volkswagen voyage gts

Automotive History: Volkswagen Gol – The Difficult Mission to Replace a Legend

(first posted 10/4/2015)     As I’ve written in the past, the first generation of automakers that landed in Brazil used to produce really crappy cars. Well, all of them but one: VW.

The VW Beetle and the Micro Bus were the right car at the right time, just what we needed: they were affordable, tough as nails, fuel efficient, and even a monkey with couple days of training could fix them.

In the late 50s, paved roads were a luxury around South America and the “Off Road” capability of the little Beetle was very much appreciated.

So, the Brazilian VW established itself in a very comfortable position… at the top, thanks to the air cooled Beetle platform and all its variations.

By the early 70s VW realized they couldn’t rely on this project forever, and in 1973 introduced the Passat, the first FWD, water-cooled car from the German brand. But the Passat was a car aimed to the middle class buyers, it was never meant to be an entry level car; this position still belonged to the aging Beetle. VW wanted to replace its air-cooled fleet starting from the top.

VW was in a pickle, they had to replace the most beloved car of its portfolio for a modern project but how to do that without hurting the feelings of the (still) millions of loyal costumers of the Beetle? The teams of marketing and engineering came together and the solution they found was a very, very singular one.

The idea was to produce a compact car with modern style, roomy interior, front wheel drive and all of that but, this new car has to be equipped with something that the Beetle customers really loved… why not the air cooled boxer engine?

This idea was not entirely new; in 1969 VW had a prototype called EA 276 with this configuration, it was a desperate try to stretch the life spam of the flat four engine but the car never came into production. But in Brazil, the top VW CEOs gave their final approval in 1976 and the project, now called “BX”, was in full throttle.

The “BX” had a huge goal to fulfill, and in order to perform it well, every detail should was carefully considered. The design, although not a true Giugiaro job, was deeply based in VW hatchbacks that were, like the Golf and the Sirocco.

The engine position was, naturally, longitudinal, just like in the Passat. Under that new blower and housing, it was made of familiar parts. Which probably explains the biggest reason for its use and existence: VW do Brasil had a huge investment in building the air-cooled boxer, so it only made sense to re-use it in the Gol.

The new car was named “Gol”,  that brings to memory the “Golf” a successful European VW and more important to the Brazilian customers, gol is a Portuguese word that means “goal” in our national sport, Soccer.

In 1980 the new VW debuted in the Brazilian market. The Gol was neatly built and it had some good features like modern style, comfortable interior and really good stability in curves. The new body with FWD was much more space efficient and roomier than the old Beetle.

Its only weakness was, obviously, the engine. In 1980 the oil crisis was at its peak and VW decided to offer the car with the 1.3 liter engine as only one option. With only 42 HP and 9,2 m.kgf, the Gol had very disappointing performance indeed. Of course some engineers at VW started to sing the “I Told You So” song for the stubbornness of the CEOs in not seriously considering the more powerful water cooled option, even with a small displacement of 1.3 L.

The sales numbers of 1980 were not thrilling at all and to save the idea of the air cooled engine, an old recipe was adopted: “There’s no replacement for displacement”… yep, for 1981 we could buy a 1.6 L Gol, equipped with dual carbs. The power was now at 51 HP and 10.5 m kgf of torque.

Here’s how that looked under the hood.

By the end of the same year, the “BX” family got bigger with the debut of the “Voyage”, a 2 door sedan version of the Gol. The new car had the task to replace the Passat in the near future; that’s why it never came with the flat four engine, but instead, a water cooled 1.5L. Americans may recognize it as the VW Fox .

In 1982 came the ute “Saveiro”, equipped with the air-cooled 1.6.

To complete the “BX” family, in 1983 came the station wagon version, called “Parati” (a beach city in Rio de Janeiro), also equipped with the 1.5 L engine from the Passat. This was also sold as the Fox station wagon in the US.

Amazing fact: the Parati immediately appealed as a “cool” car to young buyers, something like the SUV phenomena in North America. The one you see above is a 1996 Parati “second generation”.

The bigger engine gave some new wind to the Gol, and VW was feeling comfortable enough to kill the successful rear-engine  Brasilia , which should be the natural successor of the Beetle. By that time, only the Bug and the Bus (Kombi) were still in business using the old platform.

In 1984, the Gol received for the first time a water cooled engine, in a very special version, the Gol GT. The car was a nice surprise in a market that had not many “performance oriented” models and was still against the law to buy a new imported car.

The new Gol was offered in three colors options, black, red and dark gray, it was equipped with cool 14″ alloy wheels, fog lights, Recaro seats and the most important: a 1.8 L water-cooled engine with a performance camshaft (imported from Germany) and double barrel carb. In the alcohol version it could break the 100 HP barrier. The GT could easily beat the crap out of its only nemesis, the 1.6 L Ford Escort XR3.

In 1985 the VW started to offer the water-cooled 1.6 engine for all the Gol versions (but the GT), making the air-cooled an option pretty much just for the corporate fleet cars. The last air-cooled Gol was built in 1986.

In 1986 was the official year of the discontinuation of the venerable VW Beetle. Even if the Kombi was kept in production, it was the end of an era, but the Gol proved to be up to the task to replace the little Bug.

In 1987 the Gol was the best selling car in Brazil, a top position it would keep for the next 26 years in a row, losing the first place in 2014 to the Fiat Palio for no more than 385 units.

The Gol was the first Brazilian car equipped with electronic fuel injection in 1988 and the first flex fuel car in 2003.

In 2008 came the third generation of the Gol, and VW finally abandoned the original platform to adopt the modern Polo base with transverse mounted engine.

I don’t want to tell here the whole story of the car, with all the details of every single model, I just wanted to tell a little about this period of changes and uncertainties the Brazilian VW had to go through when came the time to find a substitute for the Beetle.

The VW Gol is for the newer generations exactly what the Beetle was for my, and older, generations: affordable and reliable, a combination hard to beat.

VW Brasilia: Another Alternative Brazilian VW

CC: VW Fox: This German Fox Has A Brazilian Accent

69 Comments

Ive seen a few later model VW air cooled engine casings, I always thought they were for Beetles or Kombis, noone ever mentioned these Gol were using the flat four, I guess it makes sense Brazil were already tooled up to build it and it would have beenexpensive to have to replace all that equipment, and of course the added bonus VW nutters world wide have been able to keep their cars alive using Brazillian parts.

Did VW do Brasil got so much autonomy compared to VW de Mexico because of a bigger market?

I also notice that even the last beetle of 1986 still had the old (pre-1965 in Germany) body shell, with flat glass windshield and smaller side windows. I wonder if old tooling was sent there and just never updated.

Thanks for a fascinating article.

You are right, our Beetles always had the older body shell with shorter windows. In fact, being the top automaker in Brazil gave VW a good autonomy, like having some models created by brazilian designers, like the Gol, Brasilia, the very intersting SP I and SP II, Logus, Pointer, TL and some other that I forgot.

VW Brazil got the old Australian Beetle press tools when they closed the Aussie factory about 1969. They’d never done the 1965 window update, so that’s what Brazil carried on with. (albeit with the 1965-72 rear window size)

I think the Gol with it’s similarity to the seventies Audi Fox was a great choice for an entry level model in the US market. I don’t think it would have worked with the air cooled engine, but the size was better than a city car like the Polo. Compared to the Hyundai Excel or the Yugo, it really offered a more substantial package. Despite USA Golfs being sourced from Mexico, they were quite expensive. With Brazil labor rates and the reuse of old tooling, the Gol could have stayed longer in USA. Did the Gol have an automatic option in Brazil, the Fox never had this or power steering in USA? Thanks Rueben for the history lesson.

Choices for Mexican VW buyers today include the Gol: http://www.vw.com.mx/es/models.html Sometimes we see them in Tucson.

That ad with the interior profile shot gives the rear passengers legroom worthy of a limo, whereas the poor driver is crammed against the wheel. An old advertising trick known well by Detroit.

The Gol family only got a automatic transmission on its third generation, even though it is a automatized standard gear box that has some electronic – mechanical device that changes the gears, but it works well. I think it weird the VW Fox came to USA with no power steering… my father had a 1993 Gol GT that came with that as an optional equipment.

The reason the VW Fox didn’t have power steering available is because it was sold strictly as a low-end cheap car to compete with Hyundai Excel and Yugo. If you wanted an automatic, PS, etc, you bought a Golf. There were no high-trim Foxes sold in the US.

I might shade that a little differently. The GL offered some of those details, the Scirocco wheels and steering wheel and the more deluxe upholstery of higher line VWs. The very helpful five speed was also offered. I think it more might go back to the fact that an early Fox 73ish was very unlikely to offer it, especially in a bare bones non USA version. I was surprised that Rubens knew it was available in Brazil. Surely not with the air cooled engine.

Power steering wasn’t normally available on anything smaller than a limousine outside the USA. The original Audi 100 – a large car in Europe – had no such option. It wasn’t until the 1990s I saw power steering on any small hatchback here in Europe.

What is the story behind the 1983-1989 Volkswagen BY project that was apparently intended to sit below the Volkswagen Gol as a sort of entry-level Brazilian equivalent of the Polo?

Found out about it via the following link (in Portuguese).

http://www.carroantigo.com/portugues/conteudo/curio_carros_conceito_nac_5.htm

Here is one of the 3 pictures of the Brazilian Volkswagen BY prototype (from the link).

I remember reading about the BY but the project never took off. By 1993 the brazilian government came with the idea of creating a new segment of very affordable cars, equipped with 1000 cm3 engine. To boost the sales of this line of cars, the government cut some of the tax on them. But instead crating new cars, the automakers decided to make very cheap, 1.0 liter version of the cars that already existed.

I see, so was the BY based on a shortened Gol platform which as some here have suggested was itself adapted from the B1 platform?

Thankfully it seems more information has turned up over the past few years regarding Project BY, unfortunately currently only available in Portuguese.

https://www.youtube.com/watch?v=rRiGdVLFFNQ

https://motor1.uol.com.br/news/385161/vw-by-subcompacto-abaixo-do-gol/

https://carros.ig.com.br/2019-11-29/volkswagen-by-avo-do-up-era-o-anti-uno-dos-anos-80.html

Were I shopping for a car in Brazil in the ’70s, I’d have far preferred a Dodge Dart or Charger.

So would just about everyone else in Brazil at the time. But the Dart and Charger were very expensive “premium” cars.

