Passat-Head Revisited

Posted by gaycarboys on 05/05/2013

Do you remember the VW Passat we had about 6 months ago? We liked is a lot and when given the chance for another Passat we jumped at it.

6 Months down the track you’ll be surprised to hear we still love it. It still feels refined to drive, elegant to look at, and divine to sit in.HERE’S THE PREVIOUS REVIEW SHOULD YOU WANT IT.

To touch on some of the highlights I should briefly mention the elegant exterior is going to appeal to we gents of a certain age. The Passat looks as if it costs far more than it actually did. That’s something few brands can manage. As well as looking like quality, it feels like quality too.

The cabin feels beautifully made and is as elegant as I remember it. The old time analogue clock in the dash is gorgeous because we are all fed up with those cheap $2 shop Dick Smith Electronics numbers foisted onto by car companies utterly disinterested in their buyers. It’s unforgivable. Memory can be a funny thing because I thought I remembered keyless start, but it was completely and utterly not there. You know how I hate being wrong.

Two things worth mentioning are the slow and clunky Satnav and the occasional hesitation of the stop/start to start.

The drive of the 130TDi was actually better than I remembered. 130kw doesn’t sound like much but 380Nm of torque is the bit that kicks you in the pants at traffic lights. Since the last spin VW has upped the power from 125kw and the torque from 350Nm. I’m not convinced the average driver could pick the difference but for a modest price rise of $500, the $44,990 for the highline seems well worth it especially when you consider what else is around for the price. Last time I mentioned Holden’s Calais was $20,000 more expensive, not as well made, far less stuff in it and above all far thirstier. Even the new VF Commodore range won’t change my mind on this because even with the better interior and more kit, it will still be $20k more. Don’t get me wrong, I love the Holden, but if I was spending my own money what would I buy? Remember I’d also have to pay for my own petrol.

Would I buy a Passat diesel Highline? Yes, without hesitation if I was in the market for a smart looking exec saloon.

Open Top in a Golf: Driving as Nature Intended.

Posted by gaycarboys on 05/02/2013

Open Top in a Golf: Driving as Nature Intended.

Before we start our feature presentation, here’s a video

I’ve gone on a bit about Golfs in the past. I quite like them. I like the simple elegance of the design and the quality of the fittings, and the carefully considered nature of the manufacture. It is, in fact, German and that entails all the things one has come to expect of a country not known for its collective sense of humour. This is the last hoorah of the Mark VI Golf. The Mark VII hatch has recently landed but I imagine the MK VI will be around for a little while yet, especially in the drop-top version.

I have a thing for convertibles, a yearning that a 15 minute scratch won’t satisfy. I try to act all cool and nonchalant when I’m asked for an opinion on open-air motoring, but in fact I’m barely contained. The mere sight of joins in a metal roof, or, and this is my preference, a cloth top, sends me into private fits of ecstasy the like of which is usually not mentioned in polite company.

By way of a brief history, this is not the first Golf with the roof hacked off. In fact the cabriolet, which is French for “we can’t spell convertible”, has been around since the very first MK I and was released in 1980, 6 years after the hatch. It was a clunky thing with a roof that blocked your rear view because it didn’t fully retract, and a roll bar integrated with the B pillar that you knocked your noggin on. It became iconic and there are still a number of them about the place.

A little while ago Volkswagen decided to revive the Golf Cab which had been dumped in favour of the Eos with its clever folding hard top. I’m afraid I never really thought the Eos was very good looking despite its flexible roof positions. It always looked a bit awkward but the Golf is as cute as a button and a million times more fun.

Sadly we don’t get the 188kw R here but the 118 TSI 1.4L petrol turbo is a gorgeous engine regardless. Despite the fact that I had been driving the (188kw) Scirocco R the week before, the 118KW/250Nm feels nippy. There is that turbo lag which can drive you potty but you simply modify your driving style to suit. There is a trick to driving a DSG VW is when taking off from standing, move your foot from the brake to the slowly accelerator to allow the clutch to engage. Moving too quickly means there is a lot going on under the bonnet. The hesitation feels initially like something has gone badly wrong, then without warning the clutch kicks in and you take off like a startled gazelle.

Of slight concern were the 2 occasions when the Golf refused to engage the clutches despite being in drive. It happened in traffic and at a set of lights. The latter needed to be shifter into P then back into D but the former was slightly more serious sulking session and the car needed restarting. I’m assured it’s a fault easily fixed.

Most of the time it’s impossible to tell you are in a car with such a tiny engine. It spins freely feeling like it will go on forever, but is rev limited like most new cars. Of course the DSG is much smoother in “normal” mode but pulling the knob back into “sport” and the sweet little twin turbo is kept spinning at just the right rate just off the boil. It will do 0-100 in 8.5 seconds so it’s no slouch, but nor is it a rocket. The body bracing adds a little weight but at 1400 kgs the Golf isn’t hugely heavy either. The drive is as engaging as any other Golf. You can feel everything through the seat of your pants and the steering wheel despite the electric-ness of its assistance. So raise your eyes to the heavens and give thanks that removing the roof didn’t ruin the handling. Some convertibles are like driving a large bucket of porridge.

The Cab performed admirably on the usual Grand Pacific Drive test, and the Royal National Park section provided a thorough workout, and not just for the car. As you snake your way through the rain forest, the smells and the sounds provide a background symphony punctuated with regular whistles from the twin screws under the bonnet. The shards of sun that slice through the thick canopy dance over every surface of man and open-air beast in a sensory overload. The experience of this open-air motoring is something that everyone should experience once before they fall off their perch because, like riding a like at 100, there is nothing else quite like it on the planet. Without metal and glass forming their bubble of alternate reality, the world seems more real, more exciting, more enticing and more importantly, more “special”.

