We came across a very well executed conversion of a Volkswagen Golf 5 Estate into a Golf 6 R Estate look-alike. To refresh you on the difference between the Golf 5 and Golf 6, here is a picture comparison of the two.

The front-end of the Golf 6 Estate certainly looks fresh and replicates that of the Mk6 hatchback. However, a gentleman in Japan already had a ‘09 Golf 5 Estate and decided he wanted to upgrade his pride and joy without having to visit his local dealer for a trade-in. The results are pretty darn good.

Modding of his ‘09 Golf 5 Estate began with the obligatory after-market wheels, a drop in suspension and spoiler lips for the front and rear bumpers. But, once the bug had bitten, our Japanese friend carried on adding bits here and there. In this case, equipment included a big brake kit, a custom dual-exhaust setup, a cold-air induction kit, fender extensions and a different sets of wheels to name a few.

A proverbial spanner was thrown in the works, however, upon the arrival of the range-topping Mk6 Golf R. Our man immediately fell in love with the aggressively styled front bumper. So, he got hold of the brochure and decided to head in a new direction and create a Mk6 Golf R Estate!

To kick things off, he made a call to his nearest Volkswagen dealer and ordered new front fenders, bonnet, headlights, grille and the pièce de résistance, the Golf R front bumper.

Once it was all fitted, we’re sure you’ll agree that the end result is a fine example of OEM+ style modding.

Our man had another plan though. Happy with his conversion, his Mk6 Golf R Estate now looked like any other Golf R from the front – not very unique. It was decided that extending the bonnet by a few centimeters to cover the top portion of the VW badge and grille would be a subtle change, but make a significant impact on the car’s look.

It looked good, but removing the VW badge all-together proved an even better idea and a cleaner look was achieved – we like.

We drove the new Polo at its South African launch in January and were immediately impressed. Spending more time with the turbodiesel model has reaffirmed our first opinions and then some.

Interior
The new Polo has grown up in every respect and the interior in particular now feels more like a smaller Golf than a ‘lesser’ model. A very well screwed together cabin features a soft touch dashboard, leather covered steering wheel, a decent sound system, plenty of storage areas – including a tray beneath each front seat – and, for the small car segment it competes in, a definite premium feel about it. The seats are sportier than one may expect, which we prefer, but the backrest trim changes from cloth to leather a little too low down and subsequently creates the sensation of your shirt being bunched up – something we never really got used to. A comfortable driving position is easily achieved with a height and reach adjustable steering wheel, as well as a drivers seat that’s adjustable in a similar fashion. Being a compact car, there’s not much space to be found behind the front seats, but rear passengers didn’t complain and were comfortable during their journey. The 280-litre boot offers a useful amount of space, which can be expanded to 952-litres with the rear seats folded flat.

On the safety front, the Polo has been awarded a 5-Star EuroNCAP rating thanks to a comprehensive range of equipment, which includes driver and front passenger airbags; 3-point safety belts in rear as well as 3 head restraints; ABS with brake assist; ISOFIX-compatible child seat preparation in the rear; head airbags including side curtain airbags in front; as well as ESP as standard on the TDI model. The Polo’s interior has an excellent feel to it and the instruments, controls and storage areas are all easy to use and in the right place. We would have liked an armrest between the front seats but apart from this the Polo proved a comfortable car with all the equipment we’d expect. If we had to find fault, we’d say the interior design is conservative when you consider the younger target audience the Polo is aimed at.

Exterior
A similar argument could be said for the exterior design of the new Polo too. There is no doubt the latest Polo has taken on a more grown up and conservative look, but it still has its place in a world of more funky Fiestas and Corsas. The Polo began on the sketch pad of VW Head-Of-Design, Walter de Silva. With its distinctive new Volkswagen family face – inherited from Scirocco and Golf, the new Polo has been instilled with a purposeful new stance and appearance. The front of the new Polo is defined by body-coloured bumpers beneath the black grille underlined by a large air inlet that supplies the engine and brakes with ample air and includes daytime running lights and fog lights with integrated turn indicators. The Polo measures 3 970 mm in length (54 mm larger than the previous model) and is 1 682 mm wide (32 mm wider). Just as on the new Golf, the Polo’s tailgate is opened with the VW logo, which swivels up and functions as a handle.

The Drive
It’s a solidly built car. The doors close with a positive thunk and despite its small size compared to other cars on the road, the Polo feels reassuringly solid and more substantial than its size may suggest. The well balanced chassis follows steering inputs accurately, which means you can corner with enthusiasm if desired and the car feels planted on the road. The steering has a good feel about it – being well weighted and adjusting in a linear manner to the car’s speed. The 5-speed gearbox, yes 5- not 6-speed, is easy to get on with and is combined with a light clutch action. However, it could do with a 6th ratio for a better spread, as we found 1st a bit too tall in traffic.The new Polo offers a refined ride, with low interior wind and road noise disturbed only by the clatter of the diesel engine at low speeds.

Performance
The 77 kW 1,6-litre turbodiesel engine in the new Polo TDI is a real gem. It’s not blisteringly quick, powering the TDI Polo from rest to 100 km/h in an acceptable 10.4 seconds, but is supremely economical. We took the Polo away for a long weekend and battled rush-hour traffic both out of town and on the way home, travelled with a decent amount of luggage and had the aircon working full-time, only to discover the Polo had managed an average of just 5.7 l/100km on the 350 km round trip. We haven’t calculated how far you’d have to travel before being able to justify the price premium of the diesel over that of the petrol 1.6, but for a purely eco-friendly feel-good factor, the Polo states a strong case. The TDI engine produces peak torque of 250 N.m between 1 500 – 2 500 rpm, but requires a solid prod from the right foot to get going off the line. Once on the open road the TDI cruises well and maintained 5th gear for most of our journey. There’s a small amount of turbo lag when burying your foot to overtake, but it was never a problem and didn’t feature under any other circumstances.

What we like…

• Excellent fuel economy.
• Solid build quality throughout the car.

What we would like…

• Front centre-armrest.
• Anti-dazzle rearview mirror as standard.
• Better backrests in the front – leather meets cloth behind your shoulder-blades and feels uncomfortable.

