First Drive: 2011 Volkswagen Touareg lightens up while getting serious

2011 Volkswagen Touareg – Click above for high-res image gallery

The outgoing Volkswagen Touareg range has always lived on the wrong side of the tracks in America. It was a big, expensive Volkswagen. Notice that we can't just say it was a big, expensive vehicle, because those adjectives are almost as much the norm as anything else – we must qualify those descriptors with the word "Volkswagen." And we can't help but think that's part of the reason this go-almost-anywhere SUV never really made a splash anywhere in the U.S. except in puddles.



The new 2011 Touareg is roomier, more powerful, more efficient and lighter. Much lighter. That's how we like our VWs. And now it comes in hybrid form. We spent a few hours in one to see what a Touareg reset looks like. Our first impressions: So good, this is what the first Touareg should have been like. Follow the jump for the story.
Car buying is a little different in Europe than it is in America. Consumers take home an order sheet and lovingly choose each option, then submit it to a dealer and wait for weeks for their car to be built. In America, we show up at a dealer lot and expect to get the ride we want right now.

This is one of the reasons that the current Touareg endured a stiff sales climate. With something like 170 build combinations, potential buyers had lottery-like chances of finding the one they wanted on any given day. Play around with the configurator on the VW site and you'll see that even wheel choices will change your interior option selections.

Of course, there has also been the matter of price. Touaregs aren't cheap – again, "for Volkswagens." A 2010 Touareg V6 FSI starts at $40,850, the V6 TDI diesel at $44,350. Add the technology package to the cheaper model to get DVD navigation and you are at $46,850. From there, $50,000 is just a whisper away. VW said buyers were cross shopping the GMC Acadia, and it maxes out at about $47,000 if you throw everything possible at the top-of-the-line SLT2, a vehicle that may be less capable off-road, but it's also significantly larger than the Touareg and seats eight. The Acura MDX is priced similarly to the VW, is a seven-seater and gets about the same miles per gallon... but it has a bit more aspirational clout.



And, of course, there was also the size and the avoirdupois. It isn't small, especially for a dedicated five-seater, and while the Touareg's 4XMOTION air suspension setup could get you just about anywhere – as an eye-opening trip to Moab showed us a couple of years ago – you paid for it in heft and a heavy tiller. As you might have reasonably surmised, folks also shopping Acadias and MDXs aren't usually trying to conquer Hell's Revenge – they wanted to get to the cabin or the after-school sports practice or grandma's house in one piece and a little bit of style. And they don't want to scratch their Galapagos paint while doing it.

When it comes to the raw truths presented by numbers, while 500,000 Touareg and Touareg2 models were sold worldwide, Americans didn't make a good showing as part of that total.

In true Men in Black style, though, you can wipe those memories clean. The old Touareg is gone, and the new one is nothing like it. No, really, nothing. When we asked what was new, we were told "Everything." When we asked for clarification, just to make sure we understood, David Sweet, the general manager for marketing in the U.S., said "It's an entirely new vehicle." Silently, we were sure he added, "What part of the word 'everything' didn't you understand?"

Along with that, the new Touareg's attitude changes more than the vehicle, at least as far as the U.S. is concerned. We don't get most of the high-tech features in this new SUV. A sample of blacked out menu options includes:

• Dynamic Light Assist: camera-based continuous main beam headlight "sees" oncoming traffic and selectively dims and adjusts the direction of each main beam headlight to prevent other drivers, oncoming and in the same direction, from suffering glare. U.S. regulations don't allow the technology.
• Side Assist: a blind-spot warning system that also detects the closing speed of cars approaching you. Not coming because it's expensive and was developed for higher, Autobahn-like closing speeds, not American highways.
• Lane Assist: takes note of the lane you're in, and if you begin to stray sends a mild vibration through the steering wheel. Deemed not cost-effective for American buyers.
• Start/stop on the non-hybrid Touaregs: the tech doesn't count toward the EPA cycle, so VW didn't think it fair to charge for something that has no benefit they could point to on paper.
• Cross Traffic view camera: lets the driver see 90 degrees to the left and right at points located at the very front and rear of the Touareg – i.e. "around the corner." Felt to be more suited to pulling out into narrow European lanes than American driving situations.
• 334-horsepower, 599 pound-feet V8 TDI that replaces the V10 TDI. We get the V6 FSI, V6 TDI and Hybrid.
• 4XMotion: the full-fat four-wheel-drive system with air suspension has been replaced by VW's Torsen limited-slip differential called 4Motion which is lighter and less expensive. It also can't take you as many places as the 4XMotion, but VW realized no one in the U.S. was using their Touaregs as Unimogs.
• Automatic Cruise Control: the same kind of system filtering its way through all kinds of luxury cars, this version works even in stop-and-go traffic. Again, cost is the problem.

