#1983 VW Rabbit GTI

[gameraboy2]

1983 VW Rabbit GTI ad

[gossipvehiculos]

Revelan la Edición 40 Aniversario del Volkswagen Golf GTI 2023 con colores exclusivos y producción limitada (+Imágenes) https://gossipvehiculo.com/2022/10/25/revelan-edicion-40-aniversario-volkswagen-golf-gti-2023-colores-exclusivos-produccion-limitada-imagenes/?feed_id=57096&_unique_id=6358279b2d6a3

[aacalibrary]

1983 Volkswagen GTI

[scorpio0930]

Review update: The 2020 Volkswagen GTI's swan song hits all the best notes

One of the top five cars I drove in 2014 was practically as old as I am.

I found it in an oceanside parking lot, alongside a row of old Volkswagens. It fired up with a fitful sputter and also found initially with less self-confidence than an American Organization pitcher at-bat. When the cars and truck was alive, I never ever desired the drive to end. The 1983 Volkswagen Bunny GTI is the archetype for budget bliss behind the wheel and to be clear, an automotive legend. [auto bady parts]I love that auto as well as foolishly attempted to lick a New York subway turnstile to purchase one for much less than $10,000. To simply drive one once more, I wouldn't lick a turnstile (not currently) however would certainly take into consideration comparable stupid acts with less saliva included. To be fair, the 2020 VW GTI is on the Rabbit GTI's family history however relevant like Thomas Jefferson is to Jefferson Plane-- really, name only. I didn't expect the same life-affirming drive however expected a smile or more.

With an upgraded GTI on the way next year, I offered one last drive to the 2020 GTI. The 2020 Golf earned a 6.7 TCC Ranking, based greatly on the GTI. We noted the hatchback's eager efficiency, great functions as well as service warranty, as well as functionality.

Here's what I discovered in the GTI without licking anything in it. At the very least as for I agree to confess. For everything that's changed about the GTI, something has actually continued in nearly 40 years-- a chunky, free-revving inline-4. The 2020 GTI gets a 2.0-liter turbo-4 that produces 228 horsepower at 4,700 rpm but wringing it out beyond that is even more rewarding. When the tach needle swings past midday, the GTI's turbo comes on full tune up until 6,000 rpm. [click to shop]The 2020 GTI is a delight to drive and it's more engaging than anything else VW sells. Although the Golf R was a better performer, the GTI has actually been more friendly and lift-off oversteer is terrifyingly underrated as well as additionally great.

[afamilyauto]

Volkswagen Golf R32 2004 года продали за 65 100 долларов

Volkswagen Golf R32. С тех пор как в 1983 году появился первый хетчбек GTI, каждое последующее поколение становилось все тяжелее и раздуто, при этом мощность автомобиля старались увеличить с каждым разом. Эта тенденция достигла своего пика с Mk4 GTI,когда Volkswagen прошел через несколько двигателей в попытке придать компакту спортивность, которую ожидала его аудитория.  Недостаток мускулов не был проблемой в R32, так как VW дал ему самый большой двигатель когда-либо в серийном Golf. Внутри Volkswagen Golf R32 удалось разместить 3,2-литровый шестицилиндровый двигатель в уже переполненном моторном отсеке Mk4 Golf. Это стало возможным благодаря продуманной конструкции двигателя VR6 от Volkswagen. Узкоугольный (15 градусов) V-6, где оба ряда цилиндров имеют одну и ту же головку. Это в основном рядная шестерка со смещением цилиндров. Это делает длину блока намного короче, чем у традиционной шестерки, позволяя ему вписываться в небольшие автомобили, одновременно извлекая выгоду из более простой конструкции по сравнению с V-6, что снижает стоимость. Кроме того, это, пожалуй, один из лучших звучащих двигателей своего времени. VR6 R32 позволял выдавать 240 лошадиных сил, но с большой мощностью пришел дополнительный вес. Volkswagen Golf R32 был значительно тяжелее GTI VR6, следующей самой тяжелой версией в линейке Mk4 Golf, и тяжелее оригинального Rabbit GTI 1983 года . Но Read the full article

[thatsnakeman]

To celebrate the Rabbit GTI in the USA when it first came in 1983, VW came out with this special “Rabbit Edition” GTI in 2019 to celebrate 35 years. I know the math doesn’t line up but it’s still cool. I took it to the next level with this Outrun themed photo shoot to celebrate it. via /r/outrun

To celebrate the Rabbit GTI in the USA when it first came in 1983, VW came out with this special “Rabbit Edition” GTI in 2019 to celebrate 35 years. I know the math doesn’t line up but it’s still cool. I took it to the next level with this Outrun themed photo shoot to celebrate it. https://ift.tt/3eeNQyf Submitted June 18, 2020 at 04:09PM by forrest_tihler via reddit https://ift.tt/2BfF30l

[perksofwifi]

This Is What a $140,000, 220-HP 1983 Volkswagen GTI Looks Like

If you’re a car enthusiast, chances are you probably like the Volkswagen Golf GTI—or at least can respect its excellent performance-to-value ratio and everyday practicality. Full disclosure, this author owns and loves a MkVI example—but also admits to being fully outdone by Derek Spratt, who in 2011 bought himself a MkI GTI and spent seven years, more than 12,000 hours, and roughly $140,000 turning it into what he calls the “Ultimate ’83 GT.”

That sure is a lot of love. You can, of course, purchase four current-generation MkVII GTIs for that kind of money (and still have some left over), but Spratt didn’t want something new. He instead wanted something perfect. On his website, Spratt cites MotorTrend as part of the reason he bought a previous GTI, a 1982 model, in the first place. That GTI purchase made Spratt one of the first GTI owners in Canada back then, but he sold that car in 1987 and had been longing for more than 20 years to replace it. So, in 2013 with a bit more cash in his pockets, Spratt thought the time was ripe for a revisit of his glory days. He scored this ’83 GTI and set about creating his ultimate Rabbit. 

He says the idea was to make a “cost no object GTI,” and boy did he ever. With a little help, he built a 2.1-liter naturally aspirated four-cylinder engine that makes 220 horsepower between 7000 and 7400 rpm even with a catalytic converter and air box/filter installed; remove the cat, and Spratt says there’s another 20 horses lurking under the GTI’s carbon fiber (not kidding) hood. Given that Spratt’s GTI weighs about 250 pounds less than a normal GTI, or about 1,800 pounds in “track” configuration, with a few nonessential bits removed, performance is lively. Allegedly, the little classic hatchback will scoot to 60 mph in fewer than 5.0 seconds, thanks to that supercar-rivaling power-to-weight ratio. 