In fact the only time the roof was up was while the car was parked except for a couple of on-road tests. Let’s talk about that roof for a moment: it too is more special than you would normal give a cloth-top credit for. In most cars you can’t raise or lower the roof while the car is moving. In fact most metal folding roofs need to have a foot on the brake, the hand brake engaged, the gear lever in park, and all fuel to be drained from the system and replaced with tissue paper hand made in Japan by virgins of the forest. They are delicate little things and the slightest misaligned movement will have springs and things flying about the place like a Tom and Jerry cartoon. You see, if everything doesn’t line up the silly thing gets stuck. A cloth roof can be made to work more creatively so the Golf will allow the roof to function at speeds under 30kph. It’s fun watching the expressions on the other drivers as you do the dance in heavy traffic. But it doesn’t stop there, the boot shape doesn’t change because the roof has its own compartment into to which it folds in an origami-esque ballet. It does all this in 9 seconds because VW kicked the traditional compartment cover to the curb. This does mean you can still see the front section of roof when it’s fully lowered. That’s no problem though as that section is a hard material over which the fabric has been stretched. That means the hard section is what you see and although you are still able to gaze deep into the inner workings, you are still able to marvel at the simple solution to a complex problem. Perhaps it would be more accurate to say that’s is complex solution made to look simple. You can raise or lower all the windows with a single button in the cabin and another on the fob. How’s that for mind-bogglingly useful? One last point about the roof is that it is fully automatic so there are none of those pesky handles and knobs which need to be unlocked and given big hugs before the roof will operate.

People who haven’t been in a cloth top lately ask about the noise. There is no hiding the fact that you are more involved in what’s going on outside but not so much as to be intrusive. Moreover the same is true at speed. For that part of the year where it’s far too cold, or wet, or hot, you may rest assured you won’t be shaken or stirred if you don’t want to be.

Friends overseas frequently say “oh but in Australia you can have the top down most of the time” and for us that was true. The roof button was the first thing to be operated once the engine was started. I’m not sure whether I’d be quite so keen on a day where it’s 46c in the sun.

The rest of the car is all Golf. The interior is plain and simple in the basic guise. Leather makes it feel more luxurious but it only comes in black, and remember what jet black feels like after an hour in the Australian summer sun. You could fry an egg on it so the first few layers of your epidermis present little challenge and even less protection. The switchgear feel good to the touch. There is resistance in the knobs and buttons which give the same kind of reassuring impression of quality as the doors when they are shut. Everything sounds and feels like a Golf.

The Golf even got to help a damsel in distress by collecting her 6yo from school after her Lancer was remodelled by a Landcruiser. I pressed his little finger on the button and he squealed with excitement as the roof disappeared behind us. He said the car was “most excellent and mum should buy one right now” which is high praise indeed, even more so when you consider the school is in a posh part of town.

Quite simply it is perfect. The Golf Cabriolet is a little hidden jewel quietly making its owners happier than any of them have the right to be and it is perfect for a hip young couple.

Manual $42,231 DSG $44,806 drive away but you can add another $10,000 if you tick all the option boxes.

Would I buy one? Hell yes! YES yes YES YES YES (sorry I was having a When Harry Met Sally moment)

The New Golf: VW’s intro. A film you won’t soon forget

Posted by gaycarboys on 04/30/2013

The slick new golf

Keeping up! With the Volkswagians

Posted by gaycarboys on 04/28/2013

You all know how I feel about entry level cars, especially entry level city cars. They are usually poorly made, poorly designed, ugly and slow, powered by a coup!le of starving anaemic hamsters on a treadmill. In short, they are cheap and nasty. They are paper thin bits of folded foil with 20c pieces for wheels and handle like demented slugs. So, when I was asked to take the up! for a spin I wondered if I was in for more of the same.

I took the key which is a cheeky white plastic fob with a flick-out key and the 3 control buttons VW uses across its range. As you approach, you realise it’s quite sweet looking from the front and it looks like someone washed a Polo which then shrank. The back however is a different kettle of fish. The rear is all but covered by a single piece of frameless glass half of which is black, and the hatch opener is a simple plastic button and handle combo. The vertical tail lights have an intriguing inset for indicators and reversing lights. The closer you get the smaller it looks especially parked close to a normal sized vehicle.

VW’s up! is cute and small, and weighs a mere 880 kgs. That’s just as well because the engine is a paltry 1L 3 cylinder jobbie putting out a stunning 55kw/95Nm of oomph. It’s sounding dire isn’t it? The exterior is sans embellishment but somehow manages to avoid looking as if it was merely a collection of leftovers from the bargain basement’s odd-bins section. It looks well-made and clearly comes from the same brand as the Passat or Golf. Our car was the 2 door so entry is easy even for a tall person. Unusually these days, steel wheels are standard.

From the outside there is little evidence that the up! costs a piddling $13k so how about the interior. No, still nothing to give away the up!’s humble price. The interior looks fine with nothing having fallen off during the stress of having the door opened. The first thing to hit you is the (optional) PID which looks like a kind of inbuilt Navman but more about that later.

One of my pet hates is horrible cheap fabric with sickening swirls intended to be playful but instead looks like faded pub carpet from the 50’s. So you can imagine my relief at seeing a simple plain fabric with a simple stitching detail on the seats. The steering wheel has the same high quality feel of a Polo of Golf. Speaking of Golf, no, the door does not sound like a Golf when I closes. It doesn’t sound tinny but it doesn’t sound solid “like a Golf”. The cabin seems to be rather well sealed too because you really have to put some shoulder into pulling the door shut behind you. Once you are comfortably ensconced, other highlights also become obvious such as the coloured plastic panels on the top of the door and dash board. They are painted with metallic tones and sparkle in the right light, and I like them very much.

The air conditioning is manual but you soon get used to not being able to set and forget a temperature. To be honest that rarely works anyway. VW have been very clever and have saved money where they were able, so both front seats are the identical. This means the adjustments are on the same side of the seat regardless of which side of the car it’s fitted to. There’s more, the window switches, yes they are electric, are a lone switch on each door arm rest. If you want to open the passenger’s window you have to lean across and press the other button. I think that is a saving too far.

