If the Volkswagen Gol is no longer Brazilians’ sweetheart after 27 long years as the most sold car in this market, there is another whole segment of automotive sales where the Gol unequivocally leads. That is that of secondhand car sales. Does this mean the Volkswagen is still favored by most Brazilians or is it simply a reflection of the Gol’s lost, but decades old, sales crown?
This is all very normal. I exited my driveway, turned left at the end of our cul-de-sac, then right onto our village’s main two-lane, low-speed thoroughfare, shifted into third and fourth, turned up the satellite radio’s volume, switched the driver’s heated seat on full blast, and finally came to a stop a few kilometres later at a red light.
I’m waiting for the light to turn green, thinking that I must remember my excuse (crackers and hummus?) for leaving the house at 9pm at the end of a busy day just so I could drive this bright red, 4-door, 6-speed manual, 210-horsepower, 2015 Volkswagen Golf GTI. But it’s an awfully normal car. It’s not barking or bellowing or champing at the bit. Any gear will do. It’s not announcing the roughness of our coastal roads. I can see out of it. It’s completely tractable. It’s just a Golf.
Only a few weeks prior, the 2015 Volkswagen Golf 1.8TSI left me impressed, led me to believe that it was a terrific foundation for a GTI, and generated many more smiles per mile than I anticipated. Now, in mid-December, a week-long Christmas present from Volkswagen Canada seemed very much to be that first car, but with plaid seats, an upgraded equipment list, an extra cog in the gearbox, bigger wheels, and slightly sportier exterior styling.
Yes, it’s all very normal, this seventh-generation GTI. When you want it to be. (Read More…)
For all its foibles, I loved the 2.5-litre five-cylinder engine in the Volkswagen parts bin. It provided an audible grunt you couldn’t get anywhere else for the same amount of money and, in its early days, was the best way to buy cheap torque without going diesel or turbo.
First I wanted to let you know that nearly everyday on my lunch break I check TTAC and each time I see a Piston Slap article I always make sure to read through it. I admire your knowledge and have learned quite a bit from your articles. I guess that I have a two part question.
The first part being since when has it become “acceptable” that a modern (low mileage) engine can consume a quart of oil in less than 5K miles. Audi and VW jump the front on my mind with their 2.0T mills, but I hear more and more through the woodwork about engines drinking oil. The second part of my question probably has more to do with correlation than causation but it seems like direct injection plays a role in this IMO unacceptable oil consumption.
While former EICs Schmitt and Niedermeyer documented the increasing co-operation between the UAW and IG Metall, recent developments have taken the relationship to new twists and turns. First there was the appointment of IG Metall bigwig Bernd Osterloh to VW of America’s board of directors. Now, Reuters is reporting that the two unions, along with the VW global works council, have signed a letter of intent to represent VW workers at its Chattanooga, Tennessee plant.
Ah, the Volkswagen Phaeton. Everyone has an opinion about it. It epitomized Piech’s hubris. It is an unmarketable $100,000 Passat. It is essentially a Bentley Continental Flying Spur, but without the bling. It is the greatest car man has ever conceived.
Like Alfa Romeo, there’s always a rumor that the Phaeton 2.0 will be returning to the U.S. of A. in “a few years”. Again, this week, there is a lot of talk about it coming back.
There is a lot of conjecture and Monday morning quarterbacking about the Phaeton. But what is it really like to own one? TTAC’s own Jack Baruth had two. I, a new TTAC contributor, also owned one. I thought it would be fun to answer questions you have always had about the Phaeton. So ask away! (Read More…)
From The Machine That Changed The World and the Financial Times: a companion to our article showing a breakdown of the most popular brands in Europe today.
It’s not clear whether they were inspired by one of Doyle Dane Bernbach’s clever ads for the VW Beetle in the 1960s or by the biblical story of Joseph and his coat of many colors, but in the mid 1990s, Volkswagen decided to make some multicolored cars. TTAC previously looked at the Halequin Polo and Golf and you can read more of the story at the link, but the short version is that in 1995 the German automaker decided to offer a colorful option for folks buying the Polo, VW’s hatchback slotted just below the Golf in Europe, *NAH. The car with body panels of different colors turned out to be a bit of a hit, with an initial production run of just 1,000 cars extended to 3,800 units. Probably because of that modest success, VW of America decided to introduce the Harlequin color schemes on the Mk III Golf for the following model year. (Read More…)
Volkswagen’s latest MQB-based vehicle is another challenge to Mercedes-Benz – the last time they threw down the gauntlet against Daimler, we ended up with the Phaeton. This should fare a bit better.
I haven’t shot many Junkyard Finds involving water-cooled Volkswagens, mostly due to the fact that these cars tend to depreciate into the crush-worthy price range before age 15, which means that interesting VWs don’t appear too often in self-service wrecking yards. We saw this ’82 Scirocco and this ’80 Dasher Diesel recently, and I’ve found 2/1461ths of the North American Etienne Agnier Edition Golfs in junkyards, but nearly all the Golfs I find these days are Mk2s or later, or Mk1 Cabrios (or ones that I’m helping to load up for a trip to The Crusher). Here’s a genuine, numbers-matching (maybe), final-year-of-American-production, Westmoreland-built, Mk1 Rabbit two-door that I spotted in Denver a while back. (Read More…)