Spratt removed weight, but he didn’t exactly gut his VW. He added a number of modern niceties like power windows, forward and rear facing cameras, adjustable heated seats, and even a push-button starter. The result of all his toil is one of the cleanest and more original resto-mods (restored and modified classics) we’ve seen. 

If you’re interested in Spratt’s build and want more details on the seven-year-long build, the owner documented everything about the car on his website. He recorded everything he did to the car in painstaking detail, and even produced a 122-page PDF detailing the build. There also is his YouTube channel and more than 180 videos covering the GTI, including the lengthy summation clip we’ve added here. So, what’s next for Spratt and his Volkswagen? After finishing the build, he sold the car to a young couple from Vancouver to share his passion with others.

The post This Is What a $140,000, 220-HP 1983 Volkswagen GTI Looks Like appeared first on MotorTrend.

https://www.motortrend.com/news/1983-volkswagen-gti-project-car-expensive/ visto antes em https://www.motortrend.com

[bai4zi]

1983 VW Rabbit GTI 撸先生：看片神器，每日更新，高清流畅，无需翻墙，t.cn/EVvnoK4

[volvosaigonvn]

https://ift.tt/3h7Z9u2 https://ift.tt/3dFTTM6 https://ift.tt/2yUBZG5 https://ift.tt/2BzVeWp https://ift.tt/2XCze64 https://ift.tt/2UbClzp https://ift.tt/372Z466 Xe Volvo XC60 - 0908135315 https://ift.tt/2WtyLC9 1983 VW Rabbit GTI Was Worth the Wait https://ift.tt/3eV8ALs #xevolvoxc60 #xevolvoxc60_0908135315

[jonathanbelloblog]

The VW Up! GTI Isn’t Quite the Rabbit GTI I Wanted It to Be

My dad owned a 1983 Volkswagen Rabbit GTI when I was a teenager, and I loved that two-door hatchback and its focused feel from the moment I first (legally) slid behind the wheel upon obtaining my driver’s permit. Fast forward to last year, and VW’s reveal of its new, not-for-the-U.S. Up! GTI for Europe instantly brought me back to my old man’s car; the German company drove the point home even further with references to that original Mk1 GTI in the press release. The Up! GTI, which is based on a model about two sizes smaller than today’s Golf, finally hit European roads this year, and I quickly made plans to hit up VW for time in the pint-sized performance hatchback. An extended summer trip to England allowed that to happen.

The Up! GTI screams cool just as loudly in person as it does in photos. It’s roughly the same size as a Fiat 500 but looks even smaller, and spot-on proportions serve as a strong foundation for the chunky, aggressive aesthetic. Buyers have the choice of two or four doors; my test car was the former. The two-tone, 17-inch wheels are a perfect size for the lowered stance, and retro black and red exterior details contrast the white paint. Inside, the classic, plaid seat fabric is great, but I could do without the somewhat garish red and black checked dash trim—it quite frankly looks out of place. But it’s a very usable cabin, with impressive passenger and cargo room considering the micro exterior dimensions.

The three-cylinder engine in the Up! GTI displaces just 999 cc—yes, it rounds to a mere 1.0 liter—but thanks to the magic of turbocharging, it punches above its size with 114 horsepower along with an impressive 148 lb-ft of torque at a very-low 2000 rpm. And those numbers only have to move 2,400 pounds or so, more than 700 fewer than today’s Golf GTI. The engine mates exclusively to a six-speed manual, so anyone looking for an optional automatic transmission to will thankfully be disappointed. In its specifications, this is a simple car that’s all about simple fun, and one for the shift-it-yourself crowd who value the importance of the conventional handbrake—just as a diminutive GTI should be.

Firing up the suitcase-sized engine begets a surprisingly throaty burble. Sadly, that soundtrack is synthesized through the audio system, making it ultimately feel quite contrived. Sliding the shifter into first and heading off, there’s a diesel-like lack of torque just off idle, but the turbo spools quickly to deliver the (relatively) substantial grunt of the small triple-cylinder. The gearbox is decently smooth but it’s rather light in action and the linkage lacks the crispness of top-spec manuals. Acceleration feels quicker than the numbers suggest—VW quotes zero to 62 mph in 8.8 seconds—although the engine places a premium on torque rather than high-rpm fun. You end up short-shifting often, as the small engine is happy to be economically lugged at low rpm. Again, similar to a diesel.

The ride quality is very good most of the time, especially considering the low-profile, 195/40VR-17 Goodyear summer tires. On rougher roads, the stiffened suspension reveals evidence of the Up! GTI’s economy-car origins, the beam-axle in the rear being one example. The budget is also highlighted in the steering and handling; while the Up! GTI is entertaining to thrash, the steering is slightly slow and offers little in the way of feel. Additionally, the front end runs out of grip early. Throw in a typical English rainstorm and you dream of a more feelsome helm to assist in the search for adhesion on the narrow, undulating roads. As if VW clearly knows the chassis’s limitations, the flat seats offer limited lateral support and there are no provisions to dial back or fully disable the stability control. At least the overall tuning of the electronics has been made with minimal interference in mind.

I was hoping for more with the Up! GTI. There were times when I was thoroughly entertained and grinning like mad driving the little VW quickly on U.K. roads while still averaging more than 40 indicated U.S. mpg. But I don’t feel it fully lives up to those iconic three letters. I take that ‘GTI’ badge very seriously, and I will never forgive VW for the lackluster GTI versions of the Mk3 and Mk4 Golf.

It is important, however, to get a realistic handle on what exactly the Up! GTI is. First, it’s miles better than any of VW’s past Golf GTI mistakes. Plus, today’s Golf GTI costs more than twice as much as the Up! GTI in the U.K. While it almost definitely will never happen, if VW of America were to bring the Up! GTI to the States with a similar pricing relationship, it would only cost a touch over $13,000.

