A report in Autocar claims the diminutive car will be manufactured in India at a cost of roughly €900. The company will then turn around and sell the cars for roughly €9,000.

Of course, this does not factor in the additional costs of either import & export taxes, nor does it include shipping & transportation fees. These costs will certainly cut into VW's profit margin on the car. However, the company could just as easily add a "destination charge" on top of the sticker price to maximize their profits.

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The Jetta SportWagen once again posted its best sales month ever with sales of 1,982 units. Clean diesel TDI's accounted for 81 percent of SportWagen sales, 40 percent of Jetta sedan sales, and 29 percent of Touareg sales.

"Volkswagen of America is encouraged by the momentum of our clean diesel TDI sales," said Mark Barnes, Chief Operating Officer, Volkswagen of America, Inc. "It appears that U.S. consumers are starting to realize the many benefits of today's clean diesels--vehicles that attain more than 30 percent better fuel economy while emitting 25 percent less greenhouse gas emission, all without sacrificing driving dynamics," Barnes added.

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The red dot award is just the latest award the CC has collected for its exterior design. Other awards already nabbed include the IF Product Design Award 2009 and the Australian International Design Award.

The process behind choosing the winners for the red dot awards is exhaustive, with design experts from all over the world collaborating to evaluate each entry in the competition's numerous categories. The design experts are changed each year to keep the selection process as impartial as possible and ensure that the awards remain an effective indicator of good design.

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The disguise hides an updated the grille, front bumper and headlamps.

The facelift is a final tweak for the mk1 Phaeton before an all-new model appears in 2011.

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The Euro-spec GTI is equipped with a second-generation 2.0 TFSI engine with 210 hp and 207 lb-ft of torque. New to the European market, this is the same power unit that appeared in the U.S.-spec Mk V in mid-2008 with 200 hp. (Where did the 10 hp go? Volkswagen of America rates the EA888 2.0 TSI on 91 octane; if you run 93 octane you'll get about 210 hp.) Both transmission options were at our disposal: six-speed manual and DSG. Being a DSG owner, I had no desire to drive the former. But in order to give a fair assessment, I tried both, and I was surprised how much faster the manual felt compared to the DSG. It was fantastic to have a greater connection with the car-but as soon as I returned home to the daily traffic grind I realized that the manual is a fun mistress, but my marriage to DSG is eternal happiness.

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What's the Bluesport like on the road then?

Surprisingly good - it feels absolutely rock solid and creak free on the move, with crisp steering, responsive brakes and a decent suspension set-up. The 258lb ft has no trouble in shifting the concept’s 1300 kilos (the production car will weigh closer to 1.2 tonnes) and the big brakes easily pull the Bluesport to a pause.

The big wheels cause it to tramline a little, but overall the allegedly unfinished car provides a remarkably smooth and balanced drive. It's a beautifully balanced car.
And inside?

A joy – it’s minimalist, but it doesn’t feel meagre either thanks to the easy-to-use touch-screen MMI and climate control dials that glow blue or red depending on the temperature you set. The driving position is low, but there’s plenty of leg and elbow room, and the black leather-trimmed seats are very comfortable.

The bright orange roof is also a thing of beauty, weighs only 27kg, and despite the mid-engined layout and cubby for the folding hood, there's 112 litres of storage space in the nose and another 70 in the rear.

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The redesigned Volkswagen Golf Estate aka VW Golf Variant has been unveiled in Europe, priced starting at $25,650. A sibling will reach U.S. dealers this fall, badged as the 2010 VW Jetta SportWagen.

Based on the sixth-generation VW Golf, the new Golf Estate has been completely redesigned inside and out and will be offered in three trim levels. In Europe, the base model comes with such standard equipment as electronic stability program, six airbags, daytime running lights, roof rails, power windows, power heated mirrors, split-folding rear bench seat, remote power locks and climate control.

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What qualities are required for an engine to be considered the best-of-the-best in today's world? Naturally, any given engine needs to make enough power for its intended application, but fuel efficiency is just as important in modern society. This being the case, it's not terribly surprising that Volkswagen's innovative 1.4-liter Twincharger engine has taken home top honors as the 2009 International Engine of the Year, beating out BMW's powerful 3.0-liter direct-injected twin-turbo six-cylinder powerplant.

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Although the extensive camouflage doesn't give us much to work with, expect a revised grille to join more sculpted, drawn headlamps that lend some familial cohesion to the sedan. Imagine a stretched and broadened Golf and it's likely you're not too far off. Other tweaks include a reworked rear bumper and tail lamps, along with a new instrument panel, center stack and shifter arrangement. A range of powerplants will be available – possibly including a V10 or V12 TDI.

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However, the Euro-spec Golf TDI that we tested over a quick drive was quite a tease—eliciting a number of oohs and ahs from some features that, most likely, we’ll never see on the U.S. versions. For instance, it had VW’s Adaptive Chassis Control (ACC), which in the U.S. will likely be offered on the pricier GTI but not the Golf. AAC has three modes—normal, Comfort, and Sport.

The new Golf VI, as it’s been called, carries over the platform of the current model, but with some obvious extensive changes to packaging. The driving position has improved, and the interior has been simplified in layout yet upgraded in terms of materials; most noteworthy was the plush, grippy fabric that stood out from the meshy, lint-attracting fabrics that so many U.S. products are now getting.

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We drove the current range topper, a Polo 1.2 TSI, which comes mated to a typically Volkswagen-slick six-speed manual ‘box, but can also be had with a seven-speed twin-clutch gearbox. The tiny four-pot motor is aided by a turbo, produces 104bhp and 129lb ft, and VW claims 51.4mpg on the combined cycle.

All 129lb ft are available from 1500 to 3500rpm, so you needn’t rev to the 6000rpm red line. The throttle responds promptly and this Polo can be punted along at a decent pace. Do so though and you’ll have the little engine drinking at less than 30mpg. But you can also get it close to the claimed figure if you drive normally.