So what's left? A lighter, nicer, curvier and comparatively less expensive SUV that, frankly, is what the Touareg should have been the first time around.

We know we've discussed the size thing, so we'll admit right now that the new Touareg is larger. It gets about an inch-and-a-half longer and a half-inch wider, with the front track increased just a hair and the rear track growing by about half an inch as well. It sits a half-inch lower, the lowest SUV in the class other than its sister, the new Porsche Cayenne.



The additional size outside and the 1.5-inch longer wheelbase translates into more roominess inside, with anywhere from 1.75 inches to 2.7 inches more elbow, shoulder and knee room. There is more room for cargo as well, something the previous Touareg didn't exactly lack.

Volkswagen has pulled off this enlargement the right way, though. The new Touareg is about 400 pounds lighter than the last, due to the use of aluminum and high-strength steel, tailored blanks and lighter sound insulation. And yes, that includes the Hybrid. Serious weight loss came from the 4Motion Torsion limited-slip diff setup replacing the 4XMotion air suspension and center and rear differentials. In a case of VW designing a vehicle to be used the way people actually drive it, the hardcore 4XMotion can be ordered as part of a Terrain Tech package, but the 4Motion system alone is left to handle the speed bumps and gravel access roads the average Touareg will find its greatest challenge.

Making sure you'll never be left out in the cold, though, the 4MOTION system has electronic differential locks at all four wheels, 31 degrees of climbing angle and an off-road driving program that tunes the ABS, EDS and ASR for off-road duty, activates Hill Descent Assist and adjusts the automatic gearshift points.



Should you need more – and should you not live in American, as VW has clarified that we won't get it – the Terrain Tech package uses a familiar rotary switch to set the system to one of five levels: on-road; off-road, which adds automatic control of the mechanical locks; low, which adds reduced gearing, higher shift points and no automatic upshift in manual mode; a fourth mode that locks the center diff; and a fifth mode that locks the rear diff.

The curb weight of the European Touareg V6 FSI is 4,477 pounds, quite a drop from the portly 5,086 pounds of the outgoing U.S. model. Ours has a bit more standard equipment and so has a higher base curb weight, but the loss is clearly there and dramatic. The Euro V6 TDI is 4,618 pounds, and the Hybrid is 4,928 pounds.

In the looks department, we feel that this new Touareg is also hugely superior to the outgoing model. We enjoyed the previous Touareg even as we had no problem admitting it appeared to have been squeezed out of a tube. This Touareg has replaced mere brawn with curves and shoulders and scallops, so even though it's bigger, it looks smaller, sleeker and vastly more sporty. The body-colored panels and shaped, integrated exhaust tips only add to the complete picture.

We do think the facial treatment could have been given a special detail or two – something more prominent than the headlights and U-shaped line of LEDs, that is – instead of having an enlarged version of the New Corporate VW front. But that's just us. Ultimately, no matter how you take it in, the new Touareg looks like one would expect a VW SUV to look.



Perhaps the designers saved those curves no longer needed up front for the interior. It is convex and concave all over and truly nicer, with cross-stitching accenting the new hills and valleys. The redesigned front seats are comfy going the distance, the transmission tunnel has been reshaped to provide more legroom and the center console moved forward to provide more support. Ensconced on the new back bench with the front seats placed where we had plenty of room, there remained more than two inches between our legs and the front seats. The back bench also slides six inches fore-and-aft and reclines a few degrees.

The 6.5-inch touchscreen DVD system, which will be standard in the U.S., is easy to navigate and has a 3-D view with major landmarks built in. A 60-GB hard drive has 18 GB set aside for you to download your media. It works in conjunction with the seven-inch, 15:9 aspect ratio multifunction display in the dash, between the gauges. Color and brightness for both screens was excellent in every light condition we encountered.