But if it did come here, I’d prefer VW remove the “I” from the badge and call this current car the Up! GT. Then I’d ask the company to have its engineers create a truly hot version to earn back the final letter. It would need more substantial seats (the fronts in the 35-years-old Rabbit GTI were miles better), a limited-slip differential, an ‘ESP Off’ button, and retuned steering and suspension. A proper Up! GTI would also need more poke in the engine’s upper range and a tighter shift linkage. Oh, and tweaked pedals, as they’re currently spaced in such a way that makes heel-and-toe shifting too tricky.

Don’t get me wrong, I still really like the Up! GTI in its current form, especially considering the price and its impressive build quality. But it simply needs to be edgier to wear such an iconic badge, with a chassis and overall driving experience that lives up to the promises made by the rest of the package. Then, yes, send the tweaked Up! GTI to America as an affordable way to court a new generation of enthusiasts, and to augment the Golf GTI and Golf R in VW’s hot-hatch lineup. We truly need a proper modern Rabbit GTI—and I certainly don’t mean the special-edition Golf GTI that VW has planned.

The post The VW Up! GTI Isn’t Quite the Rabbit GTI I Wanted It to Be appeared first on Automobile Magazine.

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[oldmotors]

There was never any doubt about the fundamental goodness of the #Mk1 VW Golf, better known as the #Rabbit in the U.S. - it vanquished most of the opposition it faced when it was new in 1974-5, and it was still a well-regarded small car nine years later when sales came to a close in the summer of 1984. - The Mk1 had a long life even after that, continuing in production in South Africa well into 2009. But in the U.S., the Rabbit had two distinct phases - the early cars, brought in from Germany from 1975 to 1978, and the later cars - built in the U.S. in Westmoreland, Pennsylvania. The strong Deutsche Mark made the imported Rabbits appreciably more expensive than Euro-market Golfs, and building a factory in America could insulate #Volkswagen from currency swings and tariffs. - The Westmoreland plant had been originally built, but never completed, by Chrysler. Other manufacturers had produced “imported” cars in the U.S. before, notably Fiat and Rolls-Royce, but none had done so since WW2. PA-built Rabbits were a little different from their German counterparts though at first they were cosmetically similar (except sporting impact bumpers) - but they used somewhat cheaper materials and had softer suspensions, criticisms VW rectified in 1983. - The cars were face-lifted in 1981 to give them a more “American” appearance and also just to keep them fresh - the Rabbit was battling newer competitors by then like the Dodge Omni and Toyota Tercel. The GTI only arrived in 1983 for Americans, part of an initiative to reinvigorate interest in the aging Rabbit. - Perfect for a gas crisis, the Rabbit suffered from the decline in fuel prices in the oil-market glut of the 1980s, but it was still a quality car and cheap to buy and own, particularly in Diesel form. Arguably the toughest Rabbits, even the 68-hp Turbodiesel Rabbits (they were NA only from 1978-1982) were slow rides to anywhere - but many diesels survive with very high mileages. 1983’s changes and the debut of the Wolfsburg and GTI models got attention, but Westmoreland was operating way below capacity by then and never bounced back, closing in 1988 after building Mk2 #Golfs for three years. https://www.instagram.com/p/BopHf_CFwYX/?utm_source=ig_tumblr_share&igshid=gbadedzlovac

[thegloober]

VW GTI Rabbit Edition Hops Up The Hot Hatch With Black Accents

VW also updates the 2019 range to make driver assistance standard on the majority of its lineup.

Volkswagen of America celebrates its past with the introduction of the 2019 GTI Rabbit Edition that harkens back to the original iteration of the German hot hatch. The model slots in between the base S grade and mid-range SE.

The Rabbit Edition dresses in black over its 18-inch wheels with five sets of dual spokes, rear spoiler, and mirror caps. LED headlights with the company’s Adaptive Front-lighting System comes standard. The body is available in Cornflower Blue, Urano Grey, Pure White, and Deep Black Pearl. On the inside, there are red-stitched floor mats and Rabbit seat tags. For a boost in tech, the bunny-themed model gets keyless access with push-button start, front assist, blind spot monitor, and rear traffic alert.

More 2019 VW Upgrades

Regardless of trim, all examples of the 2019 VW GTI now feature a 2.0-liter turbocharged four-cylinder with 228 horsepower (170 kilowatts), rather than 220 hp (164 kW) from last year’s model. More powerful brakes from the Golf R are also now standard, and there’s a mechanical differential. The combination of forward collision warning, autonomous emergency braking with pedestrian monitoring, blind spot monitor, and rear traffic alert is now optional on the S model but standard on the rest of the lineup.

VW is also announcing some updates for the rest of the 2019 model year lineup. Among them, the Golf and Golf SportWagen now get the 1.4-liter four-cylinder from the 2019 Jetta that produces 147 horsepower (110 kW) and 184 pound-feet (250 Newton-meters) of torque.

In addition, the majority of the range now comes standard with forward collision warning, autonomous emergency braking with pedestrian monitoring, blind spot monitor, and rear. The models include Atlas, Golf, Golf Alltrack, Golf SportWagen, aforementioned GTI, and Passat. All examples of the Beetle and Beetle Convertible get Blind Spot Monitor and Rear Traffic, too.

Source: Volkswagen

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2019 VOLKSWAGEN GOLF GTI: THE ORIGINAL HOT HATCH RAISES THE BAR WITH MORE POWER AND A HERITAGE-INSPIRED SPECIAL MODEL

Standard turbocharged TSI® engine increased to 228 horsepower Front Assist, Blind Spot Monitor, and Rear Traffic Alert are now part of a new available Driver Assistance package on S models New heritage-inspired Rabbit Edition Six-year or 72,000-mile “Bumper-to-Bumper” New Vehicle Limited Warranty beats its competitors’ bumper to bumper coverage in years and mileage MSRP starts at $27,595  

Herndon, VA (September 17, 2018) –The car that defined the term “hot hatch” embodies a classic formula:  refinement, style, power, and playful performance. In 2019, the Golf GTI returns with a host of enhancements that continue the tradition of affordable performance it has built since its U.S. debut in 1983. The GTI has been awarded more than a dozen awards since its redesign for the 2015 model year, and in 2019 it only gets better.

New for 2019

The 2019 Golf GTI is available in the usual three trims—S, SE, and Autobahn—and alimited-edition GTI Rabbit Edition slots between the S and SE trims and pays homage to GTI heritage.  