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The new version will be smaller and considerably lighter than the current model in an effort to improve fuel consumption, coupled with a range of efficient engines.

Its new underpinnings will be shared with the next-generation Porsche Cayenne and Audi Q7 SUVs, with increased use of aluminium to shed unnecessary weight.

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The new 2010 Volkswagen Golf GTD—essentially a diesel version of the sporty GTI—gets a new 168-horsepower version of the in-line four that makes 258 lb-ft of torque; that’s significantly more than the 140 hp and 236 lb-ft that currently goes into the Volkswagen Jetta and Jetta Sportwagen (and is due later this year in new versions of those cars plus the Golf). The GTD gets either a six-speed manual gearbox or VW’s excellent six-speed DSG gearbox

VW says the new GTD’s engine is stronger, more economical, and quieter than ever before. Yet it has performance that compares with the base 2.0T engine in the GTI; it can reach 62 mph (100 km/.h) in just 8.1 seconds with a top speed of 138 mph. The GTD achieves a surprising 44.4 mpg (U.S.) in the European cycle—roughly equivalent EPA highway figures—so with its 14.6-gallon fuel tank, that permits a range of more than 600 miles.

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VW reportedly assembled three separate five-door Golf bodyshells, one solely using steel, one using a mixture of low-cost materials and one using nothing but exotic, high-tech materials. According to Autocar in the UK, these concepts reduced the overall weight of the Golf's shell by between 20- and 41-percent, with the best combination of price and weight savings boasting a 30-percent weight reduction.

Besides the desirable weight loss program, these shells also needed to be at least as safe as a standard steel bodyshell and be viable for mass production. The first production vehicles using this innovative process are expected in 2012.

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Advanced vehicle systems like stability control, ABS and traction control have become so common that we often gloss over them in a car's spec sheet, but they are important innovations for safety. Volkswagen's CC has taken that to heart, outfitting a core complement of technologies that have helped it secure the Insurance Institute for Highway Safety's Top Safety Pick award.

The basics - ESP, ABS, brake assist and traction control - are all accounted for on all 2009 Volkswagen CCs. The entire VW lineup for 2009 features ESP as standard, but bringing all of these systems together gives the CC the edge. Standard side airbags in 2009 models also helped to push the car over the top.

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Now, according to AutoWeek, Volkswagen’s BlueSport Roadster is ready to make the leap from concept to production. Due to the mid-engine platform, Volkswagen says that the production BlueSport could carry a starting price-tag of about $30,000 when it hits showrooms.

Right now there is only one BlueSport Roadster in existence and it carries a 180-hp 2.0 TDI 4-cylinder common-rail diesel. Mated to a 6-speed DSG, the BlueSport Roadster averages a whopping 55 mpg.

According to Mario Fabiano, the BlueSport’s project leader, also under consideration is the 265-hp 2.0L turbocharged gasoline direct-injection that powers the Scirocco R.

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$23,870 for a right-sized station wagon with a fast and frugal turbo-diesel engine? Sounds good to us. Add 29 MPG city and 40 MPG highway figures and that becomes an excellent deal for high-mileage commuters, long-term owners and epic road trip-takers. The 33 MPG average TDI engine carries a $2,445 premium over the similarly spec'd 24 MPG 2.5-liter Jetta SE.

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Overall, sales of the Jetta were up 27.6 percent in May and it appears that most of that gain was due to the new Sportwagen and TDI versions. The 2009 Jetta TDI was the first tier 2 bin 5 compliant clean diesel car to make it to market last year when the first examples went on sale in August. The diesel versions of the Jetta have always been popular when they have been available in the U.S. and this new one was no exception.

In May, TDI sales had their best month yet at 3,862 cars sold, accounting for over 36 percent of Jetta sales.

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We didn’t get a chance to drive the hottest Polo, the GTI, but the turbocharged 1.2-liter TSI emerged as our favorite engine so far. It spools up noticeably around 1800 rpm, and feels very much alive from just beyond 2000 rpm up to the 6000-rpm redline. By contrast, the naturally aspirated 1.4 feels reserved and is far slower to respond. With the three-banger engines, the Polo is hopelessly underpowered outside city traffic.

We also drove the two lesser TDIs and came away impressed with both. The 90-hp unit is sporty and responsive up to 5000 rpm, and even the 75-hp turbo-diesel pulls strongly enough for most situations. Earth-friendly types will be impressed by the BlueMotion equipment, including an engine start-stop system, offered with the 90-hp diesel. So equipped, combined fuel economy rises as high as 65 mpg in the optimistic European cycle.

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That's why VW's designers have been given free reign to rid the Polo of its blandness, taking inspiration from the Scirocco coupe rather than the Golf. And it's paid off: the new Polo looks sharp and classy.

Under the bonnet things are equally interesting. All engines are up to 20% more fuel-efficient, and three are brand new to the range - a smoother common rail 1.2 and 1.6 diesel and, star of the range, a small 1.2 TSI that generates a healthy 104bhp and helps the Polo crack 60 in less than 10 seconds.

A headline-grabbing BlueMotion will also come on sale next year that will average an incredible 85.5mpg while emitting just 87g/km. A GTI version has also been confirmed; expect at least 170bhp from its turbocharged and supercharged 1.4.

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Here's the nub of it, however: the R32 was actually a pretty good thing in just about any circumstance. True, it didn't have the sharp steering of some of its racier competitors, nor did its engine have the breathy urgency of some turbo tear-aways. But if you could live with that slightly more grown-up demeanour, the R32 was all class.

The R32's interior nailed the target with optional sporty Recaro seats and touches such as the flat-bottomed steering wheel.

Safety was the job of six airbags (only four if you opted for those delicious Recaros) and a full suite of braking and traction electronics to keep things steady. It worked, because the R32 scored a five-star NCAP result.

