Scirocco Studie R

* Volkswagen’s latest design study, the Scirocco Studie R, premieres at Bologna and is inspired by the Scirocco GT24 which raced to success in its class at the Nürburgring 24-hour endurance race earlier this year. Finished in white, the Studie R has contrasting high-gloss black detailing and styling accents in red and green to the wing mirrors and on the ‘Bologna ‘08’ badging, paying homage to the Show’s host nation.

Three large air intakes at the front aid cooling to the uprated 2.0-litre 270 PS engine, while a front splitter is designed to minimise lift. The rear is dominated by a large rear wing and a distinctive revised rear bumper which incorporates a diffuser and twin oval exhausts. The Studie R is fitted with racing-derived sports suspension and four-piston brake callipers sit behind specially developed bespoke polished five arm, triple spoke 19-inch alloy wheels.

Inside the cabin, the Scirocco Studie R is upholstered with black and white nappa leather and complemented with low- and high-gloss carbonfibre trim. The Italian-inspired red and green design accents continue on the seams of the Recaro seats, steering wheel, armrest, gearknob and floor mats.

[Craigslist Los Angeles, go here if the ad disappears]

We're told the Ragster concept, first shown at the 2005 Detroit Auto Show, provided a slight glimpse into how a redesigned New Beetle could look. Our sources tell us the Beetle will lose some of its cutesy flair in favor of a more grownup look, something that will appeal to more than a few VW fans. The car will ride on the same next-gen Group A platform due out next year for pretty much every small and mid-size car in the VW stable, and feature similar choices from VW's lineup of four-cylinder engines. It's also a possibility VW will give U.S. buyers the choice of an 1896cc TDI inline-four that is currently serving duty in the Polo. A convertible model will follow the introduction of the coupe and there is also a possibility of a second four door Beetle model that will ride on the Golf platform. We’ve had KORSdesign illustrate what this new New Beetle could look like. Tell us what you think in the comments below.

I found this bus in the same neighborhood as the incredibly low Transporter, but I'm pretty sure it's not owned by the same guy. For one thing, it could still be lowered another few inches and- theoretically- be driven; the Low VW Guy probably gets vertigo when driving a vehicle at such high altitudes. Some bodywork might be a good idea, but overall it seems quite solid.


Once again, my lack of Transporter expertise means I need to grab a model year at random from a possible range. I can tell we're looking at a 1963-67 here, so I'm picking the middle year from that range. VW experts, help me out here!

Our time-machine has the dial on 1979, and the location is São Paulo, to be more specific the VW booth at the "Salão do Automóvel"
See how forward thinking we were, a car on ethanol, does that not sound familiar today?
On the other hand the forward thinking stood still with the booth babes they looked more "nun" than "babe", also the air-cooled boxer was a best-seller.

VOLKSWAGEN’s JETTA TDI NAMED 2009 Green Car of the Year®

LOS ANGELES - Nov. 20, 2008 - Volkswagen’s milestone 2009 Jetta TDI has been named Green Car Journal’s 2009 Green Car of the Year®, besting competitors that included a pair of advanced hybrids, a clean diesel sport sedan, and a trendy fuel-efficient microcar. This is the first time that a clean diesel model has been awarded the title Green Car of the Year®. Green Car Journal has been unveiling the Green Car of the Year® winner at the LA Auto Show every year since it initiated the annual award in 2005.

“The 2009 Volkswagen Jetta TDI epitomizes what the Green Car of the Year® honor is all about,” said Ron Cogan, editor and publisher of Green Car Journal and editor of GreenCar.com. “It raises the bar significantly in environmental performance with its EPA estimated 41 mpg highway fuel economy, reduced greenhouse gas emissions, and extremely low tailpipe emissions. This is all the more impressive when you consider the Jetta TDI is a clean diesel, achieving the kind of fuel efficiency offered by gasoline-electric hybrids but in a more affordable way.”

Volkswagen’s Jetta TDI features a 2.0-liter, turbocharged direct injection engine featuring the latest in diesel injection and emissions technology that allows it to meet strict emissions standards in all 50 states. Although its mission is to provide buyers a comfortable and fuel efficient five-passenger family sedan at an affordable $21,990, there’s a bit of performance in the bargain because of this clean diesel engine’s abundant low-end torque and the Jetta’s well-tuned suspension. This Volkswagen’s new-generation diesel powerplant is also exceptionally quiet for a diesel, reflecting just how far advanced diesel technology has come in recent years.