It’s like saying you’d rather have a Bentley now instead of a Passat. Can you afford it?

Okay, perhaps the Brazilian A-bodies were relatively expensive. Nonetheless, this was my response to Rubens saying that only VW didn’t make really crappy cars in Brazil at the time.

Incidentally, the US-market VW Fox was a really crappy car. They were immensely popular in my snotty little hometown when they were new. Often there would be three in the driveway of wherever my friends congregated during my first year of college. All of them suffered from steering wheels that backed off of their columns. Refusals to start were pretty normal. Seat anchors didn’t hold. Shift linkages broke. Exhaust systems had restrictor rings with small orifices to keep power down to protect the Golf and Jetta as if they were malaise Corvettes to the Fox’s Trans Am. They did not last long.

I remember the advertising campaign, built around the price of $5,690. That was for the two door. The four door included features like GL badges, wheel covers, two mirrors, 175/70SR13 tires instead of 155R13 ones, and maybe even body colored bumpers. The price delta was about a grand. Throw in A/C and my local dealer’s insistence on redundant door guards, interior protectants and paint stripes; and an ’87 Fox was $8,800+ tax. Incidentally, the Wikipedia entry on the Fox contains some errors. At least in ’87, a GL was just a 4 door. The 2 door and wagon were the base models. Eventually VW added a Wolfsburg edition 4 door with a 5-speed, a sunroof, and pretty trimmings. It cost more than a base Golf, which made it pretty silly. Some people still bought them for their daughters, because it was a way of being conformist and one-upping at the same time.

I’ve met two people that say they owned Fox’s in the early 2000s. It amazed me, because all the ones that belonged to my friends were gone by the time production ended in 1993. Only a few of them were even worth selling on or trading.

I agree. I had a 1988 VW Fox GL….in 1995. I loved that car but the headroom was limited (I’m 6 ‘0) and yeah, the transmission linkages broke twice. Other than that it was an ok car, but it had a bad reputation in Puerto Rico too where I had it.

I meant to say the first wave of automakers that came to Brazil in the 1950s were really bad. Chrysler came in 1969 and all the “A” body they built are among the very best cars we ever had.

yes because everyone wants a Mopar *eyeroll*

Great article. Always have been interested in the VW models from Brazil. The Fox we got in the US were by far the most inexpensive car VW offered at the time. VW sold a lot of these in the ’87-’93 time frame even without auto trans or power steering being offered. Simple, basic and reasonably durable as well. The air cooled versions of the Gol were interesting. You wouldn’t bore me with more details about these cars. When VW was having problems with air cooled cases cracking and pulling studs in the ’70’s, the replacement’s sold by VOA were the Brazilian made cases and they were of excellent quality and did not have issues.

Yeah those were the engines we could get in Aussie far better than the German originals.

wow, until i read this i forgot that it was a vw fox in the u.s. not an audi fox!

It was both. The Audi Fox was sold from 1973-80, the VW Fox from 1987-92 or so.

And just to clear up any confustion–the Audi Fox and the VW Fox are unrelated except for name, correct? This article pretty clearly shows the VW Fox to be a US-market version of the Voyage, but there are plenty of people who seem to think that the VW Fox was based on the old Audi of the same name.

No. I have every reason to believe that the Brazilian Gol (VW Fox in US) was a direct development of the B1 Audi80 (Audi Fox in US) platform. So unless someone can prove me otherwise, they’re very much related. Which might even be why VW chose to re-use the Fox name in the US.

The B1 ended its run in 1978. The Gol appeared in 1981. Just the right amount of time to ship a lot of the tooling of the B1 to Brazil, and modify/restyle it some for its new role, including adding the wagon version.

For jollies, here is the engine room of an 88 US market VW Fox

And here is the engine room of a 78 US market Dasher.

I don’t recall what the rear suspension of the Brazilian Fox looked like. If it was the same I beam that the Dasher had, that would be another confirmation.

OK; here’s the story: the VW Gol used what is called the “BX” platform. here’s how Wikipedia describes it: 1980-1993. The BX platform, developed Volkswagen’s Brazilian subsidiary (Volkswagen do Brasil), again borrowed heavily from the Audi 80 (Fox/4000) of the day. The BX platform was used for the Brazilian Volkswagen Gol, Voyage (Gacel or Senda – In Argentina, and Fox in the U.S.), Parati (Amazon in U.S.), Saveiro (pickup) and Furgão (van) models. The Gol/Fox was quite unique in that it started life with a four-cylinder Volkswagen air-cooled engine (borrowed from the Volkswagen Beetle), and eventually ended up with a more modern water-cooled engine, being sold in the US for the first time as a 1987 model. The VW BX family was restyled in 1987 and 1991.[1

In looking at the specs for the Audi B1, B2 and Gol, here’s the key similarities: The Gol had a shorter wheelbase than the B1 (2361mm va 2470mm). But the width of both bodies was identical, at 1600 mm. According to the specs I could find, the front and rear track of the Gol were slightly larger than the B1 (Gol: 1349/1371; B1: 1340/1340).

The B2 was bigger in every key dimension. So I’m highly inclined to believe that the Gol was a somewhat modified B1, with some possible changes that might have reflected certain advances from the B2, but not in its fundamental basics.

It appears (and has all along) that the Gol’s body, while a bit shorter than the B1, is otherwise largely the same. It almost certainly shares a number of key hard points. The Gol is a direct development/adaptation of the B1 (gen1 Audi 80/Fox and VW Passat/Dasher).

The Audi Fox and the VW Dasher were the same car aside from bumpers and grills. The VW Fox was similar to the VW Dasher and Audi Fox, but the body panels and dash, etc were different. Engine was similar except 1.8 displacement and the inline FWD configuration was like the Audi Fox/Dasher. I do know the part numbers for suspension and shifter linkage, axles, etc were all different than the Dasher part numbers. I don’t know if, other than the engine any of the major drive train parts were interchangeable.

VW Gol/Fox etc are shorter wheelbase than the Audi 80/Fox/ VW Passat/Dasher they evolved from.

At least today, Brazilian replacement cases are mostly aluminum, where the German original cases were mostly magnesium. Aluminum is stronger, but heavier. As the engine displacement and horsepower increased in the 1960’s from 1200cc to ultimately 1600cc, the German engineers didnt upgrade the cases sufficiently.

It’s too bad they didn’t replace the aging Beetle with a more modern body, while still keeping the rear-engine rear-wheel drive platform.

They did, more or less, with the Brazilia, which was very popular. Did you read the article thoroughly?

More on the Brazilia: https://www.curbsideclassic.com/curbside-classics-european/cc-outtake-vw-brasilia-the-mini-411/

They actually tried that with the VW Brasilia, in 1973 and the car was a good seller. When VW shut down its production in 1982, one of the top VW engineers said in a interview to an auto magazine: “We killed the wrong car” obviously referring to the Beetle.

i love all of these brazillian vw’s. i had no idea that they use an air-cooled beetle engine in the front. i assume that means no air conditioning! it’s funny that you compared it to the ford escort because when i saw the picture at the top of your article, i was immediately reminded of the euro ford fiesta which we got in the u.s. before the north american escort was available. my roommate had one at the time. absolutely great car!

you mentioned flex fuel cars. can you actually switch between gas and alcohol from tank to tank? doesn’t that clog your fuel filters? our cars are flex fuel but that just means they can run on our e80 gas which is 20% alcohol.

Brazil had a long history with alcohol-fueled cars. So yes, their flex-fuel cars could run on either alky or gas.

yes, i know that brazil has a long history of alcohol powered cars. what surprises me is the concept of changing from one to the other. isn’t running on alcohol going to clean all the petroleum based junk out of the fuel line and dump it into the fuel filter? i was under the impression that after you switch a car from gas to alcohol, you need to change the fuel filter after the first tank of alcohol. it’s sort of like using white gas to clean a fuel line.

Our flex engines can run with any percentage mix of gas – alcohol in the tank and won’t clog anything in the fuel system and you can also change from one tipe of fuel to other every time you refuel.

thanks, that’s frickin’ awesome.

many people here consider our e80 to be a political pork barrel project to hand money to the agri-business lobby. i agree that it doesn’t make sense to do it using corn but the ethanol down there comes from sugar. sugar is a much better alcohol source crop.

i’ll probably get hammered for writing this but i think alcohol is a really smart way to go.it’s essentially carbon neutral because you are burning carbon that the plants removed from the atmosphere not carbon that is in the ground from fossil fuels. it also creates jobs and reduces dependence on imported oil.

Thanks for the nice article Rubens. Do you have any insight as to why they didn’t simply use the Golf (and Polo)?

My guess, as he says in the text, is that it came down having a sizable local investment in tooling and machinery to build the air-cooled engine, making popping for both a new engine (since the Golf/Polo engines would either have had to be built locally or expensively imported) too expensive. The home office had spent a huge, risky amount of money on the Golf and Polo, so I imagine in that period, the Brazilian subsidiary saying, “Hey, can we do something less expensive?” would have been sympathetically received.

Also, the Gol appears to me to just be a slightly shortened Audi 80 (B1) platform. The B1 80 ended its run in 1978, so my guess is that the tooling for it was sent to Brazil, with some modifications, to be reincarnated as the Gol in 1981.

I’ve never heard anyone else say this, but to me, the VW Fox (Gol) always looked very much like a B1 Fox/80/Dasher, slightly shortened and with some body mods. So that’s my theory.

I’ve never heard anyone else say this, but to me, the VW Fox (Gol) always looked very much like a B1 Fox/80/Dasher, slightly shortened and with some body mods. So that’s my theory.

A very good theory. There were a 75 Dasher and a 90ish Fox wagon at a show last summer. Looking under the hood of both, the parentage is evident, starting with the funky Audi radiator beside the engine layout.

FWIW the B1 (Dasher/Passat) ran from ’74-’81 in the US. The B2 (Quantum in US) replaced the Dasher in ’82. The B2 (Audi 4000/Quantum) platform started in ’80 and was not used by VW until ’82 and the Audi 80 (Fox) stopped using the B1 platform in ’79. So VW used the B1 platform longer, apparently.

Always fun to see the alt.universe. Seems like the air-cooled engine should have been in front from the start. Headwind helps the airflow.

There are ways to make that happen in the rear (eg Tucker or Dauphine with inlets behind the doors) but VW never used them. In all except the last couple years of III and IV, the air inlets were designed to pull air OUT of the engine compartment, so the fan was fighting the car’s motion. Just plain stupid design.

