The Truth About Cars » Volkswagen http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 03 Jul 2015 19:00:27 +0000 en-US hourly 1 http://wordpress.org/?v=4.2.2 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars » Volkswagen http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com/category/reviews/volkswagen/ 2015 Volkswagen Jetta TDI Review – The Loneliest Number http://www.thetruthaboutcars.com/2015/06/2015-volkswagen-jetta-tdi-review-the-loneliest-number/ http://www.thetruthaboutcars.com/2015/06/2015-volkswagen-jetta-tdi-review-the-loneliest-number/#comments Thu, 18 Jun 2015 11:00:56 +0000 http://www.thetruthaboutcars.com/?p=1094945 Diesel torque? Fuel efficiency? Compact three-box sheetmetal? You only have two non-premium choices in the U.S.: the Chevrolet Cruze and this, the Volkswagen Jetta TDI. That’s a serious dearth of variety. Even after expanding body style and size limitations to mid-size sedans, hatchbacks, and coupes, that still only includes two brands offering up all of […]

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2015 Volkswagen Jetta TDI (4 of 8)

Diesel torque? Fuel efficiency? Compact three-box sheetmetal? You only have two non-premium choices in the U.S.: the Chevrolet Cruze and this, the Volkswagen Jetta TDI.

That’s a serious dearth of variety.

Even after expanding body style and size limitations to mid-size sedans, hatchbacks, and coupes, that still only includes two brands offering up all of the available diesel cars in the non-premium bracket. More importantly, Volkswagen has embedded itself into the collective diesel consciousness and Chevrolet isn’t even a blip on the radar. You need to actively think of today’s diesel options before you remember the Cruze even exists.

VW’s ingrained diesel association and the Jetta’s more affordable compression-ignition cost of entry compared to the Cruze shows in the sales numbers. The Jetta TDI outsells the Cruze 2.0TD by more than 5 to 1. In fact, GM sells so few Cruze diesels, a California DMV employee is more likely to register a new e-Golf – yes, the all-electric VW Golf that wasn’t even on sale last year – or the California compliance Fiat 500e than a Cruze diesel.

So, when it comes to arrive-and-drive-away compact diesel sedans, there’s only one real option. But, does that alone make the Jetta worth buying?


The Tester

2015 Volkswagen Jetta TDI SEL [USA]/Highline [Canada]

Engine: 2.0L DOHC I4, turbodiesel w/ intercooler, direct injection (150 horsepower @ 3500-4000 rpm, 236 lbs-ft @ 1750-3000 rpm)
Transmission: 6-speed automatic, DSG with Tiptronic

Fuel Economy (Rating, MPG): 31 city/46 highway/36 combined
Fuel Economy (Observed, MPG): 42 mpg, approx. 60% highway

Options: Technology Package (Canada, similar to Driver Assistance and Lighting Package in the U.S.)

As Tested (U.S.): $30,020 (sheet)
As Tested (Canada): $33,890 (sheet)


2015 Volkswagen Jetta TDI (2 of 8)

After four years of taking its beatings over the decontented sixth-generation Jetta, Volkswagen has said they’ve had enough and won’t be phoning it in anymore. For 2015, the Jetta receives a laundry list of improvements as part of a mid-cycle refresh – though you wouldn’t know it to look the compact sedan square in the face. While it might be cliche, it’s what’s inside the Jetta that counts.

For starters, the Jetta receives a new version of the ubiquitous 2.0L TDI I4, now pumping out 150 hp and 236 lbs-ft of torque, up 10 hp over last year. Even with the power uptick, the new engine will stretch a tank of diesel farther than before, now rated at 36 mpg combined versus 34 mpg pre-refresh. This particular tester, the exact same Jetta our resident sales expert Tim Cain tested back in March, returned a stellar 42 mpg in my hands. Tim did even better at 44.4 mpg, though this is likely down to Mr. Cain’s home being located in a suburban neighborhood versus my more urban digs.

While fuel economy and torque are key with diesels, I’d have given up a bit of either – or both – for improved drivability. The Jetta refused to wake up when given a moderate application of throttle from a standing start. Yes, it’s a diesel. I get it. However, even during multiple attempts to compensate for the Jetta’s lack of gumption by giving it more pedal only resulted in some fairly embarrassing launches that caused my passenger to question my chosen profession. Over the span of a week, I did eventually find a happy medium, but it was finicky at best and didn’t inspire much in the way of confidence as I tried to navigate intersections with heavy cross traffic.

2015 Volkswagen Jetta TDI (5 of 8)

On the bright side, shifts from the 6-speed DSG automatic were as crisp as one could hope and completely devoid of the abrupt engagements felt in the ZF-sourced automatics found equipped in some Chrysler and Land Rover products. Also, since CVT isn’t part of the Volkswagen lexicon in North America, we don’t have to listen to the hollow, shiftless version of the diesel inline-four’s drone.

Ride quality rates fair with road imperfections exacerbated by 17-inch wheels and thin sidewalled rubber. However, thanks to suspension upgrades over the past few years, the Jetta is at least a better handler than before. While you’re not about to start another Jetta TDI Cup with the latest batch of sixth-generation sedans, it could actually be called fun to drive, even if it felt a bit heavy in the bends.

What wasn’t fun were the brakes. While it might have been just this particular tester, the first inch or so of pedal travel was soft and lacked any kind of engagement. This wasn’t the first diesel VW I’ve experienced laden with squishy brake pedal syndrome, but I can’t really find or explain a cause. It was easily rectified by just giving it more pedal and I never once felt in any danger of not stopping.

2015 Volkswagen Jetta TDI (6 of 8)

Just like the Jetta’s driving dynamics, the interior is a mixed bag. While all the materials in this top spec model were of a much higher calibre than those of just a couple years back, there were still some glaring deficiencies.

For starters, the infotainment system was a bust. If you really like a sharp looking 7- or 8-inch display sitting proudly within the dash, look elsewhere. The Jetta got nuthin’ for you. Same with USB ports. Not a single one to be found in the VW. And before you say, “But VW said they’ll be putting them in next year!”, you’ve just proved my point – wait until next year because 2015 doesn’t cut it.

On the bright side, this sunroof-equipped Jetta did surprise me in one very important way: I had head room. At 6-foot-1, I am not a giant, but I am far from being short and can greatly appreciate headroom in cars equipped with sunroofs. Yes, I do put my seat all the way to the floor when I can, but some other cars still encroach my aerial space in the same seating configuration. Also, having my butt on the floor wasn’t the only position in which I felt comfortable. I found no less than three different seating/steering wheel positions where I felt completely at ease. If there’s one thing this car had, it was adjustability for drivers of all shapes and sizes.

2015 Volkswagen Jetta TDI (1 of 8)

Speaking of shapes, the Jetta still rocks a classic three-box sedan look that’s slowly becoming extinct in the compact segment. As most of VW’s competitors are chasing sloping roofs and higher beltlines, Volkswagen is content with its conservative approach. That’s not a bad decision. Critics have been quick to point out the Jetta is a bit dull looking, but I think this is all by design, literally and figuratively. I challenge you to point to any of the previous Jetta designs and say they haven’t aged gracefully. Individual Jettas in the real world, well, that’s a different story.

Does the Cruze offer up anything to justify the need to hunt one down versus just showing up at any VW dealer and signing on the dotted like for a TDI? Nope. You still have more options with the Jetta, even a manual transmission if you so choose.

That doesn’t mean you should buy the TDI. The 1.8 TSI is now the superior choice for the fuel agnostic. However, if you are dead set on an oil burner, this is the only viable compact sedan option, for better or for worse.

2015 Volkswagen Jetta TDI (1 of 8) 2015 Volkswagen Jetta TDI (2 of 8) 2015 Volkswagen Jetta TDI (3 of 8) 2015 Volkswagen Jetta TDI (4 of 8) 2015 Volkswagen Jetta TDI (5 of 8) 2015 Volkswagen Jetta TDI (6 of 8) 2015 Volkswagen Jetta TDI (7 of 8) 2015 Volkswagen Jetta TDI (8 of 8)

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2015 Volkswagen GTI Long-Term Tester Update http://www.thetruthaboutcars.com/2015/06/long-term-tester-update-2015-volkswagen-gti/ http://www.thetruthaboutcars.com/2015/06/long-term-tester-update-2015-volkswagen-gti/#comments Sat, 13 Jun 2015 13:49:59 +0000 http://www.thetruthaboutcars.com/?p=1084753 The media is all abuzz about former Olympic decathlon gold-medalist Bruce Jenner transforming himself into a woman. The 2015 Volkswagen GTI could be considered the sporty car equivalent of a decathlete, excelling in a wide variety of automotive virtues. I see a marketing opportunity here for VW: the decathlon champion meets the decathlon champion of cars. After all, Jenner is a GTI himself: […]

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2015 Pics 082

The media is all abuzz about former Olympic decathlon gold-medalist Bruce Jenner transforming himself into a woman. The 2015 Volkswagen GTI could be considered the sporty car equivalent of a decathlete, excelling in a wide variety of automotive virtues.

I see a marketing opportunity here for VW: the decathlon champion meets the decathlon champion of cars. After all, Jenner is a GTI himself: a Gender Transformed Imbecile…Heyooo, I’ll be here all week! Tip your writers by clicking on the jump!

The 2015 Golf GTI represents the 7th generation of the venerable Volkswagen hot hatchback. The car is larger and lighter than the previous incarnation but the bigger news is the jump in power for the 2.0-liter turbocharged direct-injection 4-cylinder engine. Now with 210 hp (220 hp with the Performance Package) and 258 pound-feet of torque, up 10 hp and 51 pound-feet over the previous model, the GTI sports the ultimate Millennial Motor.

My GTI is the base S model 2-door with the 6-speed manual transmission, priced at $25,605 with freight. I was torn about springing an additional $600 for the 4-door version for its easier access to the back seat and to lose the massive doors. I also wanted the Performance Package with its increased horsepower, bigger brakes and torque-sensing limited-slip differential. The problem is I couldn’t find one: I previously wrote about how difficult it is to find specific models and option packages on VW dealers’ lots and our friends at Jalopnik piled on, agreeing that getting the exact GTI that you desire is nearly impossible. I wasn’t willing to order a car and wait 6 months, travel hundreds of miles or sacrifice color to find a match.

The GTI’s best-in-class interior with its cloth tartan plaid seats and Audi-worthy dash is a delight. The intuitive controls fall right to hand. My wife and I covered 770 miles in a single day with nary a backache thanks to the supportive seats. Nice interior touches abound: two sunglass cubbies, two power outlets, an adjustable-height center armrest, red illuminated door sills and massive door pockets for storage. The 5.8″ touch screen for entertainment and navigation functions is a bit small but an 8″ version is said to be in the works for 2016 models. The base model has no sunroof so it is quite dark inside the cabin, though I like the extra headroom.

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Fold down the rear seats and you have 53 cubic feet of cargo area, close to that of many small CUVs. Two adults will fit comfortably in the back seat though ingress and egress is tricky in the 2-door model. I love how you flip the giant VW emblem on the hatch to open it.

My favorite attribute of the GTI is its balance between power and economy. Alex clocked the hatch at 5.75 seconds for the 0 to 60 mph sprint. The nearly turbo-lag free motor does a nice job of propelling the GTI through its tall gearing – you bounce off the rev limiter in 3rd gear at an eye-popping 106 mph. The 6-speed GTI is rated at 25 mpg city and 34 mpg highway. We saw 36.1 mpg on a 2,500 mile jaunt to Wyoming on its fresh motor and 24 to 27 mpg around town for an overall average of 31.9 mpg in the car’s first 3,950 miles.

Coming out of a S2000, I expected to have to adjust to some lack of feel in the steering but the GTI’s variable-ratio electronic steering is more change than I expected. I will note it is nicely weighted and does improve when in “Sport” driving mode. Hitting some curves at 8/10th, the GTI remained neutral and nicely planted, easily the best handling front-wheel car I have ever driven. I plan to hit a track day before my next report to test the car’s limits and see if I can lift a wheel or two.

I keep forgetting this is a front-wheel drive car, as torque steer is near non-existent (shift the VW’s slick tranny from 2nd to 3rd at the redline and the car pulls to the right ever so slightly.)

2015 Pics 079

Living in Tucson means I have the pleasure of navigating the fifth worst roads in the United States. Our potholes would be called sinkholes in your town. The GTI’s firm suspension did not take too kindly to our craters but I rate its overall ride as average for a sports car.

The GTI comes standard with VW’s Soundakoter, which pipes artificial engine sounds into the interior. The system is not mentioned in any marketing materials as carmakers do not want you to know about it so as to enhance the test drive experience and sell more cars. I will admit I loved the GTI’s smooth sound during my demo drive and still do. I am such a mullet.

Much has been written about Volkswagen’s suspect reliability and my GTI is already having issues. The shift from 5th to 6th gear is sometimes not as smooth as it should be and I am also suspicious of the 2/3 synchro. The proprietary iPod connecting cord was dead from day one though Bluetooth connectivity works fine. The driver’s seat belt is also a bit balky.

Despite these problems I am happy with my fun and versatile GTI. I am not quite ready to deem it the best $25,000 to $30,000 sporty car available today until we see its bugaboos go away.

At which point I will officially name my car Caitlyn.

