GM Segways to New Vehicles

For all of you who thought Smarts were a bridge too far in how small vehicles could be, you are going to go positively Britney over the partnership between General Motors and Segway. This puts two wheels way into the crazy zone.


Genius entrepreneur Dean Kamen and his engineers at DEKA spent nine years and $100 million to develop the iBOT, a self-balancing wheelchair that could go up and down stairs, elevate its occupant, and balance on two wheels. Johnson & Johnson paid most of the bills and marketed the wonder, but Kamen was typically smart. He negotiated to keep technology rights to the wheelchair’s gyroscopic self-balancing technology for non-medical purposes. Johnson & Johnson couldn’t have cared less, but obviously didn’t have Kamen’s vision.

That technology would revolutionize sidewalk transportation after its 2001 debut in the Segway scooter that found favor with the U.S. Postal Service, law enforcement agencies, park rangers, mall patrols, recreationalists, and even President George Bush, who famously tumbled off of one in Kennebunkport. It gives the impression of a child’s transport, but amazes with how intuitively it moves forward, aft, and sideways with just a slight shift of body weight. It hasn’t quite revolutionized inner-city transportation as intended, but has proven its technology as amazing.

Perhaps it will take an automaker to really put Segway’s technology to the test. Announced at the recent New York Auto Show, GM and Segway are taking a special two-seat electric commuter to the streets. They call it Project P.U.M.A. (Personal Urban Mobility and Accessibility).

Said Larry Burns, GM vice president of research and development, and strategic planning, “Project P.U.M.A. represents a unique solution to moving about and interacting in cities, where more than half of the world’s people live. Imagine small, nimble electric vehicles that know where other moving objects are and avoid running into them. Now, connect those vehicles in an Internet-like web and you can greatly enhance the ability of people to move through cities, find places to park and connect to their social and business networks.”

Jim Norrod, current CEO of Segway Inc., continued, “We are excited to be working together to demonstrate a dramatically different approach to urban mobility. There’s an emotional connection you get when using Segway products. The Project P.U.M.A. prototype vehicle embodies this through the combination of advanced technologies that Segway and GM bring to the table to complete the connection between the rider, environment, and others.”

Burns showed a two-seat prototype that runs on a lithium-ion battery and utilizes “digital smart energy management” (whatever that means), two-wheel balancing, back-up training wheels, and dual electric wheel motors. P.U.M.A. can cruise at speeds up to 35 mph and go 35 miles between charges. Think of it as a cool neighborhood vehicle or electric car for short errands. Much was made of the vehicle’s ability to enhance person-to-person communications and connect neighborhoods, but the prototype demonstrates the technology with a passenger compartment more akin to a dune buggy.

If designers get their way, and the vehicle actually makes it to production, passengers will be treated to a 22nd Century club car. Computer sketches illustrate a helmet-shaped vehicle with solid wheels and glass that surrounds passengers, who enter through the front after the windscreen is moved forward. It reminds me of a science fiction version of the Chinese rickshaw.

Everything about the P.U.M.A. and its vision can be realized. The technology exists and is proven. It remains to be seen if people want to ride around in a space age, self-leveling, lithium-ion-powered balancing act.

By Casey Williams
MyCarData

Audi's new mouth-watering A7...

If we were forced to pick the best brand car-for-car — bottom to top — it would have to be Audi. The German company continually amazes with its quality vehicles from one end of its lineup to the other.
Spending several days driving the stylish all-new 2012 Audi A7 fastback sedan only reinforced our opinion of the brand.

Audi has entered the relatively new segment of luxury hatchback sedans that has few members, namely the Porsche Panamera and the BMW 5-Series Gran Turismo. Also the swept-back Mercedes CLS can be included because of its similar styling, although it does not have a fifth-door hatch.

In the case of the A7, Audi is once again one up on its immediate rivals in terms of driving dynamics, ride quality and interior refinements.

Since the A7 comes with only one choice, a 3.0-liter supercharged V-6 we can only compare it to the six-cylinder versions of the BMW and Porsche. The new A7 makes a very energetic 310-horsepower driving all four wheels (Quattro in Audi-speak) mated to a state-of-the-art eight-speed automatic transmission.

For the power hungry and those who generally scoff at six-cylinder engines Audi will soon offer an eight-cylinder-powered S7 that will compare nicely with the BMW and Porsche V-8’s. In the meantime we had no qualms with the smooth, seamless performance from the Audi six-engine, which, as measured by Audi, can accomplish 0-to-60 in a quick 5.5 seconds. And it matches up extremely well with the six-cylinder offerings available this year in the Panamera and the BMW 5-Series GT.

The Audi is built on the next-generation A6 platform and stretches out 195 inches, good enough for comfortable accommodations for four adults. One minor disclaimer — rear-seat headroom may be on the short side for long torso six-footers because of the slopping roofline designed to give the sedan its coupe-like appearance.

The Audi clearly stands out in two areas — exterior styling and interior ambiance. The A7 carries the next evolution of Audi design as found in the 2011 A8 with short overhangs, an expansive hood and low-slung sporty proportions. German auto magazine Auto Bild, with a panel of 10 design experts judging, named it winner of its annual design competition.

One of the unique features of the well-executed interior is an eight-inch screen that raises from the dashboard — canted toward the driver — when the ignition is switched on. It consolidates audio, navigation and telephone functions in an extremely easy-to-read display.
The A7 has been on sale in Europe for several months and is now reaching U.S. showrooms starting at $60,125.

By Jim Meachen - MyCarData

New 2013 Chevy Malibu gets 38 mpg with eAssist

To demonstrate the new Chevy Malibu’s global aspirations, Chevrolet unveiled it simultaneously at the recent Shanghai and New York auto shows. Riding on a modified version of the Buick Regal’s architecture
, the Malibu is stunning with its Bentley Mulsanne profile, ultra-aero front facia, quad taillamps, and square gauges lifted from the Camaro. You’ll recognize it as a Chevrolet immediately, but the technology under the skin is like no other.

Malibu is going to borrow something else from popular Buicks: eAssist™ technology. The system combines lithium-ion batteries with an electric motor-generator to allow regenerative braking and start-stop functionality. In short, the car recaptures energy during braking and shuts off its engine while at rest to save gasoline. Often referred to as a “light hybrid,” eAssist-equipped cars cannot run on electricity alone.

The results are impressive. For relatively low cost and only a 65-lb. weight increase, the car gains 15 horsepower and achieves a stellar 26/38-MPG city/highway, easily making it the highest-mileage GM mid-size sedan of all time. This technology is partly a result of the hundreds of millions of dollars spent bringing the Volt electric car to market. Another Volt feature adapted for the Malibu ECO is a lower grille that closes at higher speed to improve aerodynamics. To put all of this in perspective, Malibu ECO can travel as many as 550 miles between fill-ups.

“The Malibu ECO is a smart choice for customers who want excellent fuel economy without the price premium of popular hybrid sedans,” said Rick Scheidt, vice president of Chevrolet marketing. “Malibu ECO exemplifies Chevrolet’s drive to use technology that delivers high-value, gas-friendly performance. In fact, the Malibu ECO delivers the fuel economy of a compact car in a midsize sedan.”

The all-new 2013 Chevy Malibu promises to be a stellar success. If gas continues to hover around $4/gallon or higher when Malibu hits the roads next spring, an incredibly high percentage of them are likely to be ECOs. While Malibu buyers may complain about gas prices, they are unlikely to gripe about their car’s ability to sip the precious stuff. Prices will be announced closer to sale, but should start well under $30k.

By Casey Williams - MyCarData

Lincoln MKZ Hybrid is both Sleek and Uber-efficient

You’re walking down a dark alley, looking for the door to a house of il-repute, when a Lincoln MKZ Hybrid stealths up behind you. Its dark metallic paint is glimmering under the street lights. You couldn’t tell it was coming because its engine wasn’t running. It was in electric vehicle mode,
slipping unheard through the nighttime. It is eerie. It is creepy. But, somehow, it seems incredibly normal.

This is not exactly what one expects from Lincoln, home of the Navigator, purveyor of all things Town Car, and imbued with the spirit of Continental. Lincolns aren’t exactly known for subtlety, what with their flashy chrome teeth, slab sides, and limousine stretches. Shake your head a couple of times and prepare for an American luxury car that achieves 41/36-MPG city/highway. Quit wiping your eyes, you read it correctly.

The soul of this eco-gent is a 2.5-litre Atkinson-cycle four-cylinder engine that works mob-style with batteries, electric motors, and regenerative brakes that recapture energy during deceleration. Full-on power nets 191 horsepower, but driven discreetly, the car can run on electricity alone up to 47 MPH over short distances. Hybrids typically achieve better mileage in town because they can run on batteries more often. That also allows them to creep down dark alleys, looking for attendees to houses of il-repute.
To encourage assorted affairs, the MKZ has a partial-LCD instrument cluster that shows power usage, battery recharging, and gas mileage. There’s also a cool display in which leaves and flowers “grow” when the car is driven ecologically and disappear as the scourge of Gore when leaden feet apply. I’m happy to report that after a duration of 400 miles, I have grown a full bouquet.

Even with all of this high-techery, there is plenty of old-world Lincoln luxury inside. And, there might be a little more high-techery. Seats are trimmed in Bridge of Weir™ leather, known for its refined grain, just like the ’56 Continental. It is pretty refined. Front buckets are heated and cooled and enjoy a view of genuine wood trim on the dash and doors. Blind spot warnings and a rear backing camera keep everybody safe while Lincoln SYNC® serves up voice-activated audio and navigation. iPODs can be connected to the car’s controls through a USB port while Bluetooth links in cell phones. The theatre-quality THX speakers are divine.