In fact, the new Touareg is replete with premium touches like an electronic parking brake, an electronic engine oil level display that replaces the dipstick, a start-stop button on the keyless entry model and a key that can be turned right or left to start the car on all models, an electronic tailgate that can be programmed to open to a preset height (to avoid scraping in low-hanging garages), ambiance lighting in the footwells and doors, four Area View cameras that provide a 360-degree view around the car, a panorama sunroof, park distance control (PDC), and the aforementioned bi-xenon headlights with LED daytime running lights.

Yet the full story isn't all "more" with this car, "less" and "fewer" play parts as well and not just concerning weight. There will be fewer option choices. On the V6 FSI and TDI there are three build choices. Base includes bi-xenon and LED driving lights, 18-inch wheels, DVD navigation and rearview camera, and 12-way power driver and passenger seats. The next level adds Vienna Leather, memory seats, the panoramic sunroof, wood trim and 19-inch wheels. The top of the peak model throws in the 12-speaker, 620-watt Dynaudio system; PDC; Smart Key; heated rear seats and steering wheel and 20-inch wheels. The Hybrid will be available only in that top trim level, albeit riding on 19-inch wheels wearing all-season low-resistance tires. Throw in the Terrain and Tow packages, and Volkswagen has reduced build options from more than 170 to about 20.

The first of those options, and the one that will surely be the least expensive when VW announces pricing, is the V6 FSI. More efficient than the current Touareg2 V6 FSI, the direct-injection lump will have 275 horsepower and 265 pound-feet. The one above that will be the BlueMotion V6 TDI, a common-rail turbodiesel with 236 hp and 405 pound-feet that comes on from 2,000 rpm. They both do the 0-to-62-mph run in 7.8 seconds.



In Europe, those engines will get Stop-Start, but we won't. We will, however, get the eight-speed automatic transmission that is now standard throughout the range. The gearbox, which shifts faster than the current six-speeder and has a 20-percent larger spread, uses the top two gears as long-distance fuel-consumption-reducing ratios. At 80 mph the tach rests at just 2,200 rpm. Volkswagen hasn't released EPA cycle numbers yet, but you can expect something better than the 14 city/20 highway miles per gallon of the VR6 FSI and 18/25 of the current V6 TDI models.

It is the Hybrid that gets the marquee space, though. It mates a supercharged, direct-injection V6 TSI with 333 horsepower and 324 lb-ft of torque to a Hybrid Module powered by a nickel metal-hydride battery pack in what would be the spare wheel recess under the cargo area. The 288-volt battery pack with 240 individual cells has a peak output of 38 kW. It can propel the Touareg on electric power alone for about a 1.5 miles at speeds up to 32 mph. Stomp on the gas from a standstill and you get to 62 in 6.5 seconds because the combined power numbers jump to 375 hp and 428 lb.-ft.

The heart of the parallel hybrid system is the 121-pound, 15-inch wide circular Hybrid Module, which has a 47-hp electric motor and a disengagement clutch. Essentially what it does is act to engage or disengage the ICE and electric motor from each other or the drivetrain. As in every other hybrid, you can have just the V6 in use or just electricity or both, but by being able to disengage the electric motor completely, VW has kept the Touareg's off-road and towing performance. The 7,500-pound towing capacity – more than a GMC Sierra Hybrid and the same for all versions of the Touareg – wouldn't be possible if you couldn't set the electric motor entirely aside.



Speaking of which, that is what also enables the Touareg to "sail." When the engine isn't needed to help move the vehicle, it is disengaged from the transmission. When you are coasting down a hill, for instance, the disengagement clutch in the Hybrid Module unhooks the V6, the engine is shut off and the tachometer falls to zero. You notice you coast a lot further as well because there's no engine torque to drag on the driveline. This "sailing" can be done up to 100 mph.

How do they go? Don't let the 7.8-second time and the gap between the traditional and Hybrid version throw you off – none of them are slow and even the base engine, the V6 FSI, delivers fine motoring pleasure. Sure, it doesn't bolt from the line like the Hybrid, but on the move, its pickup, aided by the quick-shifting and additional cogs of the eight-speed automatic, never let a driver down. The diesel is a bit more peppy, but it is the Hybrid that gets moving most quickly when you sound the klaxon.

With the loss of the air suspension – which is tied to the 4XMotion and so won't be on any Touareg without the Terrain Tech package – road feel returns to the level of a middle-premium SUV. Cornering isn't table flat, potholes knock a bit louder, and bad roads make a bit more fuss, but it is all still premium. The engineers have done a good job letting you feel the loss of that 500 pounds, though – the cargo-ship stolidity of the current model is gone, replaced by a more capable, more nimble vehicle that offers more of everything all around. The new Touareg will show itself well when cross-shopped with VW's target competition.