As for the rest of the switch gear, it has the same solid feeling as any other Volkswagen. Perhaps the plastic isn’t quite the same quality but the way they feel when you push, slide or pull, is exactly the same. Another winner is the golf-ball vent to direct the air conditioning exactly where you want it. The weather wasn’t particularly hot but the temperature control seemed to cope well.

The luggage space is tight with the seats up! (251L) but remember you’ll not loading the up! full of people and gear and going away for the week. That’s simply not what it is designed for. However, at a pinch, 2 could sneak away for a romantic weekend. With the back seats down there is an impressive 951L. Think of it this way, you could fit almost a tonne of champagne if you could un-bottle enough of it and the luggage area didn’t leak. The seats aren’t uber-comfy lounge chairs but they don’t pretend to be. What they are is, like the rest of the car, well designed and made for a price. up! is an honest unpretentious car.

There is something quite wonderful about the drive that I can’t quite put my finger on as is isn’t any one single thing. The engine seems to have a very wide and forgiving range. The 5 gears also seem unconcerned with specific intervals at which they must be shifted. Most of the time taking off from the lights involves letting out the clutch and planting your foot to the floor then waiting for her to catch up. It was here where the experience started to remind me of Citroen’s famous 2CV. In a lot of ways the up! is a 21^st century solution to the same problem, a cheap to buy, cheap to run car that is easy to own. The up! also has very soft suspension that frequently reaches the end of its travel. As you go over a speed bump with more gusto than you should, it gives a little bump in the way in then again half way through as she bounces skyward. It is this softness that case the up! such an incredibly good ride especially for such a diminutive set of wheels. I won’t try and tell you that the steering feels super sharp but it does feel very good. It’s electric so is very easy at parking speeds with the assistance changing the faster you go. What surprised me most was the handling. The soft suspension had no effect on either the steering or the brakes and it simply went where it was pointed.

There are only 4 airbags but there is a full suite of electronic nannies to be had. There is also VW’s version of City Safe which casts a beam in front of the car and slams on the anchors if it thinks you’re going to hit someone or something at low city speeds. I was asked if the up! felt safe. I feel safe on a bike at 110kph so I certainly felt safe in the VW.

Similarly, you’ll feel the same thing as you go round a corner. You feel like you’re going to scrape your door handles off but at no stage does she let go, and you feel safe. You simply have to have the confidence that that no matter how hard you push her, she will not end up! as someone’s garden decoration, having darted through the shrubbery. Do you get the impression I was beginning to fall for her? Yes, I was falling for her, and why not. Everything about the UP! is fun. The brakes and gears are a delight, much more so than a super cheap entry level city car has the right to be. Because of the lack of power and torque you will need to work those gears. Around town it’s not much of an issue and on the highway the 5 speed needs taking down a cog or two when you come to hills. You’ll also need to plan overtaking although if I were you I’d wait for an overtaking lane. At times like that all you need to keep in mind is the 4.9L/100k fuel usage. Since our test car didn’t have the optional cruise control you would have to actually concentrate on what you’re doing which isn’t such a bad thing, though these days you expect things like cruise control and auto headlights and wipers.

The 3 cylinder naturally aspirated motor is like a little puppy bouncing about the place eager to please. It just wants to keep going. It has that familiar 3 cylinder sound which is strangely pleasing, and a leisurely 13.2 second 0-100 which is to be expected. In its defence, it feels much quicker when you’re sitting behind the wheel but perhaps that’s because you expect the UP! to be sluggish.

The centre instrument panel does not contain a tacho but if you absolutely have to have one the add-on dash mounted unit can display it for you. The PID unit is a stroke of genius which is hugely undersold. Many of its functions are voice controlled including the Satnav. Unlike many Satnav units, you are able to set directions in the up! by speaking to it and it’s not just limited to a few pre-set destinations. There isn’t a any of the psychotic behaviour we’ve experienced with many built in units. It also shows trip info and fuel usage but of course you can’t do it all at the same time. The other remarkable thing is the speed of the unit. Most Satnav models are sluggish at best, and complicated too. They need big hugs after each and every input and sulk uncontrollably if they don’t get their own way. The UP! unit can be removed in 2 parts leaving only the contact points on the dash. My one and only beef was the lack of a USB input on our base model audio unit nor are you able to BT stream. The PID has an SD reader though so it isn’t a total loss. I’d suggest paying a little extra for the upgraded stereo.

There are some figures to ponder: from the 35L tank you should get about 550k’s around town which means about $10 for 100k’s of travel. Hybrid’s make this kind of claim but I’ve not driven one yet that was able to deliver on it. Perhaps the most amazing thing is the way the UP! makes you feel. It is the only city car I haven’t been embarrassed to be seen in, rather the opposite in fact. I was happy to drive it, even a little eager. It’s meant to be good at taking you shopping or out to coffee. It’s also meant to be easy to get into tight spots too, and it is. There are several tight spaces I regularly use and the UP! is the only one I have been able to drive straight into. The turning circle is a tiny 9.8m and is at least a metre smaller than the Polos and Golfs. We seemed to be able to sneak into spots usually reserved for those on 2 wheels.

For me the UP! gets extra points for cute looks, great ride, exceptional fuel economy and amazing value. You all expected me to hate it, but by the end of the week I found myself wanting one badly. I asked the VW official how they did it for the price and he said everyone asks that but said nothing further. Quite simply a better car can’t be had for the price, from any brand, in any country.

I’m going to make a big call: up! is going to be huge for VW and possibly one of it’s biggest ever sellers. It will steal sales from the Koreans and Chinese because it is better in every way. There will be “hot” up! models and people will adore them. You mark my words up! is a landmark vehicle not just for VW, but for the motor industry. The up! is inexpensive but not cheap.

