Displaying items by tag: Volkswagen

By returning the mileage, fraudsters can increase the value of a used car by several thousand euros per vehicle, but Volkswagen and Audi say that they have been using technology for several years that almost completely prevents this.

Adjusting the mileage is routine today and is offered from as little as 50 euros. The police assume that every third used car sold in Germany has a fixed mileage.

Fraudsters increase the value by an average of 3,000 euros per car, deceiving car buyers or leasing companies. The estimated total damage in Germany is around 6 billion euros per year.

EU Regulation 2017/1151 formally stipulates that the mileage in a car must be kept, and the law applies to new vehicle models from September 2017, and from 2018 to all new cars. However, until today, there is a lack of detailed regulation on what this protection should look like and which neutral body should check it.

The result of all this is that cheating continues, but not on all cars.

When browsing the relevant used vehicle websites, ADAC experts noticed that this no longer applies to the Audi A3 (from 2020) and VW Golf 8 (from late 2019).

These models appear to be better protected against mileage fraud than many competitors. The reason is the new computer chips with HSM (Hardware Secure Module) which are used to protect the mileage. Volkswagen announces further measures to prevent odometer reading, according to HAK magazine.

Published in Blog/News
Friday, 16 September 2022 08:32

Volkswagen is discontinuing another model

At Volkswagen, they have decided to cross paths with sedans, at least when it comes to versions that run on fossil fuels.

After deciding to withdraw the sedan Passat from the range, the giant from Wolfsburg has reportedly decided that the larger Arteon will also follow the eternal hunting ground. The good news for all fans is that it won't happen overnight, but a worthy replacement is on the way.

Namely, as Automotive News has learned, the Arteon will not be reissued, and the current generation will retire in 2024. It will be replaced by the electric ID model. Aero, which announced the concept earlier this year.

As is known, ID. The Aero uses the MEB platform, and the announced concept offered a range of 620 km combined with 77 kWh batteries. After that, a production model should appear, which will most likely see the light of day on the Chinese market for the first time.

Let's also say that the smaller Jet model should be withdrawn from the American market due to reduced interest. When it comes to the Golf, all options are still open.

Published in Blog/News

German car manufacturers warn that there are more and more fake auto parts on the market. It harms them, and it can be very dangerous for road users.

When Lita Silje Jeniš talks about her job, she sounds like a police detective. A story about raids, hidden production facilities, about organized crime. A story about a network of counterfeiters, about people who organize it all, about seizures. However, Jeniš does not work in the police.

She is a lawyer and works for Mercedes-Benz. It deals with brand protection and tries to detect counterfeit Mercedes parts and remove them from the market.

"Counterfeit products pose a significant risk to customers," says Jenish.

For example, brake parts with less valuable components, which in practice means a longer braking distance. Or brake discs that contain toxic substances such as lead or arsenic. Windshields made of ordinary window glass. Air filters that are not made of fire resistant material. The list is long.

More and more fakes

According to data from car manufacturers, counterfeit parts are often discovered and withdrawn from sale. Volkswagen announced that counterfeit parts worth 14 million euros were seized last year for that brand of vehicle alone. That is almost twice as much as a year earlier (eight million).

More than 1.86 million counterfeit parts were discovered at Mercedes in 2021 as part of 650 raids by the German authorities. That is six percent more than in 2020.

"There is nothing that is not there," says lawyer Jeniš. The offer includes Mercedes stars, aluminum rims, airbags, windshield wipers, and even parts for brakes and spark plugs for the engine.

Engineer Thomas Schuster from the KÜS organization, in charge of the technical inspection of vehicles, says that this trend is increasing. Some parts, he says, are of such poor quality that they can endanger traffic safety. But there are also parts that are good enough, so to speak, faithful copies of the original - this in turn causes huge economic damage to the manufacturers.

Danger for road users

Counterfeit parts are often quickly detected during a technical inspection of the vehicle, at least those that are visible at first glance. Original parts or parts that have been "copied" with the express permission of the manufacturer have a control number on them. But what about the parts that aren't visible unless the car is taken apart?

"Air filters, spark plugs or brake discs are installed so we can't see if they're counterfeit," notes Schuster. In contrast, fake rims or lights are easy to see. The latter is dangerous in traffic because bad headlights can dazzle drivers from the opposite direction.