The biggest choice you'll need to make is whether to go down the purist path with the six-speed manual gearbox or the techno-trail with VW's excellent six-speed dual-clutch automatic.

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The 2009 Volkswagen CC—or Comfort Coupe—is a radical departure from VW's standard design language, but the styling is a runaway hit with reviewers. Expect to turn lots of heads while driving the Volkswagen CC.

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The first things you notice are the big step up in cabin presentation and quality, and the on-road refinement of the new car. Even with the diesel engine under the bonnet, the Polo is surprisingly quiet.

The BlueMotion diesel is the most frugal offering in the Polo range. It drives very similar to the regular turbo diesel but uses technologies such as start/stop to further reduce fuel consumption. Following the advisory gearshift change points on the dashboard did take a little bit of getting used to as it advises you to change up a lot earlier than you normally would and use the low-down torque of the engine to pull you up through the gears. The start-stop system works the same as most other systems on sale overseas – turning off the engine when you come to a stop and restarting as soon as you push the clutch pedal.

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According to VW of America spokesman Steve Keyes, we will indeed see this facelifted Jetta wagen this fall. Keyes tells Autoblog: "In order to simplify production, we'll make the change to our Jetta and as an added benefit, we believe the customers will appreciate the differentiation from the current sedan."

For now, the sedan will retain the big chrome grille until it gets refresh. The updated Jetta sedan will likely arrive in 2010 or '11 sporting the new corporate face.

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In any case, the Eos White Night is big on contrast, with a Candy White body offset by a Deep Black Pearlescent roof, side mirrors, and radiator grille. The look is an interesting one, as it uproots one of the inherent strengths that the folding hardtop convertible medium achieves best – the ability to have a matching body shell and roof, something that isn't as easily achieved with a conventional folding cloth top.

In addition to the contrasting black-and-white motif, the White Night also receives cherry-red LED taillights, 18-inch "Budapest" alloys, as well as nappa black leather with contrasting light seams, White Night sill panels, and Candy White trim strips. Every White Night comes equipped with automatic climate control, sports suspension (lowered 15 mm) and heated front seats.

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The car would slot into VW’s lineup as a smaller sibling to the Scirocco coupe, with which it will share most of its styling, and there may even be some influence from the recently revealed Bluesport roadster concept.

As a more aggressive variant to the Polo family, as well as a stepping stone to the higher-spec Scirocco, the Polo coupe will be getting the carmaker's impressive 1.4L supercharged and turbocharged engine. According to AutoExpress, the compact engine will be churning out close to 180hp (140kW) in the Polo coupe, and this should provide for some spirited performance, especially when matched with VW’s new 7-speed DSG. This same engine will also appear in the Polo GTI, which was recently previewed in concept form at the 2009 Worthersee tuner show.

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Under the bonnet beats the same 2.0-liter TSI engine that powers the Scirocco, but VW has managed to squeeze another 7.4kW from it to up the maximum power to 155kW. Torque remains the same at 280Nm though. It takes the GTI 6.9 seconds to sprint to 100km/h (marginally quicker than the Scirocco and GTI Mk5’s 7.2 seconds) but in real life it feels even faster than the stats would have you believe.

It doesn’t tear up the tarmac, that is true, but what the GTI lacks in eye-popping acceleration it makes up for with the accessibility of its power. Push it hard and you can still get the tyres to spin on take-off, but it will never respond with the torque steer and rabid handling of a hardcore hatch like the Focus RS. In general, the GTI approaches performance with significantly more civility – much like the Mk5, only smoother and more refined.

The new engine is more eager from low down in the rev range than before and also feels much punchier than its predecessor. VW has also managed to shave some off the fuel consumption (now 7.3 liter/100km compared to 8.0 liter/100km on the outgoing model) and CO2 emissions (170g/km compared to 189g/km) while pushing the top speed up by 5km/h to make this the fastest GTI ever.

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Hans Dieter Potsch, VW board member responsible for finance, said, "A mini-MPV is in an area we have under active consideration. In terms of downsizing, people will not stick to one type of small car or another."

A European VW source told Autocar, "Some firms with excellent core superminis struggle with mini-MPVs or crossovers and vice versa. Properly executed, they can be complementary."

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The Golf Mark VI takes everything we’ve come to expect from Volkswagen and polishes off a few rough edges to bring the car in line with the brand’s new design direction - which is clearly evident in both the Scirocco-esque front end and Tiguan-ish tail.

The result is an attractive, well sorted and dynamically enjoyable vehicle that boasts exceptional fit and finish, a quiet, balanced ride, as well as that all important high level of safety.

With a 1.4-litre turbocharged four-cylinder engine under the bonnet, the Golf is far more spirited than its 90kW output rating would have you believe, managing the 0-100km/h sprint in a touch under 10 seconds.

The six-speed manual gearbox too is an absolute delight; very smooth to operate with an excellent spread of ratios.

Plus, with 200Nm on hand from just 1500rpm, the Golf is an easier drive than most manuals in this class and seems to make shifting cogs a far less busy occupation than you would at first believe.

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Well, while not as head-turning as the Ford, the Polo is certainly one of the classiest small VWs ever built. It gets a neat horizontal grille and sleek headlight arrangement from the Golf and Scirocco, which is mixed with chunky tail-lights and clean surfaces. And it’s much bigger than the old model, too. Measuring 36mm longer than before (taking the length to 3.95m) and 32mm wider with a 13mm lower roofline, the Polo has a very purposeful look. It’s also safe – VW predicts a maximum five-star Euro NCAP crash-test rating.

Inside, the cabin takes a leaf out of the Golf’s book and makes another leap forward in doing so, combining the latter’s high centre console with neat silver-rimmed dashboard dials and a host of aluminium highlights. The quality of soft-touch materials on top-spec models provides a premium-feel environment.

