2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for More

First Drive Assessment

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Worth the wait, but you may want to wait for more.

It is lastly right here. 2 Geneva shows ago, VW 1st revealed the Golf SportWagen. That summer time, we ran our initial-drive report on the European model and started counting the days till we could get a single here. Effectively, this a lot-anticipated Jetta SportWagen replacement arrives in U.S. dealerships by early April. As with the 10Best-winning Golf hatchback and GTI, the long delay was due to the wait for assembly of the North American–market model at VW’s plant in Puebla, Mexico. Our very first drive in these Mexican-built wagons confirms that they’re as solid and enjoyable as any other 6th-generation Golf.

While VW’s ambitious U.S. sales targets would have a better possibility of reaching fruition if Wolfsburg would send us new models as quickly as they’re accessible in Germany, lower charges for assembly and transportation spend off in an aggressive pricing scheme for the new wagon. Despite arriving so late in the year, these SportWagens are 2015 models for a handful of months. The 2016 models will probably bring the addition of an all-wheel-drive version (officially: “We’re operating on it”) and will certainly incorporate upgraded telematics and a constructed-in USB port that the 2015 edition nevertheless lacks.

Circled Wagons

VW gave us a likelihood to drive the U.S.-spec SportWagens in and about Austin, Texas, just as the large crowds for the SXSW confab had been coming into town and clogging the main highway arteries. Luckily, we have been able to get out into the surrounding Hill Nation.

Even without having all-wheel drive in the mix but, there are 6 SportWagen models, counting S, SE, and SEL trims accessible with either the 1.8-liter TSI 4-cylinder gasoline engine or the 2.-liter TDI diesel. Add the 3 transmissions and there are 10 configurations ahead of you even start off scanning the alternatives list. With limited time and miles at our disposal, we opted to sample the price tag-leader gasoline model and a loaded-up SEL with the diesel. As with other Golfs, the TSI comes with a manual transmission only in the base S model, and that’s a 5-speed unit. This runt of the litter should also endure a restriction on peak torque to 184 lb-ft versus the 199 claimed for its brethren equipped with a slushbox. All SE and SEL gasoline-burners have the 6-speed automatic as common. A 6-speed stick shift is normal with every TDI. Clutchless operation charges an extra $ 1100 where it’s available, regardless of whether it’s the torque-converter automatic on the 1.8T or the dual-clutch DSG on diesels.

Doesn’t Feel Cheap

Thinking about its weakling status in the lineup, the base model delivers a lot of goodness for $ 22,215. No, you do not get navigation or energy lumbar supports or push-button start, but for those who prioritize the driving knowledge, the Golf’s sturdy foundation yields a premium really feel. Adding the larger cargo area and stiffer rear springs to accommodate the payload, plus a complete foot of length and about 100 pounds of vehicular mass, doesn’t diminish the virtues of a rigid structure, tight assembly, and driver-friendly handling. We kept reaching for a sixth gear out of habit, even even though we didn’t need to have it at 66 mph in fifth gear, the tachometer shows the 1.8T spinning at 2000 rpm. It is quiet and buttery in operation and the torque remains enough that you can climb moderate grades without having shifting down. The engine’s qualities do not consist of thrilling high-rpm antics, anyway, and our tests show this drivetrain performs effectively in the regular Golf. Perhaps the torque restriction would be far more noteworthy if we’d folded down the back seats and loaded up the 66.5 cubic feet of cargo volume with heavy gear.

A greater deterrence to choosing this bottom-feeder might be the standard 15-inch wheels and Continental tires if you want to shift for oneself and burn gasoline, that’s all you get from the factory. SE and SEL models supply 16-, 17-, and 18-inch alternatives, and even the base diesel rides on 16s. The 15-inchers yield a very good ride with tiny road noise and the wheels are aluminum, a step up from the old Jetta’s base steel rims, but the little tire does not have the turn-in bite a driver longs for when the road gets interesting. We discovered ourselves generating mid-turn steering corrections out in the hills as the front end washed out—although we should note that heavy rains the day just before left the road damp and wet in places.