All models now come with 228 horsepower standard (achieved with premium fuel), an eight-horsepower increase from previous years, plus Golf R brakes and the VAQ mechanical differential. Forward Collision Warning and Autonomous Emergency Braking with Pedestrian Monitoring (Front Assist), Blind Spot Monitor, and Rear Traffic Alert are now available in the optional Driver Assistance Package on S models, and standard on the rest of the lineup.

The heritage-inspired Rabbit Edition is new for model year 2019. It will have a limited production run, and features 18-inch gloss black aluminum-alloy wheels, a black rear spoiler, LED headlights with the Adaptive Front-lighting System (AFS), black mirror caps, Rabbit-badged seat tags, red-stitched floor mats, KESSY® keyless access with push-button start, Front Assist, Blind Spot Monitor, and Rear Traffic Alert. Rabbit Edition will be offered in four colors: Cornflower Blue, Urano Grey, Pure White and Deep Black Pearl.

SE models get new standard equipment, including leather seating surfaces, plus a new available Experience Package, which offers Fender® Premium Audio and DCC® chassis control.

Pricing for the 2019 Volkswagen Golf GTI with a standard six-speed manual transmission starts at $27,595. The new seven-speed DSG® automatic transmission with Tiptronic® starts at $28,695. The destination charge for all Golf GTI models is an additional $895.

Exterior

The seventh-generation car is wrapped in sheet metal that is modern, yet equally unmistakable as a Volkswagen Golf GTI. The shape and design elements remain as defined as ever, with a distinctive C-pillar, roofline framing, and classic Golf GTI side windows, but the striking new front end and steeply sloped hood leave no doubt this is different from previous generations.

All models feature standard LED Daytime Running Lights (DRLs) and, for the SE and Autobahn models, LED headlights with the Adaptive Front-lighting System (AFS) are standard. A bright-red horizontal strip visually connects the headlights to a revised grille and bumper. Those fascias carry a strong character line that travels along the side and all the way back to the taillight clusters, only breaking for the wheelarches. Just above, another body line can be traced from the rear side window all the way back up to the headlights. These subtle body lines help create a poised yet elegant appearance.

In addition to the red horizontal highlight on the grille, the 2019 Golf GTI has several other visual differences from its conventional Golf brethren. The lower front fascia incorporates standard LED fog lights housed within a series of horizontal strakes on either side of a unique mesh pattern grille. Red-painted brake calipers peek behind bespoke GTI wheels and subtle side skirts help to give the GTI a more planted appearance. Around back, bright exhaust tips sit on either side of a unique rear diffuser, while a roof spoiler and LED taillights further differentiate the car.

The Golf GTI has a lower visual center of gravity and a more dynamic stance than the regular Golf, thanks to a sport suspension that lowers the car by 0.6 inches. The Golf GTI is equipped with large 18-inch aluminum-alloy wheels as standard equipment, wrapped in standard all-season or, exclusively optional on the Autobahn trim, 225/40 summer performance tires.

Automatic rain-sensing windshield wipers along with automatic headlights are standard across the lineup. A panoramic power tilt and slide sunroof is standard on SE and Autobahn trims.

Interior

The large, mature cabin has an emphasis on comfort and a substantial features list. There is 93.5 cu-ft of interior room, along with 16.5 cu-ft of luggage space up to the parcel shelf and 22.8 cu-ft to the roof – space that rivals even the largest midsize sedan. The versatility of the load space is enhanced by a trunk floor that can be raised or lowered, while the 60:40 split backrest can be folded to give an almost flat cargo area that can accommodate a full-size bicycle. With the rear seats folded, the Golf GTI has 52.7 cu-ft of cargo capacity.

In addition to the spacious interior, the driver controls are positioned to help optimize ergonomics and usability. The seat position, height of the shifter and the spacing between the pedals are fine-tuned for increased driver comfort. This new driver-centric design focus is evident from the center stack, which is angled towards the driver—a trait frequently seen in premium luxury or performance vehicles.

The Golf GTI’s premium performance personality is further accentuated from the regular Golf model by the red ambient lighting and illuminated door sills; black headliner and trim inserts; buttons and switches that are backlit in white; and the use of premium materials and soft-touch plastics throughout. A GTI-specific instrument cluster, sporty aluminum-look pedals, the unique shifter knob, and the flat-bottomed sport steering wheel also ensure differentiation from its less-sporty siblings.

An equal amount of attention has been paid to helping maximize comfort and convenience. The standard front sport seats, with classic GTI “Clark” plaid seating surfaces, can be heated, and there are six cup holders. Cruise control switches and media controls are housed on the leather-wrapped and red-stitched multifunction steering wheel.

The Golf GTI S includes a leather-wrapped multifunction steering wheel, ambient and footwell lighting with LED reading lights, LED fog lights, and Driving Mode Selection. SE models add with KESSY keyless access with push-button start, a sunroof, and leather seating surfaces.

The top-of-the-line Autobahn variants add standard DCC chassis control, Climatronic® automatic dual-zone climate control, a 12-way power driver’s seat, and the highly-acclaimed Fender Premium Audio.

MIB II Infotainment. All 2019 Golf GTI models feature Volkswagen’s innovative MIB II touchscreen infotainment system. The display utilizes a capacitive-touch sensor (as in smartphone and tablet technology) rather than the more common resistive touchscreens that require pressure, enabling gesture controls like swiping and even pinch-zooming. 

The GTI S and Rabbit Edition are equipped with the Composition Color unit, which features a 6.5-inch capacitive touchscreen display. The infotainment system also offers SD card and USB (one port) multimedia interfaces, as well as a rearview camera and standard Bluetooth® technology for compatible devices.

All other GTI models are equipped with a glass-covered 8.0-inch capacitive touchscreen display—SE models with the Composition Media unit; Autobahn models with the Discover Media system with navigation.

Both units offer one USB port, a JPEG viewer, SiriusXM® radio for a three month trial period, and HD Radio. Both units also have the ability to send and receive SMS text messages with Bluetooth with compatible phones and pair two phones simultaneously. The Discover Media unit offers 2.5D navigation, featuring one-shot voice destination entry, destination entry with search and auto-complete, and predicts possible destinations based on often used routes.

Volkswagen Car-Net. Volkswagen is committed to driving the development of more connected and intelligent vehicles, and the Car-Net® connectivity system is a major element in achieving that goal. Features available through Car-Net are divided into three key areas: “App-Connect,” “Security & Service,” and “Guide & Inform.”

