The Golf is the fourth Volkswagen to wear the new BlueMotion environmental badge on its radiator grille and rear hatch, identifying it as the most economical model in the range. The Golf BlueMotion is driven by a TDI with 77 kW / 105 PS and a hefty 250 Nm (184 lbs ft) of torque that has already achieved recognition as an efficient engine.

Its fuel consumption has been reduced by a full 0.6 liters compared to the original model. Similarly, CO2 emissions have been reduced from 135 g/km to 119 g/km. Actions taken on the BlueMotion make it so efficient that now distances of more than 1,200 kilometers are possible on just one Golf tank of fuel (55 liter). Market introduction of the Golf BlueMotion in Germany is scheduled for the end of this year.

Less apparent but no less necessary for a gain in economy are the thoroughly trimmed and thereby flow-optimized underbody as well as the nearly enclosed radiator grille. To ensure that the TDI engine still gets enough cooling air, the Golf BlueMotion has an effective dual fan. Thanks to aerodynamic design measures, including lowering of the chassis, the Golf’s cW value of 0.32, which in itself is a good value, was further improved to 0.30.

The base price of the Golf BlueMotion Trendline is 20,615 euro and this makes it just 315 euro more than the base price of a Golf 1.9 TDI Trendline. When adjustments are made for equipment options, the BlueMotion is even more economical than previous TDI versions with 105 PS and diesel particulate filter. Besides the aerodynamic modifications, standard equipment includes the Multifunctional Display Plus (MFA Plus) with gear recommendation arrow and sports suspension.

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With its upcoming Tiguan, Volkswagen has seen fit to push that line a little further to the dirty side with a Land Rover–esque catalog of off-road-slanted electronic aids and even two different front-end styles, one (called “Sport & Style”) for on-road Tigs and one (“Track & Field”) that allows for a 28-degree approach angle.

Add to that a battery of skid plates, and you have an impressive off-road résumé for a mini-ute that is fundamentally a VW Rabbit with 7.3 inches of ground clearance. Hey, maybe the all-wheel-drive R32 will have the optional sand paddles we hear they’ve been clamoring for in Europe.

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Some of the earlier diesels to make it to our shores over the next few years will only be available in 45 states; California, Maine, Massachusetts, New York, and Vermont have all adopted stricter emissions regulations for diesels that bar some vehicles from entry. Using technology developed under the BlueTec cooperative formed by Mercedes-Benz and Volkswagen, the Jetta TDI will slip by these stricter regulations without resorting to a urea-based exhaust treatment, as many BlueTec labeled models will.

Nitrogen oxides (NOx) are, along with particulate emissions (soot), the biggest hurdles facing diesels in the U.S. Most BlueTec vehicles will control NOx by injecting a urea-based solution called AdBlue into the exhaust system upstream of a catalytic converter that specifically targets NOx. In that catalytic converter, the ammonia in the urea reacts with the NOx in the exhaust gas and neutralizes it into nitrogen and water.

Volkswagen’s Jetta TDI will manage without a urea injection system by using a NOx-storage catalyst. Like the particulate filters in place on this car as well as other diesels, this catalyst is basically a trap that temporarily holds the offensive emissions. Periodically, the engine will switch to an air-fuel mixture that will burn off the material in the traps. The horsepower in this new 2.0-liter common-rail diesel engine is up 40 percent over the previous 1.9-liter four-cylinder, with torque up 33 percent.

Those figures mean an increase in drivability of about 500 percent. With the previous engine, the best performance we managed to coax from a Jetta TDI was a sluggish 10.3 second 0-60 wheez. The additional power and torque produced by this new, cleaner engine bring that number down to somewhere in the low- to mid-eight second range. Under less aggressive feet, the TDI’s prodigious torque effortlessly whisks the Jetta away from stops and around traffic.

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Designed by Giugiaro, built by Karmann, and sold in the States between 1975 and 1981, the first Scirocco was an instant showroom success. Although the replacement model (1982-88) and the portlier Corrado (1990-94) turned out to be less popular, Volkswagen decided to revive the affordable coupe with the Iroc concept. (ScIROCco, get it?) A month before its public debut at the Paris auto show, we drove the concept, which is closely related to the production version slated for 2008.

The Iroc is definitely not your father’s Scirocco. Based on the running gear and the platform of the Eos convertible, it is bold, butch, and mean-looking. They haven’t offered shapes like this in Wolfsburg for years. But now Wolfgang Bernhard is in charge, and he wants “no more middle-of-the-road cars!” That’s why the Iroc looks the way it does, and that’s why the new Scirocco will look very similar to the Iroc.

True, the car that will leave the assembly line in Palmela, Portugal, starting in early 2008 will have less radical wheels and a slightly slimmer silhouette. Also due to change are the flush-fitting, electrically actuated door handles and the contrasting lower body panels, which will be painted. But the big picture is spot-on, with zero changes envisaged to the love-it-or-hate-it hexagonal grille, the headlamps, the side sheetmetal, the daring greenhouse, and the interior and exterior dimensions.