A jury of environmental and automotive experts selected the 2009 Jetta TDI from the field of five finalists that also included the BMW 335d, Ford Fusion Hybrid, Saturn Vue 2 Mode Hybrid, and smart fortwo. This jury is comprised of nine jurors including Carl Pope, executive director of the Sierra Club; Frances Beinecke, president of the Natural Resources Defense Council; Jean-Michel Cousteau, president of Ocean Futures Society; automotive expert and Tonight Show host Jay Leno; automotive icon Carroll Shelby; and four Green Car Journal editors.

The answer: the Volkswagen Baja Race Touareg with a V12 TDI engine

The surprising success achieved with the "Dakar" Touareg sparked an ambitious programme by Volkswagen of America specifically geared to the Baja rallies. In close collaboration with the team of Mark Miller and Ryan Arciero an innovative prototype for the Trophy Truck class was created. For the first time, an automobile manufacturer dares to tackle this class with diesel technology. The rear-wheel driven Baja Touareg TDI’s power of more than 550 PS is supplied by a 5.5-litre V12 diesel engine from the Volkswagen Group. The efficient and fuel-saving TDI engine, together with a gearbox operated by steering wheel-mounted paddle shifters, promises to develop its power in a clearly better, and thus tyre-saving, way than spark-injection engines do. Whereas the fuel tank capacity of the petrol-powered vehicles is unlimited and typically designed to handle 120 to 130 gallons, the diesel vehicles must settle for 65 U.S. gallons (246 litres).

The chassis, with a tubular frame and a rigid rear axle with an enormous suspension travel of 75 centimetres, follows the typical principles of Trophy Trucks. The Baja Touareg TDI is prepared and fielded by Arciero-Miller-Racing in the USA; the engine is prepared in Germany. Visually, the Baja Touareg TDI will resemble the production vehicle. However, in all of its proportions the prototype is slightly ten per cent bigger than its production role model; it is practically an XL-sized Touareg.

Mark Miller and Ryan Arciero are two proven experts in the cockpit. Both have won several Baja 1000 and Baja 500 competitions as well as off-road titles in the USA. 46-year-old Mark Miller from Phoenix / Arizona is navigated by 34-year-old Willie Valdez jr. from Los Angeles. Ryan Arciero hails from Los Angeles and is 35 years old. He comes from a family that has been active in racing for over 50 years and for whose teams the likes of Dan Gurney, Phil Hill, Michael Andretti and other well-known names have driven. Arciero’s co-driver is 32-year-old Benny Metcalf jr. from San Clemente/California. The decision about the time and place for the driver change will be taken after the track inspection and strategy planning.

Volkswagen Motorsport Director Kris Nissen and Clark Campbell, Motorsport Manager of Volkswagen of America, agree about the objective," At the Volkswagen Touareg TDI’s maiden race we want to master the route of the Baja 1000 and reach the finish. At such a tough and unusual event this would be a first success and a promising starting base for the first full off-road season in 2009."

This one might not be a '74, but the bumpers place it somewhere in the Malaise Era. It's a Beetle under the skin, but for some crazy reason the sporty Karmann Ghia actually weighs more than the utilitarian Beetle: 1,919 versus 1,831 pounds. Both cars got the 46-horsepower 1600 engine. Yes, US emission-control regulations were tough on the air-cooled VW.


The price tag on the Karmann Ghia was pretty nice for a convertible: $3,935. Still, that was 10 bucks more than the 78.5-horse '74 MGB, and $970 more than a Triumph Spitfire. Wait, was the Spitfire really that cheap, or is the Standard Catalog mistaken?

Suitability Parameters:
Speed Merchants: No
Fashion Victims: No
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Euro Snobs: Yes
Working Stiffs: No
Technogeeks: No
Poseurs: No
Soccer Moms: Yes
Nascar Dads: No
Golfing Grandparents: Yes

Also Consider:
• Ford Escape
• Ford Edge
• Nissan Rogue
• Saturn Vue
• Acura RDX
• Infiniti EX35
• Four-Door Volkswagen GTI
• Toyota RAV4
• Dude, just get a SportWagen

Vitals:
• Manufacturer: Volkswagen
• Model year: 2009
• Base Price: $23,200
• Price as Tested: N/A
• Engine type: 2.0-liter Turbo I4
• Horsepower: 200 @ 5,100 - 6,000 RPM
• Torque: 206 @ 1,700 - 5,000 RPM
• Transmission: 6-speed Tiptronic Automatic
• Curb Weight: 3,433 lbs
• LxWxH: 174.3" x 71.2" x 66.3"
• Wheelbase: 102.5"
• Tires: 215/65 R16
• 0 - 60 mph: 7.8 Seconds
• EPA Fuel economy city/highway: 19/26 MPG
• NHTSA crash test rating: N/A