Car-Net App-Connect smartphone integration for compatible devices is standard on all GTI models. App-Connect offers users the ability to run select smartphone apps directly on the vehicle’s display through services such as Apple CarPlayTM, Android AutoTM and MirrorLink®. 

Equipped on SE and Autobahn models, Car-Net Security & Service is a suite of elements that provides security features and also allows owners to access their VW remotely through vw.com/carnet as well as a smartphone app.

Customers purchasing new Volkswagen models equipped with VW Car-Net Security & Service will receive a six-month trial subscription from Verizon Connect Inc. that starts on date of your Volkswagen purchase for no additional charge. To extend the benefits of this system after the trial, customers can choose from a number of payment options: One year for $199 and two years for $378, or month-to-month for $17.99, plus applicable taxes and fees.  App-Connect can be used free-of-charge and is not included as part of the subscription-based services. 

Available Car-Net Security & Service features include Automatic Crash Notification, which can help automatically notify an operator who can quickly contact first responders in the event of a collision; Manual Emergency Call, a feature that allows for quick access to customer specialists at the touch of a button; Roadside Assistance, for added peace-of-mind in the event of trouble on the road; and Stolen Vehicle Location Assistance, which uses Car-Net Security & Service to assist law enforcement with locating your vehicle in the event that it is stolen.

In addition, Car-Net Security & Service offers remote vehicle access, remote door lock and unlock, remote honk and flash of lights, last parked location information, and remote status check (doors and windows). Consumers will also be able to send a location from their connected smart device to the factory-installed compatible navigation system on select models. For consumers who prefer a more personal touch, Agent Destination Assist is also available.

Car-Net Security & Service also includes Family Guardian, which offers features such as: speed alert, which notifies you when the pre-determined maximum speed limit is exceeded; boundary alert, which lets you know when the vehicle has traveled outside of a pre-set virtual boundary; curfew alert, which notifies you if your vehicle is driven while curfew alert is on; and valet alert, which lets you know if your vehicle is driven more than 0.2 miles from the valet drop-off location. 

Diagnostics and maintenance information is also available through Car-Net Security & Service. In addition to the vehicle’s warning and indicator lights, a Vehicle Health Report provides customers easy access to diagnostic information. When it’s time for scheduled service, Car-Net Security & Service not only notifies the customer, but provides a simple way to schedule a dealer visit.

The available VW Car-Net app for smartwatch (supports select Apple Watch® and Android WearTM operating systems) allows VW customers to control a host of Security & Service features and functions available through the iPhone® and Android TM apps and Customer Web Portal, directly from their wrist. Smartwatch wearers can keep tabs on their vehicle from afar, remotely locking and unlocking doors and viewing the status of doors, windows and sunroof (open or closed). These consumers can also find a parked vehicle more quickly, with a map of the current vehicle location, and get walking or driving directions to the vehicle. Drivers can check their fuel level and receive alerts with a compatible smartwatch.

Equipped on Autobahn models, Car-Net Guide & Inform offers an enhanced navigation and infotainment experience for VW consumers. Volkswagen has incorporated technologies that enhance existing navigation offerings while adding an additional level of information that empowers consumers. The in-vehicle navigation system features fuel prices, sports scores, movie information and weather data as part of the three-month SiriusXM Travel Link trial. VW customers will also enjoy real-time traffic information and a complimentary three-month SiriusXM Traffic trial.

Powertrain In classic Volkswagen style, the Golf GTI is powered by a compact turbocharged engine. The 2.0-liter TSI® turbocharged and direct-injection unit that powers the Golf GTI is a member of the latest, third-generation EA888 engine family and is built in Volkswagen’s state-of-the-art factory in Silao, Mexico. The EA888 engine line is a masterpiece of modern engine design that provides high levels of performance, efficiency, and drivability in a lightweight, compact package.

The EA888 engine has been retuned for the 2019 model year and produces 228 horsepower (achieved on premium fuel) at 4,700 rpm, and torque peaks at 258 lb-ft, beginning at just 1,500 rpm and lasting until 4,500 rpm. It can be paired with either a six-speed manual transmission or—new for 2019—an optional seven-speed DSG automatic transmission with Tiptronic, the most advanced such unit Volkswagen offers. The DSG transmission incorporates a launch control feature and a Start-Stop System designed to save fuel.

EPA-estimated fuel economy for the 2019 Golf GTI is currently pending EPA certification. Official EPA estimates will be available prior to the vehicle’s market launch.

Chassis

The A7 Golf GTI was the first U.S.-market vehicle built on Volkswagen’s MQB modular platform.  The unitary construction chassis has two solid-mounted subframes with bolt-on front fenders, and utilizes technologies such as the laser clamp welder, which produces “wobble seam” welds in a wave pattern to help maximize strength in a limited space, offering significantly more strength than a traditional spot weld.

The Golf GTI’s stamped steel body and chassis boasts a large percentage high-strength, hot-formed steel. This technology allows much of the chassis and body to be constructed from thinner and lighter parts without loss in strength.

The Golf GTI features a strut-type front suspension with lower control arms and a multilink rear suspension, both of which are controlled by coil springs with telescopic dampers. The Golf GTI has a lowered sport suspension, which is 0.6 inches lower than Golf TSI models. The front suspension includes a 24-millimeter anti-roll bar while the rear has a 20-millimeter version, 2 mm larger at the front and 1 mm thicker at the back compared with a regular Golf TSI model.

The Golf SE with optional Experience Package and GTI Autobahn feature the latest version of the DCC adaptive chassis control system, which manages the suspension’s rebound and compression rates individually, helping to improve vehicle dynamics.

All 2019 Golf GTI models come equipped with large 13.4-inch front and 12.2-inch rear vented discs, with single-piston calipers all around.

The Driving Mode Selection feature was introduced in 2015 for the seventh-generation Golf GTI. There are three modes on cars with the standard sport suspension: “Normal,” “Sport,” and “Individual.” The DCC adaptive damping system adds a “Comfort” mode. Normal and Sport have a different steering heft and throttle response, while Individual allows a driver to tailor the steering and throttle. On cars with the DSG transmission, the Sport mode gives more aggressive shifts. With the DCC system, Comfort mode puts the dampers in their softest setting for a smooth highway ride and to their firmest setting in Sport for better cornering performance.