Often the drivers themselves can suspect that they are being tricked by a fake.

"Consumers should be aware that in the case of a large price difference compared to original parts, something is simply not right," says Schuster.

The automotive industry invests great efforts in the fight against counterfeit parts. The VW concern has strengthened its cooperation with the authorities in Germany and abroad. Mercedes, as lawyer Jeniš says, collects information, cooperates with customs, digs online stores and helps investigative authorities during raids.

Porsche did not provide specific data on counterfeits, but they said that they are carefully monitoring what is happening on large platforms such as eBay, Amazon or Alibaba.

Published in Blog/News
Tagged under

2022 Volkswagen Golf R Review: Practical Performance — for a Price

volkswagen-golf-r-2-0t-2022-01-blue-compact-exterior-front-angleThe verdict: The redesigned 2022 Volkswagen Golf R hatchback is a refined, entertaining and versatile performance car. Its well-roundedness doesn’t come cheap, however, and some shoppers might not appreciate VW’s newfound love of touch-sensitive controls.

Versus the competition: Competitors like the Honda Civic Type R, Hyundai Veloster N and Subaru WRX STI have racier styling, but none offer the blend of refinement and performance you get with the Golf R.

Last offered in the U.S. for the 2019 model year, the 2022 Golf R is based on the redesigned, eighth-generation Golf platform, which also underpins the 2022 Golf GTI. The regular Golf hatchback is no longer offered in the U.S.

 

The Golf R is offered in one well-equipped trim level with a standard six-speed manual transmission; the lone option is a seven-speed dual-clutch automatic, which costs $800. Our test car had the manual, and its as-tested price was $44,640 (including a $995 destination charge). In consideration of our December test drive, the car’s standard summer performance tires had been swapped for Pirelli Sottozero 3 winter tires.

Great to Drive

Everything about the Golf R driving experience is light and slick. It steers with a light touch, the clutch pedal depresses easily, and the shifter flicks easily between gears whether you’re shifting up or down. The shifter is on the taller side for a performance car, but it works well nonetheless.

One of the Golf R’s most impressive attributes is how forgiving its standard adaptive suspension is when in the Comfort setting, especially considering its low-profile 35-series tires. Our test car’s winter tires may have helped matters a bit thanks to their soft rubber compound, but the suspension soaks up bumps well. Selecting the car’s Race mode changes the experience by offering a firmer ride, weightier steering and a louder exhaust sound.

 

 
New
 

Comfortable, Minimalist Interior

The Golf R’s cabin has a sleek, minimalist aesthetic that includes many touch-sensitive controls, though not as many as the brand’s all-electric ID.4 compact SUV. The touch controls worked surprisingly well with gloved hands even without touchscreen-compatible material on some fingertips. Still, the touch-sensitive climate-control bar is difficult to use at night because it’s not backlit, and I occasionally hit the wrong steering-wheel control by mistake.

 

 
The Golf R’s dashboard and upper portion of the front doors are finished in soft-touch material, and the front doors have large bottleholders. A large bin in front of the shifter includes a wireless charging pad, but the storage bin under the front center armrest is small. The armrest is adjustable for height and length — a nice touch.

The standard 10-inch dashboard touchscreen includes controls for the climate system and heated and ventilated front seats, as well as the navigation and multimedia systems. The screen is intuitive, and it was easy to set up wireless Apple CarPlay smartphone connectivity. The multimedia system also includes wireless Android Auto.

The rear seat is a bit upright, but overall space for adult passengers is adequate. The outboard rear seats have seat heaters, and the 60/40-split backrest folds nearly flat with the cargo floor. There’s a center pass-through to the cargo area, and the Golf R has 19.9 cubic feet of cargo space with the backseat up and 34.5 cubic feet with it down, according to Volkswagen’s measurements. (We didn’t get the opportunity to apply Cars.com’s methods to this vehicle.)

Safety and Driver-Assist Features

As of publication, the Golf R hadn’t been crash-tested by the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration. Standard active-safety features include forward collision warning, automatic emergency braking, blind spot warning, lane-keeping assist, rear automatic braking, adaptive cruise control, automatic high-beam headlights and Travel Assist, the latter of which works from 0-95 mph and uses the lane-keeping and adaptive cruise control systems to center the car in its lane and manage vehicle speed.