Also see:

• 2009 Volkswagen Tiguan S, Part One
• 2009 Volkswagen Tiguan S, Part Two

Acceleration: ***
The turbo four, the standard engine for every version of the Tiguan, propels the Tiguan to 60 mph in just under eight seconds. It's enough power to quickly accelerate past traffic at highway speeds when the six-speed tiptronic transmission is in "sport" mode. In "regular" mode the transmission takes its time, almost as if it needs to call VW headquarters to make sure it's cleared to speed up before acceleration commences.

Braking: ****
As competent as the Tiguan's brakes are, and they're perfect for a vehicle this size, the parking brake is perhaps the neatest feature. Unlike the typical lever-activated handbrake or the modern push-button job, the VW has a paddle-actuated electronic parking brake with Auto Hold, which allows the driver to set the car to automatically engage the brake if on a hill. This serves almost no purpose on this tiptronic-equipped car but would have been awesome if we'd had been given a manual model to test.

Ride: ***
Even with the same three-spoke steering wheel as the Rabbit, you'll not be easily confused about what VW you're cruising in. The Tiguan offers an enjoyably soft ride ideal for the kind of customer it's going to attract. Crossing long stretches of highway there's little excess vibration and not a hint of harshness.

Handling: **
Though the steering response is quick and the crossover has a tight steering angle, the Tiguan's height and excess weight conspire against it when it comes to piloting around turns. Perhaps it's because they've played up the sportiness of the Tiguan so much, but I felt it didn't meet expectations. Too much lean. Too much chirp in the corners. Nothing about the handling helps the Tiguan differentiate itself from the competition.

Gearbox: ***
Not surprisingly, we'd recommend the six-speed manual over the tiptronic six-speed automanual. In normal driving, the transmission suffers from a high-school-Senior-early-accepted-to-Notre-Dame level of torpor. Choosing to select your own gears doesn't help much, either. The "sport" mode, however, selects slightly more aggressive shift points and speeds up the process.

Audio: **
Though the sound coming out of the 8-speaker system isn't bad, the basic in-dash CD system is too simple. The buttons are too large and the display too small, as if it were a Fisher Price My First Car Radio. Even more annoying, all models come with an auxiliary iPod port but this radio is unable to interface with it. It just sits there and basically mocks you. Booooo.

Toys: *
In S trim, the basest of base levels, the Tiguan doesn't offer much more than the auto hold feature as an added extra. If you want to expand the definition of toy, the rear seat features a fold-flat section with built-in cupholders. Yeah! Cupholders.

Value: ***
The Tiguan is well positioned as a vehicle slightly nicer than the cheaper-feeling and lower-priced Escape, with a better look than the Vue and performance not that far off from the significantly more expensive Acura RDX. Assuming good reliability, and this is a large assumption, the added cost may be worth it to someone who is not moved by the domestic or Japanese offerings but can't swing a Lexus.

Overall: ***
Based on the rest of the segment, Volkswagen has accomplished no small feat with the Tiguan. They've built a CUV with sporty looks and the quickness necessary to appeal to buyers who think it's what they want, but cushy and comfortable enough to meet their actual needs. If I needed the space and wanted a VW I'd be more inclined towards the more nimble SportWagen. But, the Tiguan's a vehicle something I'd let my girlfriend get without much protest.

Also see:

• 2009 Volkswagen Tiguan S, Part One

Autostadt reopens premium pavilion on the 31st of October 2008

Experience the extraordinary: architecture, art and design in the Premium Clubhouse

Friday the 31st of October 2008, saw the opening of the Autostadt in Wolfsburg's redesigned pavilion: with its spectacular display of architecture, art and design, the "Premium Clubhouse" represents the Volkswagen Group's multi-brand luxury and premium division. The British architect, Stephen Williams, accentuated the pavilion's unusual elliptic interior by adding a curved walkway and a lounge that virtually floats into the space. The exhibition area is characterised by the mirror-finish Bugatti Veyron, an artwork by artist Olaf Nicolai, and the artistic installations of Anselm Reyle and Peter Zimmermann.