The Hybrid's features like stop-start and coasting were superb. As you brake to stop for a light, the engine shuts down and you roll to a stop on electric power. All systems are maintained, so power steering, brake boosting and the like remain on call. When you take your foot off the brake to pull away, you can roll away on electric power alone if you don't ask for a lot of gumption. If you need to get going right now, peak electric power comes in to move the car the first meter while the ICE comes on, silently, and spools up to take over on-the-go. It exhibits all the refinement you could eve want in such a system, on top of which you can do the off-road thing and pull an enormous trailer.

If Volkswagen prices the Touareg right when it hits the market later this year – and the officials in attendance gave every indication that pricing is a tied-for-first priority – then they won't need to worry about selling just 500,000 of these new Touaregs over its product life cycle. Provided VW can right the Touareg's troubled reliability legacy with this new model, we expect more Yankees will show up for this party and wouldn't even be surprised if enough showed up to request an American-sized slice of the sales pie.
source by autoblog

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2009 Volkswagen CC Sport is a mid-size segment buster

 

2009 Volkswagen CC Sport – Click above for high-res image gallery

We still cringe upon hearing marketing types utter the phrase "four-door coupe." It's inherently a lie, a scam. Who are they trying to fool? It's not a four-door coupe, it's a sedan with a sloping roof – generally one that's missing a middle rear-seat. And there's nothing wrong with that. But, just like automakers the world 'round bend over backwards corrupting the language to avoid calling a

station wagon anything but a station wagon (Sportback, Avant, Sportcombi, etc.), the oxymoronic four-door coupe appears to be here to stay. Where's George Carlin when you need him? With that rant out of the way, the 2009 Volkswagen CC is the best four-door coupe we've ever driven – at least this side of a Mercedes-Benz CLS63 AMG, which is three times the price.
Good looking isn't even the right word for VW's rebodied Passat. Handsome, exquisite, sharp, revolutionary and awesome all spring to mind. But, let's just settle on two: segment busting. Not only that, but the CC renders the current Passat about as desirable as a late-model Ford Five Hundred. Which is to say, not at all. In fact, with the exception of third rear-seat, we can't think of a single reason to choose a Passat over the CC. Not one.



Price? You want to argue price? Okay – the Passat starts at $28,300. The CC? $27,100. And the CC gets better gas mileage, too. So your total costs ought to be less. How's that possible? Probably because of improved aerodynamics, as the Passat is only 44 pounds heavier than the CC we tested. Of course, both cars have identical wheelbases and widths, though the CC is half an inch longer. Our tester had but one $375 option (Sirius) and a $750 destination charge, bringing the total to $28,225 – $75 less than a Passat. To summarize, buy the CC.

The interior's better, too. In fact, this is one of our favorite cabins currently on the market. It has the 'no compromise' character found in Piech-mandated VWs like the Phaeton and O.G. Touareg, though the absolute quality of the materials has been taken down a shelf or two. Still, imagine the haptic quality of an Audi without all the fussy, cluttered and oddly placed buttons. That's how VeeDub laid out the CC's controls. Props are given for the two-tone dash layout (in this case black and tan), which is a wonderful change of pace from the usual Germanic black-as-my-soul theme. Special praise is reserved for the two-tone, pleated leather seats – all four of them. The quad thrones conspire with the overall roominess to make the cabin an excellent place to spend some time. Yes, if you're tall you'll want to sit up front as the sloping roof cuts into your headroom, though we placed a six-foot, four-inch guy back there and he only complained once.



And we haven't even gotten to the best part – the manual transmission! We know sticks are on the way out. We know soon every (new) car on earth will sport a dual-clutch, flappy-paddle autobox and that Volkswagen's own DSG is leading the robotic charge. But for many of us, it's like playing drums without a high hat – what's your left foot supposed to do? We argue that in terms of sheer driving pleasure, four limbs involved is better than three. And we found the CC Sport to be a delight to drive. Surprisingly so. We even liked the ride, which is a great balance between well-damped performance-oriented stiffness and pile-on-the-miles plush.

Combine the six-speed to Volkswagen's tried and true 2.0-liter VVT direct injected turbo with its 200 horsepower and 207 lb-ft of torque and you not only get a bit of sportiness but plenty of real world usability. Getting on the freeway is a snap, getting up to freeway cruising speeds is even easier and according to the CC's computer, 80 mph nets you 31 miles per gallon. That's admirable for such a large machine.