Should You Buy the Golf R?

If you need one car to do it all — carry people, carry stuff and take on a winding back road — the Golf R could very well be that car. It’s rewarding to drive and has a measure of practicality you won’t find in many high-performance cars. However, the R’s price premium over a Golf GTI — $14,100 over the base version and $5,650 more than the GTI’s well-equipped Autobahn trim level — is steep. This will give some shoppers pause, but those who take the plunge will be happy they did.

https://www.cars.com/articles/2022-volkswagen-golf-r-review-practical-performance-for-a-price-445788/

 

Published in Volkswagen
Tuesday, 18 January 2022 09:53

Volkswagen Lamando L

China's SAIC-Volkswagen has also officially unveiled the new Volkswagen Lamando L, which replaces the current generation Lamando introduced more than six years ago.

With a new exterior design and a more modern interior (10.0-inch digital instruments, new 12.0-inch infotainment system, head-up display), a longer list of safety and driver assistance systems is mentioned, as well as the new Lamando L based on the Volkswagen MQB Here's the platform.

The length of the vehicle is 4784 mm, width 1831 mm, height 1469 mm, while the wheelbase is 2731 mm.

Initially, only the 1.4 TSI turbo petrol with 110 kW / 150 hp and 250 Nm will be offered, with a 7-speed DSG transmission.

Acceleration from 0 to 100 km / h takes 8.5 seconds, while fuel consumption is 5.92 l / 100 km.

Six colors will be available to customers, namely Cigar gray, Sky red pepper, Pepper white, Rock tea gray, Mint blue and Agave blue.

In terms of price, the Lamando L in China starts at 150,000 yuan (20,665 euros).

Published in Blog/News
Thursday, 13 January 2022 07:59

Volkswagen Arteon Shooting Brake review

 

 At a glance

New price £38,230 - £54,435
Lease from new From £427 p/mView lease deals
Used price £23,615 - £43,560
Used monthly cost From £589 per month
Fuel Economy 30.4 - 235.4 mpg
Road tax cost £155 - £490
Insurance group 21 - 29How much is it to insure?
New
4.5 - 35.2
Miles per pound (mpp)
 What is mpp?

 PROS

  • Strong engines
  • Absolutely brilliant on the motorway
  • Comfortable high-speed ride

 CONS

  • If you want practical, buy a Passat
  • It doesn't feel as special as some premium rivals
  • Fiddly touch-sensitive controls
 

Whatever you do, don’t call the Volkswagen Arteon Shooting Brake an estate. Although it has a longer, taller roofline than its coupe sibling to give more load space, it sacrifices a little practicality for a bit more style.

If the term Shooting Brake has you scratching your head, think of classics such as the Reliant Scimitar GTE and Volvo P1800 ES, both of which followed the same formula. However, while they only had a pair of doors and a tailgate, the Arteon Shooting Brake has four usefully large doors to make accessing the rear seats a cinch.

As you’d expect from something designed to be desirable, it takes only the more powerful engines from the Passat on which it’s based. That means a bare minimum of 150hp, a punchy plug-in hybrid and even a hot 320hp R version.

What's it like inside?

The Arteon fastback received an update in 2021, and the Shooting Brake has all of these revisions from the off. The overall design of the interior has been refined over the outgoing model, with an updated infotainment set-up and revised controls. If it looks and feels familiar in here, it's because it's closely based on the Volkswagen Passat's interior, and save for a few details, they're largely identical.

Volkswagen Arteon Shooting Brake (2021) interior view
 
Depending on which model you choose, the infotainment system's buttons have been replaced by touchpads - and for those that have, it’s become more complicated, not easier. The steering wheel pads are less-than satisfying than the old buttons, too. It takes a long time to get used to, is too easy to accidentally change something when you’re twirling the wheel, and doesn’t make the digital instrument cluster any easier to tackle.

The touch controls on the ventilation dials, too, are a case of making things more difficult than they need to be; you can tap or slide the temperature controls and, while there’s an indent for it that allows your finger to know exactly what it’s pressing, you still have to spend just a little too long looking at where you’re pointing. That’s especially worrisome as the controls are mounted low down, just in front of the gear selector.