Another standout feature on the Golf GTI is the ESC Sport function for very experienced drivers for use on closed courses, such as a racetrack. The system is activated by a two-stage switch on the center console. If the driver pushes the button once, the ASR (traction control) function is deactivated. When the button is pressed longer than three seconds, Electronic Stability Control (ESC) switches to the ESC Sport mode. In high-speed driving, such as on a racetrack, the ESC system operates at a higher threshold for even more agile handling. ESC can also be activated through the “Car” settings menu. 

All 2019 Golf GTI models come equipped with the torque-sensing limited-slip differential, dubbed VAQ. This electronically-controlled differential works in concert with the existing stability systems to help improve traction and performance. Tests at the Nürburgring Nordschleife track have shown lap-time improvements of more than eight seconds compared to Golf models without the differential.

The VAQ acts as a traditional limited-slip differential—which reacts by transferring a set amount of torque to non-slipping wheels when others lose traction—but adds to its effectiveness by monitoring the data from each wheel sensor at all times. Since this data includes both vehicle and wheel speed, as well as yaw and lateral g-force, the system can make precise adjustments to help maintain an optimum torque balance between the left and right front wheels. Up to a full 100 percent of torque can be transferred to either side, as opposed to the fixed “best guess” percentage seen in traditional limited-slip differentials. The result of this proactive (rather than reactive) system is the reduction of the understeer and torque steer that can afflict sporty front-wheel-drive cars.

The Golf GTI also features the progressive electric power steering system. This is an elegant solution to help with a common problem with steering systems, which is that different speeds and maneuvers ideally require different steering rates. In this case, Volkswagen has spaced the teeth on the steering gear’s rack more tightly toward the center. The lower steering ratio in the center means that the car can respond more quickly when entering a turn, while the higher ratio at the ends of the rack can reduce the amount of effort needed near full steering lock, such as when parking. The Golf GTI steering wheel goes from lock to lock in just 2.1 turns, whereas the standard Golf needs 2.76 turns.

Safety

To help protect occupants, the Golf GTI provides a combination of both passive and active safety systems. It features six airbags as standard (front and side airbags for front passengers and side curtain airbags for outboard seating positions), along with a number of electronic safety systems, such as an Anti-lock Braking System (ABS) and Electronic Stability Control (ESC).

A standard feature on the 2019 GTI is Volkswagen’s Automatic Post-Collision Braking System. This builds on the premise that a collision is rarely a single, instantaneous action, but rather a series of events that follow the initial impact—the most significant of which can cause additional collisions. The Automatic Post-Collision Braking System helps address this, in certain crash scenarios, by applying the brakes when a primary collision is detected by the airbag sensors, thus potentially reducing residual kinetic energy and, in turn, the chance of additional damage.

The GTI also includes Volkswagen’s Intelligent Crash Response System that shuts off the fuel pump, unlocks the doors, and switches on the hazard lights if the car is involved in certain types of collisions.

All GTI models feature a standard rearview camera.

Driver-Assistance Systems

To meet the demands of American drivers, the 2019 GTI offers a comprehensive suite of driver-assistance technology. Available features include: Forward Collision Warning and Autonomous Emergency Braking with Pedestrian Monitoring (Front Assist); Blind Spot Monitor Rear Traffic Alert; Adaptive Cruise Control (ACC); Lane Keeping System (Lane Assist); Park Distance Control; Parking Steering Assistant (Park Assist); and High Beam Control (Light Assist).

Front Assist, available on the base GTI S as a part of the optional Driver Assistance Package and standard on all other GTI models, is intended to warn drivers of potential frontal collisions (Forward Collision Warning) with vehicles and pedestrians, and in some cases provide automatic braking assistance (Autonomous Emergency Braking).

Within physical system limits, Forward Collision Warning warns the driver of potential critical front-end collision situations, both acoustically and visually by a warning symbol in the instrument cluster if the car is traveling above 18 mph. Furthermore, an automatic jolt of the brakes can warn the driver of the danger. If the driver fails to brake, or if the car is traveling below 18 mph, Autonomous Emergency Braking is activated to help slow the vehicle. If the brake pedal is applied but the driver brakes too lightly, the brake pressure is increased by the system (Braking Support).

Blind Spot Monitor is available on the base GTI S as a part of the optional Driver Assistance Package and standard on all other GTI models. Blind Spot Monitor uses two radar sensors at the rear of the vehicle to scan the approaching traffic and is intended to warn drivers of potential danger in adjacent lanes. If the driver uses the turn signal to indicate a lane change while a vehicle is detected in a blind spot, the system utilizes a flashing LED symbol in the outer area of the side mirrors. Even if the driver does not use a turn signal, the LED symbol in the mirror will illuminate if a vehicle is detected in the blind spot. The system is designed to help alert drivers in specific situations; stationary objects or oncoming vehicles do not trigger warnings, nor do vehicles more than one lane across away from the vehicle.

If combined with Lane Assist (Autobahn models, see below) the system not only warns the driver with the flashing LED symbol if a vehicle is detected in the blind spot, but within system limits, it can also countersteer to help keep the car in the lane even if the  turn signal is on. If the driver still tries to steer out of the lane, the system will warn with an additional vibration of the steering wheel.

The Rear Traffic Alert system, available on the base GTI S as a part of the optional Driver Assistance Package and standard on all other GTI models, is intended to detect vehicles approaching from the side that may be difficult for the driver to see while reversing. It offers a sizable range of about 65 feet on either side of the vehicle, and will present a visual and an acoustic warning, if a potential collision with a crossing vehicle is detected. If the driver does not react, the system can apply the brakes to help mitigate and, in the best case, can help prevent a collision. The system is activated by putting the car in reverse.

Adaptive Cruise Control (ACC), standard on Autobahn models, uses a forward facing radar to maintain a set speed while helping maintain a set distance to the vehicle in front. The driver sets the speed and the desired spacing via buttons on the multifunction steering wheel and can further use those buttons to adjust and cancel the ACC function while the accelerator can be used to override the ACC function. Pressing the brakes always cancels the ACC function. All ACC-related system messages appear in the central multifunction display. When the roadway ahead of the vehicle is clear, the system maintains the set speed. GTI models fitted with ACC can match a vehicle in front and come to a stop if the vehicle in front does.