Front wheel drive is pretty much universal today, so it can be difficult to look at the mechanical complexity from a 1930’s-1950’s perspective. Rear engine small cars, from VW, Fiat, Renault, Simca, Triumph, Chevrolet, and probably others I have forgotten, all had the advantages of the steering axle not being the driving axle and having very light steering effort without power assist.

Unlike a Cessna, cars driven in dense urban environments cant depend on ram air for cooling and still need big fans and tight ducting.

Air cooled VW’s always pulled the air in through the vents and blew the hot air out the bottom of the engine. That’s why there were metal plates under the cylinders to direct the hot air to the rear of the engine where it exited. That’s also why it was important to seal up the compartment with with all the gaskets and sheetmetal so the hot air would not enter the engine compartment and overheat the engine. The type 3 did not have a sealed compartment, but used a big rubber bellows clamped around the fan intake to only allow cool air from the body vents in. If the bellows ripped and developed leaks, the engine would suck in the hot air exiting the engine and over heat.

My friend had the engine out of his Type 3 Fastback and didn’t clamp the bellows on properly afterwards.. The fan managed to suck them in, destroying the dynamo belt and causing a right mess!

Anybody remembers the EA48 concept from 1955? It was the ur-grandfather of the Gol.

True, sort of. But really, the Gol was a shortened Audi 80 (B1), which had a longitudinal engine configuration. And VW Brazil was tooled up to build huge numbers of air cooled boxer fours, so it just made sense to do what they did. And of course, they weren’t the first ones to put a boxer four in front of the front axle.

Another interesting front drive air cooled engine VW truck built in Mexico

Great piece Rubens. Cheers

Your northern neighborgs had it infinitely better. A base Sierra 280 (all of them V6) would have annihilated that GT thing. Even a V6 Mustang “GT”. Or a Renault 18 2000GTX. Or the many cars that came as CKD kits from Brasil with infinetely better engines.

Great writeup, reminds me of a (much missed) friend from another blog.

I’ll echo the other congratulations and thanks for this.

I for one never knew there was an air cooled front engined VW anywhere!

Look up “basistransporter”. That’s another.

As the Golf and Jetta keep growing, I wish VW would offer something smaller to bang around town with. A Polo, or Gol, would fill the bill nicely. They seem to have their eyes elsewhere though. The new Tiguan looks very tasty, in spite of it’s size, but the US version will be even bigger, with room for three rows of seats. Gah!

Those lucky Canadians had a sub Golf sized car for a while: when the larger Mk5 Golf came out, Canada got a Brazilian built, facelifted Mk4, sold as the “Golf City”. Somehow one showed up here in metro Detroit last winter.

They did a bit of work on restyling the taillights too. They guy that ran the used car lot it was in said it wasn’t for sale. so….why was it in a used car lot? I wondered.

I thought it came from Mexico, where they were building the Jetta 4 with similar restyling….but I could be wrong. I think they look cool.

Canada also had a Jetta City, aka a restyled Mk 4.

In the early 2000s, the US market Jettas came from Mexico, while the Golfs came from Brazil, so it makes sense that the Canadian Jetta City would come from Mexico and the Golf City from Brazil.

The interior of the City looked pretty much the same as a Mk4, rather than updated to the Mk5 look, but overall a nice package for a price leader.

Interest to see that Brazilian restyled MkIV sold in Canada! I didn’t know that. To me, the redesign doesn’t match the rest of the car, and the results look cheap. I was happy to see it replaced in Chile with the real new Golf from Europe

To me, the redesign doesn’t match the rest of the car, and the results look cheap.

The new front clip appears to have more slope to the hood than the original, so, as you say, it doesn’t quite fit the beltline on the passenger compartment. It’s OK that it looks a bit cheap, as the Golf City was the cheapest in the model range, the same position the VW Fox had occupied in the US. The Mk4 was light enough that it delivered acceptable performance with the old 8 valve 2 litre engine, while the Mk5 in the US had a 2.5L 5 cylinder due to it’s greater size and weight.

Great article Rubens!! I went to Brazil in 1992 and I remember getting a ride in one of those. The air cooled engine sounded like a loud Subaru and the headroom was limited, but it was a good looking car for its time.

This was in Belo Horizonte, and one could still see some VW “Zé do Caixao”, Karmann Guia TC, and other rarities (to me) like the 2 door Santana and the Renault 12 looking Ford Corcels.

As we talked up there, the brazilian VW has some independence from Wolfsburg and that fact resulted in some unique cars. I glad that you had a chance to see some of them.

That hatchback Gol GT makes a convincing mini-Scirocco. Personally I like the wagon best–there’s still one or two running around Richmond, though in rough shape.

Thoroughly enjoyed reading this, Rubens. Great article, and I think the Gol hatch is a looker. Perhaps US VW probably didn’t want it here because it might cut into Scirocco / Corrado sales?

By the early 70s VW realized they couldn’t rely on this project forever, and in 1973 introduced the Passat, the first FWD, water-cooled car from the German brand.

I have always known that K70 (1969–1975), not Passat, was the first Volkswagen to have those features. Of course, NSU briefly called the dib on K70 for two years (1969–1970) before K70 was rebranded as Volkswagen in 1970. I could assume that Ruben intended for Passat to be first from Volkswagen do Brasil with those features to be manufactured there.

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Notify me of new posts by email.

This site uses Akismet to reduce spam. Learn how your comment data is processed .

Click for CC’s Privacy Policy

Curbside Classics Archives

Recent Comments

• Old Goat on Curbside Classic: 1988 Renault Medallion (R21) – These Two Guys Are Determined To Keep What May Be The Last Of Its Kind Running
• Bill McCoskey on Vintage Snapshots: Cadillacs & Airstream Trailers In The ’60s-’70s
• William Scheuer on Vintage Snapshots: Volkswagen People In The ’60s & ’70s
• 8E45E on Cohort Pic(k)s Of The Day: ’80s-’90s GM Products At The Junkyard
• Darío on Truck Stop Classics: Mercedes-Benz Commercial Vehicles – Three-Pointed Star Trucking
• Eric703 on Vintage Snapshots: Cadillacs & Airstream Trailers In The ’60s-’70s
• -Nate on COAL: Cycles Of A Lifetime – ’77 Harley-Davidson XLCR – With Apologies to Willie G.

Copyright 2011 - 2024 Curbside Classics. All Rights Reserved.

Discover more from Curbside Classic

Subscribe now to keep reading and get access to the full archive.

Type your email…

Continue reading

Click here to see important news regarding the aCar App

• Volkswagen Voyage
• Browse Vehicles

Volkswagen Voyage MPG

22 Volkswagen Voyages have provided 127 thousand miles of real world fuel economy & MPG data. Click here to view only the Volkswagen Voyages with MPG currently participating in our fuel tracking program.

• 21.3 Avg MPG
• 341 Fuel-ups
• 65,573 Miles Tracked
• View All 2014 Volkswagen Voyages
• 0.0 Avg MPG
• No Fuel-ups
• N/A Miles Tracked
• View All 2012 Volkswagen Voyages
• 27.1 Avg MPG
• 10 Vehicles
• 214 Fuel-ups
• 61,057 Miles Tracked
• View All 2011 Volkswagen Voyages
• 33.4 Avg MPG
• 580 Miles Tracked
• View All 2010 Volkswagen Voyages

Coasting choices

Many new cars have DFCO - deceleration fuel cut-off - that c... ...

Read more tips

• All Cars & Trucks
• All Motorcycles
• All Heavy Vehicles
• All ATVs & UTVs
• All Snowmobiles, Personal Watercraft, & Other
• Recent Activity
• @Fuelly on Twitter
• Fuelly on Facebook
• Support Info
• Privacy Policy
• Terms of Service

© 2024 Fuelly.com - All Rights Reserved. Apr 19, 2024 9:28 PM CDT

Join Fuelly

A simple & effecive way to track fuel consumption Easy to understand the real cost of your vehicle

• It's free of course!
• Get an accurate view of your vehicles fuel economy
• Compare your vehicle to others with the same vehicle

• Login  /  Register
• Search Cars
• Buy New Cars
• Latest Cars
• Upcoming Cars
• Buy Used Cars
• Search Used Cars
• Sell Your Car
• Used Car Dealers
• Search Motorcycles
• Buy New Motorcycles
• Upcoming Motorcycles
• Search Three Wheelers
• New Three Wheelers
• Search Commercial Vehicles
• New Commercial Vehicles
• Car Insurance
• Motorcycle Insurance
• Automotive News
• Car Finance
• Buyers Guide
• Write a Review
• User Reviews
• Santana GTS
• The pros and cons of the Volkswagen GTS

The Volkswagen Santana GTS is one of the remaining station wagons available in the Philippines. Together with the Subaru Levorg and the Mazda 6 Wagon , the Santana GTS makes up the lineup of what could be a fading segment.

Nevertheless, let’s not be quick to dismiss this German estate. Today, we break down some of the pros and cons of the Santana GTS to help you decide whether it’s worth keeping or if it’s time for these wagons to get going.

1. A spacious interior

Wagons are spacious in general, so the Volkswagen Santana GTS does offer enough space, thanks in part to its flexible cabin.

It offers 372 liters of boot space that expands to 1,255 liters when the rear seats are folded. This means that the VW Santana GTS can carry practically whatever cargo you need to haul whether it’s your weekly groceries or your bike if you want to go trail riding during the weekend in Nuvali.

2. Above-average safety

For its price, the safety features of the VW Santana GTS aren’t too shabby. Granted it’s doesn’t pack Volvo -esque measures, but it’s packed with the essentials to make it safe enough for your growing family.

The Volkswagen Santana GTS offers front and side airbags for the front passengers as well as electronic stabilization program (ESP) that automatically applies brakes at individual wheels to keep the vehicle heading in the right direction.

In addition, Volkswagen outfits the Santana GTS with Rear Park Distance Control (PDC) which gives off a beeping noise when the wagon comes close to an object that could cause a collision.

The large mirrors and the sunroof also help improve the driver’s situational awareness and the ability to see the road ahead.

3. Fuel economy

VW’s station wagon is outfitted with a 1.5-liter four-cylinder, in-line, multi-point fuel injection (MPI) gasoline engine with Blue Motion technology. The gasoline mill is mated to a six-speed automatic transmission. You’re not going to reach record-breaking speeds with this powertrain setup but that also means you won’t burn as much gas.

