Volkswagen Passat CC 3.6 V6 FSI

What is it?

This is the range-topping version of the new Passat ‘Comfort Coupe’, powered by a 298bhp 3.6 V6 engine and driving four-wheel drive transmission via a six-speed DSG gearbox.
And it’s going to be a rare car in Britain. Volkswagen estimates it will shift just under 6000 CCs in a typical year – and only two per cent of them will have the V6 powerplant, suggesting only about 100 a year will be registered here.
As befits its status of range-topper, the V6 CC gets the new DCC ‘adaptive chassis control’. This system adjusts the damper settings as well as the weight of the electro-mechanical steering, giving the driver a choice between normal, sport and comfort modes.
Interestingly, this generation of 4Motion all-wheel drive system does not require any wheel slip before it sends power to the rear wheels. VW calls the system ‘full time’ and says 100 per cent of the engine’s torque can be directed to the rear axle.

What’s it like?

Like many modern V6 engines, the Passat CC’s motor needs to be stoked-up to extract all its available performance. Power peaks at a zingy 6000rpm, although the specifications claim that the full 258lb ft of torque is on offer from just 2400rpm to 5300rpm. The engine in our test car may still have been tight, but it still needed well over 3500rpm before the car felt like it was really shifting.
Of course, the combined extra weight of the six-pot engine and the four-wheel drive system adds 200kg to the CC’s bulk compared to the 1.8 TFSI version – the equivalent of more than two average-size passengers. Even so, VW’s official figures say the V6 CC should hit 62mph from rest in just 5.6 seconds – thanks in part to its quick-shifting DSG gearbox.
On winding roads the V6 CC is quick, has plenty of grip and boasts a surprisingly compliant ride. Few would expect this model to be an uncompromising, driver-focussed machine, and it isn’t. But it is a comfortable, brisk tourer – and one which manages to induce a sense of well-being in its occupants.

Should I buy one?

There’s not much compromise involved in plumping for the CC’s sharp and distinctive looks over the saloon’s four-square practicality. Indeed, the Passat CC is more useable than you might expect thanks to its commodious 532-litre boot and adult-sized space in the rear.
But unless you really need four-wheel drive, and can live with the V6’s thirst and top-band CO2 emissions, this probably isn’t the one for you. The smaller-engined turbocharged four-cylinder versions give away little in pace and return better fuel economy – they are where the smart money goes.

VW Eos 2.0 FSI Sport

What is it?
Volkswagen’s new folding hard-top convertible, complete with the 2.0-litre 197bhp turbocharged engine from the Golf GTi.
What’s it like?
Pretty good, if you want a 2+2 cabrio. Like every car in this class, the rear seats are best for children or vertically challenged adults, with poor legroom and headroom, and getting into the back is very awkward.
The 2.0-litre turbocharged engine is a cracker: easy to rev, quick and grunty. It’s only a shame that it sounds a little rough, especially at tickover (on the move you can’t really hear it). It’s helped along by an especially slick six-speed manual gearbox, which makes shifting a real pleasure.
The roof is even slicker than the gearbox. Unlike in any of its rivals, the Eos has a glass section in the front of the roof that operates just like the sunroof in a standard tin-top. And should you wish to retract the whole roof it folds away in a beautifully coreographed mechanical ballet that takes 30sec. With the roof stowed, boot storage space is a bit tight, at a rather awkwardly shaped 205 litres.
On the road it’s quite agile. The steering is accurate and nicely weighted, if not that feelsome. Our test car’s ride, however, was marred by large (and rather stylish) 18in alloys and sports suspension. The ride is worst at low speeds, where you jiggle and jump, but up the pace and it’s far less of an issue. A Volvo C70 is much smoother. Then again, the Volvo isn’t quite as much fun to drive.
Should I buy one?
Maybe. We prefer the Volvo C70’s slightly more cruising-oriented set-up, but then the Volvo is pricier. At £23,315 this 2.0 FSi Sport seems good value. Until you add the options are test car (Nappa leather, sat-nav, electric seats, etc etc) and realise the total is closer to £30k.

Volkswagen Phaeton V6

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What is it?