Practicality and luggage space

Volkswagen Arteon Shooting Brake (2021) driving
 
The regular Arteon is already a very practical car, space-wise, with the Shooting Brake version offering a negligible improvement for passengers. Rear space is still great, even for tall adults both in terms of head and legroom, and Volkwagen has added some neat details like small pockets in the rear seats for things like your phone.

The estate-shaped boot is 565-litres in volume – putting it roughly on par with the BMW 5 Series Touring, Audi A6 Avant and Volvo V90. It’s only two litres more volume than the Arteon fastback, but the difference comes if you fold the seats down – the Arteon Shooting Brake offers 1,632 litres compared to the Arteon hatch’s 1,557 litres. For reference, the Passat offers up to 1,780 litres with the seats folded.

Plug-in eHybrid versions do have a smaller boot because the hybrid battery is mounted under the boot floor, pushing it upwards. Even so, 455 litres with the seats up is still a useful amount of space.

What's it like to drive?

The 190hp 2.0-litre TSI petrol is arguably all the Arteon you’ll need. It's a punchy performer, refined at cruising, and happily delivered a 45.6mpg average over 600-miles of testing.

Although it's quiet and a consumate motorway cruiser, there’s a raspy growl to it when you want it that we really like. The engine note is a lot like a Golf GTI's, but when you don't want to push things, there's still a useful band of pulling power between 2,500rpm and 5,000rpm. What this means is that there's instant motorway acceleration and no problems from steep inclines.

The DSG automatic transmission is responsive from a standing start and shifts smoothly, even if you like to manually change gears with the steering wheel's paddle shifters. It’s programmed to avoid shifting down even under heavy throttle loads, instead using the engine’s torque to gain speed. A 0-62mph time of 7.6 seconds means it happily keeps up with the flow.

If company car tax is a consideration, it’s well worth considering the 1.4-litre TSI eHybrid. This posts an identical 7.6sec 0-62mph time but sits in a far lower BIK company car tax band. It’s not particularly rapid in electric only mode, with just enough oomph to keep up with traffic, but can kick the petrol engine into life after a brief hesitation and combines power sources smoothly. Economy depends entirely on how much running is done in electric mode, but over 50mpg isn’t too hard to achieve with infrequent charges.

Volkswagen Arteon Shooting Brake (2021) driving
 
Handling

This is an excellent long-distance cruiser and is at its best on motorways. Along with ample soundproofing and low levels of wind noise, the Arteon feels planted on the motorway. On its large R-Line wheels and standard dampers it's not perfect, and although the high-speed ride is settled in town, on poorly-surfaced roads lumps and bumps can filter uncomfortably into the cabin.

Things improve if you’ve selected the DCC adaptive suspension (standard on the eHybrid and R) as it allows you to soften things off even more. It still fidgets a little over scruffy surfaces, especially on 19-inch and 20-inch wheels, while the softest modes to allow a bit too much float and wallow on undulating roads, though.

The driving position is excellent, although rearward visibility isn't great through the letterbox-like back window. All of the seats are supportive enough to have you shrug off several hours of driving without any hint of discomfort, with R versions proving even more figure hugging with a massage function, too.

R versions four-wheel drive systems do add an extra layer of driver involvement, proving happy to send a dollop of power to the rear wheels to help tighten your line when exiting a corner. A 3 Series Touring is still a little more nimble, but the Arteon Shooting Brake R is exceedingly capable for such a big car and able to entertain a little when pushed hard.

What models and trims are available?

The Arteon Shooting Brake's range is straightforward, with three models and a range of petrol, diesel and plug-in hybrid engines to choose from. Model lines are the entry-level but well-equipped Elegance and sporty R-Line and hot R.

What else should I know?

We reckon its closest rival will be the Arteon fastback (or 'Gran Turismo' according to Volkswagen). Anyone looking at that stylish Volkswagen will clearly also consider this one - and it will come down to personal preference on styling as to which one you go for.

However the Arteon Shooting Brake will also be high on your list if you're looking for a stylish lifestyle-oriented five-door estate. You certainly have more options than you did a few years ago. The Mercedes-Benz CLA Shooting Brake and Peuegeot 508 SW are very similar in concept, and were joined in 2018 by the interesting Kia ProCeed Shooting Brake.

  • Best family cars 2021
  • Best estate cars 2021

Click through to see whether we recommend buying a Volkswagen Arteon Shooting Brake.