The VW Santana GTS can reportedly average a thrifty 23.2kpl when driving on the highway while it consumes around 7.5kpl during normal city driving.

1. Boring interior

Given that it’s a wagon, don’t expect to find any toys inside the Santana GTS. Up the front seats, you get the average saloon layout: manual air-conditioning, manual seats, analog gauges with a trip computer at the center (yay!), and a multi-functional steering wheel.

It gets even boring at the back with no rear passenger amenities apart from the backseat and door pockets at the rear.

2. Limited options

The Santana GTS only comes in two variants: a 180 MPI AT SE and a 180 MPI AT SE with Blaupunkt. The only difference between the two is a seven-inch Blaupunkt infotainment system with a touchscreen and MirrorLink.

Colors only come in three, Toffee Braun, Polar White, and Red Rock Metallic.

There are no engine options and no choice for a different transmission except for the six-speed automatic tranny.

The Santana GTS was designed to be a station wagon, a practical vehicle to carry passengers and cargo. It’s a straightforward family carrier that banks on dependability and reliability rather than style and luxury.

For those on the market for a decent family vehicle, the Santana GTS makes for an appealing option. However, if you’re looking for something more exciting and sporty, the local automotive landscape offers a lot of crossovers and SUVs like the Ford EcoSport and the Toyota Fortuner . 

Photos from Volkswagen

Also read: 

Examining the variants of the Volkswagen Santana GTS

Pick your paint: Volkswagen T-Cross color options

Watch: VW gives the Tiguan Allspace comprehensive tech updates

Share this article

Explore volkswagen santana gts, volkswagen car models, volkswagen santana gts promos, dp & monthly installment.

• 180 MPI AT SE DP : ₱199,600 Emi Starts : ₱17,034 Get Exclusive Promos

Featured Articles

Recommended articles for you, featured volkswagen cars, compare & recommended.

• Variable Speed CVT
• 5-Speed Manual, Variable Speed CVT
• Single Speed Automatic

Trending Hatchback

Volkswagen santana gts car articles from zigwheels.

• Article Feature

Copyright © Carmudi 2014-2024. All Rights Reserved.

Select your city to start search

Or select from popular cities

…Loading More

The all-new Volkswagen Golf GTS is why you should appreciate wagons

If you're viewing this on a mobile device and can't see the video, please click here .

They're both practical and stylish, offer motorists a ton of space out back, and can be pretty sporty rides, too. It's really a wonder to us why wagons aren't as well-appreciated here in the Philippines as they are in other countries—a shame, even.

Case in point: the all-new Volkswagen Golf GTS wagon. The German carmaker recently brought the vehicle into the local market, and we were immediately infatuated by it. You can blame it on the stylish European exterior looks, top-notch materials and trim inside, a pretty comfortable cabin and cozy vibe, and some really solid cruising ability.

If you ask us, this car was just begging for a road trip, which is why we brought it all the way to Real, Quezon, for this month's cover shoot. Impressions from the drive? Let's just say we're all aboard the bandwagon.

Not yet enamored of the Golf GTS? Just watch the short video embedded above. Alternatively, you can also grab a copy of our July 2017 issue.

• Volkswagen Golf
• Volkswagen Golf GTS

• TRANS SPORT SHOW 2019
• Terms of Use
• Privacy Policy
• Brand / Model

• Below ₱ 500K
• ₱ 500K — ₱ 1M
• ₱ 1M — ₱ 1.5M
• ₱ 1.5M — ₱ 2M
• ₱ 2M — ₱ 3M
• ₱ 3M — ₱ 5M

Starts at ₱

We use cookies to ensure you get the best experience on Topgear.com.ph. By continued use, you agree to our privacy policy and accept our use of such cookies. Find out more here .

ROAD TEST: Volkswagen Polo Vivo 1,6 GTS

Does the sportily styled GTS at the summit of the popular Polo Vivo hatchback range deserve its badge?

There’s no shying away from the fact that the GTS insignia affixed to the rump of this particular Polo Vivo is ambitious at best. The priciest of Polo Vivo hatchbacks does, after all, boast no added grunt from its 1,6-litre, four-pot heart. Of course, Volkswagen SA has followed this all-show-no-extra-go recipe before with the Vivo GT – with a fair amount of sales success, too and it’s this vehicle that the GTS replaces. While the engine is carried over, however, the difference between the two amounts to slightly more than the addition of an “S” to the badge. This locally built newcomer now comes in a practical five-door flavour only, whereas its predecessor was initially also available in the sportier three-door body style.

So, is the GTS sporty? Well, it clearly parades a racier persona than the 1,6 Comfortline derivative on which it is effectively based, thanks in no small part to the brash two-tone GTS stripes running along each side of the vehicle. The 16-inch gloss-grey alloys, meanwhile, are a little subtler and sit relatively snugly in the wheelarches thanks to a 15 mm drop in ride height.

Further performance-hinting exterior touches include a black-painted roof, gloss-black side-mirror covers, twin chrome tailpipes and a rather subtle rear spoiler. Interestingly, no Polo Vivo badging appears anywhere on the body.

The cabin has come in for similar visual fettling, but also includes a pair of supportive yet comfortable sports seats up front (with the driver’s perch featuring height adjustment), trimmed in nostalgic tartan upholstery. The three-spoke steering wheel is wrapped in leather and adorned with aluminium inserts and red stitching, with the latter treatment extended to other areas of the cockpit, including the black-piped carpets. A set of alloy pedals and silver dashboard panels complete the makeover.

Well-chosen cabin enhancements aside, there’s no escaping the fact that, underneath, this is a penny-pinching Polo from a different time. The side-mirrors, for instance, require manual adjustment, while rear passengers have to make do with window winders and the door cards are fully clad in hard plastic. And, while the rear bench can fold down, it does so in one piece rather than in a handy 60:40-split. Isofix child-seat anchors are also conspicuous by their absence.

The untouched powertrain, too, is somewhat of a coarse blast from the past, but that does at least mean it is well proven in local conditions. Indeed, the 77 kW naturally aspirated engine and its smartly geared five-speed manual transmission found favour with the test team, who appreciated its old-school feel and free-revving nature.

In fact, the 155 N.m mill feels ever-so-slightly livelier than its humble outputs may suggest, a sensation confirmed by the fact that we were able to slice some three-10ths off the claimed 10,6-second 0-100 km/h sprint time. The ABS-equipped GTS also managed to return a “good” rating in our strenuous braking test, despite having to make do with drums at the rear, and proved surprisingly frugal on our fuel route, too.

On the road, the conservatively lowered Vivo displays predictable handling and steering, although the latter feels overly weighty at parking speeds, due perhaps to the wider tyres. The ride is somewhat stiffer than that exhibited by a standard Vivo, although not to the point of any real discomfort.

While there might not be any extra oomph on offer, the Polo Vivo GTS is nevertheless capable of serving up honest, wholesome driving fun. This enjoyment is to be had not because of the power, but rather due to the very lack of it. Whereas approaching the limit in a proper hot hatch can quickly result in dinged metal and repentant tears, the GTS is hardly likely to bite off its driver’s hand. And that, at the very least, should appeal to the parents of young drivers.

And it’s clearly the youthful motorist at which the Vivo GTS is aimed. From this point of view, a case can certainly be argued for its existence with tried-and-tested previous-generation Polo underpinnings delivering fairly fuss-free motoring (even with the vexing lack of a standard service plan), while the vehicle is likely to hold its value on the second-hand market, too.

Find Your Ideal Car

Find Your Nearest Dealer

Car Compare

Related articles.

Road Test: GWM Ora 300 Super Luxury

Volvo XC90 B5 AWD Inscription

• Advertise with us
• Privacy Policy
• Terms and Conditions
• Competition Rules
• We use cookies
• Driving Impressions
• New Cars for Sale
• Used Cars For Sale
• Demo Cars for Sale
• Cheap Cars for Sale
• Industry News

• Wheels Picks

In the Philippines, if you want to buy a wagon, you have to spend a lot on either a Mazda6 Sports Wagon or a Subaru Levorg. Or you can spend a fortune on an Audi and its lineup of deliciously powerful and snarly wagons.

But there’s another German-branded option out there that doesn’t break the bank – the Volkswagen Santana GTS. In fact, the Santana GTS doesn’t even go over the six-digit mark, which makes it the most affordable wagon you can buy in the Philippines.

That said, expect some trade-offs with its lower price tag and I’m here to discuss those and more with this Santana GTS review.

First things first: Is the Santana GTS a true wagon or just a hatchback? The rear end of this Volkswagen is a point of contention among enthusiasts because it doesn’t have the usual wagon shape. But to solve the mystery, the major indication that the Santana GTS is a wagon (apart from the GTS badge) is the presence of a D-pillar. Hatchbacks (with a few exceptions) don’t have that, as is the huge cargo space, but more on that in a bit.

Now, on to the Santana GTS’s design – not much to discuss, apparently. As with the rest of Volkswagen’s lineup here and abroad, this one dons a simple and straightforward design. Quite literally, in fact, as most of the character lines you’ll see on the exterior are straight lines. Not a bad thing, really, because it makes the car look timeless. Several years down the line, this car won’t age that much, and that’s definitely a good thing. But for those who are into cars that will make their hearts skip a beat, the Santana GTS isn’t for you.

I particularly love the taillights of this car, although Volkswagen could have made the headlights LEDs instead of halogens for a more premium look. The entire design will grow on you, though, and the simplicity leaves space for sporty modifications such as lowering springs, bigger wheels, some skirts, and more.

The VW Santana GTS is a subcompact wagon, meaning it’s diminutive in size but surprisingly, the cabin isn’t cramped, more so behind the rear seats. The leg cushions are soft, but for taller individuals, you might ask for more coverage for your thighs.

The materials used in the cabin aren’t from the top shelf, but they’re durable and there are minimal scratch-prone piano black plastics. For drivers who rest their elbows while on a cruise, the adjustable elbow-rest in between the front seats is heaven-sent – though using this as storage isn’t its selling point.

Design-wise, the cabin is ergonomic plus you’ll appreciate some subtle hints of sportiness with the faux carbon prints and red stitching. Overall, like what I said for the exterior, the simplicity and no-BS styling of the cabin are its main weapon, and I know several people who like that, including myself.