This is the revised Volkswagen Phaeton. Yes, you read correctly; VW’s engineers have continued to work on the firm’s flagship, which has sold in tiny numbers in the UK ever since its launch in 2002.
The tweaks extend to a mild restyling, minor engine mods to improve fuel economy, and yet further additions to what was already a bulging equipment list.
Four engines will be offered in the car - V6, V8 and W12 petrols, and a V6 turbodiesel - but the UK will only get the oil-burner (in long and short wheelbases) and the W12 (long wheelbase only).
China is comfortably the Phaeton’s largest market, so VW chose to launch the revised model there. It also made only the locally popular V6 and V8 petrols available for drives, so we’ll have to wait to see how the revised common-rail turbodiesel feels.
We do know that it’s cleaner than before, though, with fuel consumption of 33mpg and 224g/km of CO2 emissions.

What’s it like?

See the VW Phaeton pictures
Sales hit or not, the Phaeton has been known for excellent mechanical refinement since day one, and the latest revision isn’t about to change that reputation. Cruise along at 70mph in the 3.6-LITRE V6 petrol, with 276bhp on tap, and you’ll barely be aware of any mechanical process under the bonnet at all; it’s that quiet.
Power delivery is smooth, with 273lb ft available at 3500rpm but more than enough at lower revs than that, and the six-speed automatic transmission is smooth and quick enough when it comes to kick-down. VW claims that 0-62mph takes 8.6sec, and that feels very achievable.
The steering is short on feel, but it’s smooth and progressive, and feels quick and accurate enough to thread the five-metre-long Phaeton through urban traffic. Four-wheel drive keeps it sure-footed, too; body control is likely to be an issue long before pure traction.
The exterior changes - more distinct creases along the flanks, plus a chrome grille and LED headlights, foglights and daytime running lights, make the Phaeton look a bit more US-market (ironic, since it’s no longer sold there), but on the whole, it’s as subtle a hunk of metal as it’s always been.
In the cabin, there’s no arguing with the standard kit list, or the levels of comfort. The 18-way adjustable front seats are as supportive and relaxing as ever, the famous draught-free ventilation system (which can keep the cabin at 22deg C when travelling at 186mph in 50deg C heat) is extremely efficient and the executive toys - which now include Google internet, headlights that ‘blank off’ sections of main beam for oncoming traffic, and full iPod control, will please gadget enthusiasts. It’s all beautifully finished, too.
There is a slight flaw in the master plan, though, and it’s the ride. The revisions haven’t extended to the chassis, you see, and the Phaeton’s close family ties to the Bentley Continental GT still become evident as soon as you hit any poorer road surfaces. It doesn’t allow crashing bumps through to the cabin, but it still fidgets a little too readily over ripples in the asphalt that wouldn’t bother a Jaguar XJ or Mercedes S-class.
The caveat to this is that our test car rode on 19in wheels, not the standard 17in items - but past experience would lead us to suggest that the smaller tyres aren’t a complete cure.

Should I buy one?

If you fancy a left-field choice instead of an Audi A8 you could do worse; Ingolstadt’s latest all-aluminium offering is now a step ahead in chassis and fuel economy stakes, but the Phaeton still exudes a quality feel and there’s an appeal in its understated anonymity.
It’s competitively priced, too; a long-wheelbase turbodiesel Phaeton is several thousand pounds cheaper than Audi’s regular-length A8 TDI, the review of which you can read here
The bottom line, though, is that while the car’s strengths - its build quality, refinement and equipment - have been enhanced, some of its core failings, in particular that nadgery ride, remain.
So the Phaeton is unlikely to win many new admirers in Britain. But those who do know it and like it will now love it.

Volkswagen Amarok 2.0 TDI

What is it?

The Volkswagen Amarok is VW's first pick-up and a direct competitor for the ubuquitous Toyota Hilux. Built on a platform at the Pacheco factory in Buenos Aires, it's destined for sale across South America, Austalia and New Zealand, as well as Europe.

The Amarok gets a classy, aggressive interpretation of the VW grille, a six-speed gearbox, low-range transfer box, permanent four-wheel drive, locking centre and rear differentials, the latest direct-injection, twin-turbo 2.0-litre diesel unit, tuned for 161bhp and 295lb ft, and traction/stability control.

What's it like?

The interior moves the class to the next level. Despite the low spec levels compared to VW's road cars, the build quality is exceptionally good, with tough but well-textured surfaces and an excellent driving position. Car drivers would notice the unusual height of the seats and driving position, but otherwise everything falls under the fingers in exactly the way that it would in, say, a Golf.