Lane Keeping System (Lane Assist) is standard on Autobahn models. When driving above 40 mph, if there is an indication that the vehicle is unintentionally straying from its lane without using a turn signal, Lane Assist actively countersteers to help keep the vehicle in the lane. The system’s camera recognizes visible lane markings and, using a special algorithm, calculates the risk of the car leaving the lane. If the driver takes his or her hands off the wheel for a defined period of time, the system provides an audible warning and a visual signal in the instrument cluster, asking the driver to take over.

The system can work in the dark and/or in fog, but it will not engage if it cannot properly detect lane markings. If the turn signal has been set before crossing a lane marking, the Lane Assist system will not engage or give a warning. The driver can “override” the system at any time by applying minimal force to the steering wheel.

Park Distance Control, standard on Autobahn models, uses ultrasonic sensors located in the front and rear bumpers to monitor a range of up to approximately five feet in front or behind the vehicle. The system is activated when reverse gear is engaged or below a speed of 9 mph and helps provide guidance when parking or in tight spaces. The system has audible and visual warnings when the car starts to approach parked cars or static objects from the front or rear.

Maneuver Braking, a part of the Park Distance Control system, is intended to mitigate or help prevent collisions with static obstacles to the front and rear while the vehicle is maneuvered. The system is active when reverse gear is selected. If the system detects a stationary object while the vehicle is in reverse and moving between 1-6 mph, it can apply the brakes automatically to help prevent or mitigate a collision. The system can be deactivated at any time using the touch display or permanently in the setup menu.

Parking Steering Assistant (Park Assist) is standard on Autobahn models. This system can automatically steer the car into parallel and perpendicular parking spaces (the latter both forward and in reverse). While driving below 12 mph, pressing the Park Assist button will preselect the likeliest parking maneuver based on the size of the parking spot but it will also show other available maneuvers in the instrument cluster. The driver only needs to activate the accelerator pedal and brake once a gear is selected, as Park Assist can automatically help steer the vehicle into the parking space.

The driver can override or deactivate the steering assistance at any time by turning the steering wheel, disengaging reverse gear or pressing the button. Below 12 mph, the system scans both the left-hand and right-hand sides of the road—for example, in a one-way street—for any parking spaces as it drives past. By activating the turn signal, the driver stipulates which side of the road they wish to park on.

High Beam Control (Light Assist), standard on Autobahn models, automatically raises the headlamp high beams above 40 mph on dark or poorly lit roads, if there is no oncoming traffic detected.

Warranty

For the 2019 model year, Volkswagen Golf GTI models in the United States will come with the People First Warranty, a six-year or 72,000-mile (whichever occurs first) bumper-to-bumper New Vehicle Limited Warranty, the remainder of which can be transferred to a subsequent owner throughout its duration.

The six-year/72,000-mile People First Warranty includes powertrain coverage for engines, transmissions and optional 4Motion® all-wheel-drive systems. Additionally, all the elements of the remaining warranty coverage can be transferred to a subsequent owner.

Most mainstream competitors to the Volkswagen brand in the United States such as Honda, Toyota and Ford offer only a three-year/36,000 mile basic warranty and a five-year/60,000 mile powertrain warranty on their cars and SUVs. While Hyundai and Kia offer a five-year/60,000 mile basic warranty and a higher time and mileage limit on their powertrain limited warranties, if the vehicle is sold to a second owner, the powertrain limited warranty is not transferable beyond five years or 60,000 miles from the date it was first sold new.

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Choosing an Automobile for a New Driver

A friend of mine recently posted photos of a Ford Focus RS that met an unfortunate demise via a rather forceful impact with a large tree in his quiet neighborhood. The driver was young and it’s clear he was travelling far too quickly on the residential road. It’s also clear to me that a 350 hp hot hatch isn’t remotely an appropriate automobile for a young, inexperienced driver. Which got me thinking—what is the right type of vehicle for a new driver, anyway?

First, you must remember that pretty much all modern cars are very quick. Gone are the days of properly slow vehicles. My first car was a 1983 Audi 4000 S. I badly wanted a 1983-1984 Volkswagen Rabbit (Golf) GTI but my dad, having owned one, smartly knew that the pocket rocket VW wasn’t a good idea for round one of car ownership. Under the hood of my Audi sedan was a not-even-remotely-lively 74-horspower, 1.7-liter engine. Extra-long gearing in the five-speed manual gearbox added to its leisurely demeanor but the boxy Audi never had any issues keeping up with traffic and cruised happily and efficiently at 80 mph on the highway. Today, the base Audi A4 in North America has 252 hp and hits 60 mph from a stop in around 6 seconds. That’s similar performance to a late ‘80s Porsche 911 Carrera. Even your average modern crossover/SUV would blow away the majority of vehicles on the road 25-year ago.

Speaking of crossovers, there’s the natural assumption by many parents that new drivers need all-wheel drive, especially in the snowbelt. They don’t. Power to all four wheels isn’t necessarily a good fit for educating drivers from scratch. The extra traction can give a false sense of security, especially in inclement weather. Front-wheel drive (with winter tires, of course) is the right setup for the snow as the forward momentum is better aligned with the grip levels when turning and braking. I also recommend buying a car instead of an SUV or crossover, as their lower stance means they tend to handle better and provide drivers more of a feel for the road.

Then we come to the transmission choice. There are many reasons why a manual gearbox is a good idea for a new driver but I fully understand the difficulty in finding a car thus equipped. Plus, finding a parent who actually knows how to drive a manual transmission and, therefore, is able to teach the skill to a new driver is getting more and more difficult. I prefer the three-pedal setup as it keeps drivers focused on the task at hand—driving. You’re less likely to reach for a smart phone or multitask if you have to shift gears. Again, the manual gearbox route isn’t an easy one for most people but, if it can work, I highly recommend taking the path and teaching your child the life-long skill and pleasure of dipping a clutch and shifting gears.

There’s also the matter of who pays for a teenager’s first car. Even if you can afford it, you should share the costs with your child. This includes insurance, which can be crazy expensive for a new driver. That 1983 Audi came with 144,000 miles (one-owner, with flawless service records from new) on the clock and cost $1,900 to purchase in 1991 (equivalent to about $3,470 today). I paid for half and my dad paid for half. He also made me a deal: if I kept the car nice and got good grades, he’d pay me my $950 portion when I graduated from high school. I took excellent care of my Audi and got the money from my dad in 1993. I continue to take OCD-like care of my cars to this day because I started off with that mindset from the beginning. My cars are worth more when I sell them and people often ask me to get in touch when I put one of my cars up for sale due to the meticulous maintenance and well-kept condition.