Should you buy one?

Yes, even though it's a hard car to recommend on purely rational grounds. We’re happy Volkswagen has made such a good-looking estate to try and counter the unremitting dullness of the Passat Estate. But you’re almost certainly buying the Shooting Brake for its looks – the boot is effectively no larger than the Arteon fastback with the rear seats in place, for starters.

And that's the thing. Given the straight choice between the Arteon 'Gran Turismo' (fastback coupe in non-marketing speak) and the Shooting Brake, we'll take the latter every day of the week. It might have little more room inside, but it's just a whole lot more desirable.

We're not keen on the Arteon's updated screen and controls – some of it works, some of it doesn’t quite hit the mark. It might get better with familiarity, but don't count on it. Where it really scores points in its ability to cover massive distances with ease. No doubt – the Arteon is a fantastic motorway cruiser, with an impressive ride even without adaptive damper trickery and a quiet petrol engine.

Which is the best Arteon Shooting Brake for you?

If you're buying it with your own money, the 190hp TSI petrol model is a brilliant all-rounder and a great combination of performance and economy. In our test period of this model, we easily achieved an average of 45mpg in mixed A-road and motorway driving, despite it being rapid and refined when you need more go.

But if you're a long-distance driver, and spend all day long in sixth gear, the 200hp TDI also looks to be a great option, with over 50mpg likely to be acheivable. As for the tax-efficient TSI eHybrid PHEV, it makes the most sense if you’re doing mostly short distances with frequent charges, but is surprisingly efficient on a longer trip, too.

The R is harder to recommend if you’ve got your sensible trousers on thanks to a list price that starts with a five and economy that’ll typically be in the low thirties unless you’re enjoying yourself. If you are using all 320hp, economy in the teens is easily achievable. However, if you're looking for a good-looking, smile inducingly quick, long-distance companion, and have outgrown a more traditional hot hatch, this one will be right up your street.

Is it as good as its premium rivals?

Yes, a BMW 5 Series Touring is better to drive, while the Volvo V90 and Audi A6 Avant all feel much more premium-feeling inside. But the Arteon is cheaper than all of those in cash terms and arguably better looking than the lot. As elegant and appealing as it is, if you're after the best estate car for the money on rational grounds, you still have to look at the more compact BMW 3 Series Touring first.

But if you're sold on its looks, the Arteon is a good car, and far more than a simple case of style over substance.

https://www.parkers.co.uk/volkswagen/arteon/shooting-brake/review/verdict/

Published in Volkswagen

The next step on Volkswagen’s journey to electrify all the things comes in the form of the Tiguan eHybrid, a plug-in version of one of Europe’s best-selling SUVs. It’s been a while coming, especially since the VW Group has had a suitable hybrid drivetrain running in its Golf and Passat GTE for years – not to mention the more recent Skoda Superb and Octavia, too. But here we are, at last, with the first plug-in hybrid Tiguan.

 

Rather than being a standalone GTE model, the hybrid drivetrain is an engine choice available across the range. That should make cheaper models absolute darlings of company car fleet managers nationwide, though private buyers who fancy reducing their running costs (and have somewhere to park and charge) can benefit too.

The Tiguan eHybrid joined Volkswagen’s range in 2021, but before that the company let us loose behind the wheel of a near-production model. At the time of our drive we hadn’t yet learnt of the car’s WLTP all-electric range of 30 miles from its 10.4kWh battery pack and 180kW motor, nor the starting price of £36,185 for entry-level Life trim.

As well as its new powertrain, the Tiguan eHybrid benefits from the same facelift as the rest of the Tiguan range - read our Volkswagen Tiguan main review for more detailed information on those changes.

What powertrain does the Tiguan eHybrid use?

VW’s fitted the Tiguan with its familiar PHEV mechanicals. That means a smooth and refined 1.4-litre TSI petrol engine (not the more recent 1.5 TSI EVO - the 1.4’s specialised for hybrid duties these days) paired to an electric motor and 13kWh battery pack, joined to the wheels through a six-speed DSG transmission. 

Unlike some rivals, the Tiguan eHybrid is front-wheel drive only, but the battery pack sits under the rear seats to improve weight distribution. The key numbers are the same as you’ll get on its sibling cars - namely, 242bhp and 295lb ft, contributing to a top speed of 127mph and a more-than-rapid-enough 0-62mph figure of 7.5 seconds.