A VW ‘AutoMotion Maintenance Plan’ and a 5 year/60 000 km ‘AutoMotion Service Plan’ are also available at R10 002 and R7 502 respectively.

The South African Guild of Motoring Journalists (SAGMJ) announced the Volkswagen Golf VI 1.4 TSI 90 kW Comfortline as South Africa’s 2010 Car of the Year (COTY) at a gala banquet at Gallagher Convention Centre, Midrand, last night. The awards function, hosted by competition sponsor WesBank, was attended by the who’s who of the South African motoring industry.

The announcement of the prestigious accolade comes after a stringent process of voting and physical testing of eligible cars launched onto the SA market from 1 November 2008 and 31 October 2009.

An in-depth poll of the SAGMJ full members, followed by a second vote by the COTY jury, arrived at eight finalists towards the end of last year. The COTY jury, made up of the top motoring journalists in the country, then put the finalists through two days of testing in February and subjected them to a rigid scoring process.

The final audited scores showed the Volkswagen Golf VI 1.4 TSI 90 kW Comfortline as the eventual winner of what is widely considered to be the most prestigious accolade in the motor industry. The SAGMJ, a professional body of qualified motoring writers, has annually awarded the title of SA’s Car of the Year for 25 years.

The Volkswagen Golf VI 1.4 TSI 90 kW Comfortline beat off strong competition from the Alfa Romeo MiTo 1.4 TBi, Audi Q5 2.0T FSI® quattro® S tronic, Chevrolet Cruze 1.8 LS, Hyundai i20 1.6 GLS, Suzuki Alto 1.0 GLS, Toyota Prius 1.8 ECVT Advanced and Volvo XC60 3.0T Geartronic, which were the other finalists vying for honours in the country’s premier motoring event.

Much of the evaluation process took place at the world renowned Gerotek vehicle test facility outside Pretoria, making the South African Car of the Year competition unique amongst similar accolades awarded globally because of the extensive testing which takes place in a controlled environment. The contenders are also evaluated taking their direct market rivals into account and are therefore judged in their segments rather than against each other.

By definition, the SA Car of the Year should evoke automotive passion and excitement to make it a truly outstanding car both in its class and in the whole market.

The COTY competition is about automotive excellence and the winning car must score highly in its class across a variety of categories including those which reflect value for money, safety, dynamics, technology and aesthetics.

It should also demonstrate that it strives towards representing innovation and ingenuity in marketing and engineering in its class and should represent a brave step forward in motoring, preferably setting new benchmarks in its market segment. The winner must show that is truly worthy of the ultimate accolade and the singular title of ‘The South African Car of the Year’.
Previous winners:

See our road test on the 2010 SA Car Of The Year.

Via: SAGMJ

The all-new Touareg has been unveiled – a car which is up to 200 kg lighter and up to 20 per cent more fuel efficient than the model it replaces. It’s sharper, cleaner and yet, in Hybrid form, able to out-accelerate many hot hatches while returning 8.3 l/100km on the combined cycle. The new vehicle maintains all the same virtues of space, comfort, refinement and off-road and towing ability that have led the original Touareg to build up a loyal following since its launch in 2003.

Clean new styling, which draws inspiration from the design direction established by the Golf 6, the new Polo and the New Compact Coupé concept, lends the new Touareg greater presence and a lower drag coefficient without sacrificing the functional requirements of short front and rear overhangs for off-roading. The overall length and wheelbase of the Touareg have each grown by 40 mm to measure 4 758 mm and 2 900 mm respectively. The width of the new Touareg remains as before at 1 928 mm while overall height drops by 20 mm to 1 724 mm.

The changes over the outgoing model extend far beyond new styling. Standard examples of the new Touareg will feature an eight-speed transmission as well as, on the majority of models, Start/Stop technology, touchscreen satellite navigation and leather upholstery. In addition, a choice of advanced new options can be specified including High Beam Assist that automatically dips the headlights when it senses oncoming traffic, Side Assist to warn of vehicles occupying blind spots, adaptive roll compensation air suspension and air conditioned, massaging seats.

At the heart of the new Touareg is a range of highly efficient petrol and diesel engines and, for the first time, a Hybrid. The new Touareg Hybrid brings together a 3,3-litre supercharged V6 petrol engine producing 245 kW and 359 N.m of torque and an electric motor generating 34 kW, resulting in a total output of 279 kW and 580 N.m of torque. The electric motor can operate independently of the combustion engine making the new Touareg a full hybrid. On electric power alone the new Touareg is capable of travelling at speeds of up to 48 km/h. Alternatively the electric motor can supplement the V6 engine to provide a useful boost during overtaking manoeuvres and allows the Touareg Hybrid to accelerate from rest to 100 km/h in 6.5 seconds before reaching a top speed of 238 km/h.

The entry-level engine and the likely volume seller is a powerful and refined 3,0-litre V6 TDI engine generating 176 kW and 549 N.m of torque while returning 7.4 l/100km and emitting 195 g/km of CO2.

A new 4,2-litre TDI V8 engine producing 250 kW and a whopping 800 N.m of torque sits at the top of the new Touareg range. Despite its substantial power and torque outputs the new engine is still capable of achieving 9.1 l/100km on the combined cycle while emitting 239 g/km of CO2.

The new Touareg range now includes two all-wheel drive systems. The traditional 4Motion system remains, but a new 4XMotion will be available on some models. 4XMOTION, which comprises reduction gearing, centre and rear differentials that can each be fully locked for off-road applications and five stage control for the four wheel drive system. The first stage is for on-road applications, the second is for off-road use and activates automatic control for the mechanical differential locks, stage three engages the low-range gearbox with revised mapping of the gearbox to raise the shift points and switches off the automatic upshift in manual mode. Stage four applies the centre differential lock, stage five adds the rear differential lock.

The greater refinement afforded by the new drivetrain is matched by an all-new interior featuring a subtle mix of leather, wood and aluminium highlights and more space than ever before thanks to the longer wheelbase on which the new Touareg sits. Though the Touareg remains a five-seater, legroom in the rear has grown significantly due to the new sliding rear bench and reclining backrests while the boot measures from 580 litres to 1 642 litres depending on the seating arrangement.

First deliveries for the UK begin in August, with a local debut expected before the end of the year.