Working site-specifically, Nicolai creates mental spaces in which he explores aesthetic perceptions. He challenges the observer to pay close attention as he transforms objects showing them in a different light. In his new work "Après vous", Nicolai displays a mirror-finish Bugatti in a mirrored room. The Bugatti Veyron is arguably the most technically intricate vehicle of all time, with its superb craftsmanship represents the pinnacle of excellence and exclusivity in the automotive world. The harmonious planes and structured lines of this elegant automobile are a reflective area in which the observer sees himself reflected back ad infinitum from the mirrors, thus becoming part of the exhibit: a phenomenon of endless play-back in which both the boundaries of the space and the boundary between object and observer are blurred.

The Autostadt in Wolfsburg is the Volkswagen Group's communications platform which invites its visitors to explore the world of mobility. Last year alone the theme park attracted almost two million guests. The visit by the 17 millionth guest marked a milestone in the success story that is the Autostadt, one of the most outstanding leisure destinations in Germany.

Nestling in a 25 hectare landscape and dotted with shimmering lakes, the Autostadt's unique architecture, design and surroundings provides a perfect backdrop for its many riveting attractions: in the ZeitHaus (museum) an exhibition of the classics of automobile history illustrates why they set benchmarks in their day; artworks and films engage with the Volkswagen Group's core values; interactive research stations invite participation. Cultural events – from themed communication to "Movimentos, the Autostadt Festival Weeks" – open new horizons. As an accredited extra-curricular place of learning, the Autostadt plays a significant part in the educational institutions of Lower Saxony.

[VW, Bugatti via Carpages]

The book in question, Nixonland by Rick Perlstein, was rather appropriate for the trip I was making. It discusses how Richard Nixon managed to take us from a country that overwhelmingly elected Lyndon Johnson and his Great Society to one that overwhelmingly elected Nixon and his secretive society.

I say appropriate because Austin, my destination, is full of the kind of liberal McGovernites that Nixon used to divide the country to his advantage. Volkswagen has always been the brand of liberals [well, post Hitler – Ed.]. From the Volkswagen Beetles of the free love generation to the Passat station wagons of the yuppie crowd, if you see that VeeDub logo on the front you're more likely to see a "visualize world peace" sticker than a "Newt in 2012" one.

But the genius of Nixon wasn't that he divided the world into liberals and conservatives or Republicans and Democrats, it was that he split society into the elites and everyone else. Perlstein focuses on an undergraduate election at the Whittier College, where Nixon won the election for president of the student body by taking on the campus elite, represented by an organization called The Franklins. Nixon formed his own group, The Orthogonian Society, made up of everyone else. He won by a large margin.

Driving from Houston to Austin I had plenty of time to consider whether the Tiguan, in a compact crossover segment that's becoming increasingly crowded, is an Orthigonian everyman like the Ford Escape or in the more elite company of the Infiniti EX35. Who would drive the Tiguan? Richard Nixon or John Lindsey?

On the open road the torquey turbo four, shared with just about every other VW product, has a distinctly European feel to it. The quick response and ample torque across the rev range suggests good breeding and a life spent at boarding schools. Think Phillips Exeter Academy or Georgetown Prep. I hoped, while passing through Bastrop County, a notoriously Orthogonian area, that no one would notice the Franklinesque nature of the powertrain.

Pulling into Austin I predictably hit traffic and decide to carve my way through some hilly backstreets on the way to my friend's house. Here's where the Tiguan finds a more common attitude. It's a familiar ride to anyone who has driven a car in this segment. Not overly soft or abrasive. Not exciting but not disappointing. Though it shares a platform with the Golf/Rabbit/GTI family you'd be forgiven for not realizing it around turns as this crossover is a victim of its size and (car) class. It's height adding lean and vagueness, but its size retaining enough of the Golf's nimbleness to ensure it never feels totally out of its element around bends. Orthogonions would approve.

When I finally caught up with Dan he inspected the book and was satisfied to see that it was in almost perfect condition. It was time to repair to dinner so, along with his girlfriend, we hopped into the Tiguan. Dan, like many Austinites, drives a Volkswagen Golf when not using public transportation and is therefore familiar with the automaker's appointments. He liked it. Even in the basest of trims the Volkswagen stands above its non-luxury competitors — the Ford Escape and Saturn Vue — in terms of design, material and feel. The Tiguan's interior is light, airy, uncluttered and made from high quality materials; no cheap plastics or undamped switchgear in here. It's big too, the body's added height adding a roominess the Golf it's based on is totally lacking. A point for the Franklins.

I point out the folding seats and rather simple radio as a way of racking up more points for the common set, hoping to get the kind of even balance that makes these kinds of comparisons more relevant, but it doesn’t quite work. Driving around in a German CUV, even one that isn't particularly luxurious, is still driving around in a European car. An impoverished Duke is still a Duke.