There’s nothing but discreet Hybrid badges on the decklid and doors to reveal this car’s inner soul. If you want a flash, look-what-I-bought hybrid, go shop the Lexus HS250h. Most MKZ drivers will be thrilled that they enjoy obscene fuel economy while slipping by unnoticed. They don’t want an arcade of buzzes and video screens. The car’s shape is Euro-conservative, but delights with a “bow wake” grille inspired by the ’40 Continental, wide rectangular taillamps from the ’61 Continental, liberal use of chrome, and 17” alloy wheels from no Continental. Puddle lamps under the mirrors let you arrive like a movie star should you want to dispense with the shady alley slinking.

I remember first driving the Ford Fusion, on which the MKZ is based, back in 2004. The Mazda6-derived chassis was precise and controlled. I drove the Fusion from Memphis, TN to Indianapolis, IN and back. It never put a wheel wrong and was comfortable the entire time. I’ve driven several Fusions, a Fusion Hybrid, and the similar Mercury Milan since. The MKZ was first introduced as the Zephyr. I liked that car – it had a slight float in the suspension as it wafted down the highway. After the name change to MKZ and a slight re-engineering, I drove the car from Memphis to Chicago and back. By then, it had the tighter suspension of the Fusion. It just didn’t seem Lincoln enough. This latest one feels somewhere between firm and float, which strikes me as Goldilocks perfect.

Long drives are required for appreciating the attention to detail in the MKZ. That Bridge of Weir leather from Scotland is milled for up to 12 hours, and uses a chromium-free tanning process so it touches your behind as buttery and can be easily recycled. Interior sounds are reduced through an acoustic laminated windshield, body and door sealing to squelch wind noise, expandable stuffers in the fenders and pillars, acoustic headliner, and damping material on the floor to defend against road rumble.

A hybrid so serene you barely know it is a hybrid, the MKZ slips through the night to wreak havoc among the unaware. If this is what the new fed mandates produce, then praise Nader, build a temple to the EPA, and bring on the mandates. Lexus didn’t see this one coming, but it is about to know where the MKZ has been as the hybrid is currently taking 25% of MKZ sales. Other foes include the Buick LaCrosse with eAssist, Toyota Camry Hybrid, and Nissan Altima HEV. Prices start at $34,330, but came to $38,775 equipped with Navigation, blind spot warning, rear view camera, and rear cross traffic alert systems. If you’re comparing, that’s the same price as a non-hybrid V6-powered MKZ.
Didn’t want it to slip by you.

2011 Lincoln MKZ Hybrid
Five-passenger, FWD Sedan.
Powertrain: 191-HP 2.5-litre gas engine,
hybrid electric drive.
Suspension f/r: Ind./Ind.
Wheels: 17”/17” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have feature: Obscene mileage
Manufacturing: Hermosillo, MX
Fuel economy: 41/36-MPG city/hwy.
Base price: $34,330.

By Casey Williams - MyCarData

Caccia Custom Cars

Fortunes have been spent entering the auto business. Go ask Preston Tucker, Malcolm Bricklin, or John Z. DeLorean. All of them attempted to start an auto company from the ground-up and realized too late how much capital such an enterprise consumes. Sustaining engineering,
design, marketing, sales and manufacturing is another matter entirely, requiring much more liquid green. Caccia Custom Cars of Indianapolis has a different plan, built on years of experience.

“I have been interested in sports cars since I was a kid,” said founder James Hunt. “When I built my first car in the mid-60s, you really couldn’t buy something from the factory that you could drive hard without spending a lot of money. You had to soup up something yourself. So, I built a car with a fiber glass body designed to fit on an Austin Healey chassis, but instead built my own tubular frame and attached a drag race engine and suspension from an early ‘60s Corvette.”

Over the years, Hunt has been involved in other ventures. Working with Randy Berry, owner of Marauder Kit Cars, IL, he built a replica of a Lamborghini Countach. They used a plywood frame sculpted with Masonite and Bondo for the body panel molds. It had the wide look of the later Countaches, but with the wheel wells more blended into the body. Six copies were sold.

Hunt eventually became friends with Eldon Rasmussen, who not only competed in the 1975, 1977, and 1979 Indianapolis 500 races, but also fabricated his own “Rascar” chassis for the cars. Rasmussen continued to fabricate race parts here in Indianapolis for years and was inducted into the Canadian Motorsports Hall of Fame.

After retiring from IPL in 2001, Hunt wanted to build another car that became the Ghepardo. He and Rasmussen started with a 2002 Camaro body structure, but modified it to accept a mid-engine, 2002 Corvette suspension and “LS6” V8 engine. A Camaro was partly chosen because it offered a steeply-raked windshield. To fit the engine, they removed the Camaro’s rear seat and trunk while fabricating an engine compartment around the Corvette suspension sub-frame.

Scott Chenoweth, who attended the famed Art Center College of Design in Pasadena, CA, was enlisted for styling. Ghepardo’s body is fabricated from fiberglass and is inspired by the Lamborghini Murciélago, but stands as its own design. New door and body skins were formed and attached to the original Camaro panels, giving the car an entirely different look without destroying the car’s structure.

“Our next steps are to get financing and refine the car,” continued Hunt. “We’ll make some changes to the exterior based on a recent viewing and are looking for investors. We would like to sell a short run of cars to individuals who would like to have some say in the final look of the vehicle.”

Hunt and Chenoweth would like to modify the Ghepardo’s front grille, move its passenger compartment forward 4-5”, and modify the wide rear fenders to give it a more balanced appearance. They also want to change the rear hatch, using components from the Nissan 370Z, to reduce visual bulk. Some may not like golden colors, but the “House of Kolor” paint mixture certainly gleams in the sunlight and will get attention at any valet stand.

Anybody wishing to purchase a Ghepardo will have close to $200,000, but that’s a bargain compared to building a very sophisticated car yourself. Hunt and his team would like to sell about 30 worldwide – reasonable ambitions for this type of project. For more information, or to commission a vehicle, contact James Hunt and his team at cacciacustomcars@aol.com.

By Casey Williams - MyCarData

Audi's new mouth-watering A7...

If we were forced to pick the best brand car-for-car — bottom to top — it would have to be Audi. The German company continually amazes with its quality vehicles from one end of its lineup to the other. Spending several days driving the stylish all-new 2012 Audi A7 fastback sedan only reinforced our opinion of the brand.


Audi has entered the relatively new segment of luxury hatchback sedans that has few members, namely the Porsche Panamera and the BMW 5-Series Gran Turismo. Also the swept-back Mercedes CLS can be included because of its similar styling, although it does not have a fifth-door hatch.

In the case of the A7, Audi is once again one up on its immediate rivals in terms of driving dynamics, ride quality and interior refinements.
Since the A7 comes with only one choice, a 3.0-liter supercharged V-6 we can only compare it to the six-cylinder versions of the BMW and Porsche. The new A7 makes a very energetic 310-horsepower driving all four wheels (Quattro in Audi-speak) mated to a state-of-the-art eight-speed automatic transmission.

For the power hungry and those who generally scoff at six-cylinder engines Audi will soon offer an eight-cylinder-powered S7 that will compare nicely with the BMW and Porsche V-8’s. In the meantime we had no qualms with the smooth, seamless performance from the Audi six-engine, which, as measured by Audi, can accomplish 0-to-60 in a quick 5.5 seconds. And it matches up extremely well with the six-cylinder offerings available this year in the Panamera and the BMW 5-Series GT.

The Audi is built on the next-generation A6 platform and stretches out 195 inches, good enough for comfortable accommodations for four adults. One minor disclaimer — rear-seat headroom may be on the short side for long torso six-footers because of the slopping roofline designed to give the sedan its coupe-like appearance.
The Audi clearly stands out in two areas — exterior styling and interior ambiance. The A7 carries the next evolution of Audi design as found in the 2011 A8 with short overhangs, an expansive hood and low-slung sporty proportions. German auto magazine Auto Bild, with a panel of 10 design experts judging, named it winner of its annual design competition.

One of the unique features of the well-executed interior is an eight-inch screen that raises from the dashboard — canted toward the driver — when the ignition is switched on. It consolidates audio, navigation and telephone functions in an extremely easy-to-read display.

The A7 has been on sale in Europe for several months and is now reaching U.S. showrooms starting at $60,125.

By Jim Meachen - MyCarData

Volvo XC60 - Volvo’s New Personal Size SUV

Historically, Volvos have received high marks on functionality and safety, but lower scores for styling and interior amenities. Well things have been changing inside the company for several years and the new XC60 SUV poster child of modern Volvo.


The XC60 might rightly be considered a smaller version of the XC90 SUV. Actually, I find the new XC60 a much more appealing vehicle.

To begin with, the styling is a skillful blend of an instantly recognizable Volvo shape presented in a curvaceously appealing and seductive form. From any angle, the new XC60 is a very fine looking vehicle and totally current with the times.

It’s hard to decide if this model is a compact or a midsize SUV but it holds 5 comfortably and has a large cargo area behind the rear seats. With all seats folded, you can bask in its 67 cubic feet of storage volume. This Volvo is a very solid vehicle and weighs in at over 4,000 pounds, yet it handles quite nimbly and drives smaller than it is. I found the XC60 to have surprisingly capable handling as we tested it on twisting west coast mountain roads. On the freeway, it is smooth, quiet and serene inside.