Drive away price:- $12,999

feature	VW up!!
Engine	6
Transmission	6
Ride	8
Cargo capacity	5
Handling	7
Looks	8
Versatility	7
Fuel consumption	9
Equipment	8
Interior feel	8
Exterior feel	8
How it makes you feel	8
TOTAL	88/120

VW’s Stunning Scirocco Snuck in Under Our Radar

Posted by gaycarboys on 04/24/2013

A wonderful week with VW’s sexy Scud R. Did I say Scud? Of course I meant Scirocco R, the 188KW secret weapon which sells for a sensation over $52k drive-away. That does sound a lot doesn’t it, but no not a bit of it. After a few kilometres most would think it’s worth every centime.

It’s the delicious body you notice as you approach. There is no escaping the Golf-ness of it, but that’s also the beauty of it. Imagine someone popped a Golf R 3-door in an oven on high and as it started to melt, was removed and placed lovingly on a trivet to cool: what would be left? What’s left is something more perfectly baked and formed. It’s smooth and low but still based on a Golf, albeit the previous model (MK V) on which the Golf MK VI was also based. Just as an aside the New Golf (MK VII) has just been launched so we’ll bring you that shortly.

In the meanwhile the Scirocco: It is simply Scrumptious. There is very little adornment about her. Instead she relies on her beauteous face to charm onlookers, and charm it does. It’s not as flashy as the 86 and lacks the 5 doors of the Focus St but there is something about the Scirocco that makes people look. The advertising blitz was brief because VW sell every unit they can bring in so telling more people about it seems pointless. And it’s just as well, because I’d rather it was kept a secret that way its exclusivity is kept intact. Amazingly you see quite a lot of Sciroccos when you’re driving around in one yourself so you feel rather like being in a club with a secret handshake.

The front is very like the MK VI Golf which in turn is like lots of other Volkswagens which is a strength or weakness depending on your point of view. It’s got the handsome narrow grill, Bi Xenon headlights and LED running lights. The Bi-Xenon headlights are a development of Volkswagen’s Xenon headlight technology and use an electromagnetically operated shutter to control light output.

The 19” Talladega wheels look huge and are barely contained by the bulging arches and the lot is made to look even more impressive by the low roof. The sexiest bit for me is the pert rump with its low roof spoiler and tiny little hatch. It’s here of course the keen eyed among you will notice the only badge apart from the VW badge is the “R” signifying the performance range. The back is made to look a little more streamlined by a scoop of black arching over from one tailpipe to the other right in the lower section. It has the effect of visually removing some of the bulk.

The cabin is accessed by a distinctly low-tech press of the key fob button. Opening the doors emphasises just how long they are which you’ll only regret in parking garages. You’ll need to leave a bit of extra space if you have a dickie knee!

You’ll find the cabin has most of the things a young man about town expects. Like the exterior, the cabin is understated and very reminiscent of all the other VW cabins. It’s restrained, even a little bit old fashioned but very very classy. The seat fabric is the kind usually described as “sports” fabric and feel a little like a wet suit. The instruments are laid out with the German efficiency which brought us the fabulous Autobahns, Mozart and Bauhaus. It’s neat with everything clearly labelled and in exactly the right place.

The wipers and lights have an auto function and the Cruise Control is a simple rocker switch for set/resume and a 2^nd switch for on/off. The steering wheel has the standard VW layout with driver and car info on one side and infotainment and phone on the other. The centre stack holds the audio and climate controls. The LCD displays the functions as well as the graphic the reverse sensors. For the life of me I can’t understand why they didn’t just install a camera instead. It would have cost three bucks.

While we’re up front let’s take a second to talk about the sound system. Dynaudio Excite premium audio system, 300W digital amplifier with 8 speakers comes with the Satnav option. The sound is powerful with rich deep tones, and crisp clear upper range. It sounded brilliant at any volume.

Annoyingly we were forced to spend most of the time on radio or BT Streaming. The USB is not compatible with Iphone 5 and will not charge or stream music. The compatible cable is not yet available. Moreover the BT offers no control, not even forward/backward/stop/play could be coaxed from it. Since you’re not allowed to touch your phone while driving it makes for an interesting performance. You’ll need a playlist with no songs you want to skip. Alternately you could take every trip with a chum riding shotgun.

The Volkswagen group take great care to use the same eye for detail in all their models. In fact sitting in VW feels like sitting in most other VW’s which means there is a reassuring feel of quality no matter what your budget stretches to. That’s exactly how it should be, but there are some little things that sneak through regardless of the thoroughness of the development. The Scirocco has the tiniest rear-view mirror in history. The problem is made worse by the small back window and low roof. Looking backwards while driving gives you an excellent view of bonnets and the occasional truck grille but not recommended at speed. It may look hot as hell but trying to reverse into a tight car park can be tricky with such a small window. As I mentioned earlier, all of this could have been illuminated by a $3 CCD camera pointing backwards, and displaying on the LCD screen on the dash, and one wonders why it isn’t so. Instead, the rear sensors show a graphic on the screen showing if you get close to something. It simply won’t do, it isn’t the same as being able to see the view in real time. What’s more only a real picture is going to help you park straight. We’ve all done it, we’ve all gotten out of the car only to find our first attempt has gone horribly wrong and limited view will make it worse, trust me.

The seats are fairly comfortable for a hard edge sports car. There is side support to keep you in place in tight corners and sculptured seat and back should fit most of us. I’m not a fan of rock hard seats with bit that poke into you in unexpected locations. We didn’t have the chance to do a long trip but a couple of hours didn’t have bits of me going to sleep. There are some fancy names for the fabric but I still think Kyalami and San Remo still sound like Mediterranean holiday destinations.

Finally the drive, which is what most will be gagging to hear all about.

I want to scream “Fabulous” but I’ve restrained myself for the duration. From the out, there was no doubt the Scirocco was a hard core hot hatch/sports coupe. With 3 modes, the chassis control changes the damping continually up to 1,000 times a minute. Sport mode toughens up the chassis almost to the point of being harsh but the cornering is a rewarding experience. On the other hand normal is a good trade off and is where we left it some of the time, but I opted for “Comfort” which makes for a very pleasant city cruiser. I’ve driven many a hot hatch that shook fillings loose and were impossible to live with. Such is not the case with the sexy Scirocco.