Adapted from TestDriven

It’s Volkswagen’s performance hero – the Golf R – and it has just been launched in Europe with a piping hot 2,0-litre turbocharged engine under the bonnet. Making 199 kW and 350 N.m with all wheel drive, it’s said to be a cracking drive. But Australia’s heat issues have reared their ugly head once more and it seems the Golf R has suffered the same fate as the Audi S3 in that country. The Golf R has been detuned to output 188 kW and the final torque figure remains unconfirmed.

Now, the obvious question is…should we be worried and expect the same performance specification? Locally the Audi S3 also produces 188 kW and unfortunately, like Australia, we enjoy much higher average temperatures than Europe and our fuel is also of a poorer quality. Conditions that may well cause Volkswagen SA to rethink reliability and exercise a measure of mechanical sympathy.

We’ll investigate, but in the meantime, the folks Down Under are awaiting their Golf R’s, which are expected to be a few tenths slower from 0 – 100 km/h than the claimed 5.5 seconds of the DSG.

UPDATE: VWSA says “The final engine power output has not been finalized but we are likely to get the 188kW version like Australia because of SA’s warmer temperature.”

The Volkswagen Polo was first introduced to South Africa in 1996 as the Polo Classic sedan. The hatchback, known as the Polo Playa, joined the line-up two years later and since then has gone on to sell over 172 000 units up to the end of 2009. The Polo is one of VWSA’s top selling vehicles and accounts for 33% of the company’s local market share.

Understandably then, this new version of the car is important for VWSA and even more so, when you consider the Uitenhage plant is the sole supplier of right-hand-drive Polos in the world. As a result, 55 000 new Polos will be exported this year, to countries such as Japan, United Kingdom, Australia and New Zealand.

Being awarded the contract to produce the new Polo is no mean feat. Preparations for the production of the new Polo, as well as future models, began in 2008 with investment in new technologies, facilities and equipment at the Uitenhage plant, enabling VWSA to build cars to worldwide quality and process standards. By the end of 2009, Volkswagen South Africa had invested R3.5 billion in new plant, local content development and new product. A further R500 million will be invested this year – 2010 – to complete the process and ensure that the company is ready for future opportunities both in South Africa and in global markets.

South Africa has another claim to the new Polo, that of South African born designer Oonah Scheepers, who worked closely with the reknowned Walter de Silva and VW Chariman, Dr Martin Winterkorn, to deliver a 5th generation Polo – 3rd in SA – worthy of the 2010 European Car of The Year award. “The new Polo stands for German engineering craftsmanship and superior cutting edge technology. At the same time it is a fresh, youthful and cosmopolitan car. The fifth generation Polo was designed to address customer expectations with even greater uncompromising standards. That is why we are naturally very pleased to see our efforts validated in the form of this award,” said Dr. Winterkorn.

The Polo began on the sketch pad of VW Head-Of-Design, Walter de Silva. With its distinctive new Volkswagen family face – inherited from Scirocco and Golf, the new Polo has been instilled with a purposeful new stance and appearance. Measuring 3 970 mm in length (54 mm larger than the previous model) and 1 682 mm wide (32 mm wider), the new car offers space for up to five people with between 280 to 952 litres of luggage space available.

The front of the new Polo is defined by body-coloured bumpers beneath the black grille underlined by a large air inlet that supplies the engine and brakes with ample air and includes daytime running lights and fog lights with integrated turn indicators. Just a few centimetres above the road, the narrow body-coloured front spoiler catch the eye. This spoiler has been moved forward, and it makes a decisive contribution towards the car’s pedestrian protection credentials – a contributor to Polo’s 5-Star EuroNCAP rating. Two different headlight clusters are used, depending on the choice of either the ‘Trendline’ or ‘Comfortline’ specification. The ‘Trendline’ version is fitted with single headlights, while the ‘Comfortline’ spec receives dual headlights. Also integrated in the headlight unit are the turn signal lights.

The rear of the car is characterised by geometric lines and sportiness. The design cue from the headlights, with their line breaking off with an upward turn, is taken up again in the taillights. They also display a very distinctive look at night and extend into the Polo’s broad shoulder. Just as on the new Golf, the Polo’s tailgate is opened with the VW logo, which swivels up and functions as a handle. Standard equipment: a roof edge spoiler integrated in the tailgate. The view of the rear also reveals how designers capitalised on the increased track width (29 mm wider in front and 30mm in rear) by ’stretching’ the wheel arches to create a bold look.

From the side, the new Polo is characterised by a sporty looking front overhang and short rear overhang, with a strong shoulderline and low roof that slopes towards the rear. The five-door Polo also sports what is known as a “three window look”. This refers to the third side window integrated in the C pillar. Pronounced side skirts also add to the strong, solid look of the new compact hatch, whose exterior underwent extensive aerodynamic refinement – even the design of the wing mirrors was scrutinised to reduce drag by 20% over the previous model. The Polo’s underbody was also optimised for airflow.

Safety is paramount and the Polo’s 5-Star EuroNCAP rating is evidence of VW’s commitment to this aspect of the new Polo, which is currently the safest compact car in the world. Contributing to this achievement is the increased structural rigidity of the bodyshell. As an example, deformation and intrusion into the footwell area during a frontal impact has been lowered by 50 percent. In the case of a side impact, the intrusion value was reduced by 20 percent. Despite the additional strengthening and added safety, the 5th generation Polo weighs in 7.5% lighter than the previous model. Standard safety equipment on the new Polo is comprehensive and includes: Driver and front passenger airbags; Three-point safety belts in front with height adjustment and belt tensioners; 3 three-point safety belts in rear; ABS with brake assist; ISOFIX-compatible child seat preparation on rear bench seat; Head airbags including side curtain airbags in front; Safety-optimised head restraints in front wth 3 in the rear; triangular safety reflector for road-side emergencies; electronic immobiliser.

Inside, the new Polo boasts an interior that VW says sets the benchmark for the A0 class – a statement we find difficult to contest. As with the current Golf 6, VW has taken the level of interior refinement and quality to a higher level. One noticeable tactile element is the soft-touch dashboard that has been engineered using PVC-Slush Technology, technophiles can read more here, but suffice to say that the result is a consistent look and feel across the entire dashboard, including over curvatures or areas where a traditional wrap would otherwise have slightly thinned and distorted where stretched. The Comfortline specification level also benefits from a multi-function leather covered steering wheel, gear lever and handbrake, all of which add a distinctly premium feel to the new Polo.