An Audi with no Quattro?

Turn-in was no longer a issue when we moved into a TDI in SEL trim on 18-inch wheels. If something, the scenario inverted as the a lot more efficiency-oriented (though still all-season-rated) Pirelli Cinturato P7s in size 225/40 introduced some effect harshness to the ride and could be heard hissing on rough-textured pavement. The sweet spot here for value, ride, comfort, and moderately entertaining behavior may well be a TDI in the SE trim on 17s, and we’d possibly go with the manual. If we’re not acquiring a clutch pedal, the DSG tends to make a great second-greatest option, but as soon as you’ve anted up the premium for the diesel (contact it $ 2000), the transmission’s $ 1100 cost may possibly be much better spent on other choices or accessories.

The automobile we drove carried a $ 33,955 MSRP with $ 695 for the Driver Assistance package (forward-collision warning and parking assist) and $ 995 for the Lighting package (adaptive bixenon headlamps and LED accents), each of which we could reside with no but you may possibly really feel otherwise.

In size, interior ambience, and demeanor, this loaded instance reminded us a lot of an Audi A4 Avant of about a decade ago—according to a single VW engineer, the cargo space is higher, actually, but the rear seat tighter than it was in the former VW Passat wagon and that Avant. If and when we get the all-wheel-drive SportWagen, the similarities will be downright eerie. But try not to make us wait also significantly longer, VW, okay?

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2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for More

2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for Far more

Initial Drive Overview

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Worth the wait, but you may possibly want to wait for much more.

It’s finally here. 2 Geneva shows ago, VW 1st revealed the Golf SportWagen. That summer time, we ran our 1st-drive report on the European model and began counting the days till we could get one particular here. Well, this much-anticipated Jetta SportWagen replacement arrives in U.S. dealerships by early April. As with the 10Best-winning Golf hatchback and GTI, the extended delay was due to the wait for assembly of the North American–market model at VW’s plant in Puebla, Mexico. Our first drive in these Mexican-constructed wagons confirms that they’re as solid and enjoyable as any other 6th-generation Golf.

While VW’s ambitious U.S. sales targets would have a much better opportunity of reaching fruition if Wolfsburg would send us new models as soon as they’re offered in Germany, reduce expenses for assembly and transportation pay off in an aggressive pricing scheme for the new wagon. Regardless of arriving so late in the year, these SportWagens are 2015 models for a couple of months. The 2016 models will most likely bring the addition of an all-wheel-drive version (officially: “We’re operating on it”) and will definitely incorporate upgraded telematics and a constructed-in USB port that the 2015 edition still lacks.

Circled Wagons

VW gave us a possibility to drive the U.S.-spec SportWagens in and around Austin, Texas, just as the big crowds for the SXSW confab had been coming into town and clogging the significant highway arteries. Luckily, we had been capable to get out into the surrounding Hill Nation.

Even with no all-wheel drive in the mix yet, there are 6 SportWagen models, counting S, SE, and SEL trims accessible with either the 1.8-liter TSI 4-cylinder gasoline engine or the 2.-liter TDI diesel. Add the 3 transmissions and there are 10 configurations ahead of you even begin scanning the choices list. With limited time and miles at our disposal, we opted to sample the price tag-leader gasoline model and a loaded-up SEL with the diesel. As with other Golfs, the TSI comes with a manual transmission only in the base S model, and that’s a 5-speed unit. This runt of the litter must also endure a restriction on peak torque to 184 lb-ft versus the 199 claimed for its brethren equipped with a slushbox. All SE and SEL gasoline-burners have the 6-speed automatic as standard. A 6-speed stick shift is common with every single TDI. Clutchless operation fees an additional $ 1100 exactly where it is obtainable, regardless of whether it is the torque-converter automatic on the 1.8T or the dual-clutch DSG on diesels.