True, more powerful CCs exist. You can opt for the 280 hp 3.6-liter FSI VR6, or even the 4Motion (VW-speak for all-wheel drive) VR6, but during our week with the four-banger model, we never once thought that we needed more power. Not only that, but a heavier engine would upset the excellent balance inherent to the CC Sport, netting you a little more straight line thrust at the expensive of the base car's fine handling and a bit of fuel efficiency. Unless you live in a place where AWD is a must (Colorado, Vermont, Kabul), the front-driver CC just makes more sense.

Things we don't like? Yes, a couple. Volkswagen has chosen to follow Audi's lead and banish the manual handbrake in place of an electronic parking brake. Like the ever encroaching DSG, this very well may be the shape of things to come, but we don't like it. First of all, what's wrong with a handbrake? Second, the button to turn off the parking brake is on the extreme left side of the dashboard, where you'd find the ignition in a Porsche – nowhere near the stick. Unlike Audi's method, which is in fact a little toggle switch you can pull up, the button on the CC is exactly that – just a button. It feels very artificial.



Additionally, the CC has a hill holder feature that engages whenever the nose is pointed up or down a degree or two. This means at the slightest incline, the parking brake is engaged and unless you account for it, you will stall the car during a normal take off. Yes, you can deactivate the hill holder, but you have to do it every time you fire up the engine. Which means you'll forget and stall the car. That's annoying. And standard.

All-in-all, however, we'd hardly change a thing. Especially when you consider the CC's non-Passat competition, like the Honda Accord, Toyota Camry, Ford Fusion, Hyundai Sonata, Mazda6, Nissan Altima and Chevrolet Malibu. In fact, out of all those sedans, the only one this author feels competes with the CC in the looks department is the new super-sized Accord (and we know that's a love-it-or-leave-it design). A few of them are as, or nearly as, sporty (again, the Accord, the Fusion and the Mazda6) but in terms of all around desirability when looks, interior comfort, performance, handling and price are taken into account, yours truly will take the CC Sport, thanks much. Nothing else in its segment really competes.
source by autoblog

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2010 Volkswagen Golf TDI delivers potent one-two punch of efficiency and entertainment

2010 Volkswagen Golf TDI – click above for high-res image gallery

It's time for American consumers to stop being scared of small diesel cars. Currently, we can't think of a single automaker that isn't shelling out bags of money to research and develop new hybrid powertrains – cars that are efficient first and fun-to-drive second (or third, or fourth). Diesel vehicles, on the other hand, offer a different sort of solution. Gobs of torque delivered at low revs and impressive fuel economy work together without sacrificing too much in the way of driving pleasure. Besides, does anyone really want to live in "One Nation Under Prius?"



Volkswagen introduced us to its new Jetta TDI a little over a year ago, proving that clean diesel technology offers a way forward for anyone who gives a hoot about driver involvement. Now, the automaker has fitted its well-received 2.0-liter diesel engine in the all-new sixth-generation Golf. Can this hatch prove to America that it's possible to fuse efficiency and enthusiasm together in a high-quality package? Can you really have your cake and eat it, too? Hit the jump to find out.
Visually, the 2010 Golf is simple yet stylish. Gone is the chrome-heavy nose of the last-generation car, and while the overall shape hasn't changed a whole lot, it's important to note that the MkVI Golf doesn't share a single piece of bodywork with the MkV Rabbit (yes, we're glad the name has been changed back, too). What Volkswagen has done is something that's really underappreciated – make a car that's visually appealing while not being over the top. These days, it seems that some automakers put too much effort into creating bold design for little more than shock value, and it's refreshing to see that Volkswagen stands by its core goal of attractive simplicity.

TDI models come standard with a more robust kit of appearance extras, including foglamps and ten-spoke wheels wrapped in 225/45 17-inch Continental ContiProContact tires. The larger alloys are very sharp, and having the wheel wells pushed out to all four corners lends the hatch a more aggressive stance. What's more, the MkVI Golf is one inch wider than the outgoing Rabbit, but 0.4 inches shorter in length, and while these minor dimension adjustments aren't immediately noticeable when walking up to it, they indeed improve the platform's overall dynamics once you're plowing down the road. But we're getting ahead of ourselves.




