#vw

Volkswagen has been flagrantly displaying new pickups at trade shows for a couple of years now, and with good reason. Domestic trucks have grown very large. In 1993, you could still purchase the Ford F-Series in a format where its maximum length did not exceed 197 inches. Today, the F-150 gets no smaller than 209 inches with a standard cab. Meanwhile, the now mid-sized Ranger, sold only in SuperCab and SuperCrew guise, grew from to 181 inches in overall length to a whopping 211 inches within the same timeframe.

The supersizing of the North American pickup created an interesting opportunity for manufacturers, and Volkswagen took notice.

If at first you don’t succeed…

Following a narrow loss in February 2014, the United Auto Workers hopes that a vote set for mid-June in Chattanooga will be the big break it’s been looking for. Besides wishing to represent the thousands of workers at Volkswagen’s sole U.S. assembly plant, the UAW desperately wants to make inroads among foreign automakers operating in the South that have so far resisted its overtures.

Despite agreeing to play nice in the lead-up to the vote, both sides accuse the other of dirty tactics.

Lately, we’ve featured a succession of posts relating to automotive style in the Nineties here at Question of the Day. We started out discussing the best of the best from America, Europe, and Asia. Then, last week, we moved on to the Worst Ever awards from America. Many of you said I was nuts for disliking the refreshed Lincoln Mark VIII. While I still don’t like the VIII post-’96, I’ll agree the Buick Skylark for 1992 would’ve been a better selection. There, happy?

Let’s see if I can get my European selection to be a bit more agreeable to all you connoisseurs of things Nineties.

Since supplies of Volkswagen’s held-over Tiguan Limited dried up last year, the brand hasn’t has a truly entry-level crossover with which to tempt cash-strapped Americans in need of both German heritage and cargo capacity.

A new small CUV initially planned for just North American buyers quickly became a global effort, as VW couldn’t gamble its future on EVs alone. It needs light trucks to fuel profit as it dumps cash into electrification. This North American model is now revealed to be a vehicle that debuted in China last October, and will make its way to U.S. by way of Mexico.

On Tuesday, Volkswagen announced its plan to assemble 600,000 electric vehicles utilizing the brand’s MEB platform at two plants in China. The facilities, said to be located in the cities of Anting and Foshan, will help bolster EV volume after the completion of VW’s Zwickau plant in Germany — which the company previously claimed would manufacture 330,000 cars annually.

While that facility is nearing completion and supposed to be up and running before 2020, there’s no firm timeline in place for China. But that’s the least of the issues Volkswagen must solve in order to make this dream a reality.

Volkswagen seems to be feeling pretty good about itself today. After announcing pre-orders for the ID.3 hatchback, the first vehicle from VW’s new electric sub-brand, the company reported it was already having issues coping with demand. Within 24 hours, the automaker said it had received more than 10,000 reservations throughout Europe, creating some extra work for its IT department.

“Sometimes, the IT systems are unable to handle the large number of users accessing the system at the same time,” VW said in a release. “This leads to long waiting times and interruptions in the registration process in some markets. Volkswagen is working hard to eliminate the hitches. Nevertheless, more than 10,000 registrations were received throughout Europe during the first 24 hours.”

While it sounds phenomenal, as the company repeatedly noted ID.3 demand is already exceeding expectations, it’s nowhere near Tesla territory. But the American firm is somewhat of an outlier with an almost miraculous ability to get the public excited about new product and a longer history of EV manufacturing. By comparison, VW is still testing the waters — even though it has already agreed to preform a cannonball by 2025 and sell 1 million connected, zero-emission vehicles every year.

You may have read a first drive review of Volkswagen’s new flagship, the Arteon, earlier today, but you probably didn’t know the automaker is already offering discounts on the liftback sedan.

We’ve spoken of the difficulties VW faces in launching a large car in a crossover-hungry market; the addition of available all-wheel drive and a carefully disguised rear hatch doesn’t take away from the fact the Arteon is *not* an Atlas. Maybe a dealer cash incentive will help move this unfamiliar metal.