Focus has been given to numerous elements of the interior, one of which is the centre console that is now turned more toward the driver for convenience. The controls on this console are laid out as on the previous model, but they have been completely redesigned. At the very top there are two central air vents, which have high-end bezels with the aluminium look in the Comfortline and high-gloss black in the Trendline. On the console level below this, Polo drivers will find a familiar row of switches with details like the hazard lights switch, which is readily accessible and visible, and push buttons for the heated rear window and optional heated seats. The next level down contains controls for the new radio system that is being introduced on the Polo for the first time. The lowermost console level is home to the completely redesigned user controls for the ventilation or climate control system. A practical feature here is cooling of the glove box.

The instruments of the Polo were also redesigned; they now have white backlighting and are styled like those on the Golf. The fuel gauge is digital in the new generation Polo. Like the bezels for the air vents, the rotary light switch – still located on the right – gets a high-end metallic look in the “Comfortline”. Armrests in the door trim panels can accommodate a 1.5 litre bottle and a folding, front centre armrest, which includes a storage compartment, can now be ordered on the Polo for the first time. Storage trays below the front seats also add to convenience and storage capacity. The comfortable driver’s seat, front passenger’s seat and rear bench seat were all redesigned, resulting in slightly more space available at all five seating locations in the Polo. Rear legroom has grown with an increase in the interior length to 1 674 mm (an increase of 8 mm). Shoulder room in front (1 372 mm) has also increased by 22 millimetres. The rear seats fold down in a conventional 60:40 split for easy loading and extra capacity.

South African buyers have the choice of two petrol and one diesel engine in the new Polo. VWSA will also be producing the two petrol engines for global markets at the Uitenhage plant. Both the 1,4-litre and 1,6-litre petrol engines have been carried over from the previous Polo. Specific power outputs are 65 kW / 132 N.m and 77 kW / 155 N.m respectively and both are mated to a 5-speed manual transmission. A 6-speed tiptronic is available on the 1.6i Comfortline. Fuel economy is respectable with the 1.4i delivering a claimed 6.1 l/100km, while the 1.6 manages 6.4 l/100km.

The new Polo 1.6 TDI is powered by a 1,6-litre common rail turbo-diesel engine with particulate filter. With an impressive 250 N.m of torque available from 1 500 to 2 500 rpm, the car achieves a 0-100 km/h time of 10.4 seconds and reaches a top speed of 189 km/h. Average fuel consumption is a frugal 4.2 l/100km and CO2 emissions are just 109 g/km.

Volkswagen has redesigned many aspects of the new Polo’s chassis with its McPherson front suspension and semi-independent rear suspension. For example, its track width was increased by 29 mm in front and 30 in the rear. The result is a comfortable and confident ride, well matched to the design character of the car. It responds accurately to steering inputs and despite heavy cross-winds on our test route, remains relatively stable even at higher speeds. The brakes are sharp and eagerly dispense with excessive speed. With 250 N.m of torque, VW has equipped the TDI model with ESP as standard.

The Trendline and Comfortline equipment levels have been carried over from the previous Polo.  Standard convenience features in the Trendline include electro-hydraulic power steering, power windows in front, central locking, cargo area lighting and tie-down points, warning buzzer if lights are left on, height adjustment for driver’s seat, vanity mirrors in the sun visors, remote control central locking, asymmetrical split and folding rear bench seat and seatbacks and green tinted windows. ‘Titan Black Metric’ fabric seat covers round off the base trim level.

Additional features on the Comfortline models include body-coloured side-mirror housings and door handles, dual headlights and 15-inch alloy wheels. The interior benefits from conveniences such as semi-automatic climate control, electrically-adjustable and heated exterior mirrors, additional height adjustment on front passenger’s seat, various accents in chrome look (instruments, air vents, rotary light switch, radio and climate system controls), storage pockets on front seatbacks, illuminated vanity mirrors for driver and passenger. ‘Titan Black Fonzie’ fabric seat covers are standard with ‘Titan Black’ Alcantara leather trim available as an option in the Comfortline range.

Overall, the new Polo has undoubtedly upped the ante in its class and competitors such as the new Ford Fiesta and Hyundai i20 have renewed, stiff competition.

Prices include a 3 year/120 000 km and 12 year anti-corrosion warranty. Service intervals are every 15 000km.

A VW ‘Automotion’ maintenance plan and a 5 year/60 000 km service plan are also available at R9 141 and R6 856 respectively.

A whole raft of new products from the Fiat and Alfa Romeo stables will be arriving in 2010, the most exciting being the debut of Fiat’s 500C and the launch of Alfa’s much-anticipated Giulietta. Other big news from the Italian automaker is the ‘re-launch’ of the entire Fiat 500 range – not many details are forth coming from the brand but they have confirmed that the little 500 will be a whole lot more “accessible”.

Fiat has released the following details on what to expect from their 2010 model line-up:

Fiat Panda will be freshened up with a subtle facelift (grille, headlights, mirrors, wheel trims, exterior colours and interior trim) as well as a re-shuffle of the range – out goes the 1.1 Active and in comes the 1.2 Dynamic with Duologic auto gearbox (MTA). Other models remain and benefit from the cosmetic updates. Expected in Feb / March.

The Fiat Punto range will be re-arranged, with the Punto Active being the entry-level model and the Punto Evo doing service at the upper end. Engines for the entry-level Punto are likely to remain unchanged with a naturally aspirated 1,4-litre unit, however, an additional model – Punto Emotion – is expected. The Punto Evo range will most likely comprise two MultiAir units – a 1.4 and 1.4 Turbo, with the turbo being more of a certainty than a naturally aspirated 1.4. Expected arrival time is mid-2010 for both Punto additional models and Punto Evos.

Fiat 500 will receive a complete ‘re-launch’ with the aim of making it more “accessible” with the intention to make it the staple of the Fiat passenger range. Two new additions also planned – the 500C (convertible) and an MTA version equipped with Fiat’s Duologic automatic transmission. Unfortunately Abarth will not be coming this year. Expect to see the revised 500 around March or April.

