Tiguan, which will go on sale early next year, will initially be equipped with either a 140 HP two-liter TDI or a 150 HP 1.4-liter TSI, with larger engines to follow. There will be three models available -- S, SE and Sport all of which will offer 4MOTION all-wheel-drive.

V-Dub is quick to point out that the Tiguan should be able to hold its own both on-road and off, citing an 18-degree angle of approach on standard models, or an optional front-end that allows for 28-degrees of cambered madness. Along with the additional off-road competence, buyers opting for the heavier-duty package get underbody cladding, a radiator protector, hill descent control and a compass.

Source: germancarblog

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