Unlike any other VW, the Scirocco-to-be surprises with an almost sculptural three-dimensionality. The interplay between concave and convex surfaces is particularly striking where the hood, the front fenders, and the A-pillars meet and also where the C-pillars flow into the rear side panels. The dark roof blends so neatly with the large windshield that VW should consider making it standard or at least an option on the production car.

Inside, large quantities of carbon-fiber trim adorn the roof structure, the doors, and the pillars. Predictably, the interior, which was penned by Nils Poschwatta, is going to be toned down to meet stringent cost targets. The basic dashboard layout, however, is there to stay, so you can expect two large, round gauges; rotary secondary controls; air vents that mimic the contours of the grille; and a dished sport steering wheel with three metal spokes.

Although it’s still early, the VW Iroc tells us a lot about the future Scirocco’s definitive visibility, packaging, and maneuverability. The A-pillars are quite wide, but the big windshield and the low-cut side windows ensure that this is no castle on wheels. The view through the rear window is framed by viper-green seatbacks.

This is more of a roomy two-plus-two than a proper four-seater, and while rear headroom is hard to fault, access to the second row requires a certain degree of physical fitness. Those two buckets obviously have been upholstered for looks, not comfort. The major controls are pure Eos, only crisper and more immediate.

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An SUV at the low-end, priced in the mid $20K-$30K bracket is way way overdue for Volkswagen. As soon-to-be former Bernd Pischetsrieder told me once…it wasn’t his idea not to build a platform for the current generation Golf that could more easily accomodate a small SUV. That bit of business, he said, was on former chairman and current antagonizer Ferdinand Piech’s plate.

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Unlike many of its competitors, whether Asian or domestic, the Rabbit is a hatchback and therefore offers the advantage of cargo-carrying utility not provided by the typical two- or four-door sedan design. Hatchbacks are becoming popular again. Dodge, for example, has abandoned its traditional Neon sedan in favor of a new entry-level five-door hatchback called the Caliber.

The Rabbit offers only one engine, but it has been tuned for American-style driving. Volkswagen’s 2.5-liter inline five-cylinder offers the sort of torque that Americans want for off-the-line acceleration and for merging into freeway traffic. Though no rocket, we found the Rabbit to be quick, responsive and fun to drive. Its four-wheel independent suspension and relatively long wheelbase give it a nice ride along with good stability and handling.

This responsive engine is available with a six-speed automatic transmission that only adds to its flexibility and responsiveness, making the Rabbit a good choice for commuting in heavy traffic. The Rabbit also gets excellent fuel economy, whether equipped with the five-speed manual or six-speed automatic. The automatic has a Tiptronic manual-shifting feature, giving the driver the option of semi-manual shifting when desired.

The Rabbit comes in what Volkswagen calls two- and four-door models, though some would call it them three-door and five-door hatchbacks. The full, roof-hinged rear hatch door provide good access to the cargo area, making the Rabbit a practical car. It’s roomy and trimmed nicely, making it a comfortable, pleasant place to be.

The 2007 Volkswagen Rabbit is available in two-door ($14,990) and four-door ($16,990) versions. The four-door comes with more standard equipment. All models are powered by a 2.5-liter, inline five-cylinder engine that generates 150 horsepower and 170 pound-feet of torque. They come with a five-speed manual transmission or optional six-speed automatic ($1,075).

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The FT575 modification starts by lowering the compression of the stock 3.2-liter via a head-plate system along with installing heavy-duty engine bearings. HPA bolts in twin Garrett ball-bearing turbochargers for a stout 19-psi boost through custom inlet piping, twin intercoolers, and an HPA cast-aluminum intake manifold.

A modified air-inlet setup teams with oversized fuel injectors, an upgraded fuel-pump system, and special computer calibration to deliver a proper air/fuel ratio as the V-6 engine churns out 575 horsepower on 93-octane pump fuel.

Dual ceramic-coated downpipes work with twin high-flow catalytic converters and a throttle-activated quad-bypass stainless-steel exhaust system to vent combustion byproducts. At part throttle, the HPA R32 is quiet, but during full-throttle blasts, the exhaust bypass opens and an aggressive sound roars from the rear.

To handle the massive increase in power, HPA upgrades manual trans R32s with a custom flywheel, sintered-metal clutch system, and a short-throw shifter. DSG-equipped R32s will get a proprietary heavy-duty, wet-style dual-clutch setup with custom transmission programming.

Although all-wheel drive provides superior traction versus 2WD, with 575 horsepower the R32 excessively spins the front tires before sending power rearward. To mitigate this, HPA’s Sport Controller system for the Haldex 4-Motion AWD more aggressively manages power sent to the rear of the vehicle. KW Variant 3 adjustable coil-over suspension lowers the vehicle and radically improves the R32’s handling without delivering a harsh ride.