In the end, the Tiguan ends up being not common enough to be an Orthogonian though not quite luxurious and well bred enough to be a true Franklin. We'll call it a Franklin anyways. As Nixon became more paranoid just about everyone who wasn't completely in support of his presidency became lumped in with the Franklins and, were he to know that we were on our way to a place that served gourmet cafeteria food, he'd probably consider us Franklins too.

We've seen many roof-rack-equipped Transporters in this series, including this '56, this '57, this '60, and this '66. Since this chalkboard-patina example is parked at the beach, I suspect its roof rack is often used to secure boards, sails, etc., leaving room for the bongs wetsuits inside.


Look, nice view of San Francisco through the windshield! And, of course, we must have my usual Old VW Disclaimer: I chose 1959 as the model year of this bus more or less by picking numbers out of a bong hat; I know it's got to be in the 1956-62 range, but that's the best I can do. Experts?

What model year is this car, really? I've arbitrarily selected 1964, but here's no way to tell from these photos, and I don't care how much of a VW zealot expert you might be. Oh, sure, the door handles, rear window, taillights, door handles, gas gauge… and you can cite chapter and verse about a hundred other details, et freakin' cetera, but this is no one-owner, all-original car. One glance makes it plain that this thing has been Frankensteined together from a dozen junkyard corpses; it could readily be a 1961 shell on a 1966 pan with totally random body and interior components mixed in, so the number on the pink slip is a likely a bureaucratic technicality and nothing more. I'm pretty sure it's a pre-67 pan/suspension, because who the hell wants to swap over all the old crap onto a newer pan just to have the big-bolt-pattern wheels? Maybe this guy!


Anyway, the lowered suspension and the other VW in the driveway indicates that we've got a hot-rod Beetle hooligan here. No doubt the original 6-horsepower engine has been replaced by some nutso powerplant that blasts all the neighbors from their slumbers with that distinctive "world's biggest chainsaw" blare every time it fires up late at night and provides its owner with exciting oversteering adventures on a daily basis.

Tiguan Performance Concept
Stylish, powerful and rockin' are three words that describe the Tiguan Performance. An upgraded exterior body kit, a three-stage turbo kit ringing out 312 hp and 319 lbs. ft of torque and a custom designed and built sound system from Rockford Fosgate leave this Tiguan looking great, driving great and sounding great.

[World Car Fans]

When you think about a Chrysler-engined British car, the Jensen Interceptor is probably the first thing that comes to mind. While the Interceptor makes a fine Project Car Hell candidate, its perceived value to Jensen masochists aficionados is such that you'll never find one for anywhere close to the 500-buck 24 Hours Of LeMons limit. Hold on, though- what about the Bristol 408? Powered by the good ol' reliable Chrysler 313, the Bristol combined British style with Mopar drivetrain reliability… but is it possible to find one with a LeMons-legal price tag? Better hitch up the trailer and head for Wisconsin, because this 1966 Bristol 408 Coupe (go here if the ad disappears) has an asking price of just $500! The engine is bad, but there must be sufficient eBay-worthy pieces you can sell off this thing to score a running Chrysler small-block and Torqueflite transmission. Then just knock the suspension and brakes into quasi-functional shape and you'll be raceworthy. You can make it happen! Thanks to Cheese-Eating Surrender Monkey Bret for the tip!

That Bristol would make you an instant LeMons legend, all right, but where's the absurdity? Sure, you'd have to be insane to run such a car, but you want members of other teams to stagger back in a mixture of awe and horror when they lay eyes on your racin' machine. A limousine would accomplish that, but there's the troublesome 4,000-pound weight limit to contend with. Unless… unless, of course, you were to get this 1974 Super Beetle limo (go here if the ad disappears), which has a bait-n-switch price of $8 but will likely go to the first buyer who waves a $100 bill under the seller's nose. There's no engine and transmission, but Pick Your Part is always chock-full of Beetles and Transporters, and any lawnmower mechanic armed with $9.98 worth of Brazilian replacement parts can get a Type 1 engine working just fine. Handling on the race track might be a little odd, since the pendulum with the big rear weight is now longer, but you won't be perturbed by the spinouts once you've got that Index Of Effluency and/or Organizer's Choice trophy in your shaky hands! Thanks to LeMons Supreme Court Justice Loverman for the tip!

Since it's just short-seller covering positions, and sales are only up 3.9% (although that's not too shabby in these times), we're expecting the price to come back down to earth shortly.