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Perhaps the real appeal of the Golf GT is not simply that it was almost as fast as a GTI, but that it could deliver genuine performance while still achieving good fuel economy and low emissions.

The official government combined fuel consumption figure of 7.7 litres/100km applies to the GT with either the conventional manual or DSG gearboxes.

And when you look at what else can run 0-100km/h in under eight seconds at that sort of economy, there's not much around that isn't a high-tech turbo-diesel. The only real catch was that, as an advanced piece of technology, the GT's engine required a diet of 98-RON premium unleaded. It could cope with 95 now and then but regular unleaded would only be a get-you-home measure.

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So, on a hot Sacramento day, we took the wheel of a car that just might be the future of automotive transportation. As the car is built on the Passat platform, it doesn't exactly look like the car of the future. The controls and ergonomics are all very familiar. But a kilowatt gauge takes the place of a tachometer on the instrument cluster.

Although driven by an electric motor, which doesn't make much sound in itself, the car produced a steady whining sound. Not unpleasant, but certainly noticeable, it came from the compressor used to push hydrogen into the fuel cell. The power-train packaging is similar to that of a gas-engine car, with the fuel cell stack, compressor, and control software under the hood, and hydrogen tanks at the rear axle. The car also has a lithium ion battery in the middle of the chassis, which provides electricity storage for the regenerative brakes and supplements the flow to the motor.

Putting the car in Drive, we quickly found that we had to push the accelerator all the way in to get going. There was also some shuddering when starting off, which the Volkswagen engineer in the car with us explained away as a software glitch. Initial acceleration was slower than we expected, but we suspect that is how the car is programmed; the electric motor should give it strong initial torque, and the fuel cell doesn't need any significant time to wind up its electricity output.

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What is it?

It’s the new, super-economy version of the new VW Polo, still a year from British showrooms, but more or less complete. We drove a late prototype at VW’s launch for its other Polo models in Sardinia, Italy. If VW’s other BlueMotion models (Golf, Jetta, Caddy, Passat, Touran) are anything to go by, this will have a claim to being the world’s most frugal supermini.

The VW Polo BlueMotion is powered by an all-new 1.2 litre three-cylinder common-rail turbodiesel producing 75bhp, and driving through a five-speed manual gearbox with very widely spaced ratios and an tall (30mph/1000 rpm) fifth gear.

The engine stops when the car is stationary in traffic, then restarts when the driver selects first gear. There’s a smart alternator that does most of its battery charging the when the car is slowing, and the body is fitted with body bits to improve its aerodynamics (front splitter, flat undertray, side skirts, rear window fairing and a 10mm lower ride height).

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The new model could be presented at the Frankfurt show next September, and if not in its final version, we could see a concept car form. Having seen the Golf Plus and Variant, the Touran may not stray much from the current version. The engines will be those already seen on the Golf, starting with the 1.4 litre TSI, and including the 1.6 litre TDI, 1.8 litre TFSI and the 2.0 litre TDI Common Rail with manual or DSG transmission.

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Like its smaller siblings, the Touareg gets low rolling resistance tires and revised final drive ratio to lower engine revs. Aerodynamic drag is reduced by dropping the body one inch closer to the ground than regular models.

The 225 hp 3.0-liter V6 diesel earns a 28.3 mpg (U.S.) rating on the EU combined driving cycle. That's a 10 percent boost over the standard Touareg TDI with the same engine. That's also an improvement over the 26.1 mpg (U.S.) of the recently demonstrated Touareg hybrid. Europeans will be able to get the Touareg TDI BlueMotion for €50,450 effective immediately.

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A VW source hints at available third-row seating, but we advise you not to sell your Suburban yet, since, as in most SUVs of this type, it will be mostly symbolic in nature.

Impressively, the specification brief for the new Touareg called for up to 600 pounds to be shaved from the portly SUV, although our VW source acknowledges this target was rather optimistic, and won't stand when the Touareg reaches showrooms. With variation depending on engine choices, we believe half of the original target to be a more realistic figure.

We suspect that VW could either permanently diminish the Touareg’s off-road capability or make it optional; the company’s engineers must have watched with dismay as customers thwarted the capabilities of the all-wheel drive hardware with their beloved 18- to 20-inch wheels. In terms of saving weight and cost, taking out some of that unused capability is nearly a no-brainer.

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The engine lineup is adopted directly from the regular Golf hatchback, which means four different petrol engines will be available with outputs of 80hp (60kW), 100hp (75kW), 122hp (90kW) and 160hp (118kW), respectively. The most potent unit utilizes VW’s TSI design with both a turbo and supercharger present. Fuel economy for the base engine is rated at 36.75mpg (6.4L/100km), while the more powerful 1.4L TSI unit with 160hp is rated at a more economical 37.33mpg (6.3L/100km).

Diesel fans will be treated with several engine options, including two 2.0L units at launch developing 110hp (81kW) and 140hp (103kW) respectively. Fuel economy for the 110hp entry-level diesel is rated at 52mpg (4.5L/100km), while the more powerful 140hp unit is rated at 48mpg (4.9L/100km).

In front, the new Golf Estate can be recognized by its unique bumper, radiator grille and engine hood styling, plus its modified fenders and headlights. The rear, on the other hand, has a new hatch as well as unique tail-lamps and exhaust assembly.

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The test system we saw relied on a touch screen for all input, although a production system might use some hard buttons on the edges of the screen. But unlike standard touchscreen applications, this system allows for multitouch, making gesture control, similar to that used on the iPhone, possible. Jensen demonstrated tracing a lower-case 'h' with his fingertip on the display, which caused the system to bring up the home screen. Similarly, tracing an 'n' brought up the navigation screen.

In this development stage, the system had applications for navigation and music, but Jensen explained that it could serve as a platform for third-party developers to build useful widgets that could be installed by the end user. This model would be similar to how iPhone owners can load apps from iTunes.