Mammoth 14.4-inch (front) and 12.2-inch (rear) diameter rotors are clamped by upgraded brake pads to eliminate fade during road-course outings. Optional ($2190) OZ 19×8.0-inch wheels wrapped in Dunlop Sport Maxx 235/35ZR19 tires complete suspension upgrades. We traversed Vancouver’s rural roads with HPA owner Marcel Horn riding shotgun.

Repeated 60-to-0-mph stops occurred in a right respectable 114 feet while 0-to-60-mph sprints took just 3.5 seconds launching with more than a car length of four-wheel burnouts.

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Up front, the Touareg adopts the current VW corporate look, getting Eos-style headlights and the chrome grille that’s now trickling across the entire model range. The intakes in the corners of the bumper are now bissected by metallic strips, which add a nice bit of extra flash. Round foglights are integrated in the lower part of the bumper, and the hood and front fenders are also new for 2007. In back, the taillights, bumper, rear spoiler and exhaust have all been revised.

The new Touareg will feature new and revised technology, including ABSPlus and additional ESP (Electronic Stabilisation Programme) features. ABSPlus has been developed and patented by Volkswagen and is a world first. The system shortens the braking distance by up to 20% on loose driving surfaces. New features have been added to the ESP, these include Active Rollover Protection (ARP), rain brake support, fading brake support and understeer control logic, which improves the turning behaviour in the event of understeer.

Four engines will be available: one petrol and three diesel. These are a 3.6-litre V6 280 PS petrol; 2.5-litre TDI 174 PS with DPF (diesel particulate filter); 3.0-litre V6 TDI 225 PS with or without DPF; and the range-topping 5.0-litre V10 TDI with 313 PS and DPF. The 2.5-litre TDI will be available as standard with a six-speed manual gearbox and optional Tiptronic automatic transmission. All other engines will be mated to the six speed Tiptronic automatic transmission.

The UK line-up will remain as before with three trim levels – Touareg, SE and Altitude – all of which boast high levels of standard specification and trim. The the new Touareg will go on sale in the UK at the end of January 2007.

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The newly developed platform will underpin the upcoming versions of the Golf Mark VI, although in the Scirocco application, suspension and ride characteristics will be more geared towards tarmac sticking versus commuter loafing.

The engine choices here in the States will include the 2.0 TSI mill that makes its way into the engine bays of every damn vehicle in V-Dub’s lineup, with future plans of adding the 3.2-liter V6. European buyers will also get the choice of a 170 hp turbo-diesel. Power will either be routed through a 6-speed manual or the delicious DSG.

Pricing has yet to be released, but expect something in the mid-to-high $20k realm.

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AutoPacific measures customer satisfaction by collecting data from thousands of new car and light truck buyers. Those surveyed are owners of new 2006 model year cars and trucks, purchased from September through December 2005. Respondents rated 45 different attributes, each contributing toward an overall satisfaction score on their new vehicle.

The 2006 Passat is completely redesigned inside and out, with contemporary, sporty European styling and a powerful new base engine. Base-priced at $22,950, the Passat is larger than the previous model, allowing for greater comfort and function while maintaining a sporty, confident design that commands respect with:

• A new, four-cylinder, two-liter base engine called the 2.0T, delivering 200 horsepower at 5,100 revolutions per minute;
• More refined higher displacement due to the returning VR6, a powerful version of its 3.6 L engine that creates 280 hp;
• An advanced four-link independent rear suspension;
• A new handling system that provides active-return steering and straight-ahead driving correction assistance;
• Six airbags, available rear torso airbags and Autobahn-bred safety features;
• Performance features that can help avoid accidents, including advanced power steering systems, electronic stabilization and anti-slip features.

Since its 1997 redesign, the Passat has averaged more than 75,000 a year in U.S. sales, making it the most successful Volkswagen midsize car. The 2006 Passat also recently earned a “Double Best Pick” designation for outstanding performance in front and side tests conducted by the Insurance Institute for Highway Safety. The Passat earned the top rating in every individual measurement category (head protection, injuries and structural design) for both the side impact and frontal tests. It also received a five star rating for occupant protection in the Euro NCAP crash test. Additionally, Kelley Blue Book named the 2006 Passat among the top ten best redesigned cars.

Founded in 1955, Volkswagen of America, Inc. is headquartered in Auburn Hills, Michigan. It is a subsidiary of Volkswagen AG, headquartered in Wolfsburg, Germany.

Volkswagen is one of the world’s largest producers of passenger cars and Europe’s largest automaker. Volkswagen sells the Rabbit, New Beetle, New Beetle convertible, GTI, GLI, Jetta, Passat, Passat Wagon, Touareg and Phaeton through more than 600 independent U.S. dealers.

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