The WLTP figures were logged after our initial drive of the Tiguan eHybrid, and they reveal an electric-only range of up to 30 miles, fuel economy of 176.6mpg and a CO2 output of 38g/km. All of which puts the SUV on par with the plug-in Passat, and means you can anticipate impressively low running costs should you remember to keep the Tiguan eHybrid topped up at the mains as often as you can.

How well does it work?

The mechanicals are as good as you’d ever find in a Golf or Passat - there’s plenty of power, and the electric motor will run the car well above highway speeds if you’ve only a short distance to go.

The best part has been introduced with the upgraded sat-nav, though. In short, set a route and the Tiguan will use map data and speed limits to figure out where it should deploy its electrical power to best use.

So while a standard plug-in hybrid would use up all 30 miles of its juice straight away and spend the rest of the journey running as a large, heavy petrol car, the Tiguan knows to save electricity for towns and lower speed limits along the length of your route, optimising it so you’ll arrive at your destination with a just-flattened battery.

It’s seamless in operation and works very well - ducking in and out of numerous German villages on our test route saw the engine cutting in and out exactly when it should. And true to form, we arrived at our destination with only a couple of miles of range remaining, and an impressive combined economy figure of 56mpg - higher than we saw from the diesel on a similar route.

One small downside to note is that the fuel tank has shifted rearward to make way for the battery - it’s now under the boot floor and eats a not-inconsiderable 137-litres (or one whole Mazda MX-5) of boot capacity, leaving you with 437 litres total. Not bad, but no longer particularly impressive. Luckily the floor remains flat.

Any good to drive?

As it happens, very. Without the ‘GT’ part of the GTE moniker to live up to, the Tiguan eHybrid is free to be an efficient hybrid SUV with few performance pretensions besides the obvious Sport driving mode.

The end result stands out as one of the more refined SUVs we’ve driven in a long time - it’s quiet, comfortable and very relaxing to be in. There’s enough thrust from the electric motor that you won’t feel short-changed at town speeds, while the petrol engine kicks in quietly and near-seamlessly. 

Unlike the naturally-aspirated units you’ll find on most rivals such as the Toyota RAV4 and Kia Niro PHEV, VW’s TSI petrol doesn’t get at all thrashy when it’s called upon to provide thrust - this 1.4 was a wonderful engine on its own, and works brilliantly in this hybrid application too.

The ride is excellent - not quite as settled as the diesel, but it soon hunkers down into a nice loping gait on the motorway and smooths over surface imperfections with ease. As for handling, it’s the usual safe and secure VW affair - though if you make use of all the available power you’ll set the wheel squirming from torque-steer. 

Corner like a hero and you’ll notice plenty of body roll and some tyre squealing, too. Drive the Tiguan like… well, a Tiguan, and it won’t see you far wrong.

Verdict

It’s refined, well-built, decent to drive and cleverer than it ought to be. The benefits of the Tiguan’s recent facelift can be felt through well-integrated tech and comfort features, and the inherent VW-ness of the overall package is generally A Good Thing. Some small niggles on the boot space and dynamic front are shared with nearly all this car’s rivals, and can’t be seen as dealbreakers.

Hybrid SUV might be a pair of truly uninspiring words, but they’re important models and they’re here to stay for a while yet. The VW Tiguan eHybrid comes across extremely favourably next to its rivals - in fact, excluding firecrackers like the Porsche Cayenne E-Hybrid, this Tiguan’s probably the PHEV SUV we’d opt for.

Specs

Price when new: £0
On sale in the UK: TBC
Engine: 1.4-litre turbocharged petrol + electric motor, 242bhp, 295lb ft
Transmission: Six-speed dual-clutch auto, front-wheel drive
Performance: 7.5sec 0-62mph, 127mph
Weight / material: TBC
Dimensions (length/width/height in mm): 4509/1839/1675

https://www.carmagazine.co.uk/car-reviews/volkswagen/tiguan-hybrid/

Published in Volkswagen

More power, precision, and refinement come to VW's redesigned 315-hp hot hatchback.