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The Scirocco shares its 265-horsepower/350 Nm (258 lb-ft) 2.0L turbo four with the Audi S3, but unlike the latter, the VW is a front-driver. Drivers pick gears via either a 6-speed stick or DSG, and the VW Scirocco R gets the XDS electronic differential featured in the new GTI. On the tarmac, the Scirocco R makes the run from zero to 62 mph (100 km/h) in 6.5 seconds with the manual gearbox.

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The production Polo GTI isn’t due for launch until the end of the year but the latest concept car gives us a preview of what to expect. The concept car features a 1.4L turbocharged and supercharged engine with 86hp (63kW) on tap, but to make it really stand out designers have added a ‘Flash Red’ paint scheme with black racing stripes.

Other details include 18in ‘Budapest’ alloy wheels, blacked out grille and headlight surrounds, and a sports exhaust system. Inside, the sporty theme continues with black and red nappa leather seats, aluminum tread plates and red leather stitching for the brake handle, gearknob, steering wheel and door trim.

The Golf GTI concept, on the other hand, gets its own ‘Firespark Metallic’ paint scheme, black 19in alloy wheels and a set of distinctive smoked LED tail-lamps. When it comes to power, the concept features the same powerplant as the production Golf GTI, which means a 2.0L TSI engine with 210hp (155kW) on tap is nestled under its hood.

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While details are slim, Channel4 says that a company insider came clean to journalists about the diesel roadster's demise at a recent Australian press event, and according to said source, the reason for the model's mothballing is that the company believes that the dire global economy won't support niche products like the BlueSport.

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Following in the footsteps of eco concepts like the Golf Twin Drive diesel hybrid (pictured) and up! city car, it will be solely electric, and could rival Vauxhall’s Ampera. According to insiders, development of the electric drivetrain is at an advanced stage, and bosses are looking to use their home show to highlight the technology.

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Volkswagen’s Polo Bluemotion, which goes on sale in May 2010, will exhale just 87g of carbon dioxide for every kilometre you drive, and return up to 85.6mpg. That’s cleaner than the Pope’s freshly laundered robes, and makes the saintly Toyota Prius and Honda Insight hybrids – both the wrong side of 100g/km – look comparative sinners.

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The 1.4-liter TSI EcoFuel powerplant has an output of 150 horsepower and fuel consumption of 5.2l/100km (45 mpg U.S.) when running on gasoline. Driven with natural gas, the Touran uses 4.7 kg/100 km, earning a respectable 126 g/km of CO2 emissions.

Running exclusively on the 18 kilograms of natural gas stored in four separate tanks, the Touran's range is 370 kilometers (240 miles), but the car also comes equipped with an additional 11-liter gasoline tank, which allows a total range of 520 kilometers.

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These are the first spy shots of a test-mule for the new car, revealing a longer and wider platform. Clear giveaways on this test-mule, hidden beneath the sheet metal of the current model, are the extended wheel arches and a stretched B-pillar

Under the hood, a replacement for the VR6 engine will be in place, putting out close to 300hp (224kW) from a displacement of 3.0L. To improve mileage and maintain power, the new engine will also be using direct injection, while the rest of the powertrain lineup is expected to benefit from some form of forced induction as well. Other models will include a new hybrid as well as a high-performance diesel with AWD.

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VW has already previewed its electric minicar in the form of 2007’s up! blue plug-in hybrid concept vehicle. The advanced concept featured a hydrogen fuel cell mated to an electric motor and lithium-ion battery array. Driving on electric power alone, the 60hp (45kW) electric motor could carry the vehicle over a distance of 65 miles, more than enough for most inner city trips. The production version is likely to feature an electric motor as its sole power source.

Before the arrival of the electric up!, however, VW will launch several other versions including a petrol-electric hybrid, MPV model and possibly even a sporty cabrio. In total, VW is hoping to sell close to 500,000 units of the up! annually.

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Based around VW's proven TSI and TDI technologies, the 1.2L petrol and 1.6L diesel engines promise to deliver the driving experience of bigger engines while drinking less at the pump - and without the expense and complication of a hybrid drive system.

"The potential of internal combustion engines is far from exhausted," said Dr Jens Hadler, VW's head of engine development. Both engines are slated to slot into the new Golf and Polo.

The 1.2L turbo petrol unit generates 105hp (78kW) while its bigger brother, the 1.6L TDI comes in 90hp and 105hp (67kW and 78kW) flavors for the Golf and a 75hp (56kW) variant that's limited to the Polo only, all while meeting the EU's Bin 5 emissions standards. The 1.2L engine is modeled on VW's award-winning 1.4L TSI unit.

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You tend to get a feel for your car's fuel consumption rate. Without even looking at the gauge you can tell how much gas you've got left and how long until the next fill up.

That doesn't work with the Jetta TDI.

In fact, we thought VW was playing a joke on us (they do this cheese prank that is sooo not funny) when the car's fuel gauge refused to budge. In its first few weeks with us, the needle stayed near Full. Granted we were only using the car to commute to work and run short errands, but that still meant some 20 miles each day, more on weekends. Someone had to be filling this thing up at night. That or we were in a space/time continuum rift.

Eventually, I needed to make a 300-mile trip down south. Typically, I'd hit the local gas station and fill up, maybe get some road nosh. No need. The Jetta still said it was fueled.

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The Golf-based coupe will feature a storming 262bhp version of the 2.0 TFSI engine already available in 197bhp form. That means a 0-60mph sprint in around six seconds and a 155mph top speed. The same engine will power a Golf R20 model too.

In addition, the R will get a bodykit, with lower front and rear bumpers and more sculpted side skirts, as well as larger 19-inch wheels.