Does not Really feel Low-cost

Considering its weakling status in the lineup, the base model delivers a lot of goodness for $ 22,215. No, you do not get navigation or energy lumbar supports or push-button start, but for those who prioritize the driving encounter, the Golf’s powerful foundation yields a premium really feel. Adding the bigger cargo location and stiffer rear springs to accommodate the payload, plus a complete foot of length and about 100 pounds of vehicular mass, does not diminish the virtues of a rigid structure, tight assembly, and driver-friendly handling. We kept reaching for a sixth gear out of habit, even although we didn’t need to have it at 66 mph in fifth gear, the tachometer shows the 1.8T spinning at 2000 rpm. It is quiet and buttery in operation and the torque remains enough that you can climb moderate grades with no shifting down. The engine’s qualities do not include thrilling high-rpm antics, anyway, and our tests show this drivetrain performs well in the common Golf. Possibly the torque restriction would be a lot more noteworthy if we’d folded down the back seats and loaded up the 66.5 cubic feet of cargo volume with heavy gear.

A greater deterrence to choosing this bottom-feeder may possibly be the normal 15-inch wheels and Continental tires if you want to shift for your self and burn gasoline, that is all you get from the factory. SE and SEL models supply 16-, 17-, and 18-inch selections, and even the base diesel rides on 16s. The 15-inchers yield a excellent ride with small road noise and the wheels are aluminum, a step up from the old Jetta’s base steel rims, but the modest tire does not have the turn-in bite a driver longs for when the road gets intriguing. We located ourselves generating mid-turn steering corrections out in the hills as the front end washed out—although we should note that heavy rains the day just before left the road damp and wet in locations.

An Audi with no Quattro?

Turn-in was no longer a dilemma when we moved into a TDI in SEL trim on 18-inch wheels. If something, the scenario inverted as the more overall performance-oriented (though still all-season-rated) Pirelli Cinturato P7s in size 225/40 introduced some influence harshness to the ride and could be heard hissing on rough-textured pavement. The sweet spot here for value, ride, comfort, and moderately entertaining behavior may be a TDI in the SE trim on 17s, and we’d possibly go with the manual. If we’re not obtaining a clutch pedal, the DSG makes a great second-very best alternative, but when you have anted up the premium for the diesel (get in touch with it $ 2000), the transmission’s $ 1100 expense might be far better spent on other choices or accessories.

The automobile we drove carried a $ 33,955 MSRP with $ 695 for the Driver Assistance package (forward-collision warning and parking assist) and $ 995 for the Lighting package (adaptive bixenon headlamps and LED accents), both of which we could live with no but you may really feel otherwise.

In size, interior ambience, and demeanor, this loaded instance reminded us a lot of an Audi A4 Avant of about a decade ago—according to 1 VW engineer, the cargo space is greater, in fact, but the rear seat tighter than it was in the former VW Passat wagon and that Avant. If and when we get the all-wheel-drive SportWagen, the similarities will be downright eerie. But try not to make us wait too significantly longer, VW, okay?

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2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for Far more

2016 Range Rover Evoque Convertible Spied: Wait, They’re In fact Constructing It!? – Future Automobiles

2016 Range Rover Evoque Convertible Spied: Wait, They’re In fact Constructing It!? – Future Automobiles

2016 Variety Rover Evoque Convertible Spied: Wait, They’re Actually Developing It!?

Future Cars

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Yep, an Evoque with a ragtop.

• CHRIS DOANE AUTOMOTIVE AND


• THE MANUFACTURER

What It Is: Possibly this year’s greatest automotive reason to scream “Aaaaaargh!” at the skies although emptying any handgun you happen to be holding into the uncaring heavens, just like in Point Break. That, and also a cabriolet version of the Range Rover Evoque.

Why It Matters: Land Rover has threatened to do this for some time. The organization brought an Evoque cabriolet notion to the Geneva motor show back in 2012, and we’d heard in the summer season of 2013 that production had been approved. But then issues went silent. Most of us figured that the great folks in Coventry had been taking as well a lot of drugs, or possibly not fairly sufficient, and that like most such clearly ludicrous suggestions it had been quietly dropped.