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VW Offering $39 Monthly Jetta Leases to Hook Customers in Later http://www.thetruthaboutcars.com/2015/06/vw-offering-stupid-cheap-jetta-leases-to-hook-customers-in-later/ http://www.thetruthaboutcars.com/2015/06/vw-offering-stupid-cheap-jetta-leases-to-hook-customers-in-later/#comments Mon, 01 Jun 2015 22:00:05 +0000 http://www.thetruthaboutcars.com/?p=1081369 The Nissan Versa sedan might be the cheapest car in the U.S., but it isn’t holding candle to the cheap lease rates available for the Volkswagen Jetta. Regardless of the almost $4,500 price differential between the two cars in base model trim, Jetta lessees are spending less than half each month compared to the Versa, as low as […]

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Jetta TDI 2015

The Nissan Versa sedan might be the cheapest car in the U.S., but it isn’t holding candle to the cheap lease rates available for the Volkswagen Jetta. Regardless of the almost $4,500 price differential between the two cars in base model trim, Jetta lessees are spending less than half each month compared to the Versa, as low as $39/month at one San Jose, CA dealership.

It’s all part of an effort to bring customers in now at a loss to have their attention three years in the future when the German marque has more compelling products to offer.

According to Automotive News, the lease deals are “a sign of how Volkswagen AG is grasping to turn around its fortunes in the U.S.”

The leases run for three years and require $2,500 down, making for a short-term commitment to a base model car that’s decidedly less of a penalty box than America’s cheapest Nissan.

Even with the deals, Volkswagen may have its work cut out for it. The brand is looking to more than double sales in the U.S. before 2018 with a lineup lacking a number of segments currently experiencing the most growth, a midsize crossover in particular.

Volkswagen’s current discounts average approximately $3,000 per car sold through April, including cash and leasing incentives.

 

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Wörthersee GTI Treffen: Where Volkswagens Rule http://www.thetruthaboutcars.com/2015/05/worthersee-gti-treffen-volkswagens-rule/ http://www.thetruthaboutcars.com/2015/05/worthersee-gti-treffen-volkswagens-rule/#comments Tue, 26 May 2015 16:36:19 +0000 http://www.thetruthaboutcars.com/?p=1073658   If you’re into Volkswagens – especially of the modified variety – Wörthersee is to you what Sturgis is for Harley riders or Carlisle to Mopar fans. Thousands and thousands of VW fans take over several small, quiet towns around a beautiful mountain lake and turn them into a festival of belly-scraping Volkswagens, Audis, Seats […]

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Old one and new

Old and new.

If you’re into Volkswagens – especially of the modified variety – Wörthersee is to you what Sturgis is for Harley riders or Carlisle to Mopar fans. Thousands and thousands of VW fans take over several small, quiet towns around a beautiful mountain lake and turn them into a festival of belly-scraping Volkswagens, Audis, Seats and Škodas.

And there’s beer. Lots and lots of beer.

It’s probably the same story with all big enthusiast gatherings. In the beginning, there was a bunch of dudes who shared a taste for a certain kind of car and wanted to get together occasionally. Years came and went. The small, underground gathering turned bigger and eventually massive. Somewhere along the way, business came into the picture, and the party turned into massive show.

Or, in some cases, a county fair on steroids, which is the case with Wörthersee.

Unlike, say, a biker meet or some hot rodder gathering, the GTI Treffen was never really a “counter culture” event. When about a hundred owners of Golf GTIs came to Reifnitz for the first time in 1982, the GTI was just a quicker version of a sensible family hatchback, and the oldest one was not even 8 years old by that time. Not exactly the German equivalent of a souped-up ’32 Ford.

That's how an original Golf II Rallye looks like

An original Golf II Rallye looks like this.

The event was even conceived with the idea of boosting local tourism from the very beginning. In the next three decades, the gathering grew and grew, gained corporate sponsorship from VW itself, and became world famous.

So, how does GTI Treffen look and feel now, after more than three decades since its birth?

I spent three days at the venue itself and in a nearby lakeside town to find out. Here’s the outcome.

The most important thing about Wörthersee is it’s not just one event. It’s two. The “official” one that Škoda wanted me to see – the one with massive stands for all the VW Group brands, plus several tuners and aftermarket brands – looks a bit like a typical motor show that’s been moved from a big hall to a tiny city. The concepts are unveiled, hot girls (sort of – as a Czech, I have high standards for that) are posing around shiny, gleaming cars, as are rally drivers, designers and sometimes even corporate bosses. I’ve even heard the reason for GTI Treffen’s relationship with Volkswagen Group is due to Ferdinand Piëch living nearby – and now that he’s resigned his chairmanship, the amount of money spent on the event will diminish.

The new Scirocco GTS

The new Scirocco GTS

The official, corporate money fueled event is not of major interest, though. The real reason to come here is not to look at some concept cars and factory tuner specials. I came to see what the real volks bring to Treffen.

From what I read, it’s best to come at least a few days – or even a week – before the main, four-day event. I couldn’t do that, but I tried spent as much time as possible walking around, taking pictures and inhaling the atmosphere. I wanted to find out what it was all about.

Getting a grasp of the car culture involved isn’t as easy for me as it may seem. While I’m European, and modifying Volkswagens is one of the prevalent automotive cultures of our continent, I was never into it and I didn’t grow up around people with cars like these. I know American car enthusiasts and their events. I hang around some people with JDM machines. I know people with vintage cars, Italian cars, old Benzes and Beemers. I’ve been active in the “old” Ford community in the past. I even know some guys with air-cooled VWs – but a slammed Golf? Covering an event full of those is about the same for me as if you sent a hipster from Seattle to write about a Nickelback concert.

Bunch of Russian guys, drinking beer

A bunch of Russian guys drinking beer – not vodka, unfortunately.

The basics are, of course, similar to any other automotive gathering. People who share a taste in cars come somewhere and then either park their cars, sit around and drink beer, or drive their cars around while others watch them, drinking beer, before they park their cars in the evening and go for a beer. One could even suggest that with most such events, the cars are nothing but a vehicle, while the beer is the purpose.

With Wörthersee being in Austria, which is in between Bavaria and Czech Republic, it’s quite clear that the beer will be of utmost importance. And it is. As is blaring pop music and scantily clad women. It’s important to note Wörthersee is on the very south edge of Austria near the Slovenian border and the climate here is closer to northern Italy than it is to Central Europe. The temperature hovered around 28 degrees C for most of the event.

Old school?

Old school?

Since I’m no Jack Baruth and I wouldn’t even know what to do with them, I left the girls alone and concentrated on the cars.

The access to the town’s center is restricted during the event, so only “cool” cars can come and cruise there. The others gather around Reifnitz or in other small towns on the lake. Looking at the long stream of “selected” cars in the town, I can’t help but think they look awfully similar to each other. That’s something that can be expected at such a gathering, and the comparison with American or JDM enthusiast events, which came up in my head, is probably a bit unfair. After all, Volkswagens aren’t the most diverse cars in the world and it’s hardly any surprise they look similar.

But there’s still one difference when compared to, say, a VW Beetle gathering. If you randomly choose five VW Beetles from such gathering, they’ll probably be totally different, even if they’re the same car. Odds are, one will be a totally stock, vintage example. The second may be some Cal-look beast, the third can be a tangerine-colored custom monster in the style of ’70s street rods, the third may be a “rat” and the last one in yet another, totally different style.

Yes, those are '50s style Moon caps on a Golf

Yes, those are ’50s style Moon caps on a Golf

Look at cars at GTI Treffen and you don’t see as much variety. Basically, the only thing you’ll see there is a lowered Golf on huge wheels. There will be a few stock Golfs, and a few VW cars that are not Golfs, but they’re usually Golf-based or similar enough to a Golf that it doesn’t matter. In a few rare cases, you get huge Golf-like cars with Audi badges, and in even rarer ones, you’ll see some air-cooled stuff and a handful of supercars. Other than that, it’s Golf, Golf, Golf, Seat, Golf, Golf, Passat, Škoda, Golf, Golf… you get the idea. Even the non-Golf cars are Golfs in one way or another.

What is really interesting, though, is that even though everyone uses basically the same canvas, they use it to paint very different pictures. I guess if you started with anything other than a stanced FWD Volkswagen on large wheels, you would be shot in Wörthersee, or at least not allowed to have any beer, which is similar. At the same time, everyone wants to stand out and be different, so people get creative.

Alex Roy would approve?

Would Alex Roy approve?

The result is a strange but very vibrant car culture, taking many styles of modified cars around the world and melting them into one.

You can’t change the basics. You’ll always have a low hatchback, wagon or maybe sedan – coupe or convertible, in very rare cases – with a front-mounted engine driving the front wheels. Similar lines. Low suspension. Big wheels. And, since the culture is based on Golf GTI and inspired by racing and rally cars, you need to make you car at least look fast.

At the same time, actually going fast has pretty much gone out of fashion for these guys. Many of the cars here may look fast, but only in the same way a Hot Wheels does: oversized wheels, air suspensions, no-profile tires and so on. To make the most of the areas where there’s some space for creativity, owners spend lots of time, money and effort on paint, stickers and various add-ons to make their cars unique. On the surface, these cars are much closer to lowriders than typical American hot rods or JDM tuner cars.

Need to stand out? Try a blackboard hood and a giraffe

Need to stand out? Try a blackboard hood and a giraffe

And one of the ways to be unique is to give your car a theme. Sometimes, it ends up with something like “LeMons race car meets artisan lowrider”. You see Golfs in camo paint and with military insignias as stickers. You see Golf or Passats with U.S. patrol car black-and-white paint. You see old stuff on the roof racks of MkI Golfs and you see cars made to look like rat rods. In fact, it’s surprisingly popular to use hot rod and rat rod style details, like chrome Moon caps, or insignia and stickers, like Maltese crosses.

In the end, it’s like you took all the world’s car cultures and applied them solely to Golfs. It’s a bit strange for the outsider, but it’s definitely interesting to watch.

The stuffed moose is probably drunk on Jäger A pristine, nearly stock Audi Quattro Old Golf Rally with just a few tasteful mods Two ways to do a Golf II When even a supercar isn't low enough Rat rod. Made of Golf II. Want a nice Golf? Call! Totally pristine, original condition Golf I Yes, those are '50s style Moon caps on a Golf Old one and new Need to stand out? Try a blackboard hood and a giraffe Chicks like Golfs, too A statue of a Golf II, made about two decades ago. Family fun in a Golf I Cabriolet The new GTI on the main street That's how an original Golf II Rallye looks like Bora in camo Bunch of Russian guys, drinking beer Stickers Old school?? "quattro" stickers. How 80s. Gulf Racing VW Caddy. Those colors! Alex Roy would approve? A classic on a fancy wheels Wheels are everything That's not broken, that's stance! Matte Seat Changing the wheels Some famous rally driver Rally car and its Wagon cousin Girls at Seat Girls with Seats Rieger tunes many VAG cars Aircooled ones come, too. Everything looks good in Martini colors Some modern metal This rat rod was everywhere A really nice Polo Some really rich hippies An old school Beetle with Porsche wheels Even Up! can be stanced You can also buy stuff It's hot, so people seek water A LONG line of cars Scirocco lying on its belly Yet another US Police car What's this?? BS would approve Octavia sells wheels Lots of taillights US trucks are popular here as showcars Flat black Beetle The new Scirocco GTS A Golf based supercar Really fast Golf once more Das Auto

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2015 Volkswagen GTI 2-Door Review (With Video) http://www.thetruthaboutcars.com/2015/05/2015-volkswagen-gti-2-door-review-video/ http://www.thetruthaboutcars.com/2015/05/2015-volkswagen-gti-2-door-review-video/#comments Mon, 11 May 2015 12:00:47 +0000 http://www.thetruthaboutcars.com/?p=1061210 Although GTI sales are on an upward trend, the American hot hatch is a rare breed as there are just three options. We have the aging Ford Focus ST, and a new pair of hatches from Germany: the Volkswagen GTI and the MINI Cooper S. (Yes MINI fans, I’m calling the MINI German.) The last […]

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2015 VW GTI 2-Door Exterior Front

Although GTI sales are on an upward trend, the American hot hatch is a rare breed as there are just three options. We have the aging Ford Focus ST, and a new pair of hatches from Germany: the Volkswagen GTI and the MINI Cooper S. (Yes MINI fans, I’m calling the MINI German.) The last time I reviewed the GTI and Focus ST, the Focus came out on top despite the greater refinement Volkswagen offered. This time we have an all new GTI while Subaru has kicked the 5-door WRX to the curb, BMW has redesigned the MINI Cooper JCW and Ford has “gone Euro” by jamming a 2.3L turbo in the Mustang. Where does that leave the GTI?

Exterior

Although the MK7 GTI looks nearly identical to the outgoing MK6 GTI, park them next to each other and you’ll start to see the differences. This GTI is longer, lower and wider with a significant stretch to the passenger compartment. VW pushed the front wheels 2-inches farther forward and gave the Golf a longer hood for better proportion. The headlamps get an angrier look and the tail lamps ditch the cute round theme for a more aggressive motif.

Sounds like a moderate refresh, right? Wrong. What VW did with the Golf is akin to swapping clothes with a stranger. It may look the same at first glance, but this stranger is different underneath and the clothes fit a little better as well. That’s all possible because this GTI rides on Volkswagen’s new MQB platform which also underpins the 2015 Audi A3. The promise of MQB is to deliver faster product development cycles, lower costs, improve parts sharing and achieve better fuel economy. Indeed, the GTI is lighter than before; however, the weight difference isn’t as dramatic as I was lead to believe at just under 100 pounds. Of course the GTI did get bigger and lighter at the same time, but the top-end 3,086 pound curb weight is about the same as a 2005 GTI.