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The brisk interest in the handsome little Polo is doubtlessly partly attributable to the German government's "cash-for-clunkers" bill which provides €2,500 to scrap old cars ($3,400 USD) in favor of a new model. The legislation has prompted German car buyers to pick up new cars at a brisk pace. In Europe, the compact Polo will receive powertrains that can produce between 59 and 103 hp, with a BlueMotion diesel that's capable of 61.9 mpg (US).

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The roof will be soft-top electric model, differentiating it from the Eos coupè cabriolet and its name will be simply “Golf Cabrio”. Engine options will include the full range, along with all the important new units, such as the 1.2 litre TSi and diesel and hybrid options.

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Behind the CC's wheel, we're not having any trouble turning heads. It looks twice the price.

Like most V6-equipped cars in this segment, the CC has more than ample power reserves (280 hp), offering up a quick downshift when in "sport" mode to take advantage of the 265 lb-ft of peak torque.

Gripes aside, though, let's be honest-a car's styling is a major factor in any purchase, and this one is way too cool for its class.

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The biggest change goes unseen—an evolution of the GTI’s electronic pseudo differential, now called “XDS electronic transverse differential lock.” In a corner, XDS gently brakes the inside front wheel to ensure optimal traction. We were skeptical, especially because a brake-based system is not technically a differential, but our suspicions were unfounded. XDS not only rubs out any hint of torque steer, it does a remarkable job of limiting understeer—even if you mash the throttle well before the apex of a corner.

The new interior features plenty of chrome accents, a flat-bottom steering wheel, and VW’s latest touch-screen navigation system. A new acoustically damped windshield and thicker side glass attempt to cut down on cabin noise, and indeed the GTI is amazingly hushed.

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One of the key attributes needed to be a successful auto journalist is the ability to be repeatedly asked by dozens of friends, family members and total strangers on Facebook acquaintances what car they should buy. And then have all of your hard thought advice totally ignored. Again and again. Being in my mid-thirties, many of my friends are having babies and realizing that their hand-me-down beater two-doors just ain’t kid friendly. Or the all important “safe.” Of course being in Los Angeles, they’re also worried about planet earth, too. And because they’re all retired hipsters NO MINIVANS! In other words they want something large that gets good gas mileage and lets others know they’re (still) cool. I’ve so far recommended the 2009 Volkswagen Jetta SportWagen TDI to two people, because if you want a large (and therefore presumed to be “safe”), kid-friendly car that gets excellent gas mileage, the Jetta SportWagen TDI is really your best bet.

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Due to be launched in late 2010 as a 2011 model, the new Touareg will be slightly smaller than the current model but will feature a range of more fuel efficient engines and be able to seat up to seven passengers.

The new platform will be shared with the next-generation Porsche Cayenne and Audi Q7 and will feature increased use of aluminum to keep weight down. It will also be slightly sportier and adopt styling influences from the more recent Tiguan SUV.

This early test hack is still wearing the current Touareg’s sheet metal but several key differences reveal that it is in fact the next-generation model. These include the wider rear bumper and misaligned fuel filler cap. The front of the car also features a different intake system, which is also positioned lower than on the current model.

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The car is fitted with the same 2.0L turbodiesel engine as the recently revealed Golf GTD and is rated at 170hp (127kW) and 258lb-ft (350Nm) of torque. This engine fully complies with tough Euro 5 emissions standards, yet still accelerates the car from 0-100km/h in 8.1 seconds when equipped with VW’s six-speed DSG (a six-speed manual is also available). At full-throttle, the Scirocco GT TDI will be able to reach a top speed of around 222km/h.

While the acceleration figures don’t seem that impressive for the GT TDI, the torquey nature of the engine and low-end pulling power should ensure performance fans won’t be too disappointed - the peak torque of 258lb-ft (350Nm) comes on at just 1,750rpm. However, fuel consumption is where the car really shines, with a claimed fuel-economy of 44.4mpg (5.3L/100km) for the European cycle. Combine this with the car’s 55L fuel tank and theoretically it will be able to drive over 1,000km on a single fill.

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The new social site is separated into two parts. The first is labeled "Truth" and is a place where Volkswagen will spread information on its modern TDI engines and the car's they are installed in. The other section is called – you guessed it – "Dare," a place where VW will announce contests and challenges for drivers of TDI-equipped vehicles.

The first video posting on the new site attempts to show the difference between old diesel engines and modern "clean diesels" like the current Jetta TDI using a coffee filter.

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Volkswagen Germany has unveiled a new special edition to the Eos range. The 260 hp “GT Sport” comes equipped with DSG transmission, cherry red LED rear lights, chrome grille slats, smoked headlights and rear glass. There’s an exclusive color scheme comprising of a ‘Rising Blue’ Metallic body with a black roof. The alloy wheels are 18-inch ‘Samarkand’ items.

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n the main, Jacoby allowed that the unnamed Chattanooga-built sedan will hit the market in the spring of 2012, with a targeted price tag of "around $20,000," and the car is tipped to rely on versions of the company's 2.0-liter and 2.5-liter engines that are already in production. Although the design has not yet been made public, Jacoby notes that the car was finalized over the last few weeks in Wolfsburg, and a rendering of the car (above) leaked out in February.

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For now, it's limited to a key chain, a military-style cap, a messenger bag, and, somewhat incongruously, some baby gear. If your life isn't complete without, say, a GTI golf towel, you're outta luck – for now. The merchandise line is expected to grow beyond these few initial products, giving owners additional opportunities to let everyone know what they (and their offspring) are riding in.

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Volkswagen AG Chairman Martin Winterkorn said yesterday the company would build the "NSF" family at the plant in Bratislava, which already assembles vehicles for VW, SEAT and Skoda. Production begins in 2011, and three- and five-door versions will be built for those brands, too.

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Volkswagen just announced pricing for its hot new diesel-engined GTI brother, the Golf GTD, at least in the UK. The new performance diesel will start at £21,850 RRP when it arrives in British dealerships on June 22. That MSRP is for the three-door, six-speed manual model. Add £585 for the five-door model and £1,305 for the six-speed DSG automatic gearbox, and the top rung begins at £23,740.