The Alfa MiTo range is set to expand with two new models – a 100 kW and 125 kW powered MultiAir version (both 1.4 turbos). The 125 kW version will most likely be badged ‘Quadrofoglio Verde’ and will be even more sport-biased than the current 114 kW MiTo 1.4 TBi thanks to its extra grunt and racy add-ons. Look forward to these new models between the 2nd and 3rd quarter of 2010.

The Giulietta, Alfa’s answer to the Golf 6, Audi A3 and Ford Focus, is coming this year – the same year as its international release and Alfa Romeo’s centenary year. Two models are currently planned – a 125 kW 1.4 Turbo MultiAir and a 170 kW 1.8 Turbo MultiAir, also likely to be badged ‘Quadrofoglio Verde’. Expect the all new Giulietta no later than Oct 2010.

Alfa say they are still uncertain whether the Brera & Spider, with 1750 TBi engine, will be offered. If it happens, expect cars to land on our shores by mid-year.

Back in September 2009 we tested Volkswagen’s latest generation Golf GTI. The Golf 6 GTI impressed us with its all-round abilities, despite being the least powerful of the major hot-hatches (Focus ST, Astra OPC, Renault Megane RS) in South Africa. We couldn’t really fault the latest GTI but we did have this to say about the DSG gearbox…

We couldn’t help feel that the efficiency of the DSG took some of the fun out of the drive. It can’t provide the connection to the engine and wheels like a manual gearbox can and in a hot-hatch that is part of the fun. Being responsible for the co-ordination of steering, brakes, throttle and gears is what a driver’s car is all about. It’s a rewarding feeling when you get it right and the reason why driving is so exciting for most. What we’re saying then, is that the DSG is excellent 90 percent of the time – in traffic it’s a joy – but for the remaining 10 percent, when you really want to have fun, the manual may coerce a bigger grin.

We decided to put our own theory to the test and spend some time with the 3-pedal version of the GTI. Before we deliver our findings though, let’s present the facts of where the two models differ.

Surprisingly, VW claim there is no weight difference, with both derivatives tipping the scales at 1 393 kg’s. Perhaps even more surprising are the identical 0 – 100 km/h sprint times of 6.9 seconds. In reality though, the driver of the manual GTI won’t be able to keep up with the DSG equipped car – as this video of quick shifter Tsuchiya Keiichi shows.

But the roads aren’t filled with drifting champions and racing drivers – although 80% of us males will claim otherwise – and any 10th’s of a second difference on paper quickly become 1 or more seconds with mere mortals behind the wheel. It’s really the driving experience then that becomes a more relevant measure and an important factor in the ‘relationship’ between you and your car.

So, manual or DSG? It’s a debate that will continue for a long time to come. Purists will scoff at the idea of an automatic gearbox in a performance car, sighting laziness, old age or maybe having had a lobotomy as reasons for such a buying decision. However, Ferrari has just introduced the 458 Italia, which is only available with a 7-speed dual-clutch gearbox – you can’t really argue with Ferrari. And although we fear the day that Porsche install their PDK into their GT3 or GT3 RS models, as hard as we try to hold on to our purist ideals, we can’t deny the benefits of dual-clutch technology.

But back to the Golf GTI. The DSG is smooth, efficient, fast and even auto-blips the throttle when gearing down – it’s very, very good.

The manual offers fluid gear changes and a featherlight hydraulic clutch that dispels any arguments for an aching left leg in rush-hour traffic. The manual offers accurate changes and we never once missed a gear. If we had to nitpick, we’d say the Golf GTI offers a feeling of solidity in all tactile elements but the gear lever, which could be chunkier and stiffer in its feel and shift action.

Manual GTI’s are equipped with a gear change indicator that displays the recommended gear you should be using for the speed you’re traveling. This is a nice-to-have feature, with the idea that fuel consumption could be tempered by adhering to the recommendations. To be honest though, fuel economy is not top of mind in a hot hatch and running the car up and down through the gears always seems to be worth the few extra pennies at the pump. The foot pedals are well positioned, making the old heel-toe technique easy enough and when you’ve reached cruising speed there’s a comfy footrest to satisfy your left leg.

Our hypothesis was that 10 percent of the time, when you really want to have fun with your GTI such as at a trackday, the manual could produce a bigger smile. Well, through the corners there is no doubt that the DSG gearbox makes for a smoother and safer ride – with both hands firmly on the wheel at all times and smoother shifts that don’t unsettle the car like a manual change might. Manually blipping the throttle to match the engine speed while on the brakes for  a corner is a satisfying element of performance driving, as is engaging the next gear with all the speed and accuracy of your favourite motorsport hero.

We have to make a decision though, and so if it was our money on the table we’d opt for the DSG. We battled to admit this to ourselves but we have quelled our fears of our reasons being due to old age, laziness or anything else. The thing is, the GTI is not a stripped out road racer like a Lotus Exige Scura – it’s a family hatch with sporting credentials. In our opinion, the dual-clutch DSG compliments the GTI’s all round ability, whether commuting to and from work, or upping your heart rate at the odd trackday.

Is the extra R14 500 commanded by the DSG worth it? Without a doubt, although this is not the only premium you’ll pay because the service and maintenance plans are a bit more expensive too. Reliability shouldn’t be an issue though, as the Golf 5 GTI was never known for problems with its auto box and, as an added vote of confidence, VW’s Scirocco GT24 race cars also use the DSG box in the 24-Hour GT series.

Sometime ago, rumours of a Golf 6 cabriolet surfaced, complete with renderings and an expected launch date of 2010. Of course production of the car still remains a rumour, and an unconfirmed one at that. Now that VW has completed its takeover of the former Karmann factory in Germany – the once iconic coachbuilder and convertible roof specialists who manufactured the classic Beetle-based Karmann Ghia coupe – rumours of the new cabriolet may not be unfounded. And thanks to the skills of a few graphic designers, we’re able to get an idea of what the new car may look like.

Assuming it gets the green light, the Golf 6 Cabrio will compete with such models as the Opel Astra CC and Peugeot 308CC, but unlike so many folding tin-top cabrios, Golf will instead offer a more traditional fabric top – technology shared with its Audi A3 cousin.