It exudes that “you’re safe in here” Volvo feeling and the vehicle has the technology to deliver. The XC60 benefits from and has all the safety gear that Volvo has developed over the years, plus something new. Volvo’s City Safety technology is being introduced on this model. The system basically monitors the distance between you and the vehicle in front of you when driving at low speeds, where most collisions occur. If it senses that you are getting too close, it applies the brakes and can actually bring the vehicle to a complete stop. Volvo is also thoughtful enough to include features like laminated glass in the sunroof so if you are in a crash, the glass won’t shatter all over the passengers. You also get, stability control, traction control, lane departure warning, driver alert control, distance control and whiplash prevention seats just to name a few.

The XC60 is powered by an inline transverse turbocharged 3.0 liter 6 cylinder engine. It puts out 281 horsepower and 295 ft lbs of torque. All XC60’s come with a 6 speed automatic transmission and all wheel drive. This combination makes this Volvo a joy to drive both in town and on the highway. The engine is responsive, the handling is controlled and ride is very nice.

The interior of the XC60 has also been tastefully done. The leather seats are attractive and comfortable. The design is upscale and the available real Nordic Light Oak wood inlays are oh so Scandinavian. Niceties like navigation, Sirius radio and DynAudio make the drive all the more enjoyable.

by Kelly Foss
MyCarData

Volvo XC60 - The all-new 2010 XC60 crossover is the safest Volvo ever

When it comes to car crashes, slow-speed rear-end collisions are among the most frequent. Now there’s an antidote for the common crash: Volvo’s all-new 2010 XC60 compact SUV that can avoid a crash by automatically stopping itself. Not only is it the safest Volvo ever, it could very well be the safest vehicle ever built.


Unprecedented crash-avoidance technology
I was recently in Sausalito, Calif., just across the Golden Gate Bridge from San Francisco, covering the national media launch of this crash-saving crossover. Volvo’s unprecedented crash-avoidance technology can eliminate or drastically reduce the number of serious injuries from the thousands of costly rear-end crashes that occur each year.

Volvo calls its ground-breaking system “City Safety”. It is aimed at preventing or substantially lowering the number of collisions that occur at speeds of 19 mph or less. Why 19 mph? Volvo says that accident surveys indicate that 75 percent of all reported rear-end collisions take place at speeds of up to 19 mph. In half of these collisions, the driver has not braked at all before the crash, mainly due to some sort of distraction from within the car – like texting on a cell phone or trying to keep an eye out on the kids in the backseat. If this happens in the XC60 at the low speeds associated with moving crawl of typical traffic jams, the brakes will automatically activate to bring the SUV to an abrupt panic stop before it can hit the car stopped in front.

Lower insurance premiums possible
In cases where an accident cannot be avoided, the system helps reduce the force of the crash. And that means that occupants in the vehicle in front will receive a less serious impact and may, in fact, escape serious injuries such as whiplash. It also means that crash damage to both vehicles can be reduced. Volvo reports that it has already held discussions with several insurance companies regarding lower premiums for cars equipped with its City Safety system.
Out in California, when it was my turn to test the system, I drove toward a barrier at 10 mph that was designed to simulate a stopped car. Just before impact the system activated, bringing the XC60 I was driving to a very sudden and very jarring stop. “It is important to understand that the City Safety system does not relieve the driver of the responsibility from maintaining a safe distance to avoid a crash,” says Thomas Broberg who is a spokesperson for Volvo’s Safety Center located in Gothenburg, Sweden. “While braking is quite harsh under this scenario, it greatly enhances our objective that no one should die or be severely injured in a Volvo. With the XC60, we have built the safest car on the road -- before, during or after an accident,” says Broberg.

Driving historic change up the California Coast
Now only is this wunderkind crossover really safe, it features sharp looks, dynamic performance and has great road manners -- as my day-long drive up the Pacific Coast Highway through some of Northern California’s most spectacular oceanfront venues aptly demonstrated. While driving, I was listening to some classical sounds the XC60’s ample sound system. Along the way, I pulled off onto a scenic turnout high above the Pacific Ocean. Under a glorious bright blue sky, I watched with awe as wispy, windswept waves crashed onto the rocky coastline below sending enormous plumes of white-sea spray high into the air before cascading down onto sandy white beaches that were deserted for as far as the eye could see. From my little perch high above the Pacific, I took a moment to reflect on this country’s bountiful beauty -- from my usual home-base on the Chesapeake Bay to the magnificent view of the Pacific that was now unfolding in front of me -- indeed, unparalleled majesty from sea to shinning sea.

When it came time to resume my journey and head back south to Sausalito, the return route required driving for many miles on the rugged and winding roads that transverse Northern California’s mountainous terrain to reach the 101 Freeway. Here the all-wheel-drive compact SUV performed flawlessly with its 281-hp inline T6 engine providing power for plenty of spirited driving performance. “We designed it for drivers who impose high demands on the driving experience – whether the car is used in the city, on the highway, or to negotiate tight curves in country lanes,” said Lars Blenwall, XC60 project director.

“On this drive, you’ve experienced the VC60’s sweet spots: safety, design and performance,” Michael Cottone, U.S. brand manager for the XC60 told me. He predicts that the well equipped XC60 will win a 15-18 percent share of the growing premium crossover segment that now includes the Audi Q5, BMW X5, Infiniti EX35, Lexus RX350 and Mercedes Benz GLK. The XC60 is scheduled to arrive in Charm City Volvo showrooms in two weeks with an estimated EPA mileage of 16 city/22 highway.

Bottom line: On a day when I took a little time out to appreciate the impact of America’s natural beauty, the good news is that I believe Volvo’s revolutionary XC60 crossover is a man-made beauty that will have a big impact with drivers not wanting to have a big impact.

By John Peige
MyCarData

Volvo XC60

You have to be careful about jumping on the latest bandwagon. For an auto manufacturer, it’s a good way to keep sales healthy and the lineup fresh, but it’s good to bring something to the table that’s more than just an attempt to have the latest toy everyone else has got.


The Volvo XC60 is a good example of doing it right. Crossover vehicles are all the rage at the moment, and they’re quickly replacing trucklike SUVs as the vehicles to have among buyers looking for versatility and bad-weather capability coupled with urban sensibility. The XC60 has all of the features that make the latest round of luxury crossovers popular: all-wheel drive, a raised seating position, luxurious appointments for five passengers and a generous cargo bay. However, it’s also got a number of qualities that make it all Volvo, like cutting-edge safety technology and a distinctively Swedish cabin.

Volvos have a strong visual identity, and the family look translates well onto the XC60. The familiar belted grille is the focal point of the front end. The trapezoidal shape of the grille blends with sharply defined beveling in the hood that expands out into a clear shoulder line that runs to the back of the vehicle. The greenhouse is low for a vehicle this size, and the silhouette is chunky but more svelte than the average SUV. On the XC60, this line is softened by a tapered waist that gives the car a trim, athletic look. At the rear, Volvo’s signature tall taillights are raised to cradle the rear windshield, and a simulated skidplate wraps around the base of the bumper and illuminate with energy-saving LEDs.

The interior is all about sporty Scandinavian sensibility. Volvo’s ubiquitous “flat-panel” center stack is use, of course, and it’s framed by a clean, uncluttered cabin. Shrink the XC90’s interior by thirty percent and you’ve got the XC60’s cabin. Satin-silver trim accents all surfaces, and a handy dash-top display provides vehicle info. A DVD-based navigation system is bundled with a reverse camera and links through the dash display. HD radio, Sirius satellite radio and Bluetooth connectivity are standard equipment, and Volvo will upgrade the sound system with a 650-watt Dynaudio Dolby Pro-Logic unit if you’d like. A panoramic glass roof is also available as a no-cost option for the first few months of XC60 production.

A choice of six-cylinder engines is offered. The XC60 3.2 is motivated by the same 3.2 liter inline six-cylinder engine that powers the S80 luxury sedan. With 235 horsepower on tap and a choice of front- or all-wheel drive, the 3.2 is a proper workhorse, and a surprisingly efficient one as well, with fuel economy ratings of 18/27. If you’d rather take your crossover out to play, the XC60 T6 offers a 3.0 liter turbocharged inline six with 281 horses. Both engines offer all-aluminum, double overhead cam construction. Volvo’s six-speed Geartronic automatic transmission is standard in the T6, as is all-wheel drive.

A nearly unprecedented range of active safety devices are along for the ride. The Dynamic Stability and Traction Control (DSTC) is almost expected in a Volvo product at this point. Volvo also equips the XC60 with Trailer Stability Assist, which is designed to prevent loss of control when the XC60 is pulling the 3300-pound trailers that it’s rated to drag.

The XC60 goes a step beyond all of that with City Safety, however. This “driver support system” uses a windshield-mounted laser sensor to monitor objects up to eighteen feet from the vehicle’s rear bumper. At speeds of 19mph or below, if the vehicle or object in front is closing too fast, indicating that the driver hasn’t noticed a collision is about to happen, City Safety will pre-charge the brakes, then apply them if the driver doesn’t react. At speeds below 10mph, the XC60 will come to a stop before impact. It’s a spooky way to keep you and your passengers safe; the XC60 simply stops itself. City Safety works as well as advertised, at least in controlled tests. We didn’t attempt any real-world, uncontrolled tests, of course. City Safety is designed to reduce or eliminate the low-speed parking lot and inner-city collisions that make up a large percentage of crashes.

At higher speeds, the City Safety sensors work with the vehicle’s restraint systems to adjust seatbelt and airbag deployment to the severity of the collision.