Then we have a stupendous 6 sec 0-100 acceleration which is only a few seconds under a $200k Ferrari. Only ten years ago 6 seconds was considered remarkable and almost in supercar territory. You’ll remember we drove the slightly mental Ford Focus recently and loved it but that drive was marred by the steering. Front wheel drive cars are notorious for kicking the steering wheel over under hard acceleration. The Ford electronically corrects this giving the wheel an odd over-assisted sensation. The VW relies on good engineering rather than fancy gadgets and we are better off for it. Sticking the boot into the Scirocco will not wrench the wheel from your hands.

The trip through the Royal National park was joyous. The superb engine freely spins with the smallest of hints and with the 188kw on call, the temptation to do so is irresistible. She switched directions as if she read my mind, without feeling in the least bit tetchy or jumpy. The brakes had the right amount of feel too and never felt they have faded. Of course the suite of safety gizmos use the brakes, engine and diff to ensurie the car into stays on the road. If the system slams on the brakes in an emergency it applies extra pressure to account for the slow driver response time. At the same time it starts the brake lights flashing to alert those coming behind. Most VeeDubs have Hill Start Assist now so handbrake starts on hills have been consigned to the dustbin of history. It goes without saying that the ASR, EDL, ESP and XDL work together to make the driver look even more impressive. I mention them only to feed my fetish for TLA’s. Volkswagen have minimised the understeer by even more clever design so throwing her into corners then rocketing out the other side feels like second nature.

The exhaust has a nice raspy note at times which is as well because the 6sp manual loves being held right on the edge. Keep the revs up makes the drive even more scintillating because the power and torque are instantly available.

One safety device of a questionable and peripheral nature is rear fog light. In my opinion they should be banned from cars driven by anyone in a cap. High intensity lights hurt your eyes when you’ve driven behind them for more than a few hundred metres. I’ve noticed a fog lamp switch just there, although I realise you can’t see me pointing. I also realise you can’t see that I’ve removed my cap or that I’ve just noticed I’ve been driving with the rear fog lights on so have switched them off. I wonder how many motorist now hate Volkswagen Sciroccos?

The sad thing here is that the full potential of this magnificent car will not be fully realised pottering around city streets not that it isn’t perfectly happy doing so. Nor will it be realised on a highway because once at 110kph that’s it, but it is a very comfortable cruiser. There is much kerfuffle over whether a manual or auto (DSG in VW’s case) is best and the truth is that more than 85% of vehicles are sold without a clutch. This is nothing more than a shift on thinking. Most people live in cities, a trend being repeated all over the world. Cities are places where a trip of 20 k’s will be done at an average of 30 kph unless you commute big distances on highways.

Opinion is also divided as to whether or not a clutch-less manual or automatic is the way to go and CVT’s have now been added to the mix. Arguments have been made in the past about how much extra control you have in a manual gearbox over an auto of any form. That may have once been true, but not for a very long time. I say this even though the manual gear change in the Scirocco is fabulously smooth, but the DSG will aim to have you in the highest possible gear for fuel savings. Those wanting more control can simply use the manual option and shift the gears at the preferred time. So, it’s merely a show of testosterone which induces an individual to choose a more difficult option in choosing a clutched model. The test car was manual with 6 speeds, and as enjoyable as it was, the DSG in the city provides the best of both worlds. It isn’t that I don’t like changing gears, I do, I like it very much but I don’t see any reason to make things difficult when very clever people have tried to make things simple. And that goes for all the fancy schmancy new gadgets including automated parking, rear view cameras automated lights and wipers. I’ll have them all thank you very much and except for the camera, the Scirocco has the lot.

By now you’ll have gleaned that I’m rather keen on Volkswagen’s Scirocco. Those lucky Europeans have had her for several generations but the current one looks just fine to me and is the first on OZ shores. The fuel consumption is good for a high powered sports car for the common man and the cost, well, $52k doesn’t sound bad when put in the right perspective. Would I buy her with my own money? Yes sir I would. It’s very hard to convey a true sense of a vehicle in only a few words, and just as it’s hard to gather the true mark of a car in a 15 minute test run. Each day I fell more and more in love with the Scirocco as I’m sure many people have in the past. She is a classy sports tourer that is very happy to be used as a daily hack, and never are you going to feel that you have paid too much. Vintage Sciroccos fetch huge money now, just sayin…..

Price: $52,000 (approx)

0-100 6.0 secs

fuel tank 55L

econ combined 8.2 L/100k

power/torque 188kw/330Nm

Have you seen this before? Does the MK VII Golf look like the MK VI and Mark V? Spot the difference!

Posted by gaycarboys on 04/18/2013

Multi-award-winning Golf 7 continues to define the small car class with state-of-the-art lightweight design and premium equipment as standard.

New Golf is lighter and up to 16 per cent more fuel efficient.

The seventh generation Golf resets the standard for the class with impressive dynamics, safety, fuel efficiency and value.

Simply put, the new Golf improves on a successful formula but does not cost any more.

The new Golf delivers a reassuring design with fundamental improvements to key areas: its weight has been reduced, thereby reversing the often cited upward weight spiral.

Fuel economy has improved by a maximum of 16 per cent, depending on engine selection. In addition, Volkswagen is equipping the Golf with new assistance systems– some as options, and many as standard.

The hunt for every last gram of weight saving did not lead to advances being achieved at the expense of steps backwards in other areas. Volkswagen has demonstrated that the Golf stands more than ever for a democratisation of progress and for perfection in every detail: with added space; new pioneering safety systems such as the multi-collision brake system and advanced fuel efficiency measures such as BlueMotion Technology as standard.

As Volkswagen understands the need Australian drivers have to cover long distances in a single trip, all Golf 7s delivered to Australia also come standard with a potentially life-saving driver fatigue detection system, which analyses driving style in the initial kilometres of a trip, and then monitors the driver’s steering and response patterns, recommending regular breaks upon detecting lapses in driver concentration.