These shots are confirmation that didn’t take place, with the convertible version seemingly set for launch later this year as portion of the Evoque’s midcycle refresh (which, Land Rover lately announced, will include full-LED headlamps). As such, it truly will be boldly going exactly where only Nissan and AMC have gone ahead of. There have been a lot of SUVs with removable roofs—think Jeep Wrangler or Land Rover’s personal icon, the Defender—but this will join only the wonderfully dumb Murano CrossCabriolet and the early 1980s AMC Eagle Sundancer among those that can be regarded as complete-fledged convertibles. Which means that Land Rover is either effectively ahead of the curve or set to be laughed out of court.

Platform: It’s an Evoque without a roof, and though the decapitation will give Land Rover’s engineers some structural concerns to resolve, it shouldn’t be also challenging for them to integrate some underbody reinforcement. Yet another question, albeit one that’s most likely to be asked only really seldom by the sort of people who buy it, is how the Evoque cabriolet will cope if asked to carry out any half-severe off-roading—with its roof up or down.

Powertrain: We believe that all U.S.-destined Evoques are going to stick with the present 2.-liter turbocharged gasoline engine for the foreseeable future the newer “Ingenium” engines won’t be coming onstream for a although yet. The cabrio will also use the current 9-speed automatic gearbox, and it will most likely have the torque-vectoring system that has been common on U.S. Evoques because the 2014 model year.

Competition: Nothing at all, unless you count utilised CrossCabriolets or the trillion-times-far more-manly Wrangler.

Estimated Arrival and Cost: Expect this mutant to leave Charles Xavier’s School for Gifted Youngsters for the 2016 model year at a base price of about $ 55,000, or roughly 20 percent far more than the 2-door hardtop Evoque.

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Wait, What? To Increase Road Safety, Russia Bans Transsexuals and Other individuals with “Sexual Disorders” from Driving

Russia has a road security problem, and it is performing one thing about it by decreasing the quantity of drivers on the road. While not the most nuanced strategy, statistically speaking the move sort of checks out. The country’s selected criteria for paring down the quantity of licensed drivers, on the other hand, is as illogical as it is appalling. According to the BBC, the notoriously anti-gay and discriminatory state has decided to ban transsexuals, these with “sexual problems,” and a host of other individuals from acquiring drivers’ licenses. Dilemma solved?

Skill—or the lack of it—should be the only arbiter when it comes to figuring out who deserves the privilege of handling a vehicle. Russia’s attempt at legislating its way out of a spiraling road-safety problem is little a lot more than bigotry, a deployment of a politically well-known conservative Russian ideology targeting a minority group who clearly aren’t the root cause of site visitors accidents. No doubt Russian lawmakers are hoping to gain points for the look of pro-safety action whilst also notching a win with the seemingly huge number of intolerant Russians.

In addition to transsexuals, any person with a rash of “mental disorders” that includes such not-mental issues as fetishism, exhibitionism, pathological gambling, and kleptomania. (The World Health Organization classifies these as “impulse” and “sexual” disorders.) You do not need us to explain that these proclivities have extremely, really little to absolutely no bearing whatsoever on the operation of a motor automobile. Intriguingly, Russia’s driving ban also covers “voyeurism” it is not presently clear how this article of the government’s driving order jibes with Russians’ widespread use of dash cams.

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While the Russian law positively drips with discrimination, it is not as if the nation woke up one day and realized it was suffering too many traffic-associated deaths—estimated at about 30,000 folks per year—and went in search of an individual to pin it on. Only just signed into law, the bill arrives at a particularly hard time for Russia’s government. Those low gas costs every person here is dancing about? They’re pinning Russia’s fossil-fuel-dependent economy to a wall. Blaming an unpopular issue on an unpopular minority is an straightforward “win” for a country bent on distracting its men and women from bigger problems. Ironically, the these larger problems, including the tumbling worth of the Russian ruble, might have the ultimate limiting effect on the pool of drivers: Automakers recently suspended Russian sales until the economic climate improves.