Out on the road, when things aren’t courting disaster, the XC60 is a confident and comfortable driver. The suspension is short on surprises, with a sophisticated MacPherson strut front, multi-link rear setup. There might be a bit less “sport” in the handling than Volvo would like for you to believe there is, thanks in part to a rather portly two-ton curb weight. That said, the XC60 won’t disappoint. Four-wheel anti-lock disc brakes are standard.

As a further perk, Volvo recently announced its Complimentary Factory Scheduled Maintenance program, which is available on the XC60. For the first three years or 36,000 miles, Volvo provides the first four maintenance visits to the dealer, making oil and filter changes, fluid top-offs and diagnostic checks for free.

XC60 pricing starts at $32,395 for the front-wheel drive XC60 3.2.

Downlodable pictures.

By Chris Jackson
MyCarData

Volvo XC60 T6 - a luxury crossover with safety and style

When you have a reputation to uphold, it takes special efforts and cutting-edge technology to stay ahead of worldwide automotive competition.

Volvo’s reputation for safety is legendary. It has been that way
at the Swedish auto manufacturer for years. “Volvo” and “safety” are synonymous in the minds of most people. And Volvo wants to keep it that way.

We were reminded of this when the driver who brought us a 2010 Volvo XC60 drove us to a vacant parking lot across the street from our business. He was obliged to do this, he said, before handing over the key.

He planted three tall boards in anchors in front of the car, backed the Volvo up about 30 yards, slipped the transmission into drive and then sat back, foot off the brake. We were getting a hands-on demonstration of Volvo’s newest technology, designed as much to preserve expensive sheetmetal as protect the inhabitants of the Volvo. Of course the delivery driver didn’t know we had experienced this during the media introduction several months earlier…but we let him do his job.

The Volvo approached the obstacle at about 2-to-3 miles per hour, and just in time slammed on its brakes. It was and remains a very neat trick, indeed. Had that been a car in front of us the new technology would have saved perhaps thousands of dollars in repairs to the Volvo and the car in front.

The system will prevent or mitigate collisions up to 19 miles per hour. Volvo says in most cases it will prevent contact up to nine mph. If the Volvo cannot be stopped in time, the force of the crash will be significantly reduced perhaps preventing injury. The system uses an infrared laser sensor at the top of the windshield to detect a vehicle within 13 feet of the front bumper that is either stationary or moving in the same direction.

Slow-speed crashes, commonly known as fender-benders, have become expensive propositions. If they can be avoided or minimized by Volvo’s magic when the driver is distracted, the cost of the new technology will pay for itself many times over.

This system is called “City Safety” and is standard equipment on the compact crossover, which is available in two variants: as an all-wheel drive (AWD) T6 turbocharged 3-liter starting at $38,025 including destination charge or as a naturally aspirated 3.2-liter V6 starting at $33,245 with front-drive or $35, 245 with AWD. Our focus today is the AWD T6.

One thing to remember about “City Safety,” if you creep up too close to a car at a stop light, bam, the brakes engage. While we experienced this in the testing it can be a bit nerve racking on the street. You need to pay attention at all times. And you need not to become overly dependent on the system. As we see it driving demands that the driver remain in control, always.

For those who hate the idea of giving up control at any time and fear ‘big brother’s’ constant observance, the system can be cut off with the push of a dashboard button. Maybe not a good idea for most of us!

In addition to the ground-breaking City Safety feature, the XC60 — as you would expect — comes with the many layers of safety engineered by Volvo over the years including rollover-sensing stability control, whiplash-reducing front seats, antilock brakes with brake assist and electronic brake-force distribution, tire pressure monitoring and full airbag protection from front to back; along with the Volvo invented 3-point safety belts that we all take for granted, but probably do more to save lives than almost anything else in a car.

There is also a package of additional safety equipment that can be purchased as a $1,695 option. It includes adaptive cruise control with distance alert that automatically maintains and adjusts the driver-selected vehicle speed and distance to the vehicle ahead, collision warning that senses an impending collision and alerts the driver to help avoid or reduce the severity of a crash, driver alert control that alerts the driver when his or her concentration level is affected, a blind spot information system, and lane departure warning that alerts the driver when the car crosses road markings without obvious reason.

You make the decision — are these features worth an extra $1,695? We don’t care for the constant beeping intervention of co-called driver alert systems, and adaptive cruise is occasionally helpful, but a luxury to us. On the other hand, we have found the blind spot warning very helpful. One thing — if these systems are on your vehicle you can turn them off. But then why buy them?

Another thing — all wheel drive is standard on the T6, at least on the initial offerings in the U.S.

Volvo is indeed a safety leader and if that is paramount in your purchase decision, we applaud your choice. But this newest five-passenger Volvo — which competes in a crowded small luxury crossover segment against such stalwarts as the BMW X3, Acura RDX, Infiniti EX35 and Mercedes GLK 350 — has much more than safety going for it.

It is deliciously stylish inside and out. We think Volvo hit a home run with the exterior design, which successfully carries the XC theme, but with an attitude. We like how the hood rises above the fenders giving the new Volvo a sports car persona. The stylish projector beam headlight enclosures fit neatly into the fenders, and the brake lights sit up high flanking the rear hatch and flow into the curving roofline.

The interior may be Volvo’s best work yet. The elegant floating center console found in many Volvo models, sets off the overall look in the T6. The two-tone soft leather seats in our test vehicle drew praise from our passengers. Materials are first class throughout.

More importantly, perhaps, the powertrain was not overlooked. Ample and pleasing performance has been included in the package thanks to the muscular 3.0-liter turbocharged inline six-cylinder engine mated to a six-speed automatic transmission.
It makes 281 horsepower and 295 pound-feet of torque. Volvo says the XC60 will accelerate from 0 to 60 in 7.1 seconds and we believe it.

Hit the accelerator at any speed and you will be rewarded with a growl and solid forward momentum. A downside to the engine is its rather meager gas mileage ratings of 16 in the city and 22 out on the highway. On the plus side, unlike many turbocharged engines the inline 6 will run just fine on regular gas.

Despite a class-leading 9.1 inches of ground clearance, the XC60 felt stable during aggressive driving on twisting roads. And it is remarkably agile in slow-speed city driving and mall parking space hunting. Add to that the confidence of plowing over the hill and through the woods to grandma’s house with little effort was a real plus.

Rear passengers are rewarded with decent legroom and good headroom while cargo capacity behind the seats is a decent 30.8 cubic feet and when cargo carrying is the goal the seats can be folded to reveal 67 cubic feet of storage space.

We think the base price is rather steep, but when you figure in the exceptional amount of standard equipment, perhaps it is justified.

This does not mean expensive options are not available. They are. Our test vehicle came with several including the aforementioned safety package and a multimedia package that included navigation and upgraded audio; a bundled technology-climate-child safety seat package; plus extra charges for the metallic paint and the wood inlay on the center stack.

The Panoramic Roof with glass panels and a power sunshade normally $1,200 was included at no charge. The bottom line was $44,265 including destination charges.

Volvo has created a very appealing as well as a uniquely safe vehicle. We give it two thumbs up for aggressively competing and holding its own in the small luxury crossover segment.

By Jim Meachen and Ted Biederman
MyCarData

Volvo's All-electric C30 Project

All-electric Volvo C30 project presented for the first time.
It looks like a regular Volvo C30 and it features the very same safety, comfort and space as the standard car. The difference is that it is powered solely by electricity, entirely without exhaust emissions, and has a range of up to 150 kilometres.

Volvo Cars' ambitious electrification strategy has quickly produced concrete results. In addition to the market introduction of a plug-in hybrid in 2012, work is currently under way on evaluating the viability of an entirely electric-powered car known as a BEV (Battery Electric Vehicle).

In 2009, a small number of prototype versions of the C30 BEV have been built and tested internally by Volvo. In addition to focusing on performance and safety, much of the focus is on integration of the electric propulsion system with the rest of the car.

"The Volvo C30 is the first model we will try out with electric power. This car's excellent properties in city traffic and its relatively low weight make it particularly suitable, since electric cars are primarily expected to be used in and around cities and for daily commuting," says Lennart Stegland, Director of Volvo Cars Special Vehicles.

Technical solution
Electricity is highly suitable as a fuel for passenger cars. It is the superior energy efficiency of the electric motor compared with the combustion engine which suggests that electric cars will become increasingly common in the future as fuel prices rise and demands for low CO2 emissions become ever more stringent.

The Volvo C30 BEV is powered with a Lithium-Ion battery that is charged via a regular power socket found in most homes.

Recharging an entirely depleted battery via the regular household power supply system (230V, 16A) will take about eight hours. If the car is charged with renewable electricity this means that emissions – all the way from electricity production to its use out on the road – will in principle be non-existent.

The electric motor is housed under the bonnet, just like the engine in a conventional car. One of the priorities within the BEV project is to find the optimal placing of the battery. Most likely the best places are the prop shaft tunnel and the place where the fuel tank normally is located. These locations are within the car's optimised crumple zone in the most common collision scenarios. Since the car runs solely on electricity, it requires a larger battery with higher capacity (24 kWh) than in the case of the plug-in hybrid (12 kWh).

Battery capacity
The C30 BEV is limited to a top speed of about 130 kilometres an hour, which will be more than sufficient for most users of this type of car. Acceleration from 0 to 100 kilometres an hour will take less than 11 seconds. The car will have a range of up to 150 kilometres. This range is longer and far better than the distance 90 percent of all Europe's motorists drive per day.