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Interior

VW was once known as the “discount Audi” in America. But as part of their mission to increase sales on our shores, VW divorced the Passat and Jetta from their Euro twins and started cutting back on their other models. Thankfully, a few models escaped this fate and are still pair-bonded to the model sold in the EU. The Golf is one of them and, as a result, feels a notch above the American Passat in interior quality. From the fabric-covered A-pillars to the soft-touch door panels and dashboard bits, the feel upon entering the Golf in any form is in some ways “more Audi” than the A3. Without a doubt, the Golf has the best interior in this category, which oddly enough applies as much to the $17,995 base Golf as to the $25,095 GTI or $36,595 Golf R. MINI’s recent redesign has seriously improved its interior, but the VW is arguably on par with the JCW model in terms of parts quality despite being $10,000 less in some configurations.

Perhaps the “price” for the interior refinement is a distinct lack of power seating in most models. If you want more adjustability up front, you have to step up to the Autobahn model, which means you also receive leather instead of the attractive GTI tartan fabric. A little known fact about the GTI (and the Golf in general): the three-door and five-door versions are the same length and deliver identical interior dimensions. This means that our seemingly small three-door GTI was able to swallow two 6-foot tall passengers and a skinny third in a pinch. More surprising was the ability to squeeze a rearward facing child seat behind a 6-foot tall passenger up front. That’s different than the MINI which has a cramped back seat and even more cramped cargo hold.

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Infotainment

The redesign of the GTI includes a refresh of VW’s infotainment system. Sadly, this is the one area where revolution would have been preferable to evolution. The VW software lags behind the competition and if you want navigation it is only available in the most expensive trim. All units feature expanded voice commands, finger gestures (like scrolling), and a proximity sensor to clean up the interface when your digits aren’t near the screen. Most of the system’s graphics have been improved and the media interface is more attractive than before (including the elusive navigation software). But, the system still lacks the ability to voice command your media library, and still uses a proprietary VW connector for media devices.

As much heat as MyFord Touch has received over the years, the system in the Focus ST is light-years ahead of this. Since MINI gets BMW’s iDrive on a MINI scale, it takes the top slot in this segment. However, you will have to pay some serious coin as MINI’s options list is long, confusing, and expensive. Volkswagen tells us to expect significant changes “soon” to address the deficiencies, including the VW/Audi proprietary cable.

2015 VW GTI 2-Door Engine-001

Drivetrain

As you’d expect from a hot hatch, a 2.0L turbocharged four-cylinder engine sits under the GTI’s hood. For 2015, the 2.0L engine has been reworked to deliver 210 horsepower and 258 lb-ft of torque. That’s a slight power bump but a fairly healthy torque increase over the last gen GTI. Thanks to the turbocharger and direct-injection, we get the expected “power plateau” rather than a curve with all 210 ponies pulling from 4,500-6,200 RPM and all the torque available from a low 1,500 RPM to 4,400. If you opt for the $1,495 performance package, peak power rises slightly to 220 hp from 4,700-6,200 while torque remains unchanged at 258 lb-ft but hangs out for 200 more RPM at the top end.

All GTIs start with a standard 6-speed manual transmission including the top end Autobahn trim. Shoppers can add a 6-speed DSG to any trim. In a nod to enthusiasts, the DSG and performance package are neither forcibly bundled nor mutually exclusive. Standard on all models is VW’s XDS system which has caused some confusion among potential shoppers so allow me to explain. XDS is not a true limited slip differential. Instead, it is an advanced software package added to the car’s ABS and Stability Control systems. The software reads yaw, steering angle, wheel slip, etc and uses the vehicle’s brakes to act as both a limited slip differential and a torque vectoring differential depending on the situation. The system will gently brake the inside wheel in a corner to help “vector” torque to the outside wheel and give a more balanced feel to the car. The system also responds to potential torque steer making all GTI models more civilized.

The performance package adds an electronically controlled limited slip differential; although the design is very different than the eLSDs you see in RWD applications, the function is similar. The VAQ system (Vorderachsquersperre in German) uses a multi-plate clutch pack to deliver limited slip, full locking and torque vectoring across the front axle. VAQ does not replace XDS, instead you get both systems working for you at the same time.

2015 VW GTI 2-Door Manual Shifter-001

Drive

The GTI we got our hands on for a week was a four-door model without the performance package. I’m glad I was able to test a GTI in this configuration because it allows me to say: get the performance package. Not for the additional ponies, or even the trick eLSD, but for the upgraded brakes and the ability to get the $800 dynamic damper package (DDC). The previous generation GTI was so eager to please, it was easy to overwhelm the standard brakes. Although the new model appears to have improved this on base trims, the upgraded stoppers are worth every penny. The standard suspension can feel a little too firm over broken pavement and at times this causes the rear to get unsettled on a poorly paved corner. The DDC package allows the suspension to deliver a more compliant highway ride and a firmer autocross ride. It also helps settle the GTI’s rear end on rough pavement.

Our best 0-60 run rang in at a 5.75 seconds which is an improvement of nearly a half second over the last generation GTI, 2/10ths faster than the last Focus ST we tested and 4/10ths faster than a dealer provided MINI Cooper JCW. If you opt for the DSG, your 0-60 runs will be a hair slower but much more consistent. Interestingly enough, this is only a hair slower than the EcoBoost Mustang.

2015 VW GTI 2-Door Gauges-002

The mission of the hot hatch could not be more different from the pony car. The Mustang is a large coupé with rear wheel drive, sexy lines and V6 and V8 engines that are shared with the F-150 pickup. The hot hatch formula starts with a practical compact hatchback, then you add stiff springs and bolt a turbo charger to a small displacement engine. For 2015, Ford added independent suspension and a 2.3L turbo to the Stang making comparisons more rational.

Obviously, driving dynamics are what separate the GTI from the Mustang, but it’s more about feel than speed around a track. As our friends over at MotorTrend recently discovered, the better balanced rear wheel drive Mustang was actually slower around a figure-eight than the GTI. Although that proclamation surprised some, it didn’t surprise me at all, given the VW weighs nearly 500lbs less. You’ll notice I haven’t said anything about steering feel. That’s because there isn’t any. A wise man once told me to never confuse steering weight with steering feel. The GTI’s tiller is well weighted but the FWD layout and the electric power steering suck all the life out of it.

2015 VW GTI 2-Door Exterior Rear1

Part of the reason the GTI did so well is the standard XDS system which nearly eliminates torque steer. In concept it is quite similar to what Ford uses to control the Focus ST’s front end but in the real world the VW system is more effective. Trouble is, half the fun of having a hot hatch is “riding a bull” – where your foot is on the floor and your hands and mind are fully engaged trying to keep the car going in a straight line. (The old Mazdaspeed3 acted like its steering rack was possessed by demons from hell.) MINIs Cooper JCW slots between the GTI and the Focus ST in civility. Add the VAQ eLSD to the GTI and things go to the next level with very little drama when accelerating around sharp corners. While I found the feeling a little artificial at times, I can’t deny it is faster.

Pricing for 2015 starts at $25,095 for the 3-door GTI and tops out at $35,950 for the 5-door Autobahn edition with all the options. Although VW limits navigation to the top-trim, you can add the DSG to any trim for $1,100, Performance Package for $1,495, steering HID headlamps for $995 and for $695 they will tack on front/rear parking sensors and a radar based collision warning system. If you want the $800 DDC (dynamic dampers), you have to start with the SE trim with the Performance Package ($29,280 3-door, $29,880 5-door). In a nice change from the industry norm, the transmission selection doesn’t alter the availability of the other options and the top-end Autobahn doesn’t force you to get the DSG.

2015 VW GTI 2-Door Exterior Rear-002

Ford’s Ecoboost Mustang starts $300 higher than the GTI while the Focus ST starts nearly $2,000 lower. The MINI is in a universe all to its own with the JCW starting over $8,000 higher. The ‘Stang gets standard HID lamps in the turbo trim making both Ford models less expensive than the VW when comparably equipped. Unlike VW, Ford also allows you to add navigation to their less expensive trims and the ST gets some seriously comfortable Recaro seats in most trims.

At the end of the week, the GTI’s charms were clear: this is a hot hatch with few compromises. The MINI is cute but slower and much more expensive. The GTI has a more comfortable back seat than the Mustang and, although it’s less fun, it is faster in some situations. The WRX isn’t a hatch anymore and if you want an automatic your only option is a soul-sucking CVT. The Focus gives a more raw and direct experience, but the added weight means it’s no faster than the GTI in just about any situation. The final nail in the coffin for the competition is the GTI SE with the limited slip differential, dynamic suspension and the DSG. For $32,000, a GTI equipped in that way won’t be as much fun as others, but with all that and 28 MPG combined, it may be the best daily driver on sale. Sacrilege you say? Perhaps, but that configuration is the truest to the hot hatch concept: make a daily driver as much fun as possible.

Mission accomplished.

Volkswagen provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.5 Seconds

0-60:5.75 Seconds

1/4 Mile: 14.31 @ 98 MPH

Average Economy: 29.8 MPG over 675 miles

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Sayonara S2K, Guten Tag GTI http://www.thetruthaboutcars.com/2015/05/sayonara-s2k-gutan-tag-gti/ http://www.thetruthaboutcars.com/2015/05/sayonara-s2k-gutan-tag-gti/#comments Thu, 07 May 2015 13:00:26 +0000 http://www.thetruthaboutcars.com/?p=1056754 Yesterday, I traded the most hysterically fun car I have ever owned, a 2008 Honda S2000, for a new 2015 Volkswagen GTI 6-speed manual. Allow me to explain. I bought my S2000 two years ago while living in San Diego. It was the perfect car at the perfect place and time. I don’t think I ever […]

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FullSizeRender

Yesterday, I traded the most hysterically fun car I have ever owned, a 2008 Honda S2000, for a new 2015 Volkswagen GTI 6-speed manual.

Allow me to explain.

I bought my S2000 two years ago while living in San Diego. It was the perfect car at the perfect place and time. I don’t think I ever drove it with the top up, whether cruising the coast highway or screaming up and down Mt. Palomar. I loved it. Then last fall I took early retirement, thus losing my company car, and moved to Tucson, Arizona.

Once the S2000 became my daily driver, it began to kick my ass. I am getting too old, and am way too tall, to be folding myself in and out of the car numerous times a day. Tucson has perhaps the worst roads in the west and it literally hurt to hit the potholes in the rough riding Honda. My wife and I also wanted something roomy and economical to use on road trips instead of our large SUV. The only car that came to mind that was also fun to drive was the GTI, recent winner of numerous buff book awards. Other “hot hatches” like the Fiesta ST do nothing for me – so GTI it was.

Choosing the GTI was easy; buying it was a challenge due to the infuriating, nonsensical combinations of options and models on the car. (My dealer would later confirm it is as frustrating to them as it is to the consumer). I wanted the $24,785 base model due in part to its cool Clark Plaid cloth seats. I also wanted the $1,495 Performance Package that bumps horsepower up by 10 to 220 and includes upgraded brakes and differential. The MSRP on that combo would be $26,280 but there were none to be found. Most GTIs available had additional options or were the SE model with leather, a sunroof and better sound system and were priced from $29,000 to over $31,000. If you want Navigation, your only choice is to buy the Autobahn model with a base MSRP of $30,045 and is only available as a 4-door. I ended up searching for the admittedly well-equipped base 2-door S model in white, the Official Car Color of the State of Arizona.

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You can order a VW to your exact specs and color but you will wait 6 months for delivery.

I posted the S2000 briefly on Craigslist and discovered when you’re selling a specialty car on this site, most folks that respond are dreamers, schemers, scammers and credit criminals. I could have spent a few hundred dollars and listed the Honda on cars.com or autotrader.com and profited a little more than trade-in value from an out-of-state buyer, but that would be after dealing with inspectors, shippers, etc. I was not in the mood.

In Tucson you have the choice of a friendly, local, family-owned Volkswagen store or one owned by a notorious megadealer group from up north. I chose the former but I did respond to an email from the latter that they send to all Craigslist sellers and told them I was in the game for a GTI. They characteristically did not respond.

The preferred retailer had the car I wanted on their lot. A test drive confirmed all the hype: the GTI is zippy, has a cockpit worthy of an Audi, and is a riot to drive. When the store offered a nice discount on the GTI and a trade-in value combined with tax savings that was within $1,900 of what I paid for the Honda in 2013, the deal was done. The transaction was quick and easy, maybe the best car buying experience I’ve ever enjoyed. To their credit, Volkswagen dealers did score above average in the 2014 J. D. Power Sales Satisfaction Index.

This GTI will now be a TTAC long-term test car. We will do some comparos with other vehicles in its category. We will try to obtain a GTI with the Performance Package to find out what I am missing. Most of all, we will find out what the VW is like to live with over the course of a year. The first report will be after a 2,500 mile round-trip run to Yellowstone National Park in a few weeks.

After one day of ownership (and thus I am still under the influence of the New Car Ether) my first impression can be summed up thusly: the Volkswagen GTI is a ton of fun and a terrific value for $25,000. Let’s see how it performs down the road…

Photos by Oscar Alvarado of Chapman Volkswagen.