The test car, which was fitted to the top spec level, called Highline for the South American market, didn't have sat-nav, but it will be available on UK vehicles.

On the move, the Amarok combines excellent off-road abilities with solid, predictable car-like handling. The combination of a solid, leaf-spring rear axle, mechanical locks on the centre and rear diffs and traction control means that most extreme off-road situations require little more than pressing the accelerator and adjusting the wheel so that it goes in the correct direction.

Where VW's achievement is much more impressive is the on-road refinement. The Amarok does not ride over broken surfaces with the sophistication of the Freelander, but the ride is exceptionally good for a vehicle with a payload of 1150kg. The steering is well weighted, though devoid of much feel, but provides enough feedback on what's going on beneath the tyres to allow fluent, quick progress on the paved Patagonian highways and dirt tracks that made up the 170 mile test route.

Enthusiastic drivers will find that the stability control intervenes earlier than you'd expect in high-speed corners, but the Amarok is naturally stable with it switched off, exhibiting nothing more than a mild, controllable yaw in all but the most provocative manoeuvres.

The diesel engine, which at 2.0 litres is the smallest in its class, has plenty of torque across the rev range, with 295lb ft available from 1500rpm. Overtaking is not brisk and requires planning, but probably matches the performance of a 1.6-litre diesel family hatch.

The only noticeable problem of the downsized unit, compared with the larger unit in the 3.0-litre unit in a Hilux, is the slight lack of low-end torque as the turbo spins up. The lag is minimal – one turbo is tuned for low-end response and another for top-end power – but it can occasionally catch you out in low-grip situations.

The most positive consequence of the downsizing is, of course, the fuel consumption. VW quotes 36.2mpg, which equates to 206g/km of Co2.

Should I buy one?

If the proof of the pudding is in the eating, then the proof of a pick-up is in driving it for 100,000 miles over bumpy roads. That's obviously not possible within the confines of a one-day test, but given VW's reputation for build quality and reliability it's safe to say that Toyota, Nissan and Mitsubishi should be concerned.

Volkswagen Amarok review

The Volkswagen Amarok is the company's first purpose-built pick-up and is a direct competitor for the Toyota Hilux, Nissan Navara and Mitsubishi L200. Built in Volkswagen's Pacheco factory in Buenos Aires, it will be sold across European, South American and Australasian markets.

The double cab pick-up is available with a choice of two direct-injection, twin-turbo 2.0-litre diesel units, tuned for 124bhp and 251lb ft or 161bhp and 295lb ft.

The Amarok has the smallest engine in its class, and the high-power model we tested has plenty of torque across the rev range, with 295lb ft available from 1500rpm. Overtaking requires planning, but probably matches the performance of a 1.6-litre diesel family hatch. The effect of downsizing is marked, with this engine returning a claimed 36.2mpg with Co2 rated as 206g/km, but the engine lacks the low-end torque of larger engines in this class.

On the road, the Amarok is demonstrates excellent driving manners, with solid, predictable car-like handling. Where VW's achievement is much more impressive is the on-road refinement. The Amarok does not ride over broken surfaces with the sophistication of the Freelander, but the ride is exceptionally good for a vehicle with a payload of 1150kg. The steering is well weighted, though devoid of much feel, but provides enough feedback on what's going on beneath the tyres to allow fluent, quick progress.

The combination of a solid, leaf-spring rear axle, a low-range gearbox, mechanical locks on the centre and rear diffs and traction control means that most extreme off-road situations require little more than pressing the accelerator and adjusting the wheel so that it goes in the correct direction.

Volkswagen's designers have managed to apply the marque's trademark front end to the big pick-up, which is impressive given how different the Amarok in size, shape and purpose from its passenger car cousins.

The interior moves the class to the next level. Despite the low spec levels compared to VW's road cars, the build quality is exceptionally good, with tough but well-textured surfaces and an excellent driving position. Car drivers would notice the unusual height of the seats and driving position, but otherwise everything falls under the fingers in exactly the way that it would in, say, a Golf.

If the proof of the pudding is in the eating, then the proof of a pick-up is in driving it for 100,000 miles over bumpy roads. Given VW's reputation for build quality and reliability it's safe to say that Toyota, Nissan and Mitsubishi should be concerned.