The same safety standards as always
Volvo Cars imposes the very same high safety standards on all its products irrespective of the type of fuel or power source used. Volvo's safety dedication is always focused on the human being and is based on solid knowhow of real-life traffic situations. What is more, comprehensive in-house tests are carried out both virtually and in Volvo's highly advanced crash-test laboratory. If Volvo chooses to introduce an entirely new type of electric car on the market, it will be just as safe as any other car bearing the Volvo badge.

Volvo has theoretically identified all the electrification-related safety scenarios in the stages before, during and after a collision. After careful study of these scenarios, the company's engineers will create solutions for handling each and every situation identified, guaranteeing that any future electric cars fully match Volvo's renowned safety standards in every respect.

Market potential
Volvo Cars' main electrification track over the coming decades is plug-in hybrids. This applies in particular to the company's larger car models. The combination of electric motor and combustion engine is the solution that probably has the greatest potential from both the technical and commercial viewpoints. Plug-in hybrids offer long range, good environmental performance and at the same time limited dependence on expensive battery technology.

There are several factors that determine how successful dedicated electric cars will be in the future:

"The consumer must feel that this type of car is attractive both to drive and own. In order to ensure this, we feel that electric cars will have to be as comfortable and safe and offer similar levels of performance as cars with other power sources. The learning from the C30 BEV project will help us to fulfil all these criteria and showcase Volvo's determination to drive developments in the field of electrification," says Paul Gustavsson, Director of Electrification Strategy at Volvo Cars.

Source Volvo
MyCarData

Volvo C70 T5

Everything is usually so nice and simple with a Volvo.

The shape is honest, with no dramatic shifts to something some designer in Itscoolvania thinks is spot on. It has a simple interior with just the right dash of Swedish modern, and a simple turbocharged inline engine to pull it along. Call it chic simple.


But is it enough to have simple chic?

*Volvo vision – The C70 is a hardtop convertible, the best of both worlds for many. You get the sleek shape of a coupe, especially in the roof line, yet the world shines in when you want it. We were glad when the original cloth-topped C gave way to this one in 2007, gaining a more defined round-shouldered look. For 2011, the overall look is the same. But Volvo has sweetened its face with reworked fenders that let the headlights slash up and aft more. The nose is more wedge-shaped, the “V” of the grill complimented by the upward cut of the fog light frames. Volvo claims the lower grill has been spiced up – maybe. Ours came in a deep Flamenco Red Metallic, the better to let its subtle curves glow in the sun. The front fenders’ shoulder line compliments the side view without distracting, another clean look with just a bit of waist at the door line, the body-color door rub strip an almost straight line. In back, wide LED lights echo the shoulder line, cleanly integrated in. Subtle fender flares frame “Diamond Cut” 5-spoke alloys wearing 18-inch Pirelli rubber. Like I said – a simple, nice design, a sleek coupe shape when needed, a sleekly simple convertible with no top-down hump when you cruise the beach. The side mirrors even fold when you shut down. It’s definitely a sleek look above other hardtop convertibles, like the VW Eos.

As for fitting in amongst the Bimmers and Benzes at a local beachfront resort area one day, we did, but only a few seemed to note the C70, based on the compact S40’s 103.9-inch wheelbase. Oh well.

*Volvo livability – Again, a simply clean design that oozes solidity without being stuffy. Black over light tan with alloy accents, a discrete white LED spotlight shining down on the still cool slim-depth center control panel, it is so Danish modern I love it even though every Volvo has it. The fine grain leather finish to the padded vinyl dash top is a clean look, as is the buff silver-ringed 160-mph speedometer with inset gas gauge/8,000-rpm tach with inset temperature gauge, with familiar green displays (one a trip computer controlled off the left stalk’s thumbwheel) and red needles. The thick-rimmed steering wheel has perforated leather were you grip most, manually tilting and telescoping with integrated Bluetooth, stereo and cruise controls. Subtle gauge face changes and a nicer feel to the instruments help for 2011. An LCD screen flips up from the dash top when you turn the high-mounted ignition, slowly coming to life, but offering only street lines – no names. Its joystick and twin function buttons are behind the steering wheels right spoke. I’d rather have the buttons on the front of the spoke, thank you. And the remote control (honest) is just a gimmick. I like how the sat-nav screen dims at just the right part of dusk when the headlights are on, the same time the dash lights glow on. The headlights can be set to turn when you do. And the blind spot alert flashed a side mirror-area light when something is hidden, then did it when nothing was there but air.

A CD slot tops the slim center stack, over a combination audio/car function menu done in more green that tells you all about the great 14-speaker Dynaudio sound system with 910 watts of power, Dolby Pro Logic II Surround Sound and a standard USB and MP3 audio jack under the small center armrest’s double cargo area. Slide down and there’s a dual-zone climate control system and a five-speed automatic transmission. Again, a clean look. The front bucket seats are firm and comfortable, the driver getting three memory presets and 10-way power adjustments. The glove box is good enough, the twin cup holders shallow, leaving water bottles in the way. Buttons power the front seats forward to access the back seats. If those in front give a little, you can bring two more out to dinner, but their hair will nudge the well-fitted hardtop convertible’s inner liner.

Want more headroom? The hardtop's three sections are smoothly integrated into an arcing pillarless top, meshing nicely with the rear deck. The top takes about 30 seconds to lower, its three sections stacking atop each other and sliding into the trunk under a rear-hinged cover. A white-lit button raises the assembly to access the small trunk space left under a divider. It is usable, and there’s a ski pass-through to slide longer stuff into the cabin. But the long trunk lid is heavy.

*Volvo vivacity - The C70's turbocharged 2.5-liter in-line five-cylinder engine is all we get stateside, with a light-pressure T5 turbo for 227-(up from 218)hp. Standard with a 5-speed manual gearbox, we had the five-speed "Geartronic" with manual shift capability. Our 3.300-mile-old coupe/convertible was perky off the line, seizing 60 mph in a decent 8 seconds, a half second better than the last version we tested, with smooth shifts. There’s a gentle turbo whistle under acceleration, a nice counter note to the inline five’s gruff snarl. The extra 400 pounds of top and bracing blunts performance a bit, and fuel mileage on premium was about 22-mpg in mixed coastal road driving.

The fully independent suspension gave a comfortable ride, and reinforced side members, doors and sills offer decent torsional rigidity, although we had a slight twinge of chassis flex top down over bad bumps, and a slight creak top up one cooling sunset. Get sporty with it, and we had a bit of body roll thanks to the added weight, with understeer cropping up, some comfortable tire scrub and a touch of Dynamic Stability and Traction Control that you can't turn off. The car was OK playing sporty, but a bit detached, sharp enough steering with some front-drive feel to it. The all-wheel disc brakes with ABS offered straight, short stops from 60-mph, with some fade after a few hard stops. Wind management was OK top down, aided by the windshield rake, and the heated seats and warm air flow helped on chilly nights. Call it more topless grand tourer than sports car. For safety, front and side impact air bags, plus very obvious door panel-mounted side impact air curtains.

*Volvo bucks – Base price for the C70 is $39,950, standard with all above except the $2,600 multi-media package with Dynaudio sound system and navigation, $850 metallic paint, $700 blind spot detector, and $1,900 Dynamic Package with 18-inch wheels, xenon active headlights and heated seats – final price $46,550. That’s up from the $44,075 last version we tested cost in 2007. The new VW Eos hardtop convertible is about $33,000, with less power and rear seat room, similar ride, but a cooler multi-function top. The better sports coupe/convertibles for a bit more are the BMW 3-Series and Infiniti G37 – ‘nuff said.



2011 Volvo C70 T5



Vehicle type 4-passenger hardtop convertible

Base price - $39,950 ($46,550 as tested)

Engine type – turbocharged in-line five cylinder gas engine

Displacement – 2.5 liter

Horsepower (net) – 227 @ 5,000 rpm

Torque (lb-ft) – 236 @ 1,500 to 5,000 rpm

Transmission – 5-speed Geartronic

Wheelbase – 103.9 inches

Overall length – 180.4 inches

Overall width – 72.3 inches

Height – 55.1 inches

Front headroom – 38.2 inches

Front legroom -42.3 inches

Rear headroom – 36.4 inches

Rear legroom – 33.9 inches

Cargo capacity – 12.8-cu.ft. top up/half that top down

Towing capacity – up to 2,000 lbs.

Curb weight – 3,837 lbs.

Fuel capacity – 15.9 gallons

Mileage rating – 19-mpg city/28-mpg highway

Last word – Better looks, nice weekend car that can tackle the week

By Dan Scanlan
MyCarData

Volvo S60 - Totally New 2011

All-new 2011 Volvo S60

Volvo Cars of North America, LLC (VCNA) pulled the wraps off the all-new 2011 S60 sport sedan today at the New York Auto Show. The all-new Volvo S60 sport sedan will arrive at dealerships later this fall.


The all-new S60 introduces a unique safety technology: Pedestrian Detection with Full Auto Brake. Pedestrian accidents occur every day in our increasingly intensive traffic environments. In the U.S., 11 percent of all traffic fatalities are pedestrians. This equates to approximately 4,700 deaths annually in the U.S., a number Volvo is trying to reduce. Pedestrian Detection with Full Auto Brake is a groundbreaking technological solution that actively helps the driver avoid accidents. Volvo’s radar- and camera-based system can detect pedestrians in front of the car, warn the driver if anyone walks out into its path – and then automatically activate the S60’s full braking power if the driver fails to respond in time.

Pedestrian Detection with Full Auto Brake consists of a newly developed radar unit integrated into the all-new S60’s grille, a camera fitted in front of the inside rearview mirror and a central control unit. The radar’s task is to detect any object in front of the car and to determine the distance to it while the camera determines what type of object it is. Half of all pedestrian accidents occur at speeds below 16 mph. Pedestrian Detection with Full Auto Brake can avoid a collision with a pedestrian at speeds up to 22 mph if the driver does not react in time.