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Volkswagen Won’t Cut Prices to Chase Market Share in U.S. http://www.thetruthaboutcars.com/2015/05/volkswagen-wont-cut-prices-chase-market-share-us/ http://www.thetruthaboutcars.com/2015/05/volkswagen-wont-cut-prices-chase-market-share-us/#comments Sat, 02 May 2015 15:37:04 +0000 http://www.thetruthaboutcars.com/?p=1059338 Even with a depressed euro and sales falling 2.7 percent in April, Volkswagen is staying the course. According to Automotive News, Volkswagen has no plans to change its current pricing strategy to chase market share. The brand has seen steady declines in the U.S. even as the market overall has been growing. “We believe it’s […]

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volkswagen-chattanooga-solar-park-08

Even with a depressed euro and sales falling 2.7 percent in April, Volkswagen is staying the course.

According to Automotive News, Volkswagen has no plans to change its current pricing strategy to chase market share. The brand has seen steady declines in the U.S. even as the market overall has been growing.

“We believe it’s the right strategy over the long term,” Christian Klingler told AN.

He stated Volkswagen has a long-term approach to protecting profits and won’t try to chase volume at its expense. Similar problems are being experienced in other markets like Brazil. Also, even with the euro down versus the American dollar, most U.S. sales volume comes from North American-built vehicles, negating any possible positive currency impact.

Much of Volkswagen’s sales slump can be attributed to their current model mix. The brand does not offer a competitive crossover between the long-in-the-tooth Tiguan and much more expensive Touareg, a segment currently experiencing significant growth.

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Canada Loans €400M to Volkswagen for Chance at Supplier Table http://www.thetruthaboutcars.com/2015/04/canada-loans-e400m-volkswagen-chance-supplier-table/ http://www.thetruthaboutcars.com/2015/04/canada-loans-e400m-volkswagen-chance-supplier-table/#comments Mon, 27 Apr 2015 11:35:06 +0000 http://www.thetruthaboutcars.com/?p=1055073 As Volkswagen plans to expand in Chattanooga and Puebla, the Canadian government is loaning €400 million ($433.8 million USD) to the German automaker in exchange for possible future supplier business. Export Development Canada, a Crown corporation (an entity owned entirely by the Government of Canada), announced the “financing is designed to create opportunities for qualified small and medium-sized […]

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Volkswagen Chattanooga Tower

As Volkswagen plans to expand in Chattanooga and Puebla, the Canadian government is loaning €400 million ($433.8 million USD) to the German automaker in exchange for possible future supplier business.

Export Development Canada, a Crown corporation (an entity owned entirely by the Government of Canada), announced the “financing is designed to create opportunities for qualified small and medium-sized Canadian companies to win new business with the global automotive giant as they grow their operations in North America.” The loan is being extended to Volkswagen with “market-rate interest and administrative fees.”

“There’s no doubt Canada needs Volkswagen more than Volkswagen needs Canada,” said Phil Taylor, spokesperson for EDC, to the Windsor Star.

The financial agreement gives smaller Canadian companies exposure to Volkswagen as they tool up their North American operations for future product. Suppliers can register their products or services on a website run by EDC.

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BREAKING: Piëch Resigns Chairmanship, Winterkorn Continues as CEO at VW http://www.thetruthaboutcars.com/2015/04/breaking-piech-resigns-chairmanship-winterkorn-continues-ceo-vw/ http://www.thetruthaboutcars.com/2015/04/breaking-piech-resigns-chairmanship-winterkorn-continues-ceo-vw/#comments Sat, 25 Apr 2015 17:26:08 +0000 http://www.thetruthaboutcars.com/?p=1054273 While Chief Executive Martin Winterkorn wears bruises from the conflict, Ferdinand Piëch has paid the ultimate of price and resigned his chairmanship with immediate effect. According to Reuters, the ongoing row between CEO and Chairman at Volkswagen eased this past week, but when the group’s supervisory board put their support behind Winterkorn, the 78-year-old grandson of Ferry Porsche was […]

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"It wasn't Domino's. Someone delivered Wiedekings head." Piech and Winterkorn.  Picture courtesy handelsblatt.de

While Chief Executive Martin Winterkorn wears bruises from the conflict, Ferdinand Piëch has paid the ultimate of price and resigned his chairmanship with immediate effect.

According to Reuters, the ongoing row between CEO and Chairman at Volkswagen eased this past week, but when the group’s supervisory board put their support behind Winterkorn, the 78-year-old grandson of Ferry Porsche was left “isolated” in a five-to-one vote. Sources told the newswire service Piëch’s decision to not support Winterkorn put his own position in jeopardy. Piëch’s wife, Ursula, also resigned her positions within the company.

Piëch will be replaced by Deputy Chairman Berthold Huber in the interim. A vote on when a new Chairman will be chosen has not been announced.

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Dispatches do Brasil: Renault Re-Invents Itself in Latin America http://www.thetruthaboutcars.com/2015/04/dispatches-brasil-renault-re-invents-latin-america/ http://www.thetruthaboutcars.com/2015/04/dispatches-brasil-renault-re-invents-latin-america/#comments Fri, 24 Apr 2015 16:00:02 +0000 http://www.thetruthaboutcars.com/?p=1053257 Among the first to come to Brazil when the market was opened up again in the 1990s – after a hiatus of almost 50 years when this country closed itself off to the world – Renault has seemingly reached a limit in Brazil. Its market participation has hovered around 6 percent for years. Now, hungry for […]

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Renault Logan

Renault Logan

Among the first to come to Brazil when the market was opened up again in the 1990s – after a hiatus of almost 50 years when this country closed itself off to the world – Renault has seemingly reached a limit in Brazil. Its market participation has hovered around 6 percent for years. Now, hungry for more, the French company is showing its new plans that will deeply affect their operations in Latin America at large and shake up their manufacturing base in South America, most especially Mercosur (namely Brazil and Argentina).

When their Ayrton Senna factory was opened in São José dos Pinhais in Paraná state, their line was in tune to what they produced in Europe. They offered the Clio, Kangoo, Mégane and Scénic. With an emphasis on safety, even the lowly Clio offered dual frontal airbags. At that time, the relative parity between the Brazilian real and American dollar allowed them to import systems such as the aforementioned airbags on the cheap. The minivan Scénic offered space for five, a large trunk, modular seating and became a favorite for families. The Mégane and Kangoo meanwhile suffered at the hands of more established competition and never made a dent in Volkswagen Golf, Fiat Stilo or Ford Focus sales. The Fiat Doblò passenger and commercial versions plus the Uno-based Fiat Fiorino conspired to keep the Kangoo down.

In the Brazilian market, reception was mixed. At the entry level, the Clio had lukewarm success. The majority of compact level car buyers are not exactly flush with money, so buying a new entry into that market was seen as a risky proposition. The Scénic and other minivans slowly, but surely, decimated the station wagons then available on the market. Together with Citroën minivans, Renault owned that market. As it became a favorite, the prices of this type of car rose above the rest of the competition and became expensive to buy.

Undeniably, Renault and other French makes suffered a perception problem. While most think their engines are robust and can take the pressure, suspension systems were and remain under suspicion in the eyes of Brazilian consumers. So, despite placing rather high in consumer satisfaction surveys, Renaults take a hit at re-sale time.

Brazilian Clio

Brazilian Clio

Over the years the American dollar and euro appreciated against the Brazilian real and growing sales plateaued. Renault’s reaction was to cheapen their offerings. Soon, the Clio lost its airbags, losing its appeal to the better off buyers that seemed to favor it over the VW Gol or Fiat Uno. When it was re-designed, it kept the previous car’s internal design. A new Scénic was launched in Europe, but citing cost complications, Renault chose to keep building the old one. Renault also tried to gain market penetration by locally building and selling a Mégane sedan and station wagon. Inevitably, Renault’s line became outmoded and nothing on offer in Europe was sold here.

Of course, errors in reading the market collaborated to their downfall. In the early 2000s, Renault was challenging Ford for fourth place in the Brazilian market. Ford reacted by launching the EcoSport and new Fiesta, new engines, and soon saw the distance between it and Renault grow. Besides the cheapening and non-updating of the line, beginner errors abounded. In Brazil, the Scénic was a solid middle class car, even higher middle class, and not the cheap and cheerful family transportation pod it was in Europe. As such, Brazilian dealers clamored for black and silver Scénics while the French continued offering it in purple, red and other colors the middle class rejected. The Clio, besides keeping the same interiors forever, never changed wheel cover designs or had new versions launched (tricks in which the traditional Brazilian Big Four – Fiat, GM, Volkswagen and Ford – are experts).

In the late 2000s, Renault re-made itself in Brazil. The Scénic was gone. The Kangoo was now only a commercial vehicle. The Clio soldiered on unmolested and seemingly only existed so Renault could keep a foot in the entry-level market. A solution was found though and it was the result of the deepening of the synergies and integration within the scope of the global Renault-Nissan Alliance.

Renault underwent the so-called “Dacia-lization” (Dacia being a Romanian company that Renault uses as its low-cost brand in Europe). The Logan, Sandero and eventually the Duster were launched. In spite of the insipid design, the cars used a Renault-Dacia version of a modern Nissan platform. The Logan family’s claim to fame and a space in the market was that it offered a lot of space for modest prices. Size-wise similar to Focus and Toyota Corolla type cars (sometimes even bigger, trunks tended to be larger), but priced similarly to smaller cars like Gol or Fiat Siena, they appealed to a more rational buyer. After a few years, with the launch of the Duster CUV, Renault was again encroaching on Ford and distancing itself from the Asian brands that were finally “acclimatizing” (by offering compact cars similar to market favorites) to Brazil and had been threatening Renault’s (by then traditional) fifth place in Brazilian sales rankings.

Nov-Ford-Ka-SEL-2015 (3)

As the 2000s became the 2010s, Renault was again under assault. Competition grew. Everybody copied their idea of a larger cars for more modest prices. Fiat launched a bigger Palio and a Grand Siena. Volkswagen do Brasil got into the compact sedan market again with its Voyage. Ford brought the new Fiesta and conjured up the highly competitive new Ka. GM came strong based off of its GM Korea know-how and re-invented themselves in Brazil, becoming the leader of in-car mobile electronics. Toyota got serious in Brazil and the Etios family has been gaining ground, horrible design notwithstanding, based on modern mechanics and a good ride. Hyundai’s HB20 has done the opposite: it has conquered image conscious consumers due to the success of it fluidic design language, in spite of the bad ride. All these companies and cars offered up new technologies and engines, bringing more fuel economy to buyers, extra gadgets and crept up on the Logan family’s cost benefit advantage.

Reacting, Renault has launched a re-designed Logan and Sandero. Though the new designs have been well-accepted and increased sales, this growth has been deemed insufficient. Both Hyundai and Toyota routinely sell more than Renault on a monthly basis and could soon take fifth place in overall sales. As such, Renault studied its South American operations and has cooked up a plan.

Renault Oroch Concept

Renault Oroch Concept

An “un-Dacia-lization” of sorts seems to be in place. Logan and Sandero production is being moved to Argentina. The company is investing heavily in their ancient Santa Isabela factory in that country. Duster production will be kept in Brazil and soon the Oroch pickup (based on the Duster and rumored to be a 1 ton pickup) will be launched. From what the press has been able to piece together, both Duster and Moroch will be produced off of the current platform and updates will be infrequent, following the age-old strategy of competing on price and, also, space. The Duster is larger than EcoSport and the recently launched Jeep Renegade, Honda HR-V and Peugeot 2008. The Moroch will dwarf the current Fiat Strada (new, larger version of which has been seen tooling around the factory), VW Saveiro and the old-as-the-hills, barely competitive Chevrolet Montana.

The Moroch however is an indication of the deepening of the CUV event horizon presciently seen by our recently departed Derek Kreindler. Renault is going all-CUV-in. The Renault Captur, a current Clio-based mini CUV is a foregone conclusion. Renault is not even hiding it anymore and it has been seen around the factory in Paraná and on highway tests. This lends credence to the thesis Renault is re-inventing itself. The new Brazilian Clio, the same again as the Euro Clio, should also appear soon, albeit placed in a category above the current Brazilian Clio’s status. Suppliers also say Renault is quoting prices for a sedan version of the Clio (non-existent in Europe) and indicative of the soon to come demise of its midsize sedan offering, the Fluence. Informed journalists in Brazil have stated that the Espace, Renault’s large (and former) minivan, which has turned into a sort of a CUV, is slated to be introduced in Brazil in 2016 as a locally-produced offering.

The current Brazilian Clio is also on its last days. Though reports are conflicting, either a version of Nissan’s own low-cost brand Datsun Go will be built here in Brazil, or a version of the concept recently shown in world Auto Shows by Nissan called the Sway (supposedly an early version of a substitute for the March/Micra line), could gain a Renault badge and come strong in the lower echelons of the Brazilian market.

Meanwhile, in Argentina, besides the heavy modernizing investments at the local plant and the responsibility of building the Logan family, current cars will remain in production. And very interestingly, the new Frontier/Navara pickup that will used by Mercedes Benz to offer its own global midsize pickup (compact PU for Americans) will also gain a Renault badge for sale, initially, all over Latin America. Internally called the Raptur, this will be Renault’s first incursion into the traditional midsize pickup market. It is an important step and will allow Renault to compete in an important market spanning the entirety of Latin America. Coming soon (reports say early 2016) you could soon take your pick and buy your midsize pickup in your preferred flavor – Nissan, Mercedes or Renault – as they will all be built side-by-side at the Argentinian factory.