The hot-hatch genre has, at times, made us feel very old. Our younger selves would have happily tolerated a bouncy ride, a laggy engine, or a raucous cabin if it kept the price low and the fun-to-drive quotient high, but our backs, our patience, and our eardrums aren't as forgiving as they once were. Volkswagen seems to understand.

We recently drove a Europe-spec VW Golf R around our Michigan stomping ground and concluded that it stays true to the franchise. The new Drift mode may be the star in the highlight reels, but the Golf R's distinguishing trait is that it's so much more well rounded than your typical hot hatch.

2022 volkswagen golf r

HIGHS: Potent and refined powertrain, quicker than before, entertaining chassis.

The heart of the Golf R remains a turbocharged 2.0-liter inline-four, but Volkswagen massaged the software and moving bits to a Civic Type R–beating 315 horsepower and 310 pound-feet of torque, gains of 27 and 30, respectively. Most turbo fours this powerful feel as though they were tuned by Michael Bay, with their barely controlled, explosive power delivery. Not this one. The fourth-gen EA888, an iron-block holdout, is linear and refined in its work, even at its most violent. Engage launch control and the optional seven-speed dual-clutch automatic slips a clutch through most of first gear rather than slamming shut in the axle-shaft stress test we've grown accustomed to from other all-wheel-drive products. The transmission of our Euro-spec Golf R flicks through the gears at a furious pace as 60 mph arrives in a quick 3.9 seconds and the quarter-mile is dispatched in 12.5 seconds at 111 mph, placing it well ahead of the last automatic Golf R we tested.

 
2022 volkswagen golf r
An R button on the steering wheel pulls up a driving-mode-selection screen on the central display—this is the easiest-to-use function of the otherwise infuriating new infotainment system. All U.S. cars come standard with the R-Performance package. The pack's Special mode readies the R to tackle the Nürburgring by sharpening the throttle, livening up the transmission, and dialing in the 15-position electronically controlled dampers. This mode is also perfect for terrorizing your local twisties, where the driving experience can best be described as that of a Porsche 718 Cayman with a back seat. Yes, this Golf—with a transversely mounted four-cylinder in an economy car's body—is that good. The steering is quick if a touch short on feel while the 235/35R-19 Pirelli P Zero PZ4s howl at their 0.99-g limit. The firm brake pedal works the 14.1-inch cross-drilled front rotors with precision, stopping from 70 mph in 151 feet and from 100 mph in 304.

LOWS: Hefty price, maddening touch controls.

2022 volkswagen golf r
 

The revised all-wheel-drive system abandons the previous model's center coupling for a pair of electronically controlled clutch packs, each dedicated to one of the rear-axle half-shafts. By varying pressure in the clutches, the Golf R can shuffle the left-right torque distribution to aid rotation. With Drift mode activated, the system delivers all the rear-axle torque to the outside tire in turns, but don't expect cinematic powerslides: The car is capable of routing only 50 percent of the engine's grunt to the rear axle.

That's fine by us, because the Golf R's thrills are more sophisticated than sliding sideways and sending up smoke signals. If you're more interested in speed, precision, and refinement, this is your hot hatch. Hopefully you've been saving like a grown-up, because the Golf R carries a very adult price, starting at $44,640.

(https://www.caranddriver.com/reviews/a37200521/2022-volkswagen-golf-r-us-drive/)

Published in Volkswagen
Tuesday, 07 December 2021 08:13

Electric Volkswagen ID.4 at the fair in Kragujevac

Porsche SCG with the Volkswagen brand will present its 100% electric SUV ID.4 and all-electric ID.3 for the first time at this year's car show.

On Thursday, December 9, 2021. at 12:15 on the stand will be held a lecture on the future and progress of electromobility on the plans of Volkswagen AG and the automotive industry globally.

- We will discuss many issues related to climate change, how much transport affects global warming and what is the share of the automotive industry in the emission of harmful gases, as well as the plans of Volkswagen A.G. and other car manufacturers - announced by Porsche SCG.

Published in Blog/News
Saturday, 27 November 2021 05:14

New Volkswagen ID.4 GTX 2021 review

VW ID.4 EV gets another electric motor and four-wheel drive in hot GTX form

It wouldn’t have been right for Volkswagen to use the illustrious GTI badge on its new range of electric performance cars. That’s not to say the ID.4 GTX isn’t fun in its own right, it just lacks the character of its petrol-powered forebears. It’s expensive, too; while a rear-wheel drive Ford Mustang Mach-E is better to drive and almost as fast. There is some work to be done on making the GTX nameplate as iconic as GTI, then – but if anyone can do it, VW can.