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While the 125kW 2.0-litre turbo diesel will probably command most CC sales, the 3.6-litre V6 is the sweeter mill and does a better job of matching the promise alluded to by the design. The direct-injection engine musters 220kW of power, enough to propel the near 1.7-tonne body to 100km/h in 5.6 seconds.

It does so with an alluring sound, in keeping with the theme of the car. The engine also forms a satisfying partnership with the twin-clutch DSG transmission, which with smaller engines can be jerky in stop-start traffic. There are paddle shifts if you want to play race driver but in "D", the computer does an admirable job of choosing the right ratio.

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Volkswagen will field two Sciroccos powered by natural gas in the Nurburgring 24-Hour race over May 23/24.

After becoming the first automaker to win the
Dakar rally with a diesel in January VW is now tackling another challenge – racing twice around the clock using EcoFuel on the world's most demanding circuit.

Each Scirocco GT24-CNG has a two-litre turbo engine powered by natural gas and delivering nearly 220kW. The factory team will also run three more Sciroccos with two-litre turbo petrol engines in the classic endurance race.

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The GTI is one of the few cars that transcend both social and economic barriers in Europe, where it can be found in the garages of both the most wealthy and the less fortunate. More importantly, it has remained true to its roots as an economical, fun-to-drive hot hatch. So does the new sixth generation model still capture that spirit? After a full day tearing the car up and down the mountain roads in southern France we were left with big perma-grins and felt like we could breath a sigh of relief that the newest GTI is still a GTI.

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There was something perfectly right about the first GTI, which was introduced to the European market in 1976. This sporty version of the Golf hatchback was powered by a 1.6-liter engine that delivered 108 horsepower — a modest number by today's standards. Even so, it created a sensation back then and a new vehicle segment. U.S. enthusiasts had to wait until the 1983 model year for the GTI to land on this side of the pond. It was powered by a "federalized" 1.8-liter engine that developed 90 horsepower. Again, it was a hit.

Fast-forward more than a quarter-century as VW introduces a sixth-generation GTI. This new iteration of the archetypal pocket rocket has been subtly redesigned, with shrewd attention to quietness and traditional GTI cues. Gen 6 nonetheless makes strides in handling and performance, with a slightly more potent version of the brilliant 2.0-liter turbo engine. What the 2010 GTI lacks in outright muscle it more than makes up in balance, quality, refinement and ultimate poise.

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Pictured on the right, the Scirocco R is clearly wearing a more aggressive body kit with lower front and rear bumpers and more sculpted side skirts, as well as larger 19-inch wheels. But there’s no sign of the wild rear wing attached to the Bologna show car.

When it goes on sale to the public, the Golf-based coupe will feature a storming 262bhp version of the 2.0 TFSI engine already available in 197bhp form. That means a 0-60mph sprint in around six seconds and a 155mph top speed.

Appropriately, both the Scirocco R and Golf R20 will make their public debuts at the Nurburgring 24-hour race in May. Prices should start from around £25,000 when it goes on sale later this year.

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Designed and produced by Volkswagen Individual, a special engineering wing of Volkswagen responsible for the Passat R36 and Touareg R50, the new Tiguan R Line offers a significant visual overhaul over the standard model but unfortunately no improvement in performance.

Its new look is achieved by a new body-coloured front splitter which sits below the front bumper along with a unique matt chrome grille section together with blistered wheels arches which frame new R Line 19-inch multi-spoke alloy wheels wrapped in 255/40 tyres.

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As of March 25, 2009, we've had our Four Seasons Jetta TDI for six months, but it's hard to get a clear idea of where this car has actually traveled; its fuel range is so sizable (about 500 miles) that the Jetta's hand-written fill-ups occupy less than a page and a half of the car's paper logbook. Compare that with our long-term Mitsubishi Lancer Evolution, for instance, which has endured almost twice as many fuel stops over the same distance, thanks mostly to its small tank and relatively poor fuel mileage.

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In fact, VW is banking on about 30% of sales for its new Golf to be a diesel based on high demand seen for current Jetta diesel. Currently, VW is selling around half of its wagon Jettas as diesel models, while around 30% of the sedan variants sold are diesels - far greater than initial expectations for the U.S. market.

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WHEN Walter de’Silva, design director of the Volkswagen Group, unexpectedly broke into Italian while speaking to the press at the Detroit auto show last January, it was a sign. As he did at Audi, Mr. de’Silva would be giving a more romantic look to the Teutonic geometry of Volkswagen.

The design language Mr. de’Silva is bringing to VW can be seen this week at the New York auto show in the form of a redesigned Golf and its sportier derivative, the GTI. Both cars go on sale in the United States in the fall.

The change of direction came suddenly, when Martin Winterkorn was made chairman of VW’s management board in January 2007. To add consistency and boldness to the company’s products, he brought in Mr. de’Silva, the son of an architect, born outside Milan, who had won respect for his reinvention of Audi’s design and for his earlier work at SEAT, VW’s Spanish subsidiary, and at Alfa Romeo.

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If you're looking at buying a Golf GTI (the new one will be here soon) then go check out the Scirocco 2.0 TSI with its DSG gearbox - the model I drove at the launch. It sits on Golf underpinnings and its two-litre turbo engine come from the same family; it and the Golf's power outputs are almost the same but the Scirocco will be faster on the track because of its lower centre of gravity and different suspension.

It's also individual with much sexier sports-car looks, four-adults capacity and semi-station wagon capability though VW SA reckons there will be little crossover buying because the four-door GTI is a favourite with young families. The Scirocco has only two doors; access to the rear requires a squeeze past the fold-forward backs of the front seats, but it's child-friendly with IsoFix seat anchors back there.