The next few years will be very important for Renault in Latin America. It will keep and modernize entry-level cars. It will continue offering competitively priced compact cars that offer a bit more and are the bulk of the Brazilian market. It will make new tries, with new product, to gain a presence in upper middle-class garages by “Euro-pizing” its Brazilian production. It will sell CUVs for all pockets. Pickups, small and large will further broaden Renault’s Latin American presence.

If this will be enough to keep Toyota and Hyundai at bay remains to be seen. However, it seems if they will be offering cars, CUVs and trucks, the market wants. Sounds like a plan.

Brazilian Clio Ayrton Senna Factory Hyundai HB20 Nissan Frontier Renault Oroch Concept Santa Isabela Factory Renault Logan Renault Captur European Clio Renault Fluence Renault Kangoo Express Toyota Etios

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Volkswagen Jetta GLI: Reviewed! http://www.thetruthaboutcars.com/2015/04/volkswagen-jetta-gli-reviewed/ http://www.thetruthaboutcars.com/2015/04/volkswagen-jetta-gli-reviewed/#comments Fri, 17 Apr 2015 14:30:37 +0000 http://www.thetruthaboutcars.com/?p=1045378 This is not a GTI. This is not a GTI. This is not a GTI. Cross your tees and line your elles, this is not that darling of the #millennial boot-scoot generation: the My First Big Boy Car Volkswagen GTI. It’s not a GTI with a trunk, either, despite everything you might think. The GLI certainly […]

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VW Jetta GLI front

This is not a GTI. This is not a GTI. This is not a GTI. Cross your tees and line your elles, this is not that darling of the #millennial boot-scoot generation: the My First Big Boy Car Volkswagen GTI.

It’s not a GTI with a trunk, either, despite everything you might think.

Nice Touch Alert: the red line framing the grille extends into the headlights. Clever!

Nice Touch Alert: the red line framing the grille extends into the headlights. Clever!

The GLI certainly makes a good first impression. Split-spoke wheels with just the right-sized tires, too much sidewall, a hint of red from the front grille—there’s a nice touch, Volkswagen, how the red line continues into the headlight housings. Subtle, sophisticated: a very Grown Up Car. Junior pulls into the office park on his first day of his post-college job and he knows his bosses, safely ensconced in their corner offices, are watching. Just to see what kind of young upstart they hired. Let’s get lunch—PF Chang’s? Great. We can take my car!

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Nice wheels. Nice new grille. Open the door and imagine four plaid seats, just like the GTI—how cool would that look? Instead, the GLI only receives V-Tex Leatherette, patterned in carbon-look and framed in red piping, for a look resembling Darth Vader’s softball uniform. I appreciate the honesty inherent in a cloth interior, but we have believed for decades that even faux leather looks expensive. Even when this doesn’t.

DSC03818

Darth Vader’s softball team would be called “The Empire Strikes Out.”

And yet, the illusion is over by that first turn out of the parking lot. Because that exhaust note is the GLI’s most characterful asset, carrying an unmistakable presence: it growls and rips and sounds edgy, exuberant. Coupled with the turbo pssht! when shifting through the DSG transmission, and it’s the GLI again with the first impressions, especially the impression that there’s a serious performance car lurking underneath all that sophistication.

Even when there isn’t.

VW Jetta GLI rear

Angeles Crest Highway looks pretty good in the mornings.

The GLI shares its 2.0-liter TSI turbocharged engine with its hatchbacked brother, producing 210 horsepower, with the full brunt of its 207 lb-ft of torque ready to go at a mere 1,700 RPM. Below that, it positively bogs when coming off a stop. Then it’s wait, wait, wait, hold on, whoosh!

It sounds best in second gear. Of course, Angeles Crest Highway, where these photos were taken, is a third gear kind of road…and once you lift off the throttle, anywhere below 4,000 RPM, the GLI is as quiet as ever. The dual-clutch DSG snaps off shifts with near-imperceptible quickness, fast as ever. Volkswagen claims “upgraded brakes” on the GLI, but at least the calipers are painted red. They work powerfully.

VW Jetta GLI wheels

Red calipers add BRAKE horsepower. Get it?

And here’s the shocker of the century: the whole chassis tends toward understeer. The XDS Cross Differential is an electronic system, available across the Golf lineup, and applies the brakes to inside wheels—VW-speak for torque vectoring, and without it the GLI might feel even sloppier. But as it stands now, it lacks precision. The ride is relatively well composed, with little body roll, but there’s a lot of road noise. The steering is weighty, not as sharp, not particularly involving— not much to feel, no resistance to bear, heavy as hell at a crawl, but numb and inconsistent when on the move. Compare this to the GTI, whose steering is consistent at any speed—probably why it feels so gratifying as a result.

At least you can get it with a manual. The esteemed Mr. Kreindler and I both recommended that you do.

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Our Jetta GLI SEL rang in a hair over $30,000, reigning at the top of the Jetta food chain. And yet, it still comes with the built-to-cost sensibility the motoring world griped when it came out: harsh door panels, hard-knock plastics, a bouncy trunklid, a tiny screen the size of a pack of Orbit.

But for the same price, there’s a four-door GTI. And that’s the full package: the MQB platform is new, the interior is new, the touchscreen is new, the suspension is newer, certainly. I think this is what sums it up about the GLI: go to Volkswagen’s website and look at their models. Go past the lease deals on a stripper Jetta or Passat (with manuals!). Look past the Beetle, the Eos (they still make those?), the Golf. Take a look: the GTI is its own standalone model, now, proof of serious intent from Volkswagen. On some college campuses, the GTI is so popular that your average incoming freshman can walk from one side of campus to another, entirely on the roofs of GTIs, without ever touching ground.

If you’re a sporting gentleman, get that. If you’re practical, get that. If you “drive tastefully,” get that with the plaid seats. Because America’s cheapest sports sedan—the GLI SE starts at $26,920 with a manual—is more cheap than sport.

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Review: 2015 Volkswagen e-Golf (With Video) http://www.thetruthaboutcars.com/2015/04/review-2015-volkswagen-e-golf-video/ http://www.thetruthaboutcars.com/2015/04/review-2015-volkswagen-e-golf-video/#comments Sat, 11 Apr 2015 19:24:27 +0000 http://www.thetruthaboutcars.com/?p=1037841 Because I live in California, it seemed only fitting that my first taste of the new Golf arrived in electric form: the 2015 VW e-Golf. (Why e-Golf? Because “Golfe” just sounded silly.) The Golf isn’t just the first Volkswagen EV in the US, it’s also the first VW built on the new MQB platform which […]

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2015 Volkswagen eGolf Exterior-001

Because I live in California, it seemed only fitting that my first taste of the new Golf arrived in electric form: the 2015 VW e-Golf. (Why e-Golf? Because “Golfe” just sounded silly.) The Golf isn’t just the first Volkswagen EV in the US, it’s also the first VW built on the new MQB platform which promises reduced weight and lower development costs. While MQB isn’t a dedicated EV platform like Nissan’s LEAF, it was designed to support electrification from the start rather than being converted like the Fiat 500e. While that may sound like a quibble, the difference is noticeable as the e-Golf feels like a regular VW that happens to be electric. The e-Golf also demonstrates just how rapidly EVs have evolved since the LEAF launched in 2010.

Exterior

Volkswagen has always been a company that prefers restrained elegance when it comes to design and the new Golf is no different. While some described the look as boring, I generally appreciate design evolution more than design revolution because the latter leads to products like the Aztek. The downside to VW’s design evolution is that the Golf doesn’t look all that different from the last Golf, but VW owners tell me that’s how they like it. Park it next to the last VW hatch and you will notice a difference. The 2015 model is longer, wider and lower than its predecessor with a longer hood and a shorter front overhang. The result is a more grown-up hatch than ever before that also schleps more stuff than ever before.

For EV duty, VW swaps in their first US-bound LED headlamps, and (according to a product announcement released when we had the e-Golf) will swap them back out if you opt for the new starting trim of the e-Golf which is coming soon. We also get a revised DRL strip of LEDs curving around the front bumper that gives the electric version a distinctive look in your rear-view mirror. Finishing off the transformation are blue accents here and there, EV specific wheels and unique badging. From a functional standpoint, the electrically heated windshield (ala Volvo and Land Rover) helps reduce energy consumption by heating the glass directly instead of heating the air and blowing it on the glass.

2015 Volkswagen eGolf Interior.CR2

Interior

Changes to the new interior are as subtle as the exterior. It was only after sitting in a 2012 Golf that I realized that parts sharing appears to be somewhere near zero. Although the shapes are similar, everything has been tweaked to look more cohesive and more up-scale. The console flows better from the climate controls, infotainment screen and knick-knack storage all the way to the armrest. The dashboard design is smoother and more Audiesque and the door panels have improved fit and finish with slightly nicer plastics. Keeping in mind that the Golf competes with the Hyundai Elantra GT, Ford Focus, Mazda3, Chevy Sonic, and Fiat 500L, this is easily the best interior in this class.

When it comes to the e-Golf things get murky. Since most auto companies have just one EV model, the electric Golf competes with a more varied competitive set spanning from the Spark EV and 500e to the BMW i3 and Mercedes B-Class Electric. In this competitive set, the VW still shines with an interior that isn’t that far off the B-Class or the i3 in real terms. The only oddity here is that the e-Golf does not offer leather in any configuration. The new base model gets cloth seats which are comfortable and attractive but the top end trim we tested uses leatherette which is attractive but doesn’t breathe as well as leather or cloth. Breathability is a problem the Spark’s leatherette seats also suffer from and is especially important in an EV where you frequently limit AC usage to improve range. Kia’s Soul EV is a stand-out in this area by offering real leather and ventilated seats which consume less power than running the AC.

2015 Volkswagen eGolf Interior-0031

Infotainment

The redesign of the Golf includes a refresh of VW’s infotainment lineup. Sadly however, this is the one area where revolution would have been preferable to evolution. The VW infotainment software, even in our up-level unit with nav, still lags behind the competition. The unit features expanded voice commands, finger gestures (like scrolling), snappier navigation software and a proximity sensor to clean up the interface when your digits aren’t near the screen. Most of the system’s graphics have been improved and the media interface is more attractive than before. Sadly however the system still lacks the ability to voice command your media library and the screen is notably smaller than the huge 8-inch screen in the Kia Soul.

2015 Volkswagen eGolf Interior Gauges

Instead of giving EV models a funky disco-dash like most EVs, VW keeps the four-dial analog cluster  and monochromatic multi-information display with a few changes. Instead of a tachometer we get a sensible power meter showing how much oomph you are commanding. Instead of an engine temperature gauge VW drops in an “available power” gauge that tells you how much power you can draw from the battery pack. In cold weather, or when the battery is too hot or too cold the discharge rate will slow.

I appreciate the simplistic gauge cluster, it’s classier than disco-dash in the LEAF while displaying essentially the same information. On the downside, the rest of the e-Golf’s systems lack the EV-specific features we have come to expect in EVs and hybrids. The extent of the EV information in the infotainment system is a single screen that shows your range. Most of the competition provides insight into how much energy your vehicle’s systems are consuming, how much additional range you’d get by turning your AC off or how long your battery would take to charge on various power sources. In fact the only way you’d know how long the e-Golf would take to charge is by plugging it in and reading the display that flashes the time to charge briefly. For more information VW directs you to their smartphone app, but those looking for a more integrated solution should look elsewhere.

2015 Volkswagen eGolf Motor-001

Drivetrain

Powering the e-Golf is a 115 HP synchronous AC motor capable of delivering 199 lb-ft of torque at low RPMs. That’s 55 fewer ponies, but the same amount of torque as the regular Golf’s 1.8L turbo engine. Logically the performance is lazy when compared to the turbo Golf thanks as much to the single-speed transmission as to the added weight of the e-Golf’s battery pack. 60MPH happens in a Prius-like 10.03 seconds, about 2-seconds slower than the TSI. Because the MQB platform was designed with EVs and hybrids in mind, the large 24.2 kWh (estimated 21.1 kWh usable) battery fits entirely under the vehicle with no intrusion in the passenger compartment and little overall compromise in terms of cargo capacity.

Early reports indicated that VW was going to liquid cool the battery pack like GM does in their EVs but the production e-Golf uses a passive battery cooling system instead. VW engineers tell us that the lithium nickel manganese cobalt oxide (NMC) cells from Panasonic lend themselves well to packs of this nature and it ultimately helps them reduce weight and complexity. Like most manufacturers VW will warrant the pack for 8 years and 100,000 miles against capacity drop larger than 30%. This means that your EPA range starts at 83 miles and would have to drop to around 53 miles in that window to get it repaired or replaced.

Charging is always a concern with EV shoppers so VW dropped in one of the faster chargers available (7.2kW) which can charge the battery in three hours if you have an appropriate 240V EVSE. Should you have access to one of the new SAE DC Fast Charge stations (also known as CCS), you can zip from 0-80% in under 30 minutes. On the downside, finding a CCS station proved a little tricky in the SF Bay Area where the older competing CHAdeMO standard is more common by at least 5:1. On the up-side if you can find a station it’s unlikely to be occupied since there are few vehicles on the road that support the new connector.