At higher speeds, the focus is on reducing the car’s speed as much as possible prior to the impact. Statistics reveal that the car’s speed has considerable importance for the outcome of the accident. A lower speed of impact means that the risk of serious injury is significantly reduced. For instance, if speed is cut from 31 mph to 16 mph, Pedestrian Detection with Full Auto Brake is expected to reduce the fatality risk by as much as  20 % and in some certain cases up to 85%. 

Source Volvo
MyCarData


       

Volkswagen Golf - Its back

The Volkswagen Golf is back! It never went away, really; it’s just that from 2006 through 2009 it masqueraded as the Rabbit. Many of us were confounded by that name change when it happened. Evidently some suit at VW thought reintroducing the Rabbit name would lure folks hooked
on nostalgia back to the vehicle. After all, resurrecting the Malibu nameplate paid off handsomely for Chevy, and bringing an updated Beetle back to the U.S. did the same for Volkswagen.

The Rabbit nameplate, however, didn’t possess the cachet of Malibu or Beetle. Apparently it didn’t even possess the cachet of “Golf.” When something isn’t broke, why fix it? The switch to Rabbit is still confounding. If Chevy had brought back the Corsica nameplate rather than Malibu for its mid-size sedan, things might not have worked out as well as they have.
To VW’s benefit, returning the Golf moniker to its entry-level model was part of this year’s redesign. It’s good to have Golf back in VW’s lexicon.

Perched at the high end of entry-level automobiles, Golf requires more of a commitment from its buyers than any number of other starter cars. It is both sportier and more expensive than most in its segment. If basic transportation is your primary goal, others can handle the task and for thousands less. However, if you want a superbly engineered runabout, well constructed and full of pizzazz, the Golf will have you smiling from the moment you pull away from the dealership.

VW offers Golf with either three or five doors. A clamshell rear hatch provides access to the cargo area in both configurations. Two trim levels, based primarily on engine choice, create roughly a $4,500 base-price spread. My test Golf was the $18,240 base three-door with the optional $1,100 six-speed Tiptronic (driver-shiftable) automatic transmission that is standard in the five-door. Going for five doors instead of three would have tacked another $600 to the bottom line.

A 170-horsepower 2.5-liter five-cylinder engine motivates the base Golf. This is sufficient to infuse a degree of zippiness into the driving experience. The standard five-speed manual (three-door only) is a bit more fun to drive, but there is something to be said for the convenience of an automatic in stop-and-go slogs through congested city traffic. Volkswagen says that with the automatic, Golf can reach 60 miles per hour from a standstill in about eight seconds. EPA fuel economy estimates are 23 mpg in the city and 30 mpg on the highway with the automatic tranny. The city mpg estimate drops 1 mpg with the manual transmission. The five-door comes standard with the Tiptronic transmission.

The up-level Golf TDI draws its power from a 50-state compliant 140-horsepower 2-liter turbodiesel four-cylinder engine. What it lacks in horsepower, it more than makes up for in torque as it delivers 236 lb. ft. of peak torque. A six-speed manual transmission is standard no matter the number of doors. A $1,100 option, the six-speed automatic Direct Shift Gearbox (DSG) with Tiptronic delivers manual transmission performance, but with the ease of an automatic. It takes about half a second longer to reach 60 miles per hour with the TDI/DSG combination than with the base engine and six-speed automatic, but fuel economy is much better. The clean-diesel TDI with DSG earned an EPA mpg estimate of 30 mpg city and a whopping 42 mpg on the highway.

While the TDI comes with stiffer suspension tuning and, consequently, crisper handling, the base Golf delivers better cornering than the bulk of its competitors. The fully independent suspension consists of MacPherson struts in front and a multi-link setup in the rear. The steering in both versions is remarkably responsive. Wheel size is another difference between entry-level and TDI. The former comes with 15-inch steel wheels and the latter with 17-inch alloy ones.

All Golfs enter life with four-wheel antilock disc brakes, traction control, stability control, brake assist and electronic brakeforce distribution. Likewise six airbags are also standard. Not available in the three-door, rear-seat side-impact airbags are a $350 option in the five-door.

Despite the fact you will pay more for a Golf than many other entry-level cars, you will probably feel pretty good about your purchase decision upon sliding behind the wheel. Even before you crank the engine, you will be impressed by the quality of the cabin. Be it the materials used, the expensive feel of the knobs and buttons, or the upscale styling, this is no entry-level interior.

Rear-seat legroom is a bit tight, but no more so than is common in this segment. Offering eight-way adjustment, the front seats are supportive with generous side bolsters. The gauges are large and easy to read. All functions are logically placed and operate intuitively. No diving for the owner’s manual every time you want to change the radio station or adjust the temperature as with some pricier German imports.

Included in the base price of all Golfs are full power accessories, heated outboard mirrors, cruise control, trip computer, 60/40 split folding rear seat, tilt and telescoping steering wheel, and an eight-speaker audio system with CD player and auxiliary input jack. Moving up to the TDI adds such enhancements as Bluetooth compatibility, full iPod integration and an up-level audio system.

Golf isn’t for the average entry-level customer. Its refinement and therefore its price, will be more than some entry-level buyers need. But for those who want to spend a little more for an automobile that is in every way considered entry-level only because it anchors VW’s lineup, the Golf will reward the cash outlay by providing an ample dose of satisfaction.

By Russ Heaps - MyCarData

Volkswagen New Stylish Coupe - 45 MPG!

New Compact Coupe unites 4.2 l/100 km (45 mpg) with top dynamics.

Concept of an entirely new compact coupe emits just 98 g/km CO2, can go 227 km/h if necessary and accelerates to 100 km/h in 8.6 seconds.


For Volkswagen this marks the beginning of an action-packed year, in which more new models will be introduced than ever before in the company's history. Number 1 on the spectacular list of new products for calendar year 2010 is a car based on entirely new concepts and technology, a coupe with a hybrid drive that is extremely fast and yet futuristic in its fuel economy. It has sports appeal and sharp styling yet is remarkably elegant – positioned between Europe's bestselling sports car, the Scirocco, and the internationally successful CC. Its name: the New Compact Coupe. Site of its world premiere: Detroit, North American International Auto Show (January 11 to 24). Combined fuel consumption: 4.2 l/100 km (45 mpg)! CO2 emissions: 98 g/km! Incredible, considering its fuel economy, are its top speed of 227 km/h (141 mph) and the short 8.6 seconds it needs for the classic sprint to 100 km/h (0-60 mph in 8.1 seconds).

These values were made technically feasible by a high-tech alliance: a TSI engine (gasoline powered with 110 kW / 150 PS) that is as fuel efficient as it is sporty, an electric motor (20 kW / 27 PS) and a 7-speed Direct Shift Gearbox (DSG) which in the eyes of many car drivers is the best automatic in the world today. Just over a month after the debut of the most fuel-efficient four-seater in the world – the Up! Lite in Los Angeles – this new concept car confirms once again that future Volkswagen hybrid vehicles will not only focus on fuel economy, but – similar to pure gasoline and diesel versions of Europe's most successful auto­mobile brand – will also aim to be sporty and fun to drive. In the first half of the year, Volkswagen will launch its first hybrid model on the market under the VW label – an SUV with full-time all-wheel drive. Meanwhile, the New Compact Coupe shows, both technically and visually, how Volkswagen envisions a front-wheel drive hybrid for the compact class that would be implemented when the time is right.

Source Volkswagen
MyCarData

Volkswagen Golf 2.5 - Still frugal and fun

Lo those many years ago, I had a Rabbit.

Fleet of foot, fun to drive, able in snow and sun, it once carried 10 people down a country road after a canoeing trip. My second-generation Rabbit was also frugal
on gas as well as a gas to drive, since I had hopped into it from a cranky Fiat.

I’m happy to say the new sixth-gen Rabbit - err, Golf –is almost as much fun, albeit costing a tad more than my sorta-hot hatch of 1980. So let’s hop into ours and take it for a spin.

*VW visage - Available in three- or five-door models, the 2010 Golf, briefly renamed Rabbit a few years ago, gets a seemingly mild evolutionary redesign that sure keeps it looking like – well, a Golf. The all-new nose gets a more chiseled bumper with wider, double bar grille that blends into upward-angled headlights. The lower air intake is wider, flowing into fake side inlets that wrap around the sides. The front fenders have subtle flat-edged flares framing small-looking Continental 15-inch rubber with silver-spoked wheel covers over black steel wheels on our base Golf. The two-box shape of Rabbit/Golf of the ages is still there, the windshield’s A-pillars gracefully curving off the angled hood, more steeply raked it seems, while the rest of the car is subtly softer in angle, yet visually a bit wider. There’s no chrome here, not even a driver’s door keyhole; just a gloss black B-pillar. In back, wider taillights with round elements over a clear strip of turn signal look nicer, integrated into a classic hatchback with more roundness in the door. Twin red running lights lighten the look of the full body-color bumper, while twin pipes fit in a black lower fascia. The body-color hatch spoiler gets an integrated third brake light. Nice touch – a New Beetle-style VW emblem that tips up to become the unlatch/hatch handle.

Nice details, but as a whole, it still looks like the fifth-gen Golf/Rabbit, which I guess is OK. No one noticed it, while I think the new Jetta redesign last year was a bit more interesting.