To reiterate on a phrase we used earlier, a theme of attractive simplicity is indeed carried over into the VW's interior styling, with an added dollop of refinement, to boot. If there's one thing we'll never complain about regarding Volkswagen products, it's the high quality feel that's put into every interior across the automaker's lineup. Every touchable surface in the Golf's cabin feels class-above great, and if you take time to really study every part of the cockpit, Volkswagen's attention to detail is easily recognized. Even the most untouched bits of plastic have been carefully fitted and fastened to create a cabin that feels really, really solid.

The TDI is the most expensive model to carry the Golf moniker, but with it comes a host of standard equipment only available as options on lesser trim levels. Steering wheel-mounted audio controls, a touchscreen audio interface with six-disc CD changer, multimedia device interface, Bluetooth connectivity and Sirius satellite radio round off some of the infotainment staples, and things like carpeted floor mats, leather-wrapped shift knob and handbrake, and rear HVAC vents add to the already sizable raft of interior refinements. In keeping with the aura of simplicity surrounding the Golf, all of the cabin switchgear is easy to locate, with dials and buttons falling right to hand. Our test car was equipped with VW's newer optional navigation system, which is incredibly simple and intuitive to use. We like the integration of the auxiliary media input into the interface, and while the graphics and controls aren't as high-tech as what you might find in Ford's much-loved SYNC system, they're better than the systems found in competitors like the Honda Civic or Nissan Sentra (though, to be fair, those vehicles retail at substantially lower price points similarly equipped), as well as newer competitors like the Mazda3.




Overall levels of comfort are quite good, and we're big fans of the highly supportive seats that Volkswagen has fitted in the Golf. Bolstering for both the seat backs and bottom cushions are excellent, and if you find yourself doing any spirited driving (which you should – trust us), your body won't slide around at all. What's more, the vast levels of support also provide generous levels of comfort. We never felt fatigued or sore after long stints of driving. Rear seat passengers are forced to deal with a flat, though relatively comfortable bench, but if you're going to be a passenger in a Golf, call shotgun. Seriously.

The shining star of the Golf TDI, however, is its engine. Volkswagen introduced its 2.0-liter turbodiesel four-cylinder mill to the U.S. in late 2008 with the launch of the Jetta TDI, and we've always been quite fond of this powerplant. Offering 140 horsepower and 236 pound-feet of torque, the diesel hatch has more than enough power for any sort of driving scenario, while still providing excellent efficiency. Volkswagen claims 30 miles per gallon in the city and 42 on the highway for our DSG-equipped test car, and without even trying to drive efficiently, we easily pulled off 37 mpg during our week-long test. This is clearly the most attractive part of the TDI package to consumers, but for enthusiasts, there's another hidden treat. Superb fuel economy is one thing, but being able to achieve it under spirited driving is another thing, and when we find ourselves discussing the Golf TDI with friends and colleagues, the first thing we talk about is how good to drive the little hatch is, not what sort of mileage numbers we achieved.



Off the line, all 236 pound-feet are fully delivered between 1,750 and 2,500 rpm, and there's really never a need to rev higher in any gear. The 140 available horses come on fully at 4,000 rpm, but we're quite fond of diesel power delivery and were happy to leave the tachometer needle sitting below 3,000 in all six gears. Volkswagen claims that runs to 60 miles per hour can happen in 8.6 seconds, and while that figure certainly won't blow you away, keep in mind – this car was built for efficiency, not speed. The six-speed dual-clutch gearbox is a good fit for the 2.0-liter TDI mill, though the addition of steering wheel-mounted paddle shifters is a little nonsensical with all that torque. With the shifter left in 'D,' the transmission keeps the revs right where you want them, and we never felt the urge to move through the gears ourselves. Plenty of power is available down low for passing situations, and we love being able to leave the transmission in sixth gear when overtaking slow-moving trucks on the highway.

As we've come to expect from German-bred cars, the TDI's handling dynamics are up to par for the segment – if not over. Interestingly, diesel models benefit from sportier suspension geometry over normal gas Golfs, making it a real champ for enthusiastic jaunts down our local back roads. The Golf's suspension is nicely composed through the bends, with little body roll to speak of – even during aggressive handling maneuvers. What's more, the sportier suspension setup was never a hassle on the cracked, pothole-ridden streets of metropolitan Detroit – the ride is disciplined and well-snubbed, but not harsh. It's a real winner, and when matched with the power delivery characteristics of the TDI mill, we find the Golf to be exceptionally poised for all types of driving, both calm and spirited. No, it's not going to run toe-to-toe with big brother GTI, but it's surprisingly good when pushed.