2015 Volkswagen eGolf Interior Gauges-001Drive

According to VW, our e-Golf tips the scales at a svelte 3,391 lbs with 701 of that coming from the battery pack. For those that are counting, that’s only 300lbs heavier than the carbon fiber and aluminum BMW i3 REx which is significantly more expensive and actually has a smaller battery and 359lbs heavier than the Golf TSI. I should also mention that the Golf also scores better in crash tests than BMW’s light weight EV. In addition to being light for an EV, the weight is more evenly distributed than in the gasoline Golf. VW has not released exact details, but the pre-production Golf EV had a perfect 50:50 weight balance and that’s likely true for the 2015 e-Golf as well.

Although VW puts 205-width low rolling resistance tires on the e-Golf, it actually handles better than the base Golf TSI. Some of that is because the TSI gets 195s in base form, but the lower center of gravity and the improved weight balance play a large role as well. This means that unlike other EV conversions, the electric Golf isn’t the least fun trim, it actually ends up middle of the pack between the base Golf and top end TSI and TDI trims. The improved balance is obvious in neutral handling where the EV plows less than the base Golf. The added weight has a positive impact on the ride which seemed a hair more refined than the TSI a dealer lent for comparison. Steering is typical modern VW: moderately firm and accurate but lacking any real feedback.

2015 Volkswagen eGolf Charging Connector

Pricing on the e-Golf initially started and ended at $35,445 due to VW’s one-trim strategy. If you qualify for the highest tax incentives available (state and local) the price drops to an effective $25,445. That’s only a hair more than a comparable gasoline model (the e-Golf SEL Premium’s feature set slots between the TSI S and TSI SE model) but higher than many of the recent mass market EVs. To solve this VW announced the arrival of the “Limited Edition” which cuts $1,995 from the price tag by de-contenting. Cloth seats replace the leatherette (I actually think that’s an upgrade), the LED headlamps are dropped and steel wheels replace the 16-inch alloys. None of those changes are a deal-breaker for me, unfortunately however the last thing on the chopping block is the heat pump. Heat pumps are much more efficient than resistive heating elements so this will mean reduced range in colder climates.

The e-Golf is less of a compromise than the 4-seat Spark and a better deal than the 4-seat i3. Nissan’s LEAF provides a little more passenger and cargo room for less, but the trade-offs include lackluster handling, fewer features and a much slower charger. When cross-shopping Fiat’s 500e you realize just how large the Golf has grown over the years. As you’d expect in a segment that is evolving this rapidly, the toughest competition is found in the other new model: the 2015 Kia Soul EV. Priced from $33,700-35,700 (before incentives) the Soul is slightly more expensive than the VW but you get considerably more for your money. The delta is most pronounced in the Soul EV + which gets real leather, cooled seats, a heated steering wheel, power folding mirrors, an 8-inch touchscreen, and about 20% more battery capacity for $225. Highlighting Kia’s deft hand at cutting the right corners, you will notice that the Soul forgoes LED headlamps, the heated windscreen and has a slightly slower charger. As impressive as the e-Golf’s curb weight is, the Soul EV manages to be a hair lighter at 3,289lbs despite the bigger battery, this weight reduction and deeper gearing allow the Soul EV to scoot to 60 one second faster. This leaves me with a split decision, the e-Golf is the better car but the Soul is the better EV with a longer range, EV focused infotainment software and niceties like the cooled seats and heated steering wheel that extend range by reducing your HVAC consumption. If VW adds a third model sporting cooled seats, real leather and drops back in the gas-Golf’s power seats, they’d have a solid alternative to the Soul EV and even the Mercedes B-Class. Just be sure to check with your tax professional before depending on those EV credits and rebates.

Volkswagen provided the vehicle, insurance and a charged battery for this review.

Specifications as tested:

0-30: 3.44 Seconds

0-60: 10.03 Seconds

1/4 Mile: 17.2 Seconds @ 82 MPH

Average Economy: 4.3 Mi/kWh

2015 Volkswagen eGolf Cargo Area.CR2 2015 Volkswagen eGolf Cargo Area 2015 Volkswagen eGolf Cargo Area1 2015 Volkswagen eGolf Charging Connector SAE CCS DC Fast Charge 2015 Volkswagen eGolf Charging Connector 2015 Volkswagen eGolf Exterior.CR2-001 2015 Volkswagen eGolf Exterior.CR2-002 2015 Volkswagen eGolf Exterior.CR2-003 2015 Volkswagen eGolf Exterior 2015 Volkswagen eGolf Exterior-001 2015 Volkswagen eGolf Exterior1 2015 Volkswagen eGolf Exterior-002 2015 Volkswagen eGolf Exterior-003 2015 Volkswagen eGolf Exterior-004 2015 Volkswagen eGolf Exterior-005 2015 Volkswagen eGolf Exterior-0011 2015 Volkswagen eGolf Exterior-0021 2015 Volkswagen eGolf Exterior-0031 2015 Volkswagen eGolf Exterior-0041 2015 Volkswagen eGolf Exterior-0051 2015 Volkswagen eGolf Interior Gauges 2015 Volkswagen eGolf Interior Gauges-001 2015 Volkswagen eGolf Interior.CR2 2015 Volkswagen eGolf Interior.CR2-001 2015 Volkswagen eGolf Interior 2015 Volkswagen eGolf Interior-001 2015 Volkswagen eGolf Interior1 2015 Volkswagen eGolf Interior-002 2015 Volkswagen eGolf Interior-003 2015 Volkswagen eGolf Interior-004 2015 Volkswagen eGolf Interior-005 2015 Volkswagen eGolf Interior-006 2015 Volkswagen eGolf Interior-007 2015 Volkswagen eGolf Interior-008 2015 Volkswagen eGolf Interior-009 2015 Volkswagen eGolf Interior-010 2015 Volkswagen eGolf Interior-0031 2015 Volkswagen eGolf Interior-0041 2015 Volkswagen eGolf Motor 2015 Volkswagen eGolf Motor-001 2015 Volkswagen eGolf Wheel.CR2

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Capsule Review: 2015 Volkswagen Jetta 2.0 “Quebec Special” http://www.thetruthaboutcars.com/2015/04/capsule-review-2015-volkswagen-jetta-2-0-quebec-special/ http://www.thetruthaboutcars.com/2015/04/capsule-review-2015-volkswagen-jetta-2-0-quebec-special/#comments Thu, 09 Apr 2015 13:00:19 +0000 http://www.thetruthaboutcars.com/?p=1041193 Reader iMatt shares his experiences with the Volkswagen Jetta 2.0 “Quebec Special” Is the old 2.0L engine really as bad as the internet believes? I knew it was only a matter of time before I’d need to buy a second vehicle to compliment the Honda Fit shared by my girlfriend and I. That time finally […]

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IMG_20150302_113211

Reader iMatt shares his experiences with the Volkswagen Jetta 2.0 “Quebec Special”

Is the old 2.0L engine really as bad as the internet believes?

I knew it was only a matter of time before I’d need to buy a second vehicle to compliment the Honda Fit shared by my girlfriend and I. That time finally came with a forced relocation at work and after taking many months to decide what I wanted in my next vehicle, I decided my top two priorities were value and comfort, neither of which being the focal points of the Fit.

I opted for a base model 2015 Jetta with the 2.0 L engine and 5 speed manual transmission with nary an option, not even A/C (ironically). Price after fees and taxes came to just over $17 000 CAD. Standard equipment did include amenities that were once optional such as cruise control, Bluetooth connectivity, a trip computer, a back-up camera and a touch-screen head unit.

The plain exterior is a familiar sight nowadays, even with some minor tweaks for 2015. I appreciate the understated styling compared to the more stylized competitors such as the Mazda 3 or the Corolla. The Jetta just seems to have a more mature and refined air to it. My biggest complaint is that the base steel wheels look cheap and a tad undersized, luckily that’s easily remedied should I choose to do so.

The interior design reflects that of the exterior. I have to say though, I was surprised at how nice it feels. Hard plastics abound (don’t care) but materials are nice where they count. The instrument cluster and center stack are a joy to use on a daily basis, although I do lament the lack of an engine coolant temperature gauge. The gear shifter and steering wheel have nice shapes and so-so plastics but don’t offend. The 6-way adjustable driver’s seat is comfortable for my smallish frame but provides less thigh support than I would like. On the other hand, there is a fair bit of side bolstering. Larger people may find the narrow seats uncomfortable. The trunk is large as is the backseat.

My favourite attribute to the interior is the driving position combined with the low cowl. It reminds me a little of older Honda Accords providing excellent forward visibility with easy access to controls.

When I was researching this car, I could hardly find any actual reviews of the entry level engine. Even still, in most summaries, auto writers have no issue labeling it as an outdated boat anchor and as the engine to avoid at all costs. I couldn’t wait to get my hands on one to try it out.

Starting with the facts: Displacement is a tad less than 2000 CCs. Output is rated at 115 HP @ 5000 RPM and 125 lb-ft @ 4000 RPM.

Initial impressions on the test drive were that the old engine is entirely adequate for normal use in town – I would even dare to say more than adequate. There’s enough torque to keep you ahead of traffic from stoplight to stoplight if that’s your thing. I found you still have to be mindful of being in the optimal gear. This engine won’t pull you out of wrong gear situations like other more powerful cars will.

The bulk of the 3000 kms I’ve put on the car thus far have come from mountainous highway driving on single lane roads. The grades are steep, corners sharp and in this region of Alberta, the pavement beat to a pulp from the plentiful heavy industrial traffic.

On rare stretches of straight and level road, the Jetta has no issues maintaining speeds of 80 – 90 MPH in 5th gear running around 3000 RPM – something that I was entirely not expecting. Passing on two lane highways is also drama free and can easily be done in 4th gear. Obviously you won’t get the effortless blast of acceleration afforded by more powerful cars, but it’s not the real world slug “enthusiasts” would lead you to believe it is.

Climbing steep grades of 7% or more will require a downshift to 4th gear, if not 3rd in some cases. Under no circumstances was I unable to maintain the posted speed limits.

Under all driving conditions, the engine has proven to be quiet and relaxed, able to do it’s job at relatively low RPMs; quite the opposite from the rev happy and noisy 1.5 L in the Fit. It even has a pleasant and unique sounding growl to it that I don’t normally associate with a 4 cylinder engine. At idle and at low engine loads, you can feel slight vibrations coming through the steering wheel. Personally, I like to be reminded I’m piloting a machine with moving parts compared say to any modern V6 sedan with an engine so isolated, you can’t even tll if it’s running. The mechanical feel is part of the driving experience, perhaps explaining why I’ve been partial to older Hondas for so long. I honestly and surprisingly have not been disappointed by this “boat anchor” of an engine.

The gear shifter is easy to use with somewhat notchy shifts at times but is still substantial feeling unlike a Honda Civic’s for example. I was a little let own and liken the feel to that of an old and tired Mazda 626 I used to own (note: 5000 km later, it seems to have loosened up a bit with a smoother action). Clutch take-up is lighter than what I was expecting but still heavier than the aforementioned Civic’s. It is easy to use and provides for no surprises.

Back on the winding roads, the ride and handling of the Jetta don’t egg you on in a playful way the Fit or a Mazda 3 do. It turns out the Jetta drives a lot like it’s styling suggests it would. The ride is on the stiff side of smooth and composed. Only twice on a 200 km stretch of bruised and battered highway did I bottom out the suspension travelling at higher rates of speed. The car feels very stable in most conditions. The same trip in the Fit was always a white knuckled affair – in a more fun but sore back kind of way. To get the same thrills in the Jetta, you’d have to travel at a pace that could land you in a lot of trouble.

Approaching the Jetta’s handling limits is smooth and predictable. Body roll, while present, is minimal and mid corner frost heaves don’t upset the balance of the car. Steering inputs are met with crisp responses but like I said earlier, the car just doesn’t change direction as eagerly as some other sporty feeling cars. Pushing the relatively high cornering limits, you can feel the moment the front tire begins to rollover onto its sidewall, not exactly fun but there it is. The steering has a lighter feel than I was expecting as well, lighter than what I would like.

The upside to the more sedate handling is a very competent highway ride. On one occasion, on these same torn up and bumpy roads, I asked my partner how fast she thought we were going without looking at the speedo, she knew why I was asking ;). Her guess was a good 30 MPH less than what our actual speed was. Somehwat faint praise, but it gives you an idea this car doesn’t feel like a cheap econobox out on the highway. Adding to the experience is a low wind and road noise level.

The brakes work. I can tell you that moderate braking from highway speeds or down steep grades is smooth and drama free. I haven’t attempted any emergency stops in reverse yet so I can’t comment on whether the rear disc brakes feel like a noticeable improvement over the old drums.

Fuel economy has been reported by the trip computer at around 8.0 L/100 KMS (29.4 MPG). This was in a driving style as explained above at temperatures ranging from -10 C to -25 C (14 F to -13 F). In my opinion, that is fantastic.

As I wrap up this review, I’ve noticed a few patterns emerge from my thoughts and reflections. The words drama free and comfortable continue to pop up throughout. I would like to reiterate that although this car and powertrain are fairly comfortable, especially for the price, it may not be ideal for lazy drivers or people who simply don’t like to drive. The powertrain does require attention to ensure you’re always making the best of the limited power available. For example, if you don’t like to plan your passing maneuvers, have trouble maintaining a constant speed even on small grades or just all around don’t pay attention to your driving, I would suggest you step up to a more powerful car.

If you’re like me however and take pleasure in anticipating the road or traffic ahead, enjoy interacting with your vehicle (and no, I don’t mean having it read your emails to you) and will sometimes go for a drive just for the sake of driving, then this car can provide a great driver’s oriented compromise.