But, for the moment VW shares, with a free float estimated to be as low as 5% with Porsche and the Lower State of Saxony holding much of the company, were at its high of Tuesday worth 295 billion euros, or $367 billion. Exxon Mobil closed Monday with a market capitalization of $343 billion. Quick, Congress, get to the floor and pass another tax break for "Big Oil!" We'll teach the Germans nobody pushes our oil companies around. [Marketwatch]

Photo Credit: Getty Images

How differently? With the arrival of the upmarket VW CC, Volkswagen may be seeing room for a niche coupe between the GTI and the R32, priced enough above the GTI to prevent the feared sales cannibalization. But would a Scirocco then grab sales away from the Audi A3? Does VW care? Stay tuned. [Automotive News, Sub. Req.]

From vision to reality: "Car-2-Car" communication put to the first road test
Wolfsburg / Dudenhofen, 23 October 2008 - A milestone on the way into the automotive future has been reached at the testing grounds in Dudenhofen, Germany. For the first time, several vehicle manufacturers jointly presented their latest developments in "Car-2-Car" communication using real vehicles. Volkswagen demonstrated tomorrow's technology in a Passat Variant TDI and a Golf GTI.

Research in "Car-2-Car" communication is being conducted to define a universal standard for communication between vehicles, as sharing information is expected to yield great improvements in road safety. For example, if a vehicle encounters an adverse condition such as a traffic jam, fog, an icy road surface or an accident, it will transmit this information to all potentially affected vehicles in the area. Approaching traffic is alerted, allowing drivers to adjust their driving to the upcoming situation.

In the tests at the testing grounds in Dudehofen, the Passat and the Golf acted as a sender, receiver and transmitter. ‘Ad-hoc networks’ based on wireless LAN technology exchanged data between the vehicles. The following situations were simulated in the demonstration: motorcycle at an intersection, stationary vehicle, construction site and police car in action.

Data access was provided by a ‘CarGate’ which creates an abstract of the vehicle data, thus allowing simple access to a multitude of information, e.g. road speed, engine speed, wheel speeds or status of the hazard flashers.

[VW; Photo: Disney/Pixar]

For that matter, the Toyota Corolla FX16 is almost too reliable to show up here, but most of them spend their entire lives with the tach needle bouncing around the 8 grand mark and the body panels scraping telephone poles, with repairs performed by 19-year-old hoons with $9.98 Taiwanese socket sets and 12-packs of Steel Reserve to provide inspiration. They're not so easy to find, but if you're willing to make a few compromises you can find something like this '87 Corolla FX16, which has a selling price we're pretty sure will be far below the asking price of $350. It's got a rod knock (or worse), so you'll need to open up the engine and fix stuff. It's also got an automatic transmission, so you'll need to remove it and leave it on a shredded couch in your front yard- this sends a message to your neighbors that you're no one to be trifled with- and then head to your nearest junkyard and find a 5-speed to install. Sell off some interior parts and you might even have enough left to drop in a hot cam and buy some nice suspension goodies.

Revving the piss out of a really nervous naturally-aspirated engine sure is fun, but why limit yourself to mere atmospheric pressure when it comes to obtaining oxygen for the combustion process? You need turbocharging! Now, VW didn't make a MK3 GTI with a turbocharged gasoline engine, but that doesn't mean you can't reap the rewards of some "Golf tuner's" aftermarket turbo kit installation. Say, for example, this '91 GTI with "many upgrades" including a turbo kit. Sadly, the motor is "blown due to overheating. there was a problem with the thermostat," which your Gloomy Gus types out there might interpret as "every component under the hood is totally destroyed, from the burned valves to the spun bearings" but which we think indicates that everything will be just hunky-dory in a single afternoon of easy wrenching. The seller wants $700, which means you'll have no problem negotiating it close to LeMons-grade pricing and then selling the interior stuff for an extra few bucks for your budget. What could possibly go wrong?

That price is causing controversy. Not for how cheap it is, but how expensive. The CC starts at just $26,790 when equipped with a 2.0-liter turbo four and a six-speed manual. But the Passat, which the CC is based on, comes in at just $23,990. So to some, the CC is asking you to pay more for less; it only has four seats to the Passat’s five.

The thing about the CC is that it doesn’t deserve to be compared to the Passat, but instead to vehicles that cost much much more. Why? It offers a driving experience that’s at least equivalent to most entry- to mid-size luxury cars (there’s those damn categories again), classier looks, a larger interior, greater economy and doesn’t suffer from the image problems of it’s snobbier rivals.