Overall steering feedback is quite good, though we take slight issue with the rather dead on-center feeling. Still, a lack of torque steer and quick response by the driven wheels inspire confidence. The brakes themselves work perfectly well, but there's quite a bit of travel in the actual pedal and a general feeling of mushiness when stopping. That gripe aside, we're very impressed with the Golf TDI's dynamics. It isn't a performance car, but if you're listening, it's game for being driven like one.

So while the Golf TDI may earn a gold star in our road test, we're still a little weary of Volkswagen's overall reliability and propensity for electronic glitches, though the automaker has stated on many occasions that it is working hard to resolve these issues. Then there's the issue of price. Golf TDI models start at a relatively modest $22,354, but adding on features like the navigation package, sunroof and fancy gearbox will easily add thousands to that price. It's a great car, this TDI, but we can't help raising our eyebrows at the $28,260 as-tested figure of our four-door test car. Still, tread lightly on the options list, maybe stick with the a-okay six-speed manual transmission, and you've got a tidy little package for a reasonable amount of coin – especially in view of how much you'll save on fuel.



We think people who look beyond the Golf TDI's price tag will be extremely impressed. It's worlds better to drive than your run-of-the-mill Prius or Civic Hybrid, and there isn't too much of a fuel economy sacrifice in the long run. Plus, the car's robust interior packaging and high levels of refinement make it feel much more upscale than its price tag would suggest. We'd gladly drive one every day of the week.
source by autoblog

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2010 Volkswagen GTI - It's got its mojo workin' again

2010 Volkswagen GTI – click above for high-res image gallery

In 1983, Run-DMC was fresh (which meant dope), Volvo 760 Turbos weighed 3,300 pounds and the 2,200-pound Volkswagen GTI made its U.S. debut. In 2010, the Rabbit-turned-Golf entered its sixth generation and attempted to draw a clear line to the first-generation car. The historical link has been made especially clear in the 2010 Volkswagen GTI, though it's gone through the typical changes you face when you hit your 30s. The GTI is now 1,000 pounds porkier, but it's still as slick as a greased pig when it comes to handling.



Inside, there's plaid seat upholstery and higher-quality materials. Just like it was back in '83, the underhood motivation is only available from a four-cylinder, a change from recent generations that could be stuffed with Volkswagen's VR6. At a glance, the 2010 model promises to be more visceral than its direct predecessors, but does it come anywhere near the primal magic of the original, or is it just playing dress-up? Click through to the jump to find out.

By the time the GTI came Stateside, with its square headlamps and NHTSA-approved bumpers, the sharply-creased hatchback was no longer in the business of breaking any new stylistic ground. That much holds true for the 2010 Volkswagen GTI as well. It's handsome and smoothly styled with the instantly-recognizable profile of a Volkswagen two-box. In truth, this latest generation of GTI doesn't appear hugely different than its predecessor. The front and rear light clusters are revised, with less startled-looking headlamps and more horizontal taillights. The front fascia and grille are also redone on a more horizontal theme and red stripes at the top and bottom of the new grille are a touch deftly lifted from 1983. While evolutionary, changes wrought between MkV and MkVI are successful in smoothing and modernizing the GTI.


Inside, it's more of the same updated-retro theme. The standard seats fitted to our tester arrived finished in Interlagos Plaid upholstery. Tartan fabric still carries echoes of the 1970s and is as polarizing as the Bacon Explosion. Some love it, but if you don't, VW offers upgraded sport seats with partial leather upholstery as part of the $2,185 Autobahn package, which also adds a power sunroof.
Very few people will complain about front seat space in the GTI, though anyone who has to climb into the back might gripe about the hike. In two-door form, that means climbing in and over the sill, so carpoolers or family users would do best to choose the five-door version, although it costs around $600 more. Once gluteals are planted on the cushion in the second row, passengers will find it relatively comfy back there, but claustrophobes will definitely want the extra doors. The 15.3 cubic feet of cargo space is useful and accessible thanks to the GTI's classic hatch profile; this a well-rounded little hellraiser that can haul both people and cargo at ascot-flipping speeds.