In this neck of the woods, people (men) are quick to tell me all the time I NEED a pickup truck out here – that I’m crazy to travel on any highway in a 2wd drive vehicle. Some go as far as to say that cars shouldn’t even be allowed on the highway. I gladly point out my girlfriend got by just fine this past winter commuting within the city limits in our winter tire equipped Fit without so much as ever getting stuck.

Point being that cars are far more useful and capable than people give them credit for. The Jetta’s measly 115 HP isn’t so measly on it’s own merits and suits my needs just fine. Could I have afforded the payments on a more powerful version or even a shiny new pickup truck? -Certainly, but aside from bragging rights and rollercoaster acceleration, I’ve got other priorities at this point in my life. (Spoken like a true Canadian -DK)

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Volkswagen Bringing Aggressive Crossover Styling To USDM Market http://www.thetruthaboutcars.com/2015/03/volkswagen-bringing-aggressive-crossover-styling-usdm-market/ http://www.thetruthaboutcars.com/2015/03/volkswagen-bringing-aggressive-crossover-styling-usdm-market/#comments Thu, 26 Mar 2015 10:00:33 +0000 http://www.thetruthaboutcars.com/?p=1029713 Feeling its style isn’t metal as it could be, Volkswagen is unleashing a more aggressive language for its upcoming compact and midsize crossovers. Automotive News reports the crossovers’ styling will take cues from the T-Roc and Cross Coupe GTE concepts, including sharp-angled character lines, notch-tooth grills, and imposing faces. Design boss Klaus Bischoff says the […]

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Feeling its style isn’t metal as it could be, Volkswagen is unleashing a more aggressive language for its upcoming compact and midsize crossovers.

Automotive News reports the crossovers’ styling will take cues from the T-Roc and Cross Coupe GTE concepts, including sharp-angled character lines, notch-tooth grills, and imposing faces. Design boss Klaus Bischoff says the new language is needed to help make a stronger impact in the United States market, considering that the automaker’s 2 percent market share pales in comparison to the double-digits it enjoys in Europe, China and other global markets.

Bischoff admits that the more conservative Euro-centric approach to design had been the company’s philosophy “for a long time,” adding that while it did work in Europe, it didn’t seem to be “the remedy for the rest of the world.”

The first model to wear the new design language will be the seven-passenger midsize crossover — pulling cues from the Cross Coupe GTE — set to leave Chattanooga in 2016. This will be followed by a redesigned Tiguan and a Golf-based crossover — the latter taking its style from the T-Roc — both due in 2017.

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Volkswagen Considering Trucks, Vans For US Market http://www.thetruthaboutcars.com/2015/03/volkswagen-considering-trucks-vans-us-market/ http://www.thetruthaboutcars.com/2015/03/volkswagen-considering-trucks-vans-us-market/#comments Thu, 19 Mar 2015 13:00:36 +0000 http://www.thetruthaboutcars.com/?p=1024977 Long ago, Volkswagen once sold (non-Chrysler) vans, utes and trucks in the United States. Those days may come again. According to Bloomberg, VW North America light commercial vehicle boss Eckhard Scholz said the automaker was looking into bringing a van and/or a pickup into the U.S. market to help bolster its overall range, as well […]

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Long ago, Volkswagen once sold (non-Chrysler) vans, utes and trucks in the United States. Those days may come again.

According to Bloomberg, VW North America light commercial vehicle boss Eckhard Scholz said the automaker was looking into bringing a van and/or a pickup into the U.S. market to help bolster its overall range, as well as drive more sales on its way to catching up — and one day, surpass — both Toyota and General Motors.

Potential models include the Amarok pickup, as well as the Caddy, Crafter and T5 vans and minibuses. VW’s global light commercial unit sold 445,000 models around the world last year, compared to the 366,970 models from the automaker’s USDM range over the same period. Overall global sales in 2014 came to over 10 million units.

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Capsule Review: 2015 Volkswagen Jetta TDI http://www.thetruthaboutcars.com/2015/03/capsule-review-2015-volkswagen-jetta-tdi/ http://www.thetruthaboutcars.com/2015/03/capsule-review-2015-volkswagen-jetta-tdi/#comments Tue, 17 Mar 2015 13:14:23 +0000 http://www.thetruthaboutcars.com/?p=1021513 To say the 2015 Volkswagen Jetta TDI isn’t about fuel savings is to miss the point. But to say it’s about all-around money-saving is to tell a lie. If your only mission was to spend less money on personal transportation in the new vehicle realm, jaw-dropping highway mileage generated by a 2.0L turbocharged diesel is […]

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2015 Volkswagen Jetta TDI brownTo say the 2015 Volkswagen Jetta TDI isn’t about fuel savings is to miss the point. But to say it’s about all-around money-saving is to tell a lie.

If your only mission was to spend less money on personal transportation in the new vehicle realm, jaw-dropping highway mileage generated by a 2.0L turbocharged diesel is not necessarily the ticket to personal financial freedom.


• USD Price As Tested: $30,020

• Horsepower: 150 @ 3500 rpm

• Torque: 236 @ 1750 rpm

• Observed Fuel Economy: 44.4 mpg


There are much less costly ways of getting around town than in a highbrow Jetta like our test example, with its leather seating, navigation, upgraded audio, and Volkswagen’s dual-clutch direct-shift gearbox.

So why can’t the two objectives comingle? I’d argue that they can, that a new car buyer can enjoy the benefits of an upgraded, torquey, semi-luxurious, and spacious German compact car – and spend the money that’s required to do so – while also enjoying weeks of fuel tank range.

However, it’s not as easy for me to say that as it was in the past. After years of local parity or even diesel-favouring prices, diesel now costs significantly more than regular gas in Nova Scotia. The new turbocharged 1.8L four-cylinder gas-fired engine I experienced in the Mk7 Golf also eats into the TDI’s efficiency advantage in ways the old 2.5L five-cylinder never dreamt of doing. And the CAD $2300 premium for the TDI over that flexible 1.8T is frightening, at least before resale value is taken into account.

2015 Volkswagen Jetta TDI Highline brownThe TDI isn’t quite on the same level as a Tesla Model S, whose owner who can afford the initial outlay and enjoys the combination of electrified transportation and ridiculous performance. Nor can a direct comparison be drawn with a Chevrolet Volt owner who accepts the higher price of the car because he finds satisfaction in lengthy periods of electric-only driving without the penalty of limited range. Nevertheless, in a similar manner, the up-front cost and premium at the pump won’t hinder a TDI owner from sourcing pleasure in her car’s real-world pace and its aversion to fuel consumption.

See, just because a new car consumer purchases or leases a car with clear fuel saving intent doesn’t mean the consumer must showcase frugal tendencies across the board. They can still drive the car they want. And strangely enough, despite forgettable styling, a lack of auto headlights, not quite Golf-like steering, some wind whistle around the A-pillar, an antiquated infotainment unit, and one of the less effective DSG pairings, the Jetta TDI is, in fact, desirable.

Granted, I’d argue that it’s less desirable as the equipment level rises. The Highline-trim car loaned to us by Volkswagen Canada creeps deep into Passat territory. Yes, the Jetta is very roomy considering its exterior dimensions – at 182.2 inches long, it’s only two inches longer than a Mazda 3 sedan. But the Passat’s interior is utterly massive.

In the U.S., diesel-powered Jettas start at $22,460. The 6-speed dual-clutch automatic adds $1100. A Jetta SEL TDI with the DSG and the $1690 Driver Assistance package (forward collision warning, blind spot monitoring, etc.) tops out at $30,020, including the $1750 diesel option. A mid-level Passat TDI costs $29,945.

2015 Volkswagen Jetta Highline interiorBut remember, the 2015 Jetta is not like the 2014 Jetta. Independent rear suspension aids ride quality, which really is quite serene. The upgraded interior, aside from the laggy touch screen system with its poor graphics, never once let me down in terms of material quality or ergonomics. Jetta steering still lacks the Golf’s sharpness, and the DSG’s lack of instantaneous response works with the comfort-minded chassis to steer you away from aggressive driving on twisty back roads. The Jetta’s overall on-road behaviour, however, provides a mature ambience, leaving me the with the feeling that the Jetta is perhaps better at taking the fight to midsize sedans as a slightly downsized alternative rather than challenging compacts with its upper-crust price tag.

Also updated for 2015 was the powerplant. The diesel is still a 2.0L with 236 lb-ft of torque, but it’s not the same 2.0L diesel of old. It’s quieter, smoother, and just a little bit happier to rev, and it’s also more efficient. The EPA highway rating moved up from 42 mpg to 45. In a week of driving around the city and its suburbs, the 44.4 mpg this Jetta registered was simply astonishing. With temperatures below freezing and a heavy right foot, the test example easily outperformed its city and combined ratings and very nearly matched the official highway figure.

Question the wisdom of spending $30K+ on a fuel miser if you must, but 44 mpg in city driving is the kind of mileage that engenders diesel loyalty. I just wish the 2015 Jetta still looked like the fourth-gen model, handled like the GLI, and could be filled up with fuel that didn’t cost an extra $0.47/gallon.

Timothy Cain is the founder of GoodCarBadCar.net, which obsesses over the free and frequent publication of U.S. and Canadian auto sales figures.

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Volkswagen Assembling Three-Row Tiguan In Mexico http://www.thetruthaboutcars.com/2015/03/volkswagen-assembling-three-row-tiguan-mexico/ http://www.thetruthaboutcars.com/2015/03/volkswagen-assembling-three-row-tiguan-mexico/#comments Tue, 10 Mar 2015 13:00:16 +0000 http://www.thetruthaboutcars.com/?p=1019466 The three-vow version of the Volkswagen Tiguan will hit showrooms from Puebla, Mexico in 2017. AutoGuide reports Volkswagen is investing $1 billion into its Puebla facility in preparation of the vehicle, with the funds going toward expansion and modernization, as well as tooling. The expansion will add 295,275 square feet to the facility. Once ready, […]

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2015 Volkswagen Tiguan

The three-vow version of the Volkswagen Tiguan will hit showrooms from Puebla, Mexico in 2017.

AutoGuide reports Volkswagen is investing $1 billion into its Puebla facility in preparation of the vehicle, with the funds going toward expansion and modernization, as well as tooling. The expansion will add 295,275 square feet to the facility.

Once ready, the plant can build as many as 500 Tiguans per day for markets in both Americas, Europe and China. Puebla currently assembles the new Golf, which uses VW’s MQB modular platform.

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Geneva 2015: Volkswagen Passat Alltrack http://www.thetruthaboutcars.com/2015/03/geneva-2015-volkswagen-passat-alltrack/ http://www.thetruthaboutcars.com/2015/03/geneva-2015-volkswagen-passat-alltrack/#comments Tue, 03 Mar 2015 09:25:52 +0000 http://www.thetruthaboutcars.com/?p=1012010 While some in the U.S. pine away for a brown manual diesel wagon, the Europeans will play in their Volkswagen Passat Alltrack estates. Based upon the standard Passat Estate, the Passat Alltrack is powered by either two turbocharged gasoline mills — generating 147 and 217 horsepower — or a trio of TDI diesels capable of […]

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While some in the U.S. pine away for a brown manual diesel wagon, the Europeans will play in their Volkswagen Passat Alltrack estates.

Based upon the standard Passat Estate, the Passat Alltrack is powered by either two turbocharged gasoline mills — generating 147 and 217 horsepower — or a trio of TDI diesels capable of 147, 188 and 236 horses, respectively. Stop-start and regenerative braking are standard.

Whatever power is chosen, it goes to all corners through the Alltrack’s permanent 4MOTION system, which aides in tackling trails with the help of electronic locking diffs and a 1.1-inch ride height increase over the Passat Estate. Stainless-steel underbody guard, modified bumpers, and ruggedized wheel arches and side skirts protect the Alltrack from the rocks and brush. Towing capacity is 4,850 lbs.

Other features include custom 17-inch wheels with optional 18- and 19-inch sets, HUD, front assist, emergency assist, rear traffic alert, and trailer assist.

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Geneva 2015: Volkswagen Sport Coupe GTE Concept Unveiled http://www.thetruthaboutcars.com/2015/03/geneva-2015-volkswagen-sport-coupe-gte-concept-unveiled/ http://www.thetruthaboutcars.com/2015/03/geneva-2015-volkswagen-sport-coupe-gte-concept-unveiled/#comments Mon, 02 Mar 2015 20:21:41 +0000 http://www.thetruthaboutcars.com/?p=1010986 Not every vehicle at the 2015 Geneva Auto Show can be featured in the Robb Report, though the Volkswagen Sport Coupe GTE Concept might be as such if made. The Sport Coupe GTE’s power comes from a 3-liter turbo-six and two electric motors delivering a collective 374 horsepower to all corners. The turbo-six feeds its […]

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Not every vehicle at the 2015 Geneva Auto Show can be featured in the Robb Report, though the Volkswagen Sport Coupe GTE Concept might be as such if made.

The Sport Coupe GTE’s power comes from a 3-liter turbo-six and two electric motors delivering a collective 374 horsepower to all corners. The turbo-six feeds its power to the front via a six-speed dual-clutch auto, while the electric motors directly distribute their power to the back. Nil to 62 arrives in 5 seconds, while all-electric mode delivers a range of 32 miles, and the system combined can hit 118 mpg.

Other features include driver biometrics — allowing the car to pick a route based on how much excitement the driver desires — route data featuring weather and traffic info, as well as previews of a given route with Instagram, parented ambient lighting, and touchscreen controls for the rear occupants to handle music, climate and phone calls.