Technology & Safety

While I’m a fan of straightforwardness, I’m also for tech toys found in modern cars. The Santana GTS doesn’t necessarily lack in this arena as it has the basics at this price point such as cruise control (perfect for SLEX to NLEX cruise on the new Skyway Stage 3), all-power controls, and idle auto start/stop. I am not a huge fan of the latter, but if you’re particular with fuel consumption, it could help marginally.

The optional Blaupunkt touchscreen infotainment, which adds P31,000 to the price tag, isn’t hard to operate but you’ll feel its trait as a piece of third-party equipment. If VW could host its own integrated infotainment in its cars, that would be better.

Safety-wise, the Santana GTS delivers with its dual front and side airbags, ISOFIX child seat anchors, ABS with EBD, seatbelt reminders for front occupants, five 3-point seatbelts, and stability control. It also has rear parking sensors but, if you’re looking for a rear camera, that’s another P5,000 on top of the Blaupunkt unit.

Driving & Handling

This is primarily the main reason why I love the Santana GTS – its on-road manners. VW did a great job in equipping it with a conventional 6-speed auto gearbox (as opposed to DCT). The power delivery was great, maximizing the 108 hp and 150 Nm of torque from the 1.5L MPI naturally aspirated gasoline engine. Even on its Normal setting, the response was noteworthy and the acceleration was spritely. I just wish that there’s a manual mode or a paddle shifter, but as it stands, the powertrain combo was already commendable.

Despite the length, which isn’t really that long, the Santana GTS wasn’t hard to maneuver even on tight city streets. Steering felt assisted but road feedback isn’t numb, which makes it a pleasure to drive on winding roads. There’s a bit of body roll, though, so you might want to go easy on that. Brakes, however, need a bit of adjustment for better stopping power.

Fuel Efficiency

The Santana GTS was a standout highway cruiser, returning over 20 km/L on a relaxed sprint on NLEX. Within the city, however, it averages 8 km/L amid medium to heavy traffic.

Of note, these figures were taken with only myself and my handy laptop bag inside the car.

I’ve been a long fan of wagons – more than crossover, SUVs, or any huge vehicle you’ll see on the right now. They’re a testament that you don’t need to compromise driving pleasure if you’re buying a family vehicle with lots of luggage space. And with the Volkswagen Santana GTS and its P998,000 price tag, adoration wasn’t hard even with its shortcomings.

I highly recommend considering the Santana GTS for your family vehicle purchase – that’s if you don’t need seven seats and you’re into subtler designs in the sea of aggressively styled cars.

• Santana GTS
• Volkswagen Santana GTS

Most Popular

The suv according to mazda: cx-60 and cx-90 drive to baguio, byd is officially global no.1 in new energy vehicle sales – 3 million nevs sold in 2023, mercedes-benz and fuso inaugurate first joint truck dealership in ph, motortrade remains committed to serving customers with opening of 100th honda store, the lego® group launches new range of racing vehicles, omoda & jaecoo debuts at mias: shares brands’ vision to customers, 2024 ford mustang roars locally ahead of arrival in may, isuzu ph announces summertastic promo, exclusive offers for a safe and enjoyable summer drive, “hyundai mobile service” to be piloted by 8 hyundai dealers in the philippines, more articles like this.

Copyright © 2024 Philstar Wheels | Powered by The Philippine STAR

• Advertise with us
• Privacy Policy

2022 Volkswagen GTI

Search Used Listings

Enter your zip code to search used GTI listings in your area.

$ 26,758 - 34,125

Avg Price Paid

$ 29,880 - 39,130

Original MSRP

Advertisement

2022 Volkswagen GTI Review

Other Years:

U.S. News Rating

The fully redesigned 2022 Volkswagen GTI is fast and a blast to drive, and it offers a good amount of passenger and cargo utility. The GTI does not have an overall score or ranking because of incomplete predicted reliability data.

Brisk acceleration

Go-kart-like handling

Ample cargo room

Long list of standard features

Few physical interior controls

Some unappealing cabin materials

High base price for the class

What's New for 2022

Fully redesigned

Features and Specs

24-25 City / 34 Hwy

241 horsepower

Research & Ratings

Currently the Volkswagen GTI has a score of 8.3 out of 10, which is based on our evaluation of 19 pieces of research and data elements using various sources .

• Critics' Rating 9.4
• Performance 8.9
• Total Cost of Ownership N/A
• Interior 6.8

Best Compact Cars

2024 Honda Civic

2024 Mazda Mazda3

2024 Hyundai Elantra

2022 GTI Photos

2022 Volkswagen GTI Overview

Is the volkswagen gti a good car.

The 2022 GTI is an excellent car. It has among the highest composite performance score of any vehicle on our site, driven by lively turbocharged acceleration and excellent handling. The GTI rides comfortably, it has plenty of space for people, and its hatchback design makes it one of the best compact cars  for hauling cargo.

Volkswagen packs the Golf GTI with plenty of standard driver assistance and infotainment technology, and the upgraded infotainment displays and a digital gauge cluster give the car a modern feel. However, the over-reliance on haptic buttons requires a learning curve. And while this hatchback is fully redesigned, some interior materials and surfaces don't live up to the GTI's reputation for quality.

Should I Buy the Volkswagen GTI?

The GTI should be near the top of your list if you're looking for a fun, practical car that is just as much at home carving canyons as it is running errands on the weekend. Few cars on the market can match its performance, livability, and overall value. With a wide array of standard features and a base price of under $30,000, the GTI hot hatch gives you a lot for your money.

Find a 2022 Volkswagen GTI for sale near you »

Why You Can Trust Us: 18 Reviews Analyzed

We analyzed 18 Volkswagen Golf GTI reviews – along with interior specs, fuel economy estimates, and more – to help you decide if the 2022 GTI is the right new car for you.

U.S. News Best Cars has been ranking and reviewing vehicles since 2007, and our staff has more than 75 years of combined experience in the auto industry. To ensure our objectivity, we never accept expensive gifts from carmakers, and an outside firm manages the ads on our site.

2021 vs. 2022 Volkswagen GTI: What's the Difference?

The 2022 Volkswagen GTI is fully redesigned, marking the start of the car's eighth generation. Changes include revamped interior and exterior styling and performance enhancements like a retuned suspension, a standard torque-sensing limited-slip differential, and a bump of 13 horsepower. The GTI also gets some technology upgrades, such as a standard digital instrument cluster and larger touch screens, and it returns better fuel economy than previous models.

For the 2022 model year, Volkswagen discontinues the standard Golf that the GTI is based on, but it debuts a redesigned, high-performance Golf R.

Compare the 2021 and 2022 GTI »

Here are the key changes for the Volkswagen GTI over the last few years:

• 2022: fully redesigned with updated styling, more horsepower, suspension and handling upgrades, and new tech features
• 2021: no notable changes
• 2020: forward collision warning, pedestrian detection, automatic emergency braking, blind spot monitoring, and rear cross traffic alert added to standard features list
• 2019: increase in horsepower (228 from 220); optional dual-clutch seven-speed automatic transmission replaced six-speed automatic; limited-slip differential became standard; Rabbit Edition trim introduced
• 2018: refreshed interior and exterior styling; increase in horsepower (220 from 210); two-door model discontinued; rain-sensing windshield wipers made standard; an 8-inch touch screen became available

If you're considering an older model, be sure to read our 2019 GTI , 2020 GTI , and 2021 GTI  reviews to help make your decision. Also, check out our Best New Car Deals  and Best New Car Lease Deals  pages to learn about savings and discounts you can find on new vehicles.

How Much is a 2022 Volkswagen GTI?

The redesigned 2022 Volkswagen Golf GTI starts at $29,880, which is the highest base price in the compact car class . The GTI SE and GTI Autobahn retail for $34,630 and $38,330, respectively. All models come standard with a manual transmission.

Check out our U.S. News Best Price Program  for great savings at your local Volkswagen dealer. You can also find excellent manufacturer incentives on our Volkswagen deals page  .

Volkswagen GTI Versus the Competition

Volkswagen gti vs. subaru wrx.

Both the GTI and Subaru WRX  are great choices if you’re looking for a thrilling compact car, and picking between them depends on what you prioritize. The GTI is a front-wheel-drive hatchback, while the WRX is an all-wheel-drive sedan. It's easier to live with the GTI day to day because of its comfortable ride and better fuel economy. The WRX is a lot more brash; it has two engine options that eclipse the GTI's horsepower (268 and 310 compared to the VW’s 241 horses), but it has a harsh suspension setup and noticeably cheaper cabin materials. If a raucous powertrain and all-wheel drive are must-haves, pick the WRX. For a better overall package, go with the GTI.

Compare the GTI and WRX »

Volkswagen GTI vs. Mazda3

The Mazda3  is a top-ranked entrant in the compact car class  because of its swanky interior, excellent safety score, and well-rounded performance. Both this Mazda and the Volkswagen deliver athletic handling, but you'll get a lot more options for configuring the Mazda3: It's available as a sedan or hatchback, and it offers three available engines, a manual or automatic transmission, and front- or all-wheel drive. However, you may be put off by the Mazda's small rear seat, a fault not found in the VW.

Compare the GTI and Mazda3 »

Compare the GTI, WRX, and Mazda3 »

GTI Interior: Could be Classier

Gti interior quality.

While the outgoing seventh-generation 2021 Golf GTI  (and prior models) were usually lauded for their luxurylike cabin appointments, opinions on the new generation are mixed. The whole interior is sleek, modern, and uncluttered, but some noticeable cheap-feeling plastics drag down the atmosphere.

GTI Infotainment, Bluetooth, and Navigation

Another part of the GTI's interior revamp is the addition of more touch screens and the subtraction of buttons. Every model features a roughly 10-inch fully digital instrument cluster that earns praise for its sharp graphics and customization of displayed information.

The two possible infotainment setups – an 8.25-inch touch screen running older software and an optional 10-inch touch screen with a newer interface – both function well and respond quickly to your touches.

However, you may find yourself digging through menus to achieve certain tasks, and the lack of physical controls is frustrating. Adjusting things like audio volume or climate control uses small, inaccurate capacitive buttons below the touch screen. There's also a multitude of haptic controls on the steering wheel that can result in inadvertent changes if you hit them while driving.