Volkswagen's world-famous GTI badge turned 45 this year. Celebrated since 1976 and having featured on a string of memorable performance Golfs, for many, its three letters define the hot hatchback genre.

But now VW is embarking on a new era – an era for the electric generation. All future Volkswagen EVs will feature the ID. badge; we’ve already seen the ID.3, ID.4 and ID.5, and there are electric saloons, superminis, and even MPVs on the way. 

Of course, in addition to the various bodystyles, Volkswagen also has a range of GTI-inspired electric performance models in the works. Not to be confused with their petrol siblings, these EVs will all use the GTX name – starting with this, the ID.4 GTX.

Building on the standard ID.4 electric SUV, the GTX gets an extra motor on the front axle, boosting total power to a not inconsequential 295bhp. The result is 0-62mph in 6.2 seconds and a top speed pegged at 112mph.

That last figure is significantly down on the capabilities of the current Golf GTI. Not that it’ll matter to prospective buyers – spend much time hovering at or above the national speed limit and you’ll see the projected 301-mile range plummet. During our time with the car on a mixture of rural, motorway and urban roads, we were seeing 220-230 miles on a charge.

Yet the big question isn’t how far it’ll go before the batteries run flat – rather whether or not it captures any of the GTI magic that Volkswagen has become so famous for. 

The short answer is no. The GTX isn’t quite as agile as a Ford Mustang Mach-E, but that’s not to say it’s sloppy. The ID.4 offers adequate (if not spellbinding) performance, as well as decent-enough body control. The steering, if lacking a little in feel, appears weightier than on the standard car and is perfectly quick and direct. The brakes are up to the task of stopping this 2.2-tonne SUV, too – as you would hope.

 
Traction is also on point, allowing you to use that slug of torque to power out of tight corners with confidence. Our car was fitted with optional adaptive dampers, but we ended up leaving them in their default setting – in Comfort mode the GTX felt composed, whereas Sport gave the car an unsettled, bouncier ride. It’s still more comfortable than a Mach-E, though.

We may bemoan synthesised sound generators in diesel SUVs, but ultimately, with no soundtrack to enjoy in the ID.4, you’re left feeling somewhat detached from the driving experience. That’s ideal on the motorway, or indeed when you’re pootling from A to B without a schedule to keep or deadline to meet, but when you’re alone in the car and want to drive like the seat of your pants is on fire, the ID.4 GTX simply isn’t that engaging. 

There’s some work to be done on making the GTX badge fit in a driver’s car context, then, but the rest of the package is as complete as you’d expect. Practicality is excellent – the 543-litre boot is unchanged from the standard ID.4, and there’s space under the floor to store the charge cable. Note: a three-pin charger is a £180 option.

 
The cabin is roomy too, while quality takes a jump in the right direction thanks to new fabrics on the dashboard. The GTX-branded seats are supportive and comfortable; the only other tell-tale sign that this is the range flagship comes courtesy of the small badge and red flash at the base of the steering wheel.

Prices are high. The ID.4 GTX starts from £48,525 but for that you get 20-inch wheels, a 12-inch infotainment system with nav, plus wireless Apple CarPlay and Android Auto, as well as a head-up display, keyless entry and Matrix LED lights. Above this sits the GTX Max, adding a panoramic glass roof, three-zone climate control, adaptive dampers and a heat pump for around £7,000 more.

That infotainment system is still a bit laggy, and it’s not the most intuitive set-up to use. The temperature sliders are fiddly too, and Volkswagen still refuses to light them at night – making them impossible to operate after dark. The instrument cluster on the other hand is simple but effective, de-cluttered by removing surplus information; the car’s speed sits front and centre, just as it should.

Model:  Volkswagen ID.4 GTX
Engine: 77kWh battery, two electric motors
Power/torque: 295bhp/310Nm
Transmission:  Single-speed auto, four-wheel drive
0-62mph:  6.2 seconds
Top speed:  112mph
Range/Efficiency:  301 miles, 3.7mi/kWh (WLTP)
On sale:  Now
Published in Volkswagen
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