Build quality both inside and out is typical Volkswagen – meticulous. The materials inside feel like what you'd find in a car costing $40,000 versus the $24,414 entry fee on our test car. The design is clean and uncluttered, with a center stack that puts an emphasis on symmetry. There are twin HVAC outlets at the top, with the touchscreen for the audio system just below. The switchgear feels high-quality and without slop, and the chunky, flat-bottomed steering wheel is wrapped in leather, carries redundant controls and feels purposeful underhand. Simple, clear analog gauges keep drivers informed at a glance.
The center stack's ergonomics are first rate: there are three simple knobs for the HVAC, and the control relationships are just right. Even if you don't opt for the navigation system and its attendant Dynaudio-sourced stereo upgrade, there's still a big 'ol touchscreen for the audio controls. For our money, the standard system sounds darn good already, and nav might be anathema to the GTI's mission, anyway, especially as it drives nicely enough that you won't mind getting lost. Since it starts as an Everyman errand-runner, the GTI doesn't earn many demerits in terms of visibility, or even cupholders and cubbyholes. Despite being easily goaded into rowdiness, the GTI knows how to hold your large coffee during the morning commute, too. For a starting point under $25,000, the GTI is comprehensively equipped and materials and fit-and-finish are significantly better than vehicles like the MazdaSpeed3 and Subaru WRX.


Niceties aside, how's it go? That is, after all, the point of a GTI. Though this VW kicks it with 200 horsepower and 207 pound-feet of torque sent through the front wheels from its 2.0-liter turbocharged engine, it's not a torque-steering monster. Available power is well down vis-à-vis the frothier 'Speed3 and WRX, though the resultant 6.8 seconds it takes to get to 60 mph isn't exactly leisurely. Taken as a whole, the GTI outclasses most comers: It's plenty quick, and with the new XDS differential that gets subtle brake application into the action, you can get yourself out of corners with more speed and less understeer.
The standard GTI without the optional adaptive suspension is tossable and supple, feeling like Volkswagen sent this car off to a weekend handling seminar at BMW. Since we didn't have the opportunity to sample the different modes of the upgraded package, we can't comment on any improvement that setup brings, but the standard car is plenty satisfying to wring out. Planting your right foot brings a snarl and a tug from the engine bay, and the chunky wheel rim lets you in on what the tires have to say.


While the modern way to play racecar driver is to get the dual-clutch DSG and its attendant wheel-mounted shift paddles, the standard six-speed manual gearbox is no downgrade. Action is solid and slick, and pedals allow heel/toe shifting without double-jointed ankles. Despite being a relatively small powerplant with a turbocharger, lag isn't so much an issue with peak torque available from 1,800 rpm. The way the GTI launches with aplomb, only mildly afflicted with wheelspin, may be due to some initial softness until the turbo comes up to full wail, but that works to your advantage.
Of course, nobody would turn down a GTI with thirty or forty more horsepower, and given the chassis' good manners in town and poise on curvy roads and highway strafing runs, the platform is certainly up to the job. All-out horsepower or even superior track numbers aren't everything, though, as driving the GTI shows time and time again. It's a polished package that may sprint a little less fleetly than its peers, but the VW's popularity with aftermarket tuners should quickly remedy any output deficiency for less than the price of those leather seats, anyway.


A stomp of the middle pedal brings easily modulated rapid deceleration. This car's reflexes are the stuff of hot-hatch daydreams, and while 3,000 pounds isn't featherweight anymore, neither is it as portly as most mainstream cars. The GTI feels nimble because of this, and while older VR6-equipped GTIs may have been more rapid, the six-cylinder certainly exacted a weight and handling penalty. The other demerit to the bigger engine was thirst, and the 2010 GTI provides relatively cheap thrills with fuel economy of 21 mpg city, 31 mpg highway. We're happy to see that the old first-generation frisky/frugal dichotomy has once again found its mojo.
Since its inception, the Volkswagen GTI has never been the least expensive car in its class. The iconic first-generation has proven to be a tough act to follow, though, and enthusiasts have rightfully worried that with each successive generation, Volkswagen was losing its way a little more. The 2010 GTI restores our faith that the GTI can still do the things that made the original one of the all-time enthusiast greats.



The competence and sheen of careful assembly might prod you into an excitedly Ron Popiel-esque "Now how much would you pay?" The answer to that boomingly voiced question would be a surprisingly reasonable twenty-five large. Just like the Jetta TDI is five grand cheaper than you'd think, the 2010 Volkswagen GTI strikes us as a bargain for the refinement and performance it offers.

source by autoblog

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