• Standard infotainment features: a 10.25-inch digital instrument cluster, an 8.25-inch touch screen, Android Auto, Apple CarPlay, wireless device charging, four USB ports, a seven-speaker stereo, and Bluetooth
• Available infotainment features: a 10-inch touch screen, navigation, voice recognition, a nine-speaker Harman Kardon premium stereo, wireless smartphone integration, a Wi-Fi hot spot, and satellite radio
• Additional standard features: automatic climate control and 30-color ambient interior lighting
• Other available features: a sunroof, proximity keyless entry, and tri-zone automatic climate control

For more information, read What Is Apple CarPlay?  and What Is Android Auto?

GTI Cargo Space

The Volkswagen Golf GTI offers about 20 cubic feet of cargo space behind its rear seats, and you can fold them down to open up 34.5 cubic feet. This hatchback remains one of the most capable compact cars  around thanks to a squared-off, wide storage space. It should be easy to load in heavy items or transport big, bulky things.

How Many People Does the GTI Seat?

The GTI seats five people. The best perches are upfront, where the driver has a commanding position and solid visibility. The standard front sport seats are well-bolstered and stay comfortable for long trips.

It's easy to get into and out of both rows through wide doors. In back, there's decent space for taller people, but they might want more than the GTI's below-average 35 inches of legroom.

GTI and Child Car Seats

There are two complete sets of LATCH connectors for the rear outboard seats and a tether anchor for the rear middle seat.

Read more about interior »

GTI Performance: Back with a Vengeance

The GTI's new generation continues to make use of a turbocharged four-cylinder engine, but it gets a boost to 241 horsepower and 273 pound-feet of torque from 228 and 258, respectively, in the 2021 model. Acceleration comes on strong as soon as you hit the gas, and getting up to higher speeds is seamless.

Though Volkswagen has not published an official zero-to-60 mph time for the 2022 GTI, critics say it feels noticeably quicker than the outgoing model. The GTI has a top speed of 155 mph.

The standard six-speed manual transmission is a good match for the engine; it’s easy to manipulate and it exhibits solid clutch feel. For those who prefer to do less work, a seven-speed dual-clutch automatic switches gears with precision.

GTI Gas Mileage

The manual transmission 2022 VW GTI gets an EPA-estimated 24 mpg in the city and 34 mpg on the highway. That's about average for the compact car class , but it represents an improvement of several mpg compared to the manual 2021 GTI .

GTI Ride and Handling

The latest Golf GTI handles as well as – and better than – any of its predecessors, thanks to upgrades like a standard electronic limited-slip differential and improvements to the optional adaptive damping suspension. Corners are tackled with enthusiasm, and there's excellent road grip and body control. You might find the steering a little over-aided, but it's still sharp and responsive. The brakes are strong, bringing this hot hatch to a stop with confidence or helping to navigate twisties on a track.

Read more about performance »

GTI Reliability

Is the volkswagen gti reliable .

The 2022 Volkswagen Golf GTI does not yet have a J.D. Power predicted reliability score.

Volkswagen GTI Warranty

Volkswagen covers the GTI with a four-year/50,000-mile basic warranty.

Read more about reliability »

2022 Volkswagen GTI Safety

Score: 9.8/10, crash test results.

The Insurance Institute for Highway Safety gave the 2022 Volkswagen GTI the highest rating of Good in all six crash safety tests and a Top Safety Pick designation for Autobahn models. The Autobahn trim earned the second-highest rating of Acceptable for how well its headlights illuminate the road ahead. The SE trim received the second-lowest rating of Marginal for forward visibility, while the S trim received the lowest rating of Poor. 

The IIHS uses a different scale for grading collision avoidance features. The GTI received the highest rating of Superior for its standard vehicle-to-vehicle front crash prevention system, while the standard vehicle-to-pedestrian system earned the midtier rating of Advanced. 

The National Highway Traffic Safety Administration has not crash tested the redesigned 2022 VW GTI.

Safety Features

Standard driver assistance features:

• Forward collision warning
• Forward automatic emergency braking
• Pedestrian and cyclist detection
• Blind spot monitoring
• Rear cross traffic alert
• Lane departure warning
• Lane keep assist
• Adaptive cruise control
• Highway driving assist
• Rain-sensing windshield wipers
• Front and rear parking sensors
• Rearview camera

Available driver assistance features:

• Adaptive headlights
• Traffic sign recognition
• Automatic high-beam headlights
• Automatic parking assist
• Head-up display

GTI Dimensions and Weight

The VW Golf GTI is 14.1 feet long. Volkswagen has not published the 2022 GTI's curb weight.

Where Is the 2022 Volkswagen GTI Built?

Volkswagen builds the 2022 GTI in Germany.

Which Volkswagen GTI Model Is Right for Me?

The 2022 Volkswagen GTI comes in three trims: S, SE, and Autobahn. All models feature a 241-horsepower turbocharged engine and front-wheel drive; a six-speed manual transmission is standard in all trims, and a seven-speed dual-clutch automatic transmission with paddle shifters is optional for $800.

If you're on a tighter budget, you can stick with the base model and still enjoy a healthy heaping of standard features, including many active safety amenities. However, the midrange SE is a nice balance of price and amenities, adding things like a larger touch screen.

Volkswagen GTI S

The 2022 Volkswagen GTI S starts at $29,880. Standard features include cloth upholstery, heated front sport seats, a leather-wrapped and heated steering wheel, automatic climate control, 30-color ambient interior lighting, an electronic limited-slip differential, rain-sensing windshield wipers, front and rear parking sensors, a rearview camera, and LED headlights, taillights, and fog lights.

An 8.25-inch touch-screen infotainment system includes Android Auto, Apple CarPlay, four USB ports, a seven-speaker stereo, and Bluetooth. A 10.25-inch digital instrument cluster and wireless device charging are also standard.

The GTI also comes standard with the IQ.DRIVE suite of active safety features, which includes forward collision warning, automatic emergency braking, pedestrian and cyclist detection, blind spot monitoring, rear cross traffic alert, lane departure warning, lane keep assist, and adaptive cruise control.

Volkswagen GTI SE

With a base price of $34,630, the Volkswagen GTI SE adds a sunroof, proximity keyless entry, adaptive headlights, traffic sign recognition, and a 10-inch touch-screen infotainment system with navigation, voice recognition, a nine-speaker Harman Kardon premium stereo, wireless smartphone integration, a Wi-Fi hot spot, and satellite radio.

You can add a package of options ($1,225) that includes leather upholstery, ventilated front seats, synthetic leather door inserts, and a 12-way power-adjustable driver's seat with memory settings.

Volkswagen GTI Autobahn

The VW Golf GTI Autobahn retails for $38,330 and comes with an adaptive suspension, performance summer tires, heated rear seats, tri-zone automatic climate control, automatic high-beam headlights, automatic parking assist, a head-up display, and the optional features from the SE trim.

Check out our U.S. News Best Price Program for great savings at your local VW dealer. You can also find excellent manufacturer incentives on our Volkswagen deals page .

See 2022 Volkswagen GTI specs and trims »

The Final Call

The revamped 2022 Volkswagen GTI sticks out among compact cars for its playful driving nature and hatchback utility. Despite some weaknesses – an underwhelming interior quality and some confusing infotainment controls among them – the GTI remains a strong pick.

Don't just take our word for it. Check out comments from some of the reviews that drive our rankings and analysis.

• "Instead of rethinking the GTI, Volkswagen's engineers have finely polished what made the GTI so good to begin with. It's fun to drive all the time thanks to a stout engine and sharp handling. It's comfortable and offers plenty of cargo space too. The lack of real buttons for most controls can be frustrating but, as a whole, the new GTI is as charming as ever." -- Edmunds
• "Scooting around traffic-clogged city streets, cramming gear into the cargo area, stuffing friends in the back seat, squeezing into tight parking spaces—it's all handled with the familiar chilled-out, cooler-than-you German modernism that makes the Golf—oops, Freudian slip—GTI such a fan favorite." -- Motor Trend
• "The eighth-generation GTI (or 'Mk8') is the best yet, its fabled combination of performance and practicality reaching new heights." -- Forbes

Other Years

Local inventory.

• 2024 Volkswagen GTI For Sale
• 2023 Volkswagen GTI For Sale
• 2022 Volkswagen GTI For Sale
• 2021 Volkswagen GTI For Sale
• 2020 Volkswagen GTI For Sale
• All Volkswagen GTI For Sale
• All Volkswagen For Sale

Car Payment Calculators

Use our tools to calculate monthly payments or figure out which cars you can afford.

U.S. News Best Cars Awards

• Best Cars for the Money
• Best Cars for Families
• Best Vehicle Brands

GTI Shoppers Should Also Consider

# 1 in Compact Cars

# 2 in Compact Cars

# 3 in Compact Cars

2024 Subaru Impreza

# 4 in Compact Cars

75 years for us. That's a big deal for you.

We're celebrating. now you can too..

2024 Atlas Models 1.9% APR* for 60 months For well-qualified customers . OR $3,000** Customer Bonus

Offer ends 04/30/2024

2024 Atlas Cross Sport Models 1.9% APR* for 60 months For well-qualified customers . OR $3,000** Customer Bonus

The 2024 Tiguan The versatile SUV

The 2024 Atlas The sophisticated family SUV

The 2024 Atlas Cross Sport The stylish SUV

The 2024 Taos The lifestyle SUV

The 2024 Jetta The compact sedan

The start of something big.

75 years ago, the first Beetle arrived in New York City. At first, people thought we looked sort of funny. But then, something extraordinary happened. They began to fall in love. Relive history with our big game spot (in case you missed it) and celebrate with us all year as we honor our past by looking ahead toward the future of VW.

Lower maintenance . Smarter choice.

Great news: the 2023 Volkswagen Atlas , Atlas Cross Sport, Tiguan, Taos and ID.4 EV cost less to maintain than their respective Toyota, Honda, and Subaru competitors. ⁠ 1 It’s not only a smart choice for your lifestyle; it could also be a smart choice for your wallet. Check out how the other Volkswagen models stack up.

The future of electric is here.

Assembled locally in Chattanooga , TN the 2023 Volkswagen ID.4 SUV is truly something to behold. With a striking, aerodynamic road presence and a spacious, comfortable interior, it'll transform how you think about electric cars. Best of all, it comes loaded with value. Oh, and qualifying individuals may be eligible for up to a $7,500 federal tax credit on select ID.4 vehicles ⁠ 2 .⁠ Ask your dealer about using the credit as a down payment ⁠ 3 .