Volkswagen Touareg review

When Volkswagen’s first Touareg was launched in 2003, it was the outrageously torquey V10 TDI that grabbed the headlines, along with its poor ride quality. The first model sold in huge numbers, reaching over half a million homes worldwide. This Mk2 model, also based on the new Porsche Cayenne, is lighter, roomier and more economical.
The secret to the original Touareg's success lay in offering BMW X5 levels of space and performance at a significantly reduced price. And that’s a recipe on which this all-new model seeks to improve.

The big news concerning the new Touareg is its weight, which has been reduced by fully 10 per cent across the range. At the same time, however, the new Touareg is roomier, more economical, better equipped and, says VW, better than ever to drive, thanks to its new range of engines and brand new, lightweight steel suspension.
The most popular Touareg model will be the 3.0 V6 TDI, which is available in two states of tune and comes complete with an eight-speed auto ’box and BlueMotion Technology pack, both of which are standard across the range. That monstrous V10 TDI has been replaced by a 4.2 V8 TDi, while a petrol hybrid model is also available. The hybrid is a standalone model, while the V6 TDI is available in a very un-SUV-sounding SE trim, or significantly more exciting Escape and Altitude trims. The range-topping V8 diesel is only available in Altitude trim.

Volkswagen Tiguan review

Picking the best sports car is easy; it’s the one that’s best to drive. But picking the best sports utility vehicle, in a market like the one the Volkswagen Tiguan occupies, is considerably more difficult.
After all, what are the criteria? Towing potential? Perhaps. Overall family car practicality? Undoubtedly. Off-road potential? Certainly, but to what extent?Few small SUVs are particularly serious about going anywhere off the Queen’s highway, and on the face of it the Tiguan is little different, because it’s largely a Golf-based, 4Motion-enabled device (there are also front-drive-only versions) with an option list including such un-4x4-like features as 18-inch alloys and Sport trim.
Sport? Yes. It’s at the top of the Tiguan range and a moniker which alone suggests this is a car honed for on-road use. Indeed, early indications are that this could well be the best-handling small SUV around.
Which begs the question: has Volkswagen managed to blend a hint of SUV bad-weather confidence with decent on-road dynamics, or would you just be better off with a Golf Plus?

Volkswagen Sharan review

The Volkswagen Sharan is a smart, stylish seven-seat MPV that hides its size well. The VW family styling, immediately familiar from the Golf and Polo, does a neat job of tricking the brain into thinking that this purposeful people carrier is smaller and, therefore, more nimble than its rivals.
The Sharan comes with a choice of four engines – two petrol and two diesel. The bigger sellers will be the diesels – 2.0-litre units with a choice of 138bhp and 168bhp outputs. Although the 168bhp unit is usefully quicker, it’s less refined around town, with marginally more noise and vibration being evident from the driver’s seat. It also offers the temptation to be driven in a less economical fashion. Both, however, are impressively refined on the motorway.The two available petrol engines are the 148bhp 1.4 TSI and the 197bhp 2.0 TSI which, like the diesels, are now familiar across the Volkswagen Group’s ranges.
Both are extremely smooth and refined, although the 1.4 TSI lacks torque lower down the rev range; it can feel underpowered with a full load of passengers on board and requires frequent gearchanging to keep the revs above 4000rpm when you want to make progress or overtake. It may come with temptingly frugal official economy figures and a low CO2 output, but in real-world driving the smallest capacity engine ends up working so hard they’re near-impossible to achieve.
However, the Sharan is not the kind of vehicle that you’d want to hustle around and there’s no getting away from the fact that this Volkswagen will not be the choice of the committed driver. It very quickly begins to understeer if you’re too fast into bends and the steering, too, is a touch vague at the straight-ahead on the motorway, although it weights up well off centre.
DCC adaptive chassis control is available as an option. It individually adjusts the dampers at each wheel to give better body control yet improves ride comfort. The system works well and also offers drivers the option to override the Normal setting with a Sport or Comfort mode.
Inside, there’s plenty of room for seven adults, with access to the rear seats now provided by sliding doors (with optional electric operation). Only the tallest passengers seated in the third row will take issue with the available headroom. A six-seat configuration is available too.
Boot space isn’t brilliant in seven-seat mode, at 300 litres, but then no car in this class can carry seven passengers and all of their luggage. In five-seat configuration the boot space rises to 711 litres, and then to a serious 2297 litres if you fold both rear rows of seats and load to the roof. Still not enough? Then the back of the front passenger seat can be folded flat, allowing nearly three metres of load length. If you’re not satisfied with that, you probably need to buy a large van or a minibus.
All rear seats leave a flat load floor when folded. The rear row can be folded and repositioned with one hand, but the centre row requires a two-handed action to reposition the seats after they’ve been folded.
Up front, the dashboard is standard VW, which means a near-premium ambience, and excellent fit and finish with high-quality materials that are soft-touch in all the right places.
The Sharan may not be more nimble than its rivals – the Ford Galaxy remains the large MPV benchmark in that respect – but buyers will love its quality feel, its ease of use and the VW badge kudos, which is enough for the Sharan to remain a serious contender in the seven-seat MPV market.