Given all of this, what vehicles make sense for the new driver? Well, the easy route is to not worry about it and simply trickle-down a current family vehicle. I don’t recommend that path. It’s important to go through the process of hunting for a used vehicle with your child. Teach them the process of finding a quality, pre-owned automobile. If one of my kids were ready for their first car, I’d be digging through Craigslist ads for a $5,000-7,000 (or maybe less) car outside of the salt belt (read: a rust free car) featuring a manual gearbox, a well-written ad and good photos. I’d make sure to confirm service records, ownership history, etc. and, if all checks out, I’d invest in having the car inspected by a reputable mechanic.

Maybe a Mazda3 or a Ford Focus would be good, as I’m partial to the utility and style of a hatchback. Or a Toyota product like a Matrix—or its twin, the Pontiac Vibe. Even though I like the German engineering, I’d stay away from an older VW Golf due to potential expensive repairs. They seem to lack simplicity and reliability. I like Honda products too, but most are sedans and their high resale values make them more expensive to purchase. Again, the rarity of a manual gearbox means I’d stay pretty open to what specific vehicle to hunt for and concentrate on service records, ownership history, condition, etc.

I’m glad I have quite a bit of time before I need to worry about this process with my kids. It’s not an easy one, but it’s never too early to begin chatting with your children about the process, costs of car ownership, maintenance routine, insurance, etc. Car enthusiasts sometimes take for granted that many of us understand the world of buying of good car. Many people don’t, especially the youth. So start by teaching your kids early. Maybe they’ll grow up to be responsible enough (and interested enough) to eventually to enjoy the ownership of a crazy-fast hot hatchback without imbedding it into a tree.

The post Choosing an Automobile for a New Driver appeared first on Automobile Magazine.

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1983 Volkswagen Rabbit GTI 1983 VW Rabbit GTI Clean Runs Great

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A More Powerful Car is Not Always a Better One

My British wife enjoys living in America but she’s also properly cynical about many aspects of our over-the-top society. I’m regularly reminded by my lovely bride that more isn’t always better—many times it’s simply more. In the world of cars, the ever-increasing horsepower of each new version has no international boundaries. No matter what country an automobile originates from, the latest generation usually carries more power. I don’t believe that needs to be the case.

My dad’s old 1983 Volkswagen Rabbit GTI only had 90 hp. I had my first proper go in the wonderful hot hatch as a drivers permit-carrying 15-year old. The black two-door felt fast and was wicked fun. The old man smartly sold the VW before I obtained my driver’s license, as I likely would have killed myself if I had daily access. But by today’s standards, the small hatchback was terribly slow. I drove one recently—how did I ever think it was fast? A big part of that surprising sensation is surely because today’s average sedan and SUV—even pickup truck—carries Rabbit GTI-annihilating speed and power.

Contrast that with the Four Seasons 2017 BMW M2, which is currently in my possession. I’m consistently blown away by what an insanely fast car it is—and it’s the company’s entry level M car. The dual-clutch gearbox adds to this sensation, making the small German coupe faster than the manual version. But does the M2 actually need to be that fast? I’d argue that BMW would be better off concentrating on reducing weight and offering a more focused and pure driving experience.

Supercar manufacturers are in the same boat. A friend of mine owns an early McLaren MP4-12C. I’ve driven the car many times and had some further seat time recently. To be honest, nobody needs a car faster than an MP4-12C. Its 616-hp engine never, ever stops pulling and I saw maximum velocity numbers at Grattan Raceway that I’ve never seen in other cars. And that early modern McLaren is a dinosaur in the evolution of cars—it’s the same age as an iPhone 4S.

The 650S replaced the MP4-12C and now there’s the new 720S. You can’t tell me that the majority of owners come remotely close to exploiting the full potential of the their daily-driver SUV or sedan let alone their crazy-fast McLaren. But like sex, horsepower sells and it’s rather tricky to market a new automobile to the upper crust if the latest model carries less output.

One possible alternative that still feeds the marketing department animal is the lap time. What the stopwatch displays at the famed north loop of the Nurburgring—the Nordschleife—is a benchmark that car geeks like to follow and manufacturers love to brag about. The updated 2018 Porsche 911 GT3 only carries 25 more horsepower than the outgoing rear-engined two seater yet its ‘Ring time of 7:12.7 is a rather impressive 12.3 seconds shorter. Remember that the ‘Ring is a daunting 12.9-miles around. But does that actually translate into something for the end user—the buyer?

There is no doubt development at the undulating German circuit is helpful but I’m not so sure the ultimate lap time is that important now that most performance cars have gotten so insanely quick. Yes, maybe it makes sense for track-rat cars like the 911 GT3 RS due to their extremely focused nature and the particular type of buyer, but I’d argue that the typical buyer of the GT3 changed with the arrival of the speed-enhancing PDK dual-clutch gearbox in 2013. It widened the appeal of the 911 GT3 to other less-hardcore buyers even though it’s much quicker around a circuit than the old manual versions.

I actually love that Porsche is offering the choice of the PDK or a 6-speed manual on the updated 2018 911 GT3, not that it’s a sound financial decision to go the row-your-own route. The 500-hp, naturally aspirated GT3 comes standard with the more sophisticated PDK. If you want to sacrifice speed, efficiency, and lap times, you can tick the box on your order form for the manual gearbox but you save no money. That doesn’t bother me at all and I wouldn’t buy the car any other way—Porsche understands there’s a market for people who care more about fun and involvement than the outright lap times. There is clearly hope for this world.

The manual gearbox option is only a baby step. Let’s just hope Porsche keeps building the 911 GT3 without the need to bump the horsepower each time a new version arrives. They’ll likely have to turn to turbocharging if the power creep continues and anybody with a brain doesn’t want that to happen. There are few more visceral experiences than revving Porsche’s flat-six engine to 9000 rpm.

Certain ego-centric buyers will always carry the ‘bigger is better’ mindset. They can’t remotely wrap their head around the fact that the Corvette Grand Sport is a better car than a Corvette Z06 or that the Mustang Boss 302 was far more fun and better balanced than the Shelby GT500. I sincerely hope the next generation of car geeks understand what makes cars great and helps foster a strong market for pure, focused driving machines. Plus, it’s always nice to reinforce that my wife was right all along.

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