*VW livability – On the inside, a padded gray plastic dash top with slimmer gauge package and a touch more silver, again more evolutionary. The main gauges are inset deeper, with silver rims, the 160-mph speedometer hosting an inset gas gauge, the 8,000-rpm tach with an inset temperature gauge, both framing a large white-on-gray LCD trip computer/odometer/trip odometer display. The dash center pod is smoothly integrated into the design, slimmer air vents over a decent 8-speaker AM-FM-CD audio system with good bass and an MP3 input in the center console. Its silver buttons brighten the interior as well as being easy to use. A three-dial single-zone a/c system underneath is set in a gloss black panel for a touch of class. Under that, a rubberized storage nook with 12-volt power outlet.

The black cloth sports buckets up front were very comfortable, with a grippy patterned insert, great side bolstering and manual lumbar and height adjustment, allowing the driver to set up perfectly with the manual tilt/telescope wheel. Our car’s cold weather package added three-position heated front seats and heated windshield washer nozzles. I would have loved some steering wheel audio controls, but it’s not a problem. I liked the large felt-lined door map pockets with water bottle space, and the dial-a-position sunroof like Audis. Bluetooth connectivity for hands-free cellphones was an option we didn’t have, and I would have liked a center armrest.

The 101.5-inch wheelbase is unchanged, but an added inch in width and half-inch in length seems to have expanded the room inside, most noticeable in back. Great head and leg room exist for two adults, with a fold-down center armrest and a ski pass-through to the squared-off cargo area, three cubic feet smaller than the last generation, but at least the rear seatbacks split and fold. There’s a solid security cover and some storage space in the side, too. Nice touch – red button lighting with red LED center console spotlights.

*Golf get-up-and-go – We had the 170-hp, 2.5-liter five-cylinder gas engine hooked to a 6-speed automatic; a 50-state compliant 2-liter turbo-diesel with 140-hp is an option, and a good one for those seeking high fuel mileage, decent power and a bit more sportiness. But our 8,000-mile-old carryover engine felt quite sprightly, especially when set in “sport” gearbox mode to hold onto the gears longer. This 5-banger hit 60-mph in 7.8 seconds with smooth upshifts, an OK exhaust note (and occasional abrupt downshifts). We saw an average 22- to 27-mpg on the trip computer in mixed city/highway driving, despite some spirited use. The solid platform, with independent front suspension with McPherson struts and anti-roll bars, and an independent four-link rear arrangement with a stabilizer bar, gave us an agile Golf that was fun to drive. There was some body roll in turns, but the Golf just hung on and played well with quick steering and a nice controlled suspension that was comfortable yet responsive. Stability control didn’t step in too abruptly either, but was there when needed and could be shut off.

The closest in fun feeling would be a MAZDA3 Sport, which has 28 less horsepower but was a bit more agile and sexy in styling. A Kia Soul is boxier yet cooler in styling too, but has a bit less power and excitement. A Mini Cooper S has two more ponies, a much smaller back seat and a tad more cost, but is just as frugal in fuel. The VW’s power-assisted four wheel disc brakes had decent pedal feel and no fade after hard use. For safety, six airbags (dual front, dual front side thorax, and side curtains).

*Golf dollars – The base three-door, manual gearbox VW Golf is $17,490. Our 5-door test model’s base price was $19,190, which includes remote keyless entry, one-touch up/down power windows and 3-year/36,000-mile limited warranty. With the $1,000 sunroof and $225 cold weather package, the final price was $21,165. A MAZDA3 is less, a bigger Dodge Caliber SXT or Soul about the same, depending on options. And while it’s technically a subcompact, a 117-hp Honda Fit is less, is lots of fun and fits four adults just as well, as does a compact all-wheel-drive Subaru Impreza 2.5i.

*Bottom line – A VW Golf has always been a player in this compact field, especially since VW practically invented the sporty hatchback. The sixth-gen ticks all the boxes – fast enough, fun enough, and frugally roomy and practical – basic fun that can handle commuting and people-carrying. For more fun that’s just as frugal, there are other compact options. But the Golf bags it with initial quality and German solidity.



2010 Volkswagen Golf

Vehicle type - 5-passenger compact 5-door hatchback

Base price $19,190 ($21,165 as tested)

Engine type DOHC, 20-valve in-line five

Displacement – 2.5 liter

Horsepower (net) – 170 @ 5,700 rpm

Torque (lb-ft) – 177 @ 4,250 rpm

Transmission – 6-speed Tiptronic w/manual shift mode

Wheelbase – 101.5 inches

Overall length – 165.4 inches

Overall width – 70.3 inches

Height – 58.3 inches

Front headroom - 39.3 inches

Front legroom – 41.2 inches

Rear headroom – 38.5 inches

Rear legroom – 35.5 inches

Cargo capacity – 12.4 cu. ft.

Curb weight – 3.023 lbs.

Fuel capacity – 14.5 gallons

Mileage rating – 23-mpg city/30-mpg highway

Last word The Rabbit has matured, but still frugal and fun

By Dan Scanlan
MyCarData

Volkswagen Golf – a rose by any other name

First it’s the Rabbit. Then it’s the Golf. Then it’s the Rabbit again. And then, egad, it’s back to Golf.


The Volkswagen Rabbit of many years ago eventually became the Golf as the vehicle was known in Europe from inception. Then came along the marketing genius de jour and Golf was changed back into a Rabbit from 2006 through 2009, and now it has once again been re-christened the Golf, and hopefully this time for good.

Volkswagen officials had hoped the nostalgic Rabbit name would win over more customers, but apparently the change did not have the expected results. So now we return to the name the car goes by around the world and the name that won World Car of the Year honors in 2009. Whatever you choose to call it, Volkswagen’s bread and butter small car has been restyled inside and out for 2010 and has never been better. And that’s a very good thing.

In addition to the upgraded styling, the one thing that makes the Golf jump to the forefront for 2010 is the addition of the award-winning clean-diesel engine with a new 2.0-liter 4-cylinder turbo-diesel that also powers the popular Jetta TDI sedan. Fun to drive and frugal at the pump, the TDI is an affordable and entertaining alternative to many larger gasoline engines and hybrid-electric powertrains.
Named one of Ward’s top ten engines for 2010, the all-new TDI — now certified in all 50 states — returns 30 mpg city and 42 mpg highway with either the manual or the optional 6-speed DSG automatic transmission.

Don’t be put off by the diesel’s rather modest 140 horsepower output. Its 236 foot-pounds of torque make it a stop-light to stop-light juggernaut. If you have never driven a Volkswagen diesel, a test drive will leave you impressed with all phases of performance including merging and passing. We pushed it up and down coastal mountains and our Golf TDI never stopped to take a breath.

And don’t let old diesel perceptions stop you from considering the TDI. The modern diesel is quiet, so quiet in fact it is nearly devoid of the typical diesel chatter. And the noxious smell; it’s gone.

The TDI runs as much as $4,000 more than a comparable 2.5-liter Golf, but the difference isn’t as great as it might seem when you add in generous standard equipment including 17-inch alloy wheels and sport-tuned suspension. There is a modest government tax credit available (check with your dealer) to offset the extra cost. And don’t forget the 30 percent improved fuel mileage.

If the diesel is out of your price range the standard 5-cylinder gas engine developing 170 healthy horsepower and 177 pound-feet of torque is more than adequate. We drove the coupe version with a 2.5-liter engine mated to a six-speed automatic for a week after our week with the TDI with no complaints over performance or mileage. The engine is rated at 23 mpg city and 30 mpg highway.

Other than the fuel and engine differences we found the suspension tighter and the handling sharper on the TDI than on the standard Golf. But again we have no complaints over the handling and family-tuned ride of the standard Golf. It is engineered to suit the family, and Volkswagen has done a good job reaching the middle ground.
If you like the Volkswagen and the cargo-friendly hatchback design, but desire more performance check out the GTI version of the Golf with a stiff made-for-cornering suspension and a 200-horsepower 4-cylinder engine. It may be just what you are looking for.

The standard Golf comes in two-door and four-door hatchback variants starting at $18,370 including destination for the coupe and $20,085 for the four-door. Our test car with a handful of options listed for $20,764. Our TDI carried a base price of $23,340 and listed at $27,614 including options of navigation (with a new 6.5-inch LCD touch-screen system with 10-gig hard-drive that also includes premium audio with a 20-gig hard drive), the 6-speed automatic, a power sunroof, heated seats and Bluetooth connectivity.
While these prices may seem a bit higher than some of the competition, the Golf delivers more premium feature content and is designed with higher grade materials.

The Golf exterior has been reworked and now sports cleaner-looking quarter panels, a more refined sculpted look that has instant eye appeal. The front grille has been restyled, but still features the large VW logo in the middle. VW designers did a neat job giving the two-door and four-door versions nearly identical looks.
The interior has also been revised with a new gauge cluster and center stack. Volkswagen’s dashboard layouts have always leaned toward the conservative side, and the new design does not vary from this long-standing trend while evoking a handsome, quality appearance.

We found the front seats very comfortable for long-distance driving, and the driving position, with the help of the standard eight-way manually adjustable driver’s seat and a tilt and telescoping steering wheel, proved excellent.
We would opt for the four-door because it is to us simply more practical. But if you want the two-door, you will find decent leg room and good head room for two adult riders in the back seat. It’s just that the getting in and climbing out can be tedious.
Safety has not been overlooked with the new Golf. Standard on all models are four-wheel antilock disc brakes, stability control, front-seat side airbags and full-length side-curtain airbags. For even more protection, rear-seat side airbags are optional on the four-door model.