Volkswagen Touran review

                                                             

Given the success of the 1996 Renault Scénic, it was unsurprising that back in 2003 and after due consideration, Volkswagen launched its own answer to the problems of the large family not wanting an equally large car to cart them around in. The Touran was offered with five and seven seats, the latter owing its creation to the sales achieved by the original Vauxhall Zafira

Seven years and 1.1 million sales after the Touran first hit the scene, VW launched this, what it calls a new Touran. It’s more of a major facelift, really. There’s crisper styling, and the big news is the arrival of a range of modern new four-cylinder engines, but this Touran has the same basic but re-engineered VW Golf Mk5 underpinnings as before and the same basic interior in five or seven-seat guises.Competition in the segment is as tough as it’s ever been, with entrants feeling more car-like to drive than ever and growing in versatility. So will the Touran’s tried and trusted formula – including its family ties to the Golf as a trump card – be enough for it to compete?

Volkswagen Phaeton review

A decade after its original launch, today the Volkswagen Phaeton owes its continuing existence to the Chinese market, which takes more than half of the 4000 units that roll annually from the Phaeton’s bespoke, glass-walled, Dresden factory. The Phaeton sells in tiny numbers in most European markets and has been cancelled altogether in the US. But thanks to its success in China, there’s sufficient demand for Volkswagen to continue not just building, but also improving the car.In 2008 VW installed its latest-generation 3.0-litre V6 diesel engine, and in 2011 the Phaeton was tweaked again, to receive some significant styling changes (that now all-too familiar VW nose) and updates to its interior.Only a V6 diesel in short or long wheelbase is now offered in the UK, though in other markets Volkswagen also offers the oddball W12 petrol engine in long wheelbase form only. The larger one puts an extra 120mm of length between the wheels. This 444bhp 6.0-litre engine is essentially two V6 engines put together and is supposed to rival the V8s on offer in other luxury cars.

Volkswagen CC review

Keen to distance the swoopy four-door from its more conservative sibling, the Volkswagen CC now does without the Passat moniker. But while the name has changed, the car isn't radically different.
The looks have been brought up to date with VW's new trademark headlight and bumper arrangement, and there's an improvement in the amount of equipment fitted as standard, most noticeably a three-seat bench, rather than two individual seats.

The badge may have changed, but the CC is a comfortable, quiet, relaxing mile-eater that places the emphasis on refinement above all else, like the model it replaces.
Engine options include a 158bhp 1.8 TSI and a 207bhp 2.0 TSI on the petrol side, with a 2.0 TDI with either 138bhp or 168bhp offered for diesel buyers. The main advantage of the 168bhp diesel over the more popular 138bhp version is the addition of the XDS electronic differential, which is now a standard fit to 207bhp TSI and 168bhp TDI CCs. It aims to provide greater traction for more engaging handling when cornering, thus addressing one of the Passat CC's main criticisms, it's lack of driver involvement, to a certain extent.
The diesel engines are well suited to motorway, and a tall sixth gear aids economy, with the official economy figure of 57.6mpg well within reach for the high-power diesel. The low-power diesel, predictably, is the running cost champion, with a claimed 60.1mpg possible on the combined cycle.
The interior is largely unchanged over the old Passat CC, so it retains that model's sophistication. The CC's dash is based on that of the standard Passat, but all touchpoints are bespoke. Equipment levels are good, with all models featuring Bi-xenon headlights and full-colour touchscreen sat-nav. Top-of-the-range GT models come with adaptive cruise control, leather trim, cruise control and front and rear park sensors.
There wasn't a lot wrong with the Passat CC before these mid-life tweaks, but it now has an identity of its own and is arguably the most desirable model in VW's range.
It still looks like nothing else in its class, and is hard to position directly next to a main rival. For these reasons, even four years after it first launched, it feels like an antidote to the usual formulaic approach the four-door saloon market, VW's own Passat included.