VWSA concedes that the Scirocco is very much a niche car, though one for drivers who require high performance and impeccable handing from their car. Why, then, does the Scirocco have such appalling torque steer under hard overtaking acceleration? - I was doing nothing but overtaking a couple of trucks and my driving partner at the launch thought I was sawing at the steering for fun.

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Volkswagen has not confirmed yet which of the 2.0 TDI (108-hp or 138-hp) engines will be offered in the U.S.

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The cross-hatched front air dam, twin-line grille, lowered suspension and twin central exhaust pipes are all the clues you need to identify this as a car that will be called the R20 when it lands in Australia in early 2010.

The new-generation R-badged Golf gets a name change because it is swapping the current 3.2-litre six-cylinder engine for a turbocharged 2.0-litre four as part of the car maker’s engine-downsizing program.

The smaller engine – believed to be related to the Audi S3’s powerplant – will be more powerful, however, with VW promising the R20 could have an output as high as 210kW – 26kW more than the $55K-plus R32.

Expect fuel economy to head in the opposite direction, being reduced from the R32’s 10.8 litres per 100km (six-speed manual; 9.8L/100km with DSG).

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The Golf VI was chosen from an initial entry list of 51 entries nominated by 59 World Car jurors from 25 countries throughout the world. The jurors observed that, “The new Golf VI employs a Scirocco styled grille and headlights and larger tail lights. However, it also feels more expensive than other family hatches, thanks to its solid build and high quality cabin. Customers get a choice of nothing less than six engines including the punchy and efficient 158hp 1.4L TSI unit that features both a turbo and supercharger. The Golf is also available with VW’s new 2.0L common-rail diesel motor with either 108 or 138hp. It goes without saying that choosing between the slick 6-speed manual and superb DSG twin-clutch gearbox can be difficult. Sitting on an outstanding chassis, the VW is more refined than its rivals, especially when highway cruising. Wind, road and engine noise are kept to a minimum, making the Golf a relaxing long distance companion.”

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Fortunately the restyled sixth generation GTI has been given sculpted new exterior that features much more aggressive and detailed bodywork. A new front fascia is fitted up front, with wider central intake that now flows into the side ducts styled with horizontal rakes. The upper grille is now smaller and carries the GTI's signature red striping, and the Scirocco-inspired headlights provide the edgier look that was missing on the previous generation. The rear of the car has a sportier appearance as well with restyled taillights and dual exhaust tips that now exit on both sides of the car through a diffuser-look appendage. Apart from minor styling tweaks, the interior is largely unchanged from the previous generation, but that's not necessarily a bad thing. It's everything we would expect from a Volkswagen, which essentially means it sets the bar for all others in its class.

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Under the hood, a replacement for the VR6 engine will be in place, putting out close to 300hp (224kW) from a displacement of 3.0L. To improve mileage and maintain power, the new engine will also be using direct injection, while the rest of the powertrain lineup is expected to benefit from some form of forced induction as well. Other models will include a new hybrid as well as a high-performance diesel with AWD.

Expected to debut in late 2011 as a 2012 model, the next-generation Passat is tipped to feature a host of new technologies, including airless tires, a wiperless window cleaning system, and an advanced user interface. There may also be an electronic stability system with a feature that automatically offers counter-steering assistance in adverse driving conditions.

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The Golf GTI's a different and more versatile animal: it's set up to be bearable on an everyday basis, more user-friendly for commuting and comfortable for long-distance travelling. It's also stable, confidence-inspiring and predictable to drive, with no nasty surprises or sudden reminders of your own incompetence.

But don't make the mistake of thinking that this thing is soft: it'll still do 0-62mph in 6.9 seconds and 149mph, for a start. And while there have been more powerful Golfs in the past, this new 2.0-litre TSI engine (207bhp) deploys its force more convincingly - the 206lb-ft of maximum torque is available right across a wide rev range from 1,700rpm and 5,200rpm, ensuring near-endless reserves and no sudden peaks or running out of puff.

The DSG gearbox - here, a six-speed unit - is as impressive as usual. In normal 'D' mode it cruises along happily like a conventional auto, but in 'S' mode it sharpens up to allow a much higher rev limit before upshifts and super-quick, intuitive downshifts, and is almost never caught out hunting for the right ratio.

The optional Adaptive Chassis Control (ACC) system allows further customisation, giving the driver the chance to select normal, comfort and sport modes for the suspension damping and power steering assistance, and to top it all off, there's an optional 'sound module' that modulates and amplifies the exhaust sound at certain rev- and shift-points to create an exceedingly pleasing roar and pop-pop on speedy downshifts. This GTI is nothing if not adaptable.

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Word leaked late last week via an official-looking dealer communiqué that Volkswagen had finally decided to pass on bringing the Scirocco to the U.S., but to the best of our knowledge, nobody has gotten first-hand confirmation that the sporty hatchback will not make it across The Pond – until now.

We just got off the phone with Tom Wegehaupt, Volkswagen' of America's public relations coordinator, and he has given us an on-the-record confirmation that the car will not be coming to the U.S. Apparently, the business case just couldn't be made for the car, what with fears of the model cannibalizing sales of the forthcoming GTI and the health of the auto market.

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There are at least half a dozen hot hatches that are quicker in the 0-100km/h sprint. But there are none that the match it as an all-round package in the seat of the pants test.

Volkswagen says the new GTI is faster, sharper and more powerful than ever, while also being cleaner, safer and more efficient.

But in DSG guise the car is no faster in the 0-100km/h sprint, which is not surprising given its modest power increase of 8kW.

Having said that, it still feels strong and willing throughout the rev range, with enough grunt to guarantee an entertaining drive for the enthusiast.

Then there’s that wonderful exhaust note. The GTI burble is ever present in the cabin, while in cars fitted with the DSG double-clutch automatic, there’s a satisfying pop every time the car changes up gears and a rumble and spit when you lift off the accelerator coming into a corner. The old magic is still there.

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