No matter what name VW calls it the new Golf should be noted for its hatchback versatility, its upscale look and feel, and its drivability; and for us the diesel engine is a must.

By Jim Meachen and Ted Biederman - MyCarData

Volkswagen Jetta – 2011 model is larger and lower priced

American consumers want all the benefits of small cars with all the roominess of larger one. So, VW’s engineers have responded. The wheelbase of the 2011 Jetta is almost
3 inches longer and the overall length is 3.54 inches longer. That allowed the interior to be increased. Even the rear legroom is bigger.

At the end of July, I was part of the last group of journalists to preview and test-drive the all-new VW Jetta. We were in the San Francisco area, taking a lengthy test-drive in Northern California.

The VW Jetta media event was a little different than usual since most of the journalists were foreign. There were groups from Singapore, Mexico, Canada, India, China, and elsewhere. Obviously, Volkswagen is reaching out. However, the new Jetta design is clearly aimed at the North American market.

We spent an entire day driving the new Jetta through the streets of San Francisco, along the upper Pacific coast highway, and back through the twisting roads in the Napa valley. Although there are four trim levels, our only choice for testing was the SEL model, either in automatic or manual. The base trim, referred to as VW’s entry-level model, is called S, and has a beginning price of just $15,995. That is almost $2000 less than last year’s offering. The SE model is slightly more upgraded. Our test model SEL’s are the most completely trimmed out and have a price tag of about $21,000. That price includes an 8 speaker audio system, Bluetooth phone system, iPod integration, and a standard navigation system. The SEL’s standard engine is a 2.5-liter that produces 170 horsepower. There is also a TDI trim that features a 2.0-liter TDI diesel four cylinder.
The car looks almost like all the other small new cars. The sedan has gently curved lines and the outward parts all tend to blend into one another. Even the headlights blend into the top piece of the grilles. It is not a sporty look, but it is how most new vehicles are being designed. Gone are the old days of the standout Beetle-Bug and Hippie Van. Now those vehicles were head-turners with distinction.

Inside, the feeling you immediately think about is quality. One of my favorite vehicles is the Touareg and this reminded me a lot of that. The dashboard, the seats, and electronics all give you a sense of well-designed premium items. The controls are all intuitive and conveniently arranged. The seats were redesigned for this year’s model and they are very, very comfortable. Even after several hours of driving, I did not feel “tired” of sitting in the seat of a car. The seats are covered with a V-Tex leatherette which has the look and feel of real leather, but is a more durable and covering.
Generally, manufacturers provide maps and clearly defined directions for journalists’ ride-and-drive events. Volkswagen chose to show off their navigation system and input the routes into the car’s route guidance. It worked very well, including the simple command, “Turn here. Now!” My driving partner and I laughed at the simplicity of the European approach to navigation.

Beginning early in the morning, the fog was thick and as we crossed the Golden Gate Bridge, the tops of the columns were not visible, nor was Alcatraz Island. We maintained slightly slower speed because of the fog, although traffic was not very heavy. As the morning passed and the fog dissipated, we drove on more narrow roads that were twisty, rather than the wide and straight highways. The Jetta has good suspension and keeps the car generally flat on most hard turns. The 2.5-liter engine provides the power needed to climb in the hilly areas as well as hug the roads when accelerating around curves.
The navigation system is standard equipment and has probably been kept simple rather than run-up the costs of the vehicle. It is very basic and does not offer simple items such as text-to-speech. The roads were identified on the screen, but not verbally. Other advanced navigation features were also lacking. Overall, however, I liked the navigation. It provided all we needed to arrive at our destination, including intermediate stops for car changes and driver change.

For the afternoon portion of the test-drive, my driving partner and I chose an SEL Sport model. This has a lowered suspension, bolstered seats, and some chrome sporty touches. Other than a tighter handling, there wasn’t much noticeable difference in the regular SEL trim model and the SEL Sport trim.

The 2011 Volkswagen Jetta will be available in showrooms beginning October 2010. The pricing is noticeably reduced over last year. The car is modernized in appearance. It is longer and offers more room inside. The technology is up-to-date. Gas mileage estimates are 23 city and 32 on the highway. The TDI diesel rates almost 40 mpg.
The small-car class is becoming very competitive and includes Kia, Hyundai, Toyota, Honda, and even GM and Ford. I like the new Jetta and hope it does well, even if it doesn’t have the stand-out appearance of my old sly-blue van or a little green Bug.

By Alan Gell - MyCarData

Volkswagen Jetta – 2011 Get more, pay less

The Volkswagen Jetta for years has felt more upscale than its competitors, offering a premium vehicle experience not found in other segment cars. The all-new 2011 Jetta
— at least in upper trim level — does a nice job of advancing the Jetta mystique.
As before, there’s a quality to the overall feel of the car that belies its new lower price.

The perception has been — for at least a decade — you may pay more for a Jetta, but you get more. Volkswagen has sought to keep the “get more” part of the equation intact for 2011 while tweaking the “pay more” part in favor of the customer.

Volkswagen says it has cut prices to the tune of $1,700 for the base model, which now starts at $16,765. And it’s possible to drive off in a up-level Jetta SEL with a 2.5-liter 5-cylinder engine making 170 horsepower matched to a 5-speed manual and loaded with such desirable amenities as navigation, keyless start, simulated leather, a full-featured audio system with satellite radio, Bluetooth, and a wide range of safety features for $22,165. Our SEL test car included a 6-speed automatic and a sunroof for a bottom line of $23,395. This is about $2,000 less than the comparable 2010 model, Volkswagen says. Prices do not include a $770 destination charge.

So this price cutting begs the question, from where did these savings come? We like to think Volkswagen has made better use of its resources, streamlined the manufacturing process, and passed the savings on to the car-buying public. This is certainly a possibility, but VW has also made changes to the car aimed at cutting cost.
On paper, some of these alterations appear to be taking a step backward, but we found through a couple of weeks of driving in Eastern North Carolina, Northern California, and the Los Angeles area that Volkswagen has done an excellent job ensuring that the Jetta has lost little of its Teutonic prowess particularly in the upper trim level.

Changes include: Replacing the independent rear suspension with a less expensive torsion-beam setup, replacing the rear disc brakes with drum-type brakes on the bottom trim levels, replacing the electric power steering with the more traditional hydraulic power steering, replacing the gas-strut linkage in the trunk with old-style gooseneck hinges, and offering far fewer equipment combination choices (reduced from 148 to 18).
Despite the perceived “downgrades,” we found the driving experience nearly identical to the well done 2010 model.

To address possible buyer concerns, we concluded that the steering is just as accurate with as much on-center feel as a 2010 model we recently drove, and despite the change in the rear suspension, the new Jetta seemed as lively and responsive as the previous car. Volkswagen has pulled off these modifications with no perceptible difference in overall performance.

Note that a few items that Jetta owners are used to getting that are not offered on the Honda Civic or the Toyota Corolla or even on such mid-size cars as the Honda Accord and Ford Fusion — which will also figure into the Jetta buying decision — are still in place. They include a one-touch up/down feature on all four windows.

There’s one big difference that should make current and former owners smile and prove a strong selling point even against the aforementioned mid-sized sedans — a noticeable increase in passenger space.

The wheelbase has been stretched 2.9 inches, addressing one of the big concerns with the previous iteration, giving backseat passengers mid-sized comfort. Rear-seat legroom has grown a substantial 2.6 inches from 35.5 inches to 38.1. No more cramped quarters even for a six-footer. At the same time, Volkswagen did not cut into the generous 15.5 cubic feet of cargo space in the trunk.

The Jetta will eventually be sold in five trim levels. Three of those are now available — the base S, mid-level SE (which will probably be the most popular) and the up-level SEL. If you are looking for the excellent 140-horsepower diesel found in the 2010 Jetta TDI, it will be added by the end of the year. If you are a diesel fan, get your order in for the TDI and be first in line when they arrive.

A sporty GLI model will be available next spring featuring the award-winning 2.0-liter turbocharged 4-cylinder engine. Volkswagen said it is planning a hybrid edition for model year 2012.

For now there are two engine choices, the long-running 2.0-liter 4-cylinder generating 115 horsepower and a delightful 2.5-liter 5-cylinder making 170 horsepower and 177 pound-feet of torque.

The choice here is a no-brainer. We would look beyond the base model S, which comes with the 2.0-liter, and opt for the SE starting at $18,195 (plus $770 destination) with the excellent 5-cylinder engine, or if budget allows move up to the SEL.
We found that the 2.5-liter had rewarding performance in all driving situations mated to a six-speed automatic transmission. It can accomplish a 0-to-60 run in around 8 seconds, excellent time for an engine rated at 24 mpg city and 31mpg highway. If you consider the smaller engine for gas mileage, forget it. It actually averages a mile per gallon less than the 5-cylinder.

The switchgear is intuitive, the gauges clear and easy to read, and the standard navigation system in our SEL test car was simple to operate. What we did notice inside was a little less Audi and a little more plastic than the previous car. But the workmanship — fit and finish — appeared first class.

We think the new Jetta styling offers a mixed bag — a bit disappointing to us, but safe and inoffensive. The Jetta lost some of its allure in 2005, especially with the younger generation, going from a somewhat timeless shape throughout the first half of the decade to a trendier look. Sales dipped and the fall-off was attributed more to the styling than any other single element.

Maybe that’s why the designers this time decided to present a conservative stance eschewing the trendy for a look that should stand the test of time and offend no one. The new Jetta is what we think of as handsome, but it won’t turn heads.

By Jim Meachen and Ted Biederman - MyCarData