Volkswagen Passat review

Although Volkswagen refers to this as its seventh-generation Passat, a more accurate representation is that this is a comprehensive refresh of the previous-generation Passat (introduced to the UK in 2006) rather than an all-new car. That said, there is more to report than the visual alterations that bring it in line with VW’s Scirocco-led corporate look.

The changes aim to improve the Passat’s refinement and ecological credentials. Thicker glass and more sound deadening materials have been employed to provide a quieter cabin, while all diesel models use stop-start and battery regeneration technology and are now badged BlueMotion. VW says its desire was not to revolutionise the Passat but to enhance its competitiveness. Against the likes of the Ford Mondeo, Peugeot 508 and Skoda Superb, it has a tough challenge.

It’s meeting that challenge with a range that comprises three petrol and three diesel engines, all transversely mounted, forced-induction four-pots. The petrol selection consists of a 120bhp 1.4, a 158bhp 1.8 and a 2.0-litre unit with 207bhp. The diesels are a 104bhp 1.6 and 2.0-litre units with 138bhp and 168bhp. All diesel models feature a new mounting system designed to reduce engine vibrations.

This generation of Passat also sees the introduction of an Alltrack model. It is a similar design to the Audi A4 Avant, being an estate with 4WD and a raised ride height. VW hopes the security of all-wheel-drive in a conventional estate is enough to tempt buyers out of fully-fledged off-roaders. It is available with the pair of 2.0-litre diesels.

The Mercedes CLS-aping Passat CC can also be found in this revamped line-up, although it now branded simply VW CC. Prices start at £24,395 for the 1.8 TSI.

A six-speed manual gearbox is standard on all models, with DSG optional on all except the 1.6-litre diesel. The 1.4 and 1.8 petrols use a seven-speed DSG with dry clutches, the 2.0-litre petrol and diesels a six-speed DSG with wet clutches.

Trim levels are fairly simple, with S, SE and Sport.

The engine and trim line-ups are identical in either saloon or estate form.

Volkswagen Jetta review

The new Volkswagen Jetta could be on the back foot before it even arrives. British buyers don’t usually go for small saloons, so its ilk is largely seen as a filler between the bigger-selling C-segment and D-segment models.

Don’t discount it, though. This is no longer simply a Golf with a boot. VW has endowed its perennially forgettable small saloon with some individuality, so it now has a look and possibly a purpose all of its own.

Substantial boot space and an exterior now suggestive of a small but well formed Passat give much more on-paper appeal than the Jetta enjoyed before. With a range starting at £17,160, it’s also very competitively priced. The best seller in the line-up is likely to be the 138bhp 2.0 TDI in base SE trim, which comes in at £20,435.

Other engines from VW’s familiar line-up include 120bhp and 158bhp versions of the 1.4 TFSI petrol. The 138bhp 2.0 TDI is joined on the diesel side by a 104bhp 1.6 TDI.

The Jetta is still a car pieced together from familiar parts, but its fresh looks and enticing price tag could make it one of VW’s top all-rounders. The best bits of the Passat and Golf in a well priced package? Or a model that exists only to mask the white noise between the other models that bookend it in the VW range? We’re here to find out