Should the roof technology be the same as that of Audi’s, the Golf Cabrio will utilise a multi-layer construction for impressive refinement at high speeds. The mechanism will also be fully automated and will be able to be raised or lowered at speeds of up to 30 km/h – a process that should take less than 10 seconds. Once down, the roof will sit flush with the bodywork behind the rear seats.

The Volkswagen Golf 6 has been in showrooms for less than a year, but already we have the best images yet of how its successor is shaping up. Information on this radical new hatchback, slated for a 2012 debut, has come from the most unlikely source – VW itself!

A promotional video for VW’s recently revealed L1 concept, accidently revealed a groupe of designers hard at work on a clay styling model of the next-generation Golf 7 in the background. You can see a freeze-frame from that video below.

It might be a bit blurry, but the photo proves that work is well underway on the new Golf 7, suggesting a particularly short lifecycle for the current Golf 6.

As with the transition from Golf 5 to Golf 6, styling changes will be subtle and evolutionary – in keeping with the firm’s existing design language. Changes include a sharper snout and more steeply raked windscreen, as well as narrower headlights and more pronounced wheel arches.

VW is staying tight-lipped about the leaked image, but the scene has been promptly erased from the official video.

Adapted from AutoExpress

Volkswagen’s Amarok pickup, or ‘bakkie’ to us South African’s, has been spotted undergoing testing on Germany’s famous Nürburgring.

Looking virtually production ready, this particular prototype only has minor camouflage on the front and rear fascias. As we have previously reported, the Amarok will receive VW’s new grille, from the Golf 6 and new Polo, contemporary styling, and a modern interior.

While details are scarce, the Amarok will be offered in a variety of different configurations. The double cab model will be launched first, with a single cab version set to debut shortly thereafter. As with most ‘bakkies’, consumers will be able to buy an Amarok with two- or four-wheel drive.

Power will come from a new-generation of common-rail diesel engines, which should combine impressive fuel economy for a bakkie, with modest CO2 emissions.

Built at VW’s Pachero plant near Buenos Aires, Argentina, the Amarok will be launched in Central- and South America in early 2010. Six months later, the truck will be offered to Russian and European consumers. Australia and Africa will receive the new model towards the end of 2010.

Adapted from WorldCarFans

The latest generation Volkswagen Golf, the Mk VI, currently holds the title of World Car of The Year 2009. More indicative of the success of the VW Golf though, is the shear volume of units sold since it’s inception over 30 years ago. 26 Million VW Golf’s sold in more than 120 countries around our globe, make it one of the best selling cars of our time. Then there is the GTI version. Since the first generation Golf was launched in1976,  VW have been assigning the GTI badge to those Golf’s which have received more power, stiffer suspension and subtle aerodynamic tweaks – and which originally helped to coin the term ‘hot hatch’. Over the years the Golf GTI has evolved and has always been a ‘crowd’ favourite – able to strike the balance between performance and practicality, with a look of understated athleticism. The new Golf 6 GTI is proclaimed by many as merely an update of the previous generation, a Golf 5.5 GTI rather than a wholely new version. And they wouldn’t be wrong, after all, what’s wrong with improving on the Golf 5 GTI, which made up for over 40% of all Golf 5’s sold in this country? This is the question we set out to answer.

Exterior
The biggest change to the new GTI is at the front. The bumper, radiator grille and inner design of the headlights are a new creation. The outer grille, painted in high-gloss black, is a flat surface again, as it was with the first generation GTI, which made the car look wider than it was. The red grille surround is legendary and frames the grille at the top and bottom. Below lies the honeycomb radiator screen, bordered by vertically aligned front fog lights located on either edge of the bumper that help to give the new GTI its wider and lower appearance. The black side sills running between the two wheels arches of the Golf 5 GTI have been replaced with a shorter and more stylish design. At the rear, a new diffuser has been added with the twin tailpipes now residing on opposite ends. The only item left unchanged from the Mk5 GTI are the 18-inch “Detroit” alloy wheels. The openings in the 5-spoke alloys have a ‘piano black’ finish but  a new set of wheels to complement the new face of the GTI wouldn’t have been a bad idea. The overall styling of the Golf 6 GTI continues the heritage of sporting looks with a touch of class – we like it.

Interior
When we tested VW’s new 1,4-litre TSI Golf 6 we commented that “we immediately felt at home behind the controls – like slipping into your favourite pair of jeans”. Well the new GTI is no different, except for one thing, it’s a GTI! Heavily bolstered seats, a chunky 3-spoke flat-bottomed steering wheel, brushed stainless-steel covered pedals and decorative red seams on the steering wheel, gearshift surround and leather parking brake, immediately tell you this is not an average Golf. Instruments and controls are clearly legible, easy to reach and operate. The decorative inserts in the doors and instruments are finished in a black, high-gloss metallic look, which serve to round off a high quality interior. Another key to the GTI’s success, has always been its ability to carry four people in comfort with a respectable sized boot for their luggage. This latest variant is no different and with between 350 and 1305-litres of carrying capacity, it will easily cope with the majority of your cargo needs. These attributes help to make the Golf GTI a hot hatch with a family focus – and if you’re travelling with loved ones you’ll be pleased to know that the new GTI is fitted with an arsenal of safety features. Suffice to say the Golf 6 has received a five-star Euro NCAP safety rating and even includes whiplash-optimised head restraints.

The Drive
The steering wheel fits snugly into your hands as you quickly find your ideal driving position. Paddle shifters are at your finger tips for rapid-fire gear changes. The sports seats hug you in anticipation of the drive ahead. Turn the key and the engine bursts into life and settles down to a quiet idle. Slot the DSG box into gear and as you pull off, the twin exhausts leave a burble in your wake. The ride is what you’d expect from a GTI, firm, but not jarring and comfortable on all but the bumpiest roads. Initially it feels as if the suspension might be too compliant but this theory is quickly dismissed as you up the pace through the turns. New to the sixth generation GTI is the addition of what VW call the XDS differential. Essentially this is an extension of the electronic limited-slip differential and helps to eliminate understeer by anticipating conditions where one front wheel is likely to break free and then preventatively applies braking force. As a result, the GTI has fantastic road manners and really does handle well, even when pushed to the limits, the ESP brings everything under control in a smooth and efficient manner. Feedback from the steering is positive and provides a good feel for the road, although turn-in is sharper than expected and took us a bit of time to get used to.