The European luxury driving experience has come to be defined by two characteristics: sporting ability combined with cosseting quality. The driver of a BMW, Audi or Mercedes expects to be able to drive quickly everywhere from the highway to a winding mountain road, but doesn’t want to pay a comfort penalty for that ability. They want supportive seats, isolation from external noise and a comfortable ride. Recently, much of the involvement that always came hand-in-hand with speed has been sacrificed in the drive to make cars ever more capable and safer. The CC is no different. It’s as competent as an Audi A4, which is to say more fun than any Mercedes, but a little less involving than a BMW. One area where it distinguishes itself is in ride quality, which manages near total isolation without compromising handling ability.

The interior, too, leaves you thinking more high-end than entry-level. The fit and finish is top notch. Every button and lever is well-damped. Attractive accent lighting makes things look nice at night. Everything is as it seems; the chrome is actual chromed metal, the brushed aluminum actual aluminum and not a cheap plastic imitation. Wood is, thankfully, totally absent. The two-tone black and beige seen here is the most successful interior color scheme, accentuating both the attractive shape of the dash and the seats which, in the rear, are the CC’s defining characteristic. There are two supportive buckets separated by a console. That arrangement means that sitting in back is as appealing as sitting up front, but it also means the car sacrifices the ability to carry five people. The sloping roof, a characteristic of these four-door coupes, does impinge a bit on headroom, but I’m 6’2” and could sit back there all day without an issue.

So we’ve covered what the CC does as well as its more expensive alternatives; now let’s talk about what it does better. For one, when equipped with that base engine (there’s also a 3.6-liter V6 with 280 HP) it’s capable of returning 31 MPG on the highway while still managing the 0-to-60 sprint in 6.7 seconds. That back seat? Not only does it have more space than the A4 (or 3-series or C-class) that it drives like — I could cross my legs — but it has more headroom than a CLS, in which the ceiling flattens my beautiful hair.

Then there’s the looks. While not as striking as the Audi A4 or A5, the CC is a hell of a lot less awkward than the CLS or any current BMW. It’s understated — there’s not even a CC badge —and handsome, but utterly unassuming. People don’t know what to make of it. One on hand, there’s the VW badge, which means it’s a cheap car, but on the other its shape is well proportioned and evokes quality. It looks expensive.

Probably the best thing about the CC isn’t the way that it drives or how nice the interior is, but its price. At $26,970 you get a car equipped with everything necessary to take on rivals costing twice as much, but also the economy of cars costing a little less. We’re not sure what category it fits in other than this one: cars that we can wholeheartedly recommend buying.

The yellow '72 Porsche 914 lives at the same address, but the crucial difference is that the Porsche is owned by a rent-paying tenant and actually runs. I can't puzzle out the year on this car exactly, but items such as taillight lenses seem to point to 1970 or 1971. VW experts?


The owner seemed to be hoping that he'd get some offers on this car, once its beauty could be seen by many passersby; failing that, The Crusher's hunger for scrap steel to ship to China make it worth at least a hundred bucks.


I've driven a few Karmann Ghias of this era, and they behave pretty much exactly like Beetles on the road- not surprising, given that the chassis is identical to the Beetle's. The '70 K-G coupe is more than 100 pounds heavier than its Beetle sibling (1,918 pounds versus 1,807), so the "sporty" car of the pair is actually the slower one. However, for a two-seat coupe with Italian styling, the Karmann Ghia's price was hard to beat: $2,399. A new MGB-GT- not exactly a high-performance machine- would have set you back a stunning $3,260.

I'd had a couple of old-style Beetles prior to getting my first Super Beetles, and the switch from the old torsion-beam front suspension to McPherson strut suspension (this being the primary difference between the Super Beetle and the regular kind) didn't feel all that meaningful while driving. However, the new front suspension made room for lots more storage space under the hood. I'm not 100% sure of the year of this car; it's older than 1973, because the windshield is flat, but I'm not enough of an expert to tell the difference between a '71 and a '72. Maybe some of you can!


The regular Beetle sold for $1,845 new in 1972, while the Super went for $1,985. This was seriously cheap; the $1,798 Toyota Corolla, the $1,992 Fiat 128, the $1,960 Ford Pinto, the $2,017 Plymouth Cricket, the $2,060 Chevy Vega, the $1,828 Opel Kadett, the $2,040 Subaru 1300, and the $1,999 AMC Gremlin were all in about the same price range. Which would you have bought, had you been a car shopper on a very tight budget back then?