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Wait, What? To Increase Road Safety, Russia Bans Transsexuals and Other individuals with “Sexual Disorders” from Driving

Light and commercial vehicle market adopting a cautious ‘wait and see’ attitude to new purchases

Steven Barker, Head of Secured Lending at Standard Bank

While the Reserve Bank remains confident that the economy is unlikely to fall into a recession, the possibility that South Africa could slide into a recession if a second quarter of negative economic activity is recorded, will impact on the sales of light and commercial vehicles alike, says Standard Bank.

The increasing pressure on the automotive sector has been particularly felt in the sales of new vehicles, says Steven Barker, Head of Secured Lending at Standard Bank. This has been apparent in the slowdown of credit growth within households, to its lowest level since November 2012 when it stood at a high of 10.4%. In April this dropped to only 4.6%.

Commercial vehicle sales are also under pressure across all categories. Fleets are getting older as replacement cycles are lengthened, and this has resulted in rapidly increased vehicle maintenance costs. Fierce competition for loads between transport operators is also leading to reduced profit margins, placing further stress on the sector.

When considering that fuel costs have increased considerably and continue to fluctuate, insurance premiums are up, and wear and tear increases as vehicles exceed their replacement cycles, and their values depreciate, the pressures within the commercial sector become obvious.”

“It was therefore no surprise that recent sales figures revealed that during May, domestic sales of new light commercial vehicles, bakkies and minibuses continued to decline year on year by 5.1% to 13866 units, although in comparison to April of the same year, we have seen a marginal increase in the number of units sold. Sales of medium commercial vehicles, at 752 units continued to dropped 14.4% year on year whilst new heavy trucks and bus sales increased by 4.3% to 1785 units.

“Vehicle Exports continue to show a sharp decline year on year at 40.5% with a total of 15613 units, some 10000 less units than May 2013. Expectations of increased exports rest heavily on an improved production in the second quarter and an introduction of another vehicle for the export market” Barker says.

With inflation creeping past the 6% ‘comfort level’ set by the Reserve Bank, many potential car and commercial vehicle buyers could also be delaying purchasing decisions, says Mr Barker.

“There was a welcome respite last month when the Reserve Bank decided not to increase the base prime interest rate-despite many predictions to the contrary.”

It can be expected, however, that rates are on their way up. More cautious vehicle buyers will consider this and the impact it could have on mortgages and other financial commitments. On the other hand, many buyers will stay in the market and either ‘buy down’ or look to acquire a pre-owned vehicle in the belief that buying now could pre-empt further increases later in 2014 and early in 2015.”

“A bright spot in an otherwise subdued outlook for the remainder of the year is that exports of the new Mercedes-Benz C-Class are expected to begin in July. This could see volumes of exports increasing and a recovery in export sales in the second half of 2014.”

Although various authoritative sources within the industry expect either a decline (Naamsa 3, 5%) in new car sales, there is consensus that the second-hand car market will show significant growth in the personal market.

“The value of sales in this arena will be bolstered by the number of low mileage vehicles that come on the market with portions of service and maintenance contracts intact. This sector will be made more attractive by expected subdued economic growth. Further price increases for new vehicles will be above the inflation rate due to pressure on the rand and interest rates.

“Whilst businesses are under strain, we urge business owners to weigh up the increased costs of servicing older fleets plus the increased down-time on your business versus purchasing new vehicles. When your maintenance costs out way the cost of a new vehicle, then the obvious choice of replacing becomes financially sound”

“Many will regard the purchase of a new vehicle at this stage of the year as a way of staying in the market, and will attempt to stabilise their motoring costs by defining their budgets and holding them at a set level. Mechanisms like balloon payments, no deposits, as well as competition amongst finance houses will undoubtedly assist these decisions.”

“Other buyers will purchase down to stay with their favourite car brand, with the belief that we have weathered recessions before, and that economic downturns are cyclical events. They will rationalise that where there is a downturn there must be an upturn, and that the purchase of a new vehicle should be seen in this light,” says Mr Barker.

Also view:

Vehicle Finance, Car Insurance and Road Safety

Buying and Selling a Vehicle – Informed decisions and the Vehicle Retailer

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Light and commercial vehicle market adopting a cautious ‘wait and see’ attitude to new purchases