Volkswagen Eos review

While fun sells, VW is reticent about marketing its modern-day roofless-Golf equivalent simply on the basis of providing a giggle (it’s got the Beetle convertible for that), so to emphasise its bespoke appeal and woo more sophisticated buyers, VW dropped the ‘Golf cabriolet' tag and adopted Eos – the Greek goddess of dawn.
That was back in 2006. Five years later the Eos got a facelift just as, to emphasise its not-a-Golfness, Volkswagen launched a genuine Golf cabriolet with a soft top. That bolstered the Eos's own identity as a hard-roofed coupé-cabriolet and a slightly bigger, longer-tailed car, not obviously based on an existing hatchback in the way the Renault Mégane CC and the Peugeot 308 CC are and the Vauxhall Astra TwinTop and the Ford Focus CC were.Of this bunch, the VW badge still carries the most cachet. This was borne out by the pricing at launch, which was pitched some way above the direct competition and within sight of premium alternatives from Volvo and Audi. Since then the prices have risen little and today the Eos represents surprising value.
Initially the range began with a 113bhp 1.6 FSI and peaked with a 247bhp 3.2 V6. In between came a 2.0 FSI, a 2.0 TDI (available in standard or sport trim) or, as in our original road test, a 197bhp 2.0T-FSI (in sport trim only).
Post-facelift, the range starts with a 121bhp, 1.4-litre TSI, a 158bhp version which adds a supercharger to the turbocharger, that 2.0 TDI currently with 138bhp, and a revised version of the 2.0-litre turbo engine (now simply called TSI) with 208bhp.

Volkswagen Scirocco R review

Not one but two hot Volkswagen R models arrived virtually at the same time. One is the Golf R, with all-wheel drive to channel its power to the road. The other is this, the Scirocco R.

Unlike Volkswagen’s previous R models (such as the Golf R32), these use four-cylinder turbo engines rather than V6s. That means their drivetrain layout is more similar to the models that spawn them – in this case the regular Scirocco GT 2.0 TSI – than was previously the case

What impresses us so much about the regular Scirocco is not just how much it does right, but how precious little it does wrong.

When we road tested it, we were struck by its all-round dynamic ability, coupled to a spaciousness that few cars of its class can match and a price within a whisker of its Golf GTI sister model, despite the coupé being a more compelling driving companion.

Question is, though, is the hottest Scirocco more engaging than not only the fastest Golf but also the rest of a very competitive array of hot hatch and small coupé rivals?

Volkswagen Scirocco review

The original 1974 Volkswagen Scirocco was a replacement for the Karmann Ghia and, setting the template for all future Sciroccos, was underpinned by Golf mechanicals – amazingly, some versions had as little as 60bhp. A Mk2 Scirocco replaced it in 1982, later variants of which shared the Golf GTI’s 1.8 16v engine. The Scirocco was replaced by the Corrado in 1992, but the 2006 IROC concept previewed the Scirocco’s return, with production starting in 2008.
Again Golf based, but with the promise of far sleeker looks and a sporty driving experience, the latest VW Scirocco is intended to inject the VW range with some desirability. VW's have long been known as much for how little they do wrong, as much for how they do right - the Scirocco is set to shift that balance by offering a tempting package at a surprisingly affordable price tag.
The new Scirocco range features a broad choice of four-cylinder engines, ranging from two turbocharged versions of the VW group 1.4, two 2.0-litre petrols and a 2.0-litre TDI offered with 138 or 168bhp. There’s a base trim level (although it’s nicely equipped), GT models and, as with the Golf, a range-topping R model. Unlike Volkswagen’s previous R models (such as the Golf R32), it uses a four-cylinder turbo engine rather than a V6. That means the drivetrain layout is more similar to the models that spawn it – in this case the regular Scirocco GT 2.0 TSI – than was previously the case.

Volkswagen Golf Plus review

You might not have thought there was room between the Golf – itself not exactly a compact car any more – and the Touran mid-sized MPV, but VW thought otherwise. It is, then, what it seems: a slightly more spacious, bigger and more versatile Golf.
Initially introduced in 2005 the Golf Plus has been around for a while now, receiving a ‘new’ Volkswagen makeover in 2009 to incorporate the brand’s sharper front grille and angular headlamps. Behind that neater face it’s largely the same, save for more advanced engines and a higher standard equipment count. Look at the Golf Plus as essentially as a practical Golf with lots more room inside (mainly headroom thanks to a higher roof) and easier access. Unsurprisingly there are no hot GTI or GTD versions - presumably because of a predicted lack of demand. It looks a touch strange, too, but if it’s a Golf you want and space you need then perhaps this is for you.
As such it’s never a car you’re going to get hot under the collar about, but it you value its greater practicality, the easier access its higher driving position affords, ease of use, high quality interior and inoffensive style then the Golf Plus isn’t without merit.
Underlining its age is the lack of anything particularly clever about its interior packaging. Admittedly, it’s more spacious, but there’s no third row seats - for that you’ll need a Touran - and some of the more clever stowage and seating solutions available today you’ll need to look at newer rivals.