Further adding to the comprehensive array of standard equipment are features that were previously reserved for high performance models, in this case the Extended Differential Lock (XDL) – which debuted with the Golf GTI – now fitted across the range.

Inside, occupants will not only appreciate the more spacious and practical interior but will find a premium infotainment system with a 5.8-inch display which responds to touch, as well as ‘smartphonestyle’ swipe and zoom hand gestures to scroll through media content. The new Golf’s infotainment system is USB, SD card and Bluetooth enabled.

In conjunction with the increase in standard features, the range has been simplified both in terms of options and powertrain.

All models offer new levels of comfort and practicality, with an extra 30 litres of boot space and more legroom for passengers in the rear. The handbrake is replaced with an electronic parking brake, a feature already found in Tiguan and Touareg models, which frees more space in the cabin, allowing for greater storage space. The Golf’s innovative Eco Tip function, which gives drivers advice on ways to save fuel while driving, further adds value and convenience to customers.

All models in the new Golf range boast the next generation platform and engines. The new entry model, 90TSI Golf 7, replaces the 77TSI Golf 6, with a more powerful and fuel efficient engine delivering exceptional refinement, comfort, value, safety and practicality.

The 90TSI Comfortline offers a comprehensive array of standard features including a rear-view camera, front and rear parking sensors, rain sensing windscreen wipers, auto dimming rear-view mirror and automatic headlights, plus dual-zone climate control air conditioning and alloy wheels.

For the first time in the Golf line-up you now get the Highline specification in conjunction with the 103TSI and 110TDI models.

Both petrol and diesel models come comprehensively equipped respectively with standard 7 or 6-speed DSG, luxurious alcantara and cloth trim, 17-inch alloy wheels and Discover Media Satellite Navigation. The performance and economy of both Highline engines is exceptional, with the 103TSI’s combined fuel consumption of 5.2l/100km setting the standard in its class.

The new Golf once again raises the benchmark to the category it created. Recently announced as European Car of the Year, followed by World Car of the Year, the Golf 7 is the embodiment of Volkswagen’s ‘the people’s car’ ethos. It is also a fitting vehicle to launch in Volkswagen’s 60th year in Australia. A new icon for a new generation.

The new Golf is ‘World Car of the Year 2013’

Posted by gaycarboys on 04/02/2013

Europe’s best-selling car also a big success globally

Four overall titles in five years: Volkswagen model again voted world’s best car

The new Golf just keeps on winning: an international expert jury named the bestseller from Wolfsburg ‘World Car of the Year 2013’. The globally sought-after prize was awarded at the New York International Auto Show. The ‘World Car of the Year’ title is a further milestone in the growing list of awards for the Golf.

Prof. Dr. Martin Winterkorn, Chairman of the Board of Management of Volkswagen Aktiengesellschaft, explained: “We at Volkswagen are all delighted that the Golf has been named ‘World Car of the Year’. To win this award again shows that the Golf is and remains in a class of its own all around the world. This car sets new benchmarks again and again, not least in terms of efficiency and environmental credentials. Soon, for instance, the Golf will also be launched as a plug-in hybrid and as a 100% electric car.”

For over 30 years, the Golf has been an established feature of the motoring scene around the globe. For the seventh generation of the bestseller today’s prize represented its 17th award since being launched in November 2012. In giving their reasons for the award, the jury said: “The Golf is just the right size –it’s spacious, practical and comfortable. It has got a fresh, progressive design, a new range of engines, plus an impressive list of equipment and safety systems. If there is a car for everyone, the Golf is it.”

It was only three weeks ago that the compact car from Wolfsburg was crowned European Car of the Year. Further accolades from home and abroad, such as ‘The Best Cars of 2013’, ‘Auto Trophy 2012’ and the ‘Top Gear –All the car you’ll ever need’ award, round off the list of successes.

The ‘World Car of the Year’ jury consists of 66 motoring journalists from 23 countries, who rate new cars appearing on the world market not only for the award, but also in their daily reporting work for millions of drivers and car enthusiasts. Volkswagen has for a long time been a firm fixture in the ‘World Car of the Year’ awards: the model before the current Golf for instance, won the renowned prize back in 2009. In 2012, the cherished international trophy went to the company’s smallest car, the up! And 2010 was also dominated by Volkswagen: the Polo was crowned overall winner and the BlueMotion models of the Polo, Golf and Passat took the title ‘World Green Car of the Year’.

Over the coming months, further models will be added to the Golf range globally: the Golf GTI and Golf GTD, two sportier versions, are being launched in the spring. From the middle of April customers will also be able to order the new, dynamic and spacious Golf Wagon. Following this in the second half of the year comes the new Golf TDI BlueMotion, which sets new standards in terms of fuel consumption and environmental compatibility: just 3.2 litres per 100 km and CO₂ emissions of 85 g/km are impressive figures in the compact class.

Supercars: The Bugatti Veyron EB 16.4

Posted by gaycarboys on 12/13/2012

The Bugatti Veyron EB 16.4 is a mid-engined grand touring car, designed and developed by the Volkswagen Group and manufactured in Molsheim, France by Bugatti Automobiles S.A.S.

The Super Sport version of the Veyron is the fastest street-legal production car in the world, with a top speed of 431.072 km/h (267.856 mph).[4] The original version has a top speed of 408.47 km/h (253.81 mph).[5] It was named Car of the Decade (2000–2009) by the BBC television programme Top Gear. The standard Veyron won Top Gear‘s Best Car Driven All Year award in 2005.

The Veyron’s chief designer was Hartmut Warkuss, and the exterior was designed by Jozef Kabaň of Volkswagen, with much of the engineering work being conducted under the guidance of engineering chief Wolfgang Schreiber. Though commissioned by Volkswagen, this car is only sold through the Bugatti manufacturers and cannot be found at any Volkswagen dealer.