Were the MQB-based concept to hit the production line, Volkswagen says it would slot between the CC and Phaeton; no word on whether that will happen, however.

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Capsule Review: 2015 Volkswagen Golf R http://www.thetruthaboutcars.com/2015/02/capsule-review-2015-volkswagen-golf-r/ http://www.thetruthaboutcars.com/2015/02/capsule-review-2015-volkswagen-golf-r/#comments Sun, 22 Feb 2015 17:53:32 +0000 http://www.thetruthaboutcars.com/?p=990738 The raindrops, small as #12 shot, plink against the glass, coating the pavement in a greasy film. Not ideal for a spirited drive in a nearly 300 horsepower hot hatch, even one with AWD, but Southern California needs the rain, even if it’s just a half-hearted attempt by the clouds. The ground is still parched, […]

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The raindrops, small as #12 shot, plink against the glass, coating the pavement in a greasy film. Not ideal for a spirited drive in a nearly 300 horsepower hot hatch, even one with AWD, but Southern California needs the rain, even if it’s just a half-hearted attempt by the clouds. The ground is still parched, the trees half blackened by the wildfires of the summer, while the remaining bark is a soft ivory like the leather in this Euro market test car, one of four examples that Volkswagen brought over with a manual transmission.

In my rearview mirror, the black and white Expedition from the San Diego Country Sherrif’s office fades away over the crest, and the two point oh tee mill pulls the car closer to 100 mph, exhibiting the kind of top-end torque that’s absent from its front-drive GTI sibling. But the 6-speed manual gearbox is the same, and all I can think is how much I’d rather have the DSG.

Since the manual won’t be available until 2016, Volkswagen supplied us with Euro-spec Golf R models with the big 19″ wheel package and the three-pedal transmission. Both of those sound like great ideas, but you’ll want a Golf R with 18s for the sake of ride quality, and the DSG because it’s so superbly matched to the rest of the car, that shifting your own gears detracts from the experience.

For one thing, the Golf R is quicker with the DSG. You can hit 60 mph in just under five seconds if you let the transmission do its work, but the manual adds an additional half-second. Shifts are quick, quicker when the car is in “Race” mode, but in normal driving, its tough to believe that just two generations ago, this was the same gearbox that would roll back on hills if you took your foot off the brake, and let you feel the clutch take up when rolling away from a stop light in first.

The second is that the manual gearbox isn’t that great. Having only driven the 6-speed manual in both the GTI and the R, one would find it perfectly acceptable. The throws of the shifter are light but precise, the clutch easy to modulate. But driven back to back with the DSG, it weakens the argument that “three pedals good, two pedals bad”. The fact that the pedals are spaced too far apart to execute a heel-toe downshift doesn’t help either. The only real benefit of the 6-speed manual is the $1100 discount off the $37,415 MSRP that the DSG version commands.

The rest of the package holds up its end of the bargain. The steering is just as crisp and direct as the GTI, and the flat-bottomed steering wheel is a nice touch. Compared to the most recent BMW 2-Series we drove, it makes The Ultimate Driving Machine feel like something from Toyota. The brake pedal feels a touch grabby, but its hard to fault the competence of the brakes themselves, which are the same as the GTI Performance Pack. For all the hype about the Haldex AWD system, the biggest positive attribute is the lack of torque steer when accelerating out of a corner – an affliction that affects the driving experience of the front-drive GTI. Otherwise, it was fairly transparent in its operation, which is to say it was hardly noticed at all. Perhaps a brisk drive in somewhere other than Southern California would have shown of its capabilities in a more demonstrative manner. Here’s hoping for a longer review during a Canadian winter.

Performance aside, the rest of the Golf R has all of the positive attributes of the other MQB based Golfs. The cabin seems impossibly spacious for a C-segment car, with ample space both fore and aft. The interior materials wouldn’t seem out of place in an Audi, but the current infotainment system is in desperate need of replacement – it doesn’t even have a USB port for your smart phone. Apparently, this, along with Apple CarPlay and Android integration will be available for 2016 as part of a revised infotainment system.

While VW is positioning the Golf R against the Subaru WRX STI and the BMW M235i, the real competition for this car is on VW’s showroom. There’s approximately $10,000 between the base price of a Golf GTI and a Golf R. Granted, a GTI 5-door with the DSG and Performance pack will narrow the gap some, but the biggest point of contention is that the GTI is just so good, even with front-wheel drive, that it’s hard to imagine making a case for the Golf R unless you must satisfy one of two criteria; you’re living in a snowy state where the AWD would be a benefit in poor weather, or you’re a member of the VW faithful who must have the uber-Golf, if only for internet bragging rights. Anyone else could get a nicely equipped GTI and an aftermarket ECU re-flash without ever regretting it.

 

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Volkswagen To Invest $10M In EV Charging Infrastructure Through 2016 http://www.thetruthaboutcars.com/2015/02/volkswagen-invest-10m-ev-charging-infrastructure-2016/ http://www.thetruthaboutcars.com/2015/02/volkswagen-invest-10m-ev-charging-infrastructure-2016/#comments Wed, 11 Feb 2015 13:00:34 +0000 http://www.thetruthaboutcars.com/?p=996626 Hoping to encourage federal investment, Volkswagen is putting up $10 million for EV charging stations to be ready by 2016. Part of that investment includes the previously announced partnership with BMW and Chargepoint to install 100 DC Fast Chargers on the East and West coasts of the United States, where no two stations will be […]

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Hoping to encourage federal investment, Volkswagen is putting up $10 million for EV charging stations to be ready by 2016.

Part of that investment includes the previously announced partnership with BMW and Chargepoint to install 100 DC Fast Chargers on the East and West coasts of the United States, where no two stations will be further than 50 miles apart to better facilitate increased use of EVs.

That said, Volkswagen of America vice president of product marketing and strategy Jörg Sommer would like to see “Federal financing support for establishing fast charging networks in urban areas and interstate corridors” alongside the support automakers and other companies are already putting into place. Sommer adds that he’d like for state and federal agencies to adopt greater numbers of EVs and PHEVs into their fleets, as well as more congressional support of “the mid-term review of the EPA’s greenhouse gas regulation to extend the multiplier credits for plug-in vehicles beyond MY21.”

The $10 million investment is part of a so-called “holistic approach to e-mobility” surrounding the automaker’s 2015 e-Golf, which also includes providing customers with the opportunity to install solar and home charging systems from partners SunPower and Bosch.

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Volkswagen Moving Ahead With New Phaeton Despite Itself http://www.thetruthaboutcars.com/2015/01/volkswagen-moving-ahead-new-phaeton-despite/ http://www.thetruthaboutcars.com/2015/01/volkswagen-moving-ahead-new-phaeton-despite/#comments Thu, 29 Jan 2015 12:00:34 +0000 http://www.thetruthaboutcars.com/?p=989922 Despite cost-cutting measures meant to save the automaker €5 billion annually by 2017, Volkswagen is moving ahead with a new Phaeton by 2018 at the latest. Reuters reports the revamp of the €76,000 ($86,000 USD) executive car would cost up to €650 million ($733 million) according to Evercore ISI analyst Arndt Ellinghorst, flying in the […]

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phaetons

Despite cost-cutting measures meant to save the automaker €5 billion annually by 2017, Volkswagen is moving ahead with a new Phaeton by 2018 at the latest.

Reuters reports the revamp of the €76,000 ($86,000 USD) executive car would cost up to €650 million ($733 million) according to Evercore ISI analyst Arndt Ellinghorst, flying in the face of a pledge by VW to cut production costs and non-profitable models in order to save €5 billion ($5.6 billion) annually by 2017. He adds that the Phaeton — the €1 billion ($1.13 billion) pet project of Chairman Ferdinand Piech that has lost €28,000 ($32,000) per unit sold between 2002 and 2012 alone — is “the most irrational project” as far as budgeting goes, yet lives on because Piech and CEO Martin Winterkorn “cannot let go of their fondness for luxury products.”

Additionally, the Phaeton would not only have a hard time doing battle against the likes of the Mercedes-Benz S-Class and BMW 7 Series as far as sales go (85,000 units annually for the S and 64,000 for the 7 compared to an estimated 11,900 for the new model between 2017 and 2020), but it would also struggle against its own stablemate, the Audi A8. U.S. sales are another likely challenge, as well, considering the automaker’s own struggles in understanding the U.S. market.

Nonetheless, VW is preparing the second-gen Phaeton for its showroom debut between 2017 and 2018, with a PHEV version coming down the pipe, as well.

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BMW, Volkswagen Team With ChargePoint For Bi-Coastal Network http://www.thetruthaboutcars.com/2015/01/bmw-volkswagen-team-chargepoint-bi-coastal-network/ http://www.thetruthaboutcars.com/2015/01/bmw-volkswagen-team-chargepoint-bi-coastal-network/#comments Fri, 23 Jan 2015 13:00:57 +0000 http://www.thetruthaboutcars.com/?p=987810 More charging stations are on the way for EV owners, thanks to a new partnership between BMW, Volkswagen and ChargePoint. The first phase of the partnership will be 100 DC fast chargers running north to south between Portland and San Diego on the West Coast, Boston and the District of Columbia on the East Coast. […]

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BMW i3 and Volkswagen e-Golf DC Charging

More charging stations are on the way for EV owners, thanks to a new partnership between BMW, Volkswagen and ChargePoint.

The first phase of the partnership will be 100 DC fast chargers running north to south between Portland and San Diego on the West Coast, Boston and the District of Columbia on the East Coast. Each station will have up to two 50 kW DC Fast or 24 kW DC Combo Fast chargers for most EVs like the BMW i3 and Volkswagen e-Golf, as well as Level 2 chargers for all EVs. Access to each location is granted by a ChargePoint or ChargeNow membership card.

The new stations will be in metro and intercity locations — such as restaurants, malls and rest stops — spaced up to 50 miles apart for long-distance travel, joining a network of over 20,000 ChargePoint stations throughout the United States. The first location is online now in San Diego County, Calif., with the other 99 expected by the end of 2015.

Express Charging.Infographic.300dpi

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Toyota No. 1 Global Automaker In 2014, Volkswagen Close Behind http://www.thetruthaboutcars.com/2015/01/toyota-no-1-global-automaker-2014-volkswagen-close-behind/ http://www.thetruthaboutcars.com/2015/01/toyota-no-1-global-automaker-2014-volkswagen-close-behind/#comments Thu, 22 Jan 2015 14:00:56 +0000 http://www.thetruthaboutcars.com/?p=987066 Once again, Toyota is the No. 1 largest automaker in the world, but Volkswagen is waiting close behind for the chance to take the crown. Automotive News reports Toyota sold 10.23 million units in 2014 with help from its Daihatsu and Hino partners, the first time the automaker sold over 10 million units in a […]

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WEC 6 Hours of Fuji

Once again, Toyota is the No. 1 largest automaker in the world, but Volkswagen is waiting close behind for the chance to take the crown.

Automotive News reports Toyota sold 10.23 million units in 2014 with help from its Daihatsu and Hino partners, the first time the automaker sold over 10 million units in a single year. Volkswagen took second on the podium with 10.14 million, and General Motors took third with 9.92 million.

2014 marks the second consecutive year Toyota has held the top spot, having regained it from GM in 2012 after the 2011 Tōhoku earthquake and tsunami greatly hindered production for the majority of that year. The automaker originally took the top spot from GM in 2008, the latter having dominated the podium for 80 years prior; Toyota also held the title in 2009 and 2010.

As for 2015, Toyota is forecasting deliveries of 10.15 million due to decreased demand at home and in emerging markets, as well as from falling oil prices and Japan’s increased national consumption tax. Volkswagen, meanwhile, is ahead of schedule as far as taking the crown goes, CEO Martin Winterkorn stating such a thing would occur by 2018 at the earliest before 2014’s results showed otherwise.

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Volkswagen Eyeing Golf R400, Van For US Market http://www.thetruthaboutcars.com/2015/01/volkswagen-eyeing-golf-r400-van-us-market/ http://www.thetruthaboutcars.com/2015/01/volkswagen-eyeing-golf-r400-van-us-market/#comments Wed, 21 Jan 2015 12:00:24 +0000 http://www.thetruthaboutcars.com/?p=986674 Aside from its crossover-SUV expansion, Volkswagen has some plans for its overall United States lineup, including the possibility of seeing the Golf R400 and a van in the showroom. Automotive News reports the automaker is close to making a decision on producing the 395-horsepower concept, which made its debut at the 2014 Beijing Auto Show […]

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001-volkswagen-golf-r-400-concept-1

Aside from its crossover-SUV expansion, Volkswagen has some plans for its overall United States lineup, including the possibility of seeing the Golf R400 and a van in the showroom.

Automotive News reports the automaker is close to making a decision on producing the 395-horsepower concept, which made its debut at the 2014 Beijing Auto Show last April. The move to press forward, however, depends on “good conditions,” per development boss Hans-Jakob Neusser.

As for the van, Volkswagen of America CEO Michael Horn says either the Caddy or next-gen Crafter are likely candidates to take on the likes of the Ford Transit and Ram ProMaster City.

Meanwhile, a few models will be cast into the crusher of history to further VW’s crossover/SUV-heavy strategy, with the Eos — which made up 1 percent of the automaker’s 2014 U.S. sales with 3,411 sold — high on the list.

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