Months before its planned debut at Germany’s International Motor Show, Volkswagen has announced the first model of its ID electric sub-brand — the ID.3 — and wants the world to know it’s already accepting pre-orders. While the U.S. is unlikely to see the model for some time, if ever, the vehicle provides a glimpse into VW’s much-touted electrification strategy.

Volkswagen’s corporate release claims the ID.3’s MSRP starts below 30,000 euros (about $33,500 USD), with a “1st special edition” beginning at 40,000 euros (roughly $44,750 USD). Pretty steep for a people’s car.

The large-car class is a weird place these days. Not exactly a ghost town, but not exactly a hotly contested segment, either.

Rear-drive remains the purview of the Dodge/Chrysler bunch, while the rest of the segment consists of entry-luxury cruisers (Toyota Avalon, Lexus ES) and semi-sporty cars such as the Acura TLX, Nissan Maxima, Buick Regal GS, four-cylinder Kia Stinger – and now the 2019 Volkswagen Arteon.

Finally reaching our shores after a delay due to unspecified homologation hangups, the Arteon is positioned as the brand’s flagship, and it is in some ways a successor to the late CC.

Volkswagen gave us a crack at driving the Arteon, offering an opportunity to figure out exactly where it fits in the market.

Porsche, builder of SUVs (but also some sports cars), wasn’t eager to draw out the nearly four-year-long diesel emissions scandal any longer. The automaker has agreed to fork over a third bundle of cash to rid itself of the scandal foisted on the brand by its Volkswagen AG parent company.

Well, that’s not entirely correct. German prosecutors are still probing VW Group brass, both current and former, but the mechanical and regulatory side of Porsche’s involvement will pass into history after it pays $599 million.

If you missed last week’s Volkswagen Golf kerfuffle, here’s a recap: a VW employee at a first drive event let slip that the basic (read: non-GTI, non-R) Golf and its SportWagen counterpart won’t make it to the U.S. after the eighth-generation model appears this fall.

Fake news, said VW.

Well, potentially inaccurate news, really. The automaker explained that, while the next-gen GTI and Golf R are indeed greenlit for the U.S., “other Golf models are under consideration for the North American Region.” While Golf sales figures — which are falling, by the way — are readily available from VW, when contacted for a breakdown in SportWagen sales, a not unsurprising figure emerged.

It sounds like something that should be taken with a grain of salt, though recent sales figures back up a report that claims the basic version of the eighth-generation Volkswagen Golf won’t make it to the United States.

The regular, non-performance version of VW’s long-running hatch wins praise for offering budget fun and above-par fit and finish, but the current generation’s replacement might not come here without GTI or R lettering on the back.

Volkswagen’s singular U.S. plant has toyed with the idea of unionizing for the past five years. Chattanooga Operations, in Tennessee, initially seemed fine with the establishment of a German-style works council. However, while the United Auto Workers’ first attempt to seal the deal with votes failed in 2014, the union has since managed to rally more staff under its banner.

The UAW is now calling for another vote (its fifth), claiming a majority of the facility’s hourly workers are on its side. Meanwhile, Tennessee Gov. Bill Lee spent the first part of this week pleading with plant staff not to unionize.

Earlier this year, Volkswagen announced that the launch of the Mk8 Golf would be delayed until 2020 as it continues working on the vehicle’s upgraded tech features. VW intends to launch the car with an entirely digital cockpit, even on base models, alongside perks like permanent internet connectivity and advanced driving aids. It’s all part of a bid to make the Golf even more appetizing when compared to upscale rivals than it already is.

At the time, VW said certain technical issues needed to be ironed out before the next-gen Golf was ready to hit the road, but was adamant that software gremlins were not to blame. The issue came down to the advanced nature of the new technologies, not glitches.

Never take an automaker’s word for it.

A Volkswagen concept that’s not really a concept appeared in New York City this week, aimed at gauging the American public’s level of interest in a unibody pickup that leans heavily in the direction of “crossover with a bed.”

While South American customers will soon be able to purchase a VW Tarok, the automaker says the model won’t come here. But something like it might. Unlike the company’s brawny Tanoak concept, a vehicle mimicking the Tarok could be offered at a lower price point, and that’s something that interests VW of America head Scott Keogh.