Owner Information

My ID.4 Reservation

TDI Emissions

Fit more on your VW.

Then try something  on for yourself

VW Certified Techs at your service

College Grad Bonus

Have diploma, will travel.

Military & First Responder Bonus

For those who serve…  And love to drive.

The myVW app: driving a new ownership experience

How Chattanooga Promotes Sustainable Assembly

#DriveBigger: The Tiny-home Movement

• Models / Golf

The new Golf GTD

In brief: New Golf GTD features the most powerful turbocharged diesel engine in the long history of the Volkswagen best-seller

Important facts

• Endurance athlete. High efficiency levels of the new GTD engine enable very long ranges
• Turbocharged diesel engine. 147 kW (200 PS) of power and 400 Nm of torque are the vital statistics of the most powerful Golf with a TDI engine
• Dual SCR catalytic converter. Innovativetwin dosing significantly cuts nitrogen oxide (NOx) emissions of the turbocharged diesel engine (TDI)
• Always automatic. New Golf GTD launched onto the market with a 7-speed dual-clutch gearbox (DSG) as standard
• LED headlights as standard. GTD with illuminated radiator grille fin which merges into the LED headlights
• GTD insignia. Air intake grille in honeycomb design, red brake calipers, illuminated radiator grille and red pulsing start button
• GTD interior. Background lighting with 30 colours and Digital Cockpit on board as standard

The new Golf GTD is a real endurance athlete. With its 147 kW (200 PS) 2.0-litre TDI engine, the new flagship of the Golf diesel models is more powerful, more efficient and produces lower emissions than ever before. The sporty overall package is rounded off by GTD-specific features and extensive standard equipment. The new Golf GTD’s driving performance and consumption are also impressive: thanks to the power of 400 newton metres of torque, the Volkswagen races to 100 km/h in only 7.1 seconds and reaches a top speed of 245 km/h. At the same time, the combined NEDC consumption is only 4.4 l/100 km. As with all the turbocharged diesel engines for the new Golf, the GTD’s drive system is linked to two SCR catalytic converters connected in series (SCR = Selective Catalytic Reduction). This new twin dosing SCR system with dual AdBlue injection greatly reduces nitrogen oxide emissions compared with its predecessor. Volkswagen offers the Golf GTD featuring a 7-speed dual clutch gearbox (DQ381 DSG) as standard.

Dynamic front end. The design of the new Golf GTD embodies sporty charisma. The standard LED headlights are positioned low down and form a striking crossbar in conjunction with the radiator grille. A slim, silver line towards the top of the bonnet now stretches across the front section. An LED strip in the headlight mirrors the silver line when the daytime running lights are activated – or when the driver approaches with the key. As standard, the radiator grille is illuminated as a continuation of the LED strip for the first time. This creates the completely new, unmistakable headlight design of the Golf GTD. Another striking and unmistakable feature is the typically large, one-piece lower air intake grille in a honeycomb pattern. It is framed on the outside by a black application, with a striking wing-like design on the sides. The new GTD insignia also include the optional fog lights which have now been integrated into the air intake grille in an X formation.

Striking outline. The side section features the eye-catching, standard 17-inch Richmond alloy wheels. Painted in red: the brake calipers. The Golf also bears a GTD signet on the side of the front wing. The standard equipment also features wider side sills in black – with a splitter design similar to that found on racing cars. Towards the front the sills come together to form the front spoiler and at the rear they morph into the diffuser. An individualised spoiler extends the roof line at the very top of the outline.

Superior rear end. The eighth Golf generation has a powerful shoulder section and striking rear end design with standard LED tail light clusters. The GTD also benefits from this dynamic design. The GTD lettering is now positioned centrally under the Volkswagen emblem rather than on the driver side as it was before. The roof spoiler is extended rearwards and merges with the black edging around the rear window, making the Golf GTD appear even flatter. Down below, the sporty diffuser distinguishes the GTD from the less powerful versions of the product line with diesel engine. A further distinguishing feature of the Golf GTD: the exhaust system’s twin tailpipes arranged on the left-hand side.

Traditional GTD characteristics in the vehicle interior. Anyone opening the doors on new Golf GTD’s will immediately notice the premium sport front seats with integrated head restraints and the traditional, yet redesigned, Scalepaper tartan pattern. Signature GTD: silver highlights integrated into the grey and black tartan as stitching. A silver clip on the sports steering wheel covered in perforated leather also indicates to drivers that they are at the wheel of a Golf GTD. The standard Digital Cockpit with a 10-inch display is behind the sports steering wheel. The engine start/stop button pulsates red until the engine starts – yet another exciting feature. Applications in the vehicle interior boast a sporty, carbon-fibre look.

Progressive technology package. A host of functions, assist and convenience systems round off the Golf GTD’s comprehensive standard features. These include driving profile selection, progressive steering, electronic differential lock XDS, Dynamic Road Sign Display, voice control and a mobile phone interface with inductive charging function. Car2X technology, which allows vehicles to warn each other of hazards, and the lane keeping system Lane Assist guarantee added safety.

Note: All equipment specifications apply to the German market. Any equipment mentioned may refer to optional equipment.

Media contacts

• Terms of Service
• Cookie Policy
• Third Party Licence Notes
• Volkswagen AG
• Cookie Settings
• Press Releases
• Basic Infos
• Media Documents
• Media Contacts

The Volkswagen Newsroom is an open platform and offers comprehensive search options to all users.

If you would like to be kept informed about our press releases you can also subscribe to our media information newsletter.

The specified fuel consumption and emission data are determined in accordance with the measurement procedures prescribed by law. 1 January 2022, the WLTP test cycle completely replaced the NEDC test cycle and therefore no NEDC values are available for new type approved vehicles after that date.

This information does not refer to a single vehicle and is not part of the offer but is only intended for comparison between different types of vehicles. Additional equipment and accessories (additional components, tyre formats, etc.) can alter relevant vehicle parameters such as weight, rolling resistance and aerodynamics, affecting the vehicle's fuel consumption, power consumption, CO 2 emissions and driving performance values in addition to weather and traffic conditions and individual driving behavior.

Due to more realistic testing conditions, fuel consumption and CO 2 emissions measured according to WLTP will in many cases be higher than the values measured according to NEDC. As a result, the taxation of vehicles may change accordingly as of 1 September 2018. For further information on the differences between WLTP and NEDC, please visit www.volkswagen.de/wltp .

Further information on official fuel consumption data and official specific CO 2 emissions for new passenger cars can be found in the "Guide to fuel economy, CO 2 emissions and power consumption for new passenger car models", which is available free of charge from all sales dealerships and from DAT Deutsche Automobil Treuhand GmbH, Hellmuth-Hirth-Str. 1, D-73760 Ostfildern, Germany and at www.dat.de/co2 .

Put-in tours

Original tour agency in moscow and st petersburg..

Onboard a Soviet van!

Welcome to Russia!

We are Sergey and Simon, a Russian and a Frenchman, both  passionate about Moscow, Saint-Petersburg and classic cars. Together, we have created Put-in tours. Our goal is to help you experience Russian culture off the beaten path. Join us onboard our classic Soviet van and let’s get rolling!

In Moscow we offer you a city tour to discover most of the city in an original way as well as a night tour to admire the lights. Our pubcrawl is ideal to explore Moscow’s night-life and have fun. If you are craving to discover Russian culture, come impress your senses during our monastery diner or join our 100% Russian Banya Excursion . The latest will also bring you to Sergiyev Posad and it’s famous monastery!

For the most extreme travellers, our shooting tour will deliver your daily dose of adrenaline whereas our tank excursion will let you ride a real tank and shoot a bazooka.

We also offer help to receive your visa , safe and multilingual airport transfers , as well as organisation services for team-building events or bachelor parties .

All our excursions (but the monastery diner) happen onboard our Soviet military vans and can be covered by our  professionnal photographer or videographer.

In Saint Petersburg

We welcome you in Saint Petersburg onboard our Soviet van to discover the imperial city with our city tour and night tour .

Continue your discovery in style! The adrenaline lovers will like our shooting tour  which brings 3 Russian weapons to the tip of your trigger finger.

Follow us on Social Media...

Our partners

© Copyright 2021 - Put-in tours Designed by SD Marketing & Design

At Put-in tours, we put you in our classic Soviet vans to go explore Moscow, Saint Petersburg and Russian culture off the beaten path. Discover our Moscow city guided tour, visit Moscow by night, join our banya & Sergiyev Posad excursion, visit and dine in one of Moscow's oldest monastery or even Luzhniki stadium, before you party on our famous pubcrawl! Original and atypical tours : Shoot AK47 and a bazooka after riding on a tank with our tank & bazooka excursion ! Extreme tours: Fly a fighter jet in Moscow onboard a L-29 or L-39 aircraft!

© Copyright 2021 – Put-in tours

Design web: SD Marketing & Design

Home About us Videos Moscow Saint-Petersburg Contact Online booking Blog Disclaimer Privacy Policy

WhatsApp us

• What's My Car Worth?
• Buyer's Guide

2025 Volkswagen Golf GTI

Starting at .css-1ykuyyb{font-size:1.125rem;line-height:1.2;margin-left:0.25rem;}@media(min-width: 40.625rem){.css-1ykuyyb{color:#000000;}} $34,000 est.

What's New for 2025?

VW has shown an updated 2025 GTI that has many new tech features, including a larger touchscreen, an enhanced voice assistant, and revised infotainment software. It also has new steering-wheel controls that do away with the annoying touch-sensitive buttons from before, which is a welcome upgrade. Revised headlights, taillights, and new wheel designs are also on the menu. Best of all, the turbo four-cylinder engine gains a bit of power compared with before. Unfortunately, if you want a manual-transmission GTI, you’d better act fast, because the 2025 edition won’t offer a stick shift. The 2024 GTI 380 edition represents your last chance to shift your own gears.

Pricing and Which One to Buy

The price of the 2025 Volkswagen Golf GTI is expected to start around $34,000 and go up to $42,000 depending on the trim and options.

VW hasn’t released pricing or trim-level details for the updated GTI yet, but we expect it will be offered in the same three models as before. We’re mostly hoping that the plaid seats remain in the lower trim levels.