Volkswagen Golf GTI review

There are icons more enduring than the Volkswagen Golf GTI, but they are few and far between, and in the automotive world restricted to the likes of the Porsche 911, Bentley’s V8 engine and the Land Rover Defender.

But having started with a car of pure genius back in 1975 and following it up with something perhaps more impressive still, the Mk3 Golf GTI was a crushing disappointment and Mk4 only a small step in the right direction.The last version marked a near-miraculous return to form, breathing fresh life into a brand verging on the moribund.

What you’re looking at here is version six – and it must have presented VW with something of a dilemma. Should it aim to take another big step and produce a car perhaps as ground-breaking as the original, or would a more cautious, evolutionary approach be better advised? And that is what this Golf GTI is here to tell us.

In basic form, with a three-door body and manual gearbox, the Golf GTi costs more than the equivalent Scirocco. Question is, is it worth it?

Volkswagen Golf R review

The Volkswagen Golf R is the quickest, most expensive version in the Golf line-up. Thanks to its potent 267bhp 2.0-litre turbocharged petrol engine, plus VW’s 4Motion all-wheel-drive system, the R will accelerate to 62mph from standing in just 5.7sec (or 5.5sec with the optional DSG transmission) and go on to a top speed of 155mph.
Despite the Golf R’s ferocious bite, however, restrained styling makes the hot hatch a real wolf in sheep’s clothing. External features of the hottest Golf yet include twin exhausts, mildly restyled black door mirrors, LED daytime running lights and an inconspicuous rear boot spoiler; in reality, a GTi on 19-inch wheels would probably look meaner in the raw, despite the R’s tinted rear windows and its almost too-subtle badging front and rear.The most notable difference between the 'R' and GTi version is the 25mm reduced ride height and stiffer spring rates, which gives the quicker car enhanced stability at speed and enables flatter cornering.
Driven in anger, the Volkswagen Golf R is naturally a very rapid machine. But it’s also a smooth, grown up, refined kind of hot hatch, and one that feels as refined as a Passat, or, indeed, a more regular member of the Golf family, when driven on a motorway.
It rides extremely well for such a rapid hot hatch, too, and the noise emitted from its large 225/40 18-inch tyres is unusually well suppressed.
This same restrained, well thought out, but slightly plain approach also applies to the interior, which comprises a great pair of front seats and the odd R logo to distinguish it above other Golf, but not much else. Build quality is exceptional, adding to the Golf R’s mature feel.
Choosing between the standard six-speed manual gearbox and optional seven-speed DSG ‘box is a no-brainer. In real-world conditions, the manual version falls some way short of its claimed 5.7sec 0-62mph sprint time. By comparison, the smoother DSG ‘box hits its 5.5sec marker more accurately. The latter option is also more economical on the combined cycle (33.6mpg vs 33.2mpg) and slightly less harmful to the environment, emitting 195g/km CO2 against the manual car’s 199g/km figure.
The question is remains, what type of buyer will the Volkswagen Golf R appeal to? If you’re a Ford Focus RS kind of person or Renaultsport Megane buyer for that matter, then the R is unlikely to appeal. But if you like a more subtle approach and don’t want the rest of the world to know how fast your car really is, the R could be right for you.
You will need to like its subtle approach an awful lot, however, because it costs significantly more than its obvious competition, most of which is more exciting to drive.

Volkswagen Golf review

The new Golf, then. One of the few cars that can simply be itself, and one of the few that defines a genre. It’s not ‘Hyundai/Ford/BMW/whoever’s new Golf rival’; instead, it simply is what it is: the epitome of the small family car and the one by which others are judged.
It arrives here in Mk7 form, a new Golf generation on a platform that carries great responsibility for the Volkswagen Group at one of the most challenging times in the industry’s history.The immediate forecast for the European economy is gloomy, and while weight and emissions must come down, customer expectations of perceived quality will not be allowed to fall with them.
Developing cars is as difficult and expensive as it has ever been, and few car makers are able to dedicate the same resources to it that VW can. The latest Golf, therefore, doesn’t arrive like a desperate lunge from the punch-drunk; it is instead the dominator reinforcing its position of power.
Thus far our first drives and group tests have suggested as much but, here for the first time in right-hand-drive form and full UK spec, how will it fare in the toughest test in the business?