A number of special variants have been produced. In December 2010, Bugatti began offering prospective buyers the ability to customize exterior and interiors colours by using the Veyron 16.4 Configurator application on the marque’s official website

Origin of the car

In 1998, the Volkswagen Group purchased the trademark rights on the former car manufacturer Bugatti in order to revive the brand.[8] Starting with the Bugatti EB118, they presented at various international auto shows a total of four 18-cylinder concept cars. At the 1999 Tokyo Motor Show, the first study of the Veyron was presented.[9] At the time the name of the concept car was “Bugatti Veyron EB 18.4″ and it was equipped with a 3-bank W 18-cylinder engine instead of the 2-bank W 16-cylinder engine of the production version. While the three previous prototypes had been styled by Giugiaro, the Veyron was designed by the Volkswagen stylists.

The decision to start production of the car was taken by the Volkswagen Group in 2001. The first roadworthy prototype was completed in August 2003. It is identical except for a few details to the later series variant. In the development to series production, however, considerable technical problems had to be addressed, so that the start of production was delayed repeatedly, until September 2005.[10]

Name origin

The Veyron EB 16.4 is named in honour of Pierre Veyron, a Bugatti development engineer, test driver and company race driver who, with co-driver Jean-Pierre Wimille, won the 1939 24 hours of Le Mans while driving a Bugatti.[11] The “EB” refers to Bugatti founder Ettore Bugatti and the “16.4″ refers to the engine’s 16 cylinders and 4 turbochargers.[12]

Layout and body style

Mid-engine, four-wheel drive, two-door coupé/targa top

Base price

€1,225,000 (GB£1,065,000/US$1,700,000)
Super Sport:
€1,912,500 (GB£1,665,000/US$2,700,000)

Internal combustion engine

8.0 litre W16, 64v 2xDOHC quad-turbocharged petrol engine

Engine displacement
and max. power

7,993 cc (487.8 cu in) 1,001 metric horsepower (736 kW; 987 bhp)
Super Sport: 1,200 metric horsepower (883 kW; 1,184 bhp)

Top speed

408.47 km/h (253.81 mph) (average)
Super Sport:
431.072 km/h (267.856 mph) (average)

0–100 km/h (0.0–62.1 mph) 2.46 seconds

0–240 km/h (0.0–149.1 mph) 9.8 seconds

0–300 km/h (0.0–186.4 mph) 14.6 seconds

0–400 km/h (0.0–248.5 mph) 55 seconds

Standing quarter-mile (402 m) 10.2 seconds (standard), 9.9 seconds

Braking 31.4 m (from 100 km/h to 0)

EPA city driving 8 miles per U.S. gallon (29 L/100 km; 9.6 mpg-imp)

EPA highway driving 14 miles per U.S. gallon (17 L/100 km; 17 mpg-imp)

Top speed fuel economy 3 miles per U.S. gallon (78 L/100 km; 3.6 mpg-imp), or 1.4 U.S. gal (5.3 L; 1.2 imp gal) per minute

source: wikipedia

The Golf MK VI GTi: Afternoon Pleasure Without The Guilt

Posted by gaycarboys on 11/08/2012

quickie review

As a follow-up to our recent story, we thought we’d take a closer look at the fabulous Golf MK VI GTi. To refresh your memory, while taking a leisurely afternoon thrash in the GTi, we came across an 86 on the Grand Pacific Drive. Despite his valiant efforts he was unable to pull ahead. Although the Golf has only a few extra horses the power and handling of the GTi to vastly outclassed the flat four 86. Had the Golf been in front, and had there been no speed limit, I doubt I fear the Toyota would have been shown a clean pair of heels. I say this only because the Golf accelerates like startled gazelle.

Just ahead of the launch of the Golf MK VII, it would be churlish of me not to refresh myself with the MK VI (or as some call it: the MK 5.1 because of the very close relationship it shared with the MK 4), and remiss of me not to tell you all about the experience. The iconic GTi has been the darling of the testosterone set since the very first one rolled off the production line in 1975. It was the first family runabout to be given the “hot-hatch” make-over, one of the first hatches to use mechanical fuel injection, but most importantly it was the first Golf GTi. Though a much more modest affair, his is where the love began.

The GTd is remarkably similar and we drove a few years ago . We liked it a lot, because once and for all, oil-burners had shrugged off their dowdy duds in favour a fresh, young, sporty face. The GTi we tested for a few weeks, and as often happens with press cars, VW threw a few goodies into the car they lent us. It had an automated parking system that seems to get it right every time and a Satnav rounds off the excellent inbuilt infotainment system. To be honest the Satnav is a trifle clunky and even if you ask it to give you 3 options, deciding between them is hit and miss. Even if you ask it to give you the fastest route with tolls, it won’t take you on a tollway unless you have the option ticked in Setup. Try finding the option without the user guide if you have a few spare hours to waste.

Our car was dressed in a sporty red frock and the customary 5-hole wheels. A lot of people think the current Golf doesn’t look all that different from a 20 year old model and in a way that is Golf’s strength because each model doesn’t dramatically age the few models before it. The superb chassis, brilliant suspension, sharp steering and limpet-like brakes all feel like they were stolen from a formula 1. Is Nico Rosberg moonlighting at VW?

There is nothing to offend from the outside and the touches of red dotted throughout make the lowered body look a bit special. Golf styling is conservative and subtle so there are no massive body kits with guards sticking out like jerry-built verandahs. There are no tacky add-ons to make you think the little hatch has been gotten at by chavs in synthetic sweat pants with snaps right down the sides. No, GTi has a red striped grille and wide wheels and that’s it, and that’s all it needs. But those in the know look at you as you waft past and they give you a knowing glance because they know what’s under the skin.