"The very first Scirocco was the absolute star amongst compact sport coupes”, reminisces Hans-Juergen Abt. The manager of the renowned car tuner is just as fascinated with the great-grandson of the Wolfsburger trend-setter: “The Scirocco looks really dynamic and the handling is very agile.” All the more so with the Kempten modifications. They really make a storm out of a desert wind: The ABT Front spoiler makes the unmistakable face of the coupe even more distinctive.
Even while stationary it is clear, who the “king of the ring” or the street is, as the ABT Scirocco seems to virtually lie in ambush of the kilometers ahead of it. This impression is supported by the lines on its sides, where the ABT Side skirts absorb and continue the sleek design. The indicated air inlets and edges in the doors underline the verve of the bodywork which rises at the back. The ABT Scirocco looks aggressive and very dynamic. The view from behind is also impressive: The ABT Rear skirt set, consisting of a rear skirt and a diagonally attached 4-pipe rear muffler, forms a sporty unit together with the ABT Rear wing.

ABT Sportsline recommends either its BR or AR alloys as an ideal complement to the extravagant body kit of the shooting star. The wheels are available in 18 to 20 inch and of course with fitting tires and wheel spacers.

ABT also has, of course, springs in its product range. They make the Scirocco up to 30 millimeters lower – and thereby even more agile – on the road. The complete Upgrade Kit consists of the design pack, the 4-pipe rear muffler, the springs and complete wheel sets (19 inch AR alloys,
diamond-machined and black, plus tires and wheel spacers) is available at the launch of the ABT Scirocco in January 2009 for a reasonable 5,990 Euros.

Anything that has such dynamic charisma must also have convincing performance. ABT has therefore also developed power refinements for the VW engine. The 1.4 TSI now offers 200 HP (147 kW) on the road with ABT Power instead of 160 hp (11 kW), and the turbo diesel with two liter capacity 170 hp / 125 kW (standard: 140 hp / 103kW) The ABT Scirocco will be available with these upgrades from the start. Later on in the year the compact sports coupe will also be available with an increased-power 2.0 TSI. With it the car has 240 hp / 177 kW (standard: 200 hp / 147 kW).
The brake pads of the ABT Braking system are able to cope with any situation, and with a diameter of 345 always grip powerfully. As is normal at ABT, all the details fit perfectly together and thereby result in a fascinating top range car. You can see that it comes from the very top of the range and want to drive it straight off.

ABT Scirocco – facts and figures

ABT ENGINE TECHNOLOGY
Engine: 1.4 TSI, 1390 cc
Power enhancement: ABT Power
Performance: 200 HP/147 kW (basis: 160 HP/118 kW)

Engine: 2.0 TSI, 1984 cc
Power enhancement: ABT Power
Performance: 240 HP/177 kW (basis: 200 HP/147 kW)

Engine: 2.0 TDI, 1968 cc
Power enhancement: ABT Power
Performance: 170 HP/125 kW (basis: 140 HP/103 kW)

ABT SPORTS WHEELS
ABT BR sports wheel 18” diamond-machined 8,5 x 18, offset 50
ABT BR sports wheel 18” high-gloss polished 8,5 x 18, offset 50
ABT BR sports wheel 19” diamond-machined 8,5 x 19, offset 35
ABT BR sports wheel 19” high-gloss polished 8,5 x 19, offset 35
ABT BR sports wheel 20” diamond-machined 9,0 x 20, offset 40
ABT BR sports wheel 20” high-gloss polished 9,0 x 20, offset 40

ABT AR sports wheel 18” diamond-machined, deep black 8,5 x 18, offset 50 matted, only with wheel spacers (4x 15 mm)
ABT AR sports wheel 19” diamond-machined, deep black 8,5 x 19, offset matted, only with wheel spacers (4x 15 mm)
ABT AR sports wheel 20” diamond-machined 9,0 x 20, offset 40

ABT wheel spacers, full set incl. wheel bolts (4 x 15 mm)

All sports wheels are also available as wheel set, including high performance tires

ABT AERODYNAMICS
ABT front skirt
ABT side skirts
ABT rear skirt, containing ABT rear skirt and ABT 4-pipe rear muffler
ABT rear wing
ABT insert for license plate
ABT full package, containing ABT front skirt, ABT side skirts, ABT rear skirt package, ABT rear wing,
ABT insert for license plate
ABT EXHAUST TECHNOLOGY
ABT rear skirt package, containing ABT rear skirt and ABT 4-pipe rear muffler

ABT SUSPENSION TECHNOLOGY
ABT suspension springs with car lowering (ca. 30 mm)

[ABT]

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