Engine, Transmission, and Performance

The Volkswagen Golf GTI will use the same turbocharged 2.0-liter inline-four as before, but with a bit more power than the 241 horsepower found in the current car. Output is up to 262 hp in the Europe-spec car, although that figure might change slightly for the U.S. model. Either way, but performance will likely be slightly enhanced compared with the outgoing car, which got to 60 mph in 5.7 seconds in our testing. The only transmission choice this time around will be the seven-speed dual-clutch automatic, which delivers quick shifts but is ultimately a bit less engaging than the discontinued six-speed manual transmission. Fortunately, even the automatic GTI is a fun car to drive, thanks to responsive steering, a firm brake pedal, and an eagerness to change direction that makes it a blast to drive on a curvy road. We look forward to getting behind the wheel of the updated model, and we’ll update this section with test results as soon as we get a chance to test it.

Interior, Comfort, and Cargo

A set of notable improvements turn the GTI’s already handsome cabin into a more usable place. While we were previously annoyed by the unintuitive infotainment touchscreen and fussy touch controls, both are upgraded in the new model. The steering wheel now features real buttons rather than touch-sensitive sliders, and the infotainment system receives a significant upgrade as well. Other than those changes, expect the same spacious front and rear seats, plus the surprisingly generous cargo area enabled by the GTI’s boxy hatchback shape.

Infotainment and Connectivity

A larger infotainment screen will be offered in the updated GTI, and it measures 12.9 inches. That’s a useful size increase over the old model’s 10.0-inch screen, and VW also promises better functionality from its upgraded MIB4 software. An enhanced voice assistant promises to recognize more commands.

As more information becomes available, we'll update this story with more details about:

• 0–60-MPH Times
• Fuel Economy and Real-World MPG
• Safety and Driver-Assistance Features
• Warranty and Maintenance Coverage

.css-190qir1:before{background-color:#000000;color:#fff;left:0;width:50%;border:0 solid transparent;bottom:48%;height:0.125rem;content:'';position:absolute;z-index:-10;} Shopping Tools .css-188buow:after{background-color:#000000;color:#fff;right:0;width:50%;border:0 solid transparent;bottom:48%;height:0.125rem;content:'';position:absolute;z-index:-10;}

Similar vehicles, .css-gpjca5{-webkit-text-decoration:none;text-decoration:none;margin:0rem;} 2024 honda civic type r.

Starting at $45,890 · 10/10

Starting at $44,890 · 10/10

2024 Honda Civic Si

Starting at $30,195 · 10/10

Starting at $29,895 · 10/10

2024 Toyota GR Corolla

Starting at $37,595 · 9.5/10

Starting at $36,995 · 10/10

2024 Hyundai Elantra N

2024 Volkswagen Golf R

Starting at $46,890 · 9/10

Starting at $45,835 · 9/10

2024 Volkswagen Jetta GLI

Starting at $29,310 · 8.5/10

Starting at $32,680 · 8.5/10

2024 Subaru WRX

Starting at $33,855 · 8/10

Starting at $31,625 · 8/10

2024 Mini Cooper JCW

Starting at $36,395 · 6/10

Starting at $33,895 · 6/10

More From Volkswagen

2025 volkswagen id.7.

2026 Volkswagen ID.8

2025 Volkswagen ID.Buzz Microbus

2024 Volkswagen Atlas

Starting at $39,420 · 7/10

Starting at $36,445 · 7/10

Starting at $35,630 · 7/10

Starting at $32,565 · 7/10

Starting at $32,565 · 8/10

Starting at $31,890 · 9/10

Starting at N/A · 9/10

2024 Volkswagen Atlas Cross Sport

Starting at $38,410 · 6.5/10

Starting at $35,755 · 6.5/10

Starting at $34,930 · 6.5/10

Starting at $32,050 · 6.5/10

Starting at $31,565 · 6.5/10

2025 Volkswagen Golf R

Starting at $48,000 est

Starting at $45,185 · 9.5/10

Starting at $41,290 · 8/10

2024 Volkswagen ID.4

Starting at $41,160 · 8.5/10

Starting at $40,290 · 8.5/10

Starting at $42,525 · 8.5/10

Starting at $41,190 · 8/10

2024 Volkswagen Taos

Starting at $25,420 · 8.5/10

Starting at $25,450 · 8.5/10

Starting at $24,790 · 8.5/10

2024 Volkswagen Jetta

Starting at $22,660 · 8.5/10

Starting at $21,750 · 8.5/10

Starting at $21,460 · 8.5/10

Starting at $19,990 · 8/10

Starting at $19,815 · 8/10

Starting at $19,640 · 7/10

Starting at N/A · 7/10

Starting at $32,390 · 8.5/10

Starting at $27,340 · 10/10

Starting at $27,165 · 10/10

Starting at N/A · 10/10

2023 Volkswagen Arteon

Starting at $44,305 · 8/10

Starting at $42,045 · 8/10

Starting at $38,190 · 8/10

Starting at $37,015 · 7.5/10

Starting at N/A · 8/10

2025 Volkswagen Tiguan

Starting at $29,000 est

Starting at $30,305 · 9/10

Starting at $28,245 · 9/10

Starting at $27,785 · 9.5/10

Starting at $26,440 · 9.5/10

Starting at $25,965 · 9.5/10

Starting at $25,290 · 8/10

Starting at N/A · 6/10

Volkswagen Voyage 1986

Description

This Assetto Corsa mod adds new street class car: Volkswagen 1986 year of production. Limited top speed of Volkswagen Voyage 1986 is 250 with 300 power. Current version of the vehicle is 1.1.

All credits to: 1ST Studio Racing

For the first time Rosatom Fuel Division supplied fresh nuclear fuel to the world’s only floating nuclear cogeneration plant in the Arctic

The fuel was supplied to the northernmost town of Russia along the Northern Sea Route.

The first in the history of the power plant refueling, that is, the replacement of spent nuclear fuel with fresh one, is planned to begin before 2024. The manufacturer of nuclear fuel for all Russian nuclear icebreakers, as well as the Akademik Lomonosov FNPP, is Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC), a company of Rosatom Fuel Company TVEL that is based in Elektrostal, Moscow Region.

The FNPP includes two KLT-40S reactors of the icebreaking type. Unlike convenient ground-based large reactors (that require partial replacement of fuel rods once every 12-18 months), in the case of these reactors, the refueling takes place once every few years and includes unloading of the entire reactor core and loading of fresh fuel into the reactor.

The cores of KLT-40 reactors of the Akademik Lomonosov floating power unit have a number of advantages compared to the reference ones: a cassette core was used for the first time in the history of the unit, which made it possible to increase the fuel energy resource to 3-3.5 years between refuelings, and also reduce the fuel component of the electricity cost by one and a half times. The FNPP operating experience formed the basis for the designs of reactors for nuclear icebreakers of the newest series 22220. Three such icebreakers have been launched by now.

For the first time the power units of the Akademik Lomonosov floating nuclear power plant were connected to the grid in December 2019, and put into commercial operation in May 2020. The supply of nuclear fuel from Elektrostal to Pevek and its loading into the second reactor is planned for 2024. The total power of the Akademik Lomonosov FNPP, supplied to the coastal grid of Pevek without thermal energy consumption on shore, is about 76 MW, being about 44 MW in the maximum thermal power supply mode. The FNPP generated 194 million kWh according to the results of 2023. The population of Pevek is just a little more than 4 thousand, while the FNPP has a potential for supplying electricity to a city with a population of up to 100 thousand people. After the FNPP commissioning two goals were achieved. These include first of all the replacement of the retiring capacities of the Bilibino NPP, which has been operating since 1974, as well as the Chaunskaya TPP, which has already been operating for more than 70 years. Secondly, energy is supplied to the main mining companies in western Chukotka in the Chaun-Bilibino energy hub a large ore and metal cluster, including gold mining companies and projects related to the development of the Baimsk ore zone. In September 2023, a 110 kilovolt power transmission line with a length of 490 kilometers was put into operation, connecting the towns of Pevek and Bilibino. The line increased the reliability of energy supply from the FNPP to both Bilibino consumers and mining companies, the largest of which is the Baimsky GOK. The comprehensive development of the Russian Arctic is a national strategic priority. To increase the NSR traffic is of paramount importance for accomplishment of the tasks set in the field of cargo shipping. This logistics corridor is being developed due regular freight voyages, construction of new nuclear-powered icebreakers and modernization of the relevant infrastructure. Rosatom companies are actively involved in this work. Rosatom Fuel Company TVEL (Rosatom Fuel Division) includes companies fabricating nuclear fuel, converting and enriching uranium, manufacturing gas centrifuges, conducting researches and producing designs. As the only nuclear fuel supplier to Russian NPPs, TVEL supplies fuel for a total of 75 power reactors in 15 countries, for research reactors in nine countries, as well as for propulsion reactors of the Russian nuclear fleet. Every sixth power reactor in the world runs on TVEL fuel. Rosatom Fuel Division is the world’s largest producer of enriched uranium and the leader on the global stable isotope market. The Fuel Division is actively developing new businesses in chemistry, metallurgy, energy storage technologies, 3D printing, digital products, and decommissioning of nuclear facilities. TVEL also includes Rosatom integrators for additive technologies and electricity storage systems. Rosenergoatom, Joint-Stock Company is part of Rosatom Electric Power Division and one of the largest companies in the industry acting as an operator of nuclear power plants. It includes, as its branches, 11 operating NPPs, including the FNPP, the Scientific and Technical Center for Emergency Operations at NPPs, Design and Engineering as well as Technological companies. In total, 37 power units with a total installed capacity of over 29.5 GW are in operation at 11 nuclear power plants in Russia. Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC, Elektrostal) is one of the world’s largest manufacturers of fuel for nuclear power plants. The company produces fuel assemblies for VVER-440, VVER-1000, RBMK-1000, BN-600,800, VK-50, EGP-6; powders and fuel pellets intended for supply to foreign customers. It also produces nuclear fuel for research reactors. The plant belongs to the TVEL Fuel Company of Rosatom.

Rosatom obtained a license for the first land-based SMR in Russia

On April 21, Rosenergoatom obtained a license issued by Rostekhnadzor to construct the Yakutsk land-based SMR in the Ust-Yansky District of the Republic of Sakha (Yakutia).

ROSATOM and FEDC agree to cooperate in the construction of Russia's first onshore SNPP

ROSATOM and FEDC have signed a cooperation agreement to build Russia's first onshore SNPP in Yakutia.

Rosatom develops nuclear fuel for modernized floating power units

Rosatom has completed the development of nuclear fuel for the RITM-200S small modular reactor designed for the upgraded floating power units.