The DSG gearbox offers fast and precise changes, and the auto-blip of the throttle on the down shifts is great, but… We couldn’t help feel that the efficiency of the DSG took some of the fun out of the drive. It can’t provide the connection to the engine and wheels like a manual gearbox can and in a hot-hatch that is part of the fun. Being responsible for the co-ordination of steering, brakes, throttle and gears is what a driver’s car is all about. It’s a rewarding feeling when you get it right and the reason why driving is so exciting for most. What we’re saying then, is that the DSG is excellent 90 percent of the time – in traffic it’s a joy – but for the remaining 10 percent, when you really want to have fun, the manual may coerce a bigger grin.

Performance
Among the current hot-hatch line-up (think R26, OPC, and ST) the new GTI is still the least powerful and the figures don’t stir up excitement. Power continues to come from VW’s 2,0-litre 16-valve turbocharged ‘EA-888′ motor. Now in it’s second stage of development, VW engineers have not simply added new or upgraded ECU software. The engine has received new components such as modified pistons and piston rings, a regulated oil pump, a new vacuum pump, a new high-pressure fuel pump and a new mass airflow sensor. The result is 155 kW at 5 300 rpm and 280 N.m of torque from 1 700 rpm to 5 200 rpm. Driving the new Golf GTI the additional 7 kW over the previous model are noticeable. This GTI feels quick. Coupled with the DSG box, VW claim zero to 100 km/h in 6.9 seconds and a top speed of 238 km/h, ensuring the GTI can run with the pack. A flat torque curve gives the GTI great all round drive ability. Whether dawdling around town, overtaking on the open road, or racing between corners, the lump of torque is always at your disposal and ensures swift progress.

What we like…

• New face of the VW range and rear diffuser add a stylish edge to the GTI.
• Well balanced chassis and handling provides quick and exciting driving.
• Enough power, comfort and space to carry four people, or leave them at home and burn rubber.

What we would like…

• A new set of 18-inch wheels to match the rest of the styling changes.
• We’d spec a few optional extras for luxury and convenience, but overall the GTI remains the best all-round hot-hatch – for now.

We’ve been waiting patiently since we reported on rumours of a Golf R20T or Golf GTI-R version of the latest Volkswagen Golf.  The wait is over, for the moment at least, as the new R20T has been captured testing on German roads. Although camouflaged at the front and from behind, and wearing a set of standard GTI alloys, one can see that the front fog lights have been done away with, and centred twin-exhausts have been added at the rear, to continue the Golf 5 R32 genes.

No further news on the technical enhancements for the new car, but it is likely that the Golf R20T will share the195 kW 2,0-litre turbo motor found in the Scirocco R20T. Alternatively a milder 188 kW version of the motor, as doing service in the current Audi S3, could be used so as not to step on the Scirocco R’s toes. Either way, the new Golf R20T is a hot-hatch to keep an eye on – we could see a launch at the up coming Frankfurt Motor Show in September.

Images courtesy of Autopista.es

Today is the day local GTI and hot-hatch fans have been waiting for. . . the launch of the new Golf 6 GTI in South Africa.

More than 30 years have passed since the original 81 kW Golf GTI went on sale. In 1976 the GTI was hailed as budget sports car for the masses with its purist driving experience.Over the years the Golf has grown up and in the Mk3 and Mk4 versions, arguably lost touch with the spirit of its ancestors. However, Volkswagen re-ignited the flame of the original GTI back in 2005 with the fifth generation. The power, chassis and fun were officially back. 12 000 units sold since 2005 mean the Golf 5 GTI accounts for over 40% of the total number of Golf 5’s on SA roads and makes it the best selling generation GTI in SA to date.

But 6 follows 5 and all eyes are now on the new Golf 6 GTI. If you’re not up to speed on the new GTI, here are a few quick facts to get your pulse racing:

• 155 kw @ 5 100 rpm
• 280 N.m @ 1 800 rpm
• 0 – 100 km/h in 6.9 seconds
• 240 km/h top speed

On paper, and in the flesh too, the new GTI may not look that different to the generation it replaces. However, we’ve recently tested the Golf 6 1.4 TSI Comfortline and found that behind the subtle styling changes, “VW have managed to take the Golf from good, to great”. It’s under the skin where the big changes have taken place with the new GTI. The front suspension has been lowered by 22 millimetres, the rear by 15  millimetres. The entire architecture of springs, dampers and rear stabilisers has been completely re-tuned.For the first time in the Golf GTI, the XDS electronic limited-slip differential is being used, which improves traction and helps to eliminate understeer.

Woven into the new GTI’s DNA is the racing experience of German Touring Car Champion, Hans-Joachim Stuck. Stuck is an expert in chassis and powertrain tuning when it comes to vehicle development and worked closely with Volkswagen AG to put the final touches on the new Golf GTI.

What happens when the 2009 World Car of The Year receives the GTI treatment? We’ll answer that question with a road test later next month – watch this space.

This year’s awards were presented on 17 June 2009 at the Engine Expo in Stuttgart. Judged by a panel of 65 renowned motoring journalists from 32 countries as disparate as the USA, Japan, China, Russia, New Zealand, India, Korea, Germany, France, Romania, South Africa, Mexico and the UK, the Awards highlight and acknowledge engine engineering excellence. The results of the 2009 awards are as follows:

• Best New Engine of the Year
  • Porsche 3.8-litre Flat Six (more...)
    Up by 22 kW over the previous incarnation and with a 15% decrease in CO2 output, the 283 kW flat six, (as fitted to the 911 Carrera S), gives the coupe a top speed of slightly over 300km/h, all while returning impressive economy.
• Green Engine of the Year
  • Volkswagen 1.4-litre TSI Twincharger (more...)
    The supercharged and turbocharged motor does a fine job in applications as diverse as the practical VW Touran MPV and the fire-breathing Seat Ibiza Cupra hot hatch, where its most powerful incarnation puts out an impressive 130 kW. Such power, combined with emissions output of 144g/km of CO2, while ensuring fuel economy of 6.2 l/100km means the engine out performs its closest rival, the 1.3-litre hybrid engine found in the Honda Insight. The Honda emits less CO2 and has better fuel consumption but is way behind when it comes to power.
• Best Performance Engine
  • Mercedes-AMG 6.2-litre (more...)
    The most powerful naturally-aspirated V8 engine in its class, with up to 386 kW and 630 N.m of torque, depending which model its fitted to. Motorsport DNA and technology stretched to the limits combine to make this a high-revving, large-displacement beast, ensuring perfect cylinder charging and high output.
• Sub 1-litre
  • Toyota 1-litre (more...)
    Toyota has won the sub 1-litre award for the last three years. Weighing in at just 67kg, it is one of the lightest automotive engines ever to be developed. As a result, in a typical Toyota Aygo model, the 993cc eco-friendly three-cylinder ensures an ultra-efficient fuel consumption rating of 4 l/100km, while emitting a mere 109g/km of CO2. Advanced variable valve timing optimises timing to deliver 49 kW.
• 1-litre to 1.4-litre
  • Volkswagen 1.4-litre TSI Twincharger (more...)
    Torque is ensured at low speeds by the mechanically driven supercharger. The turbocharger takes over at higher speeds once the intake air is pressurised, filling the ‘hole’ in the torque at low revs, and providing the sort of power usually associated with a 2-litre naturally-aspirated unit. The TSI engine delivers superior fuel economy to similarly powered rivals. In the new Golf 6 it manages 6.2 l/100km, compared with 10.6 l/100km for the previous geenration’s 2-litre FSI, which is of comparable performance and power output.
• 1.4-litre to 1.8-litre
  • BMW-PSA 1.6-litre Turbo (more...)
    BMW/PSA Peugeot Citroën’s jointly developed turbo petrol engine has taken top honours for the third consecutive year in the 1.4-litre to 1.8-litre category. Made from light alloy, the 128 kW unit, which powers not only the Cooper S but also the Mini Clubman and Peugeot 207 and 308 models,  features a twin-scroll turbocharger, direct injection, twin overhead camshafts, roller-type drag arms that have been optimised for minimum friction, and hydraulic valve play-compensation elements. All this technology means 260 N.m is maintained from 1 500 rpm to 5 000 rpm but also with an average fuel consumption of 6.9 l/100km.
• 1.8-litre to 2-litre
  • Audi 2-litre TFSI (more...)
    Available in a range of outputs from 130 kW to 152 kW, and found in a multitude of applications from Audi’s A4, A5 and Q5, to VW’s Scirocco and brand-new Golf GTI, the motor has a displacement of 1,984cc. As one would expect from Audi, it’s a technological tour-de-force. The inlet camshaft adjusts variably through up to 60° of crankshaft rotation, and the engine also has Audi’s valvelift system. Variable control of the exhaust valves means that the charge cycle can be drastically improved. The 2-litre TFSI in the Audi A4 reaches its maximum torque level of 350 N.m at an engine speed of just 1 500rpm – a key feature that impressed all judges. Other highlights are: newly developed six-hole injectors that deliver the fuel into the combustion chambers at a pressure of 150 bar for efficient combustion; optimised turbine and compressor wheels that have improved the turbocharger’s reaction; a new intercooler that combines a high degree of efficiency with low weight and small dimensions; and an oil pump that operates with volume-regulated delivery and two-stage pressure control. Such innovative measures have improved the unit’s fuel consumption to 6.8 l/100km.
• 2-litre to 2.5-litre
  • Mercedes-Benz Diesel 2.1-litre (more...)
    The new diesel, boasts a host of technical innovations. First among them is fourth-generation common-rail direct injection, delivered via piezo injectors and featuring a 400 bar increase in the maximum rail pressure, which now stands at 2 000bar for the C 250 (98 kW), E 220 (123 kW) and E 250 (147 kW) CDI BlueEfficiency models. These variants also mark the debut of two-stage turbocharging in Mercedes-Benz diesel cars. The smaller, high-pressure turbine is located directly at the exhaust manifold and rotates at up to 215 000 rpm. In the E 200 there is a single-stage turbo with variable-nozzle turbines. Here, the lower engine power enables a smaller turbocharger to be used. The result is fuel consumption of 5.3 l/100km.
• 2.5-litre to 3-litre
  • BMW 3-litre DI Twin-Turbo (more...)
    BMW’s twin-turbo 2 979 cc engine appears in a variety of models, including the 335, X6, Z4 and 730. The BMW engine is a straight six, with three cylinders supplying each turbo, thus creating a low-lag, fast-response unit. In its lower-powered guise, it supplies peak torque of 400 N.m and 225 kW of power at 5 800 rpm. This gives lively performance in all BMW models, with the new Z4 sDrive35i reaching 100 km/h in a shade over five seconds, for example. The Z4 sDrive35i can manage average fuel consumption in the EU test cycle of 9.4 l/100km and an even better 9.0 l/100km when the seven-speed double-clutch sport-automatic transmission is fitted to the vehicle. Specification of an aluminium crankcase helps to keep the weight down.
• 3-litre to 4-litre
  • BMW 4-litre V8 (more...)
    The current V8 weighs in at 2kg less than the straight six it replaced in 2008, and this weight saving comes despite its much increased power output. Separate throttle butterflies for each cylinder, with two stepper motors operating them on each row of cylinders, gives the BMW M engine a particularly sensitive response at low speeds together with an immediate reaction whenever the driver presses the accelerator. 309 kW is generated at 8 250 rpm, which helps ensure a zero to 100 km/h dash of 4.2 seconds.
• Above 4-litre
  • Mercedes-AMG 6.2-litre (more...)
    Despite stiff competition from BMW and Jaguar, the Mercedes-AMG 6 208 cc unit has been crowned winner of the Above 4-litre class. Arturo de Andrés of Automóvil in Spain commented, “The AMG branch from Mercedes has taken the classic V8 design to the top: outstanding performance, terrific punch in the low-end and it goes up to 7,000rpm without any problems.”

The winners of the engine capacity class are then automatically shortlisted for the overall prize of International Engine of the Year. Drum roll please....