Once you’re inside and have closed the door, and yes it does sound like a Golf, you’re surrounded with similar subtleness of design. The cabin is tasteful yet restrained despite VW’s insistence in grey tartan upholstery. The leather option looks much classier but in the end it’s not the solid construction, classy interior or premium reputation that tempts buyers, it is the drive. The 2.0L turbo petrol engine has an willing 155KW of power 280nm of torque. We estimate a 0-100 time of around 6.5 seconds but behind the wheel it feels much faster than that. As I always say, the number of KW’s under the bonnet doesn’t dictate the thrill of a drive. Unlike the Golf R, the GTi doesn’t have All Wheel Drive yet it remains super-glued to the tarmac with a tenacious grip. There are anti-roll bars front and back with MacPherson struts front and multi-link rear suspension and together with the stiff chassis provides the most glorious handling experience. You normally associate such handling with springs and dampers that are akin to a small pile of house bricks piled on top of the wheel. Not so with GTi because bumps are soaked up with great aplomb. I was surprised that a couple of decent thumps heard mid corner didn’t faze her either. I drove a “sports” car once and it did a little sideways dance whenever it encountered other than billiard-table smoothness in a bend. It was annoying and dangerous, and there were many times when the sideways dance was so violent that we sashayed into the next lane.

Our spirited drive through the national park usually shows the folly of form over function. How many pretty cars drive like cattle drays? However, the Golf went wherever the wheel was pointed. There was not so much as a hint of complaint from the rubber. In sports mode, the DSG keeps the gears low and the revs high. A quick poke on the pedal means instant and savage acceleration. Even better in Manual Mode is each satisfying gear change eliciting a little “pop” from the tailpipe. I found myself changing up and down just to hear her sing. The changes are quick but not as quick the SST in the EVO X. . VW has no full automatics in their range so they have hung their hats very firmly on the double clutch automated manual gearbox. One wonders if most people know or care about the difference.

Back in town, we gave the automated parking system a try. You drive slowly along a row of cars after pressing a small button on the console and stop when the centre LCD displays the command. You then select reverse and take your hands off the wheel being careful not to forget you’re still controlling momentum, the steering wheel begins to spin as if demented, first one way then the other. The LCD then lets you know if you need to select other gears but follow it until the manoeuvrer is complete. It takes a lot of self-control not to grab wheel because it goes against everything learned over your long and illustrious driving career. What’s funnier are the looks from passers-by. Most people have now heard of auto parking but few have seen it and when you are reverse parking with your hands in the air (yes for some reason we all do it) people think it’s magic, and in a way it is. Not to burst the bubble but it’s simply a computer controlling the electric steering which is being guided by front and rear parking sensors.

The GTi looks good, goes well and holds its value. It’s been a dissevered favourite for many years and the MK VI continues that trend with full ticks in every box.

$47,857 drive away (plus Satnav, parking sensors, active parking, reverse camera**bluetooth now included)

Max Power	155kW @ 5300 RPM
Max Torque	280Nm @ 1700 RPM
Transmission	6 SP AUTO DIRECT SHI
Engine	TURBO MPFI
Capacity	1,984 cc
Size	2.0L
Cylinders	T4
Type	PREMIUM UNLEADED PETROL
Capacity	55 L
Fuel Consumption City Combined	7.6 L / 100 km
Highway Consumption	N/A

Volkswagen is Launching a New Small Car: The up!: A Car with Charisma and Great Potential

Posted by gaycarboys on 09/18/2012

A new Volkswagen with a new generation three-cylinder petrol engine
World’s first sub light car with City Emergency Braking
Debut of the multi-talented Maps + More system

The up! is an all-new city car from Volkswagen. With its pure design, maximum space on a minimal footprint, quality and attention to detail as well as affordable innovations it embodies the core values of the Volkswagen brand. The up! has come to market at just the right time: almost no other vehicle class is set to grow as much in the coming years as that of the sub light segment. The up! is built at the Volkswagen plant in Bratislava, Slovakia and is available in 3-door and 5-door.

The up!’s dimensions are key to its city car status. At 3,540mm in length, 1,641mm in width and 1,476mm in height, the up! is one of the smallest four-seater cars available. Its overall length consists of short body overhangs and a long wheelbase of 2,420mm. Thanks to these dimensions the turning circle of the up! is a compact 9.8 metres.

Use of space inside the car is exceptionally good with room for four adults. This is due to the wheelbase, which is one of the longest in the segment, combined with an engine that is mounted well forward. The 251-litre boot is also significantly larger than is typical in this class. When the rear seat is fully folded, cargo space increases to 951 litres.

Powering the up! is a new generation three-cylinder petrol engine with an output of 55kW. Combined fuel consumption is a low 4.9 L/100km on the combined cycle with CO2 emissions of 114 g/km.

The entirely new up! is also the first car in its class in the world to have a City Emergency Braking function, which at speeds of between 5km/h to 30km/h detects the risk of an impending collision and can reduce accident severity by initiating automatic brake interventions that can even avoid a crash. So far, the up! is the only vehicle in the segment to be offered with this function.

Another entirely new feature appearing for the first time in a Volkswagen is the Maps + More system – a portable touchscreen module. It contains a navigation system, hands-free telephone unit, display of factual information related to the vehicle and a media player. In addition, it will now be possible to use apps to tailor Maps + More to a driver’s highly individualised personal requirements profile. Maps + More is clicked into place above the centre console where it interfaces with the electronics network of the up! In the economically priced up!, a system was developed for organising the areas of navigation, telephone, information and entertainment that is just as economical. The portable device was also designed so that it could be brought up to the latest software levels via a simple update. In cooperation with Navigon, one of the world’s leading suppliers of portable navigation systems, the special solution Maps + More was created; it is tailored to the up! and is affordable for all buyers.

Gay carboys

The latest news, the latest reviews on things with wheels

Tag Archives: Volkswagen

Passat-Head Revisited

Open Top in a Golf: Driving as Nature Intended.

The New Golf: VW’s intro. A film you won’t soon forget

Keeping up! With the Volkswagians

VW’s Stunning Scirocco Snuck in Under Our Radar

Have you seen this before? Does the MK VII Golf look like the MK VI and Mark V? Spot the difference!

The new Golf is ‘World Car of the Year 2013’

Supercars: The Bugatti Veyron EB 16.4

The Golf MK VI GTi: Afternoon Pleasure Without The Guilt

Volkswagen is Launching a New Small Car: The up!: A Car with Charisma and Great Potential

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