Showing posts with label review. Show all posts
Showing posts with label review. Show all posts
Volkswagen Passat 2012: German Tank
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| VW Passat 2012 |
Volkswagen's set out to completely re-engineer its core products for America, in the hopes of grabbing some of the momentum that's vaulted South Korea's Hyundai and Kia into the heart of the mid-size sedan market. With the Jetta upsized and repositioned, it's now the Passat's turn.
German-engineered is a key phrase for the 2012 VW Passat, the company's first American-made vehicle since 1985. Issuing forth from a billion-dollar factory in Chattanooga, Tennessee, this Passat grows longer and wider, and reverts to some stalwart engines and suspension designs, so that it can be manufactured more simply, and more inexpensively--which should help VW bring the base price for the big new sedan down to about $20,000.Engine |
| Volkswagen TdI Engine |
The 2.0-liter turbodiesel is good for 140 horsepower at 4,000 rpm (30 fewer but 1,700 lower, respectively, than the 2.5-liter gas engine) and 236 foot-pounds of torque at 1,500 rpm (59 more and 2,750 lower). As the specs suggest, the diesel feels especially strong off the line and at low speeds. Over 30 miles-per-hour or so the gas engine is quicker, but the diesel remains easily adequate and even at highway speeds does not feel sluggish. The TDI’s sound is clearly that of a diesel, especially when idling, but is much quieter and less clattery than the oil burners of decades past. The six-speed dual-clutch automated manual (DSG in VW parlance) behaves very similarly to the six-speed conventional automatic in the 2.5. Whether creeping along without a foot on the gas or shifting at full throttle it’s smooth. I attempted to trip it up, and failed. The DSG’s shifts are quicker than the conventional automatic’s, but when paired with the inherently slow-revving diesel this is of limited benefit.
When paired with the TDI, the DSG primarily benefits fuel economy by eliminating the fluid coupling of a torque converter. The EPA ratings of 30/40 are quite good for a large sedan. The trip computer reported even better numbers: high 30s in typical suburban driving and low 50s while cruising at 70.
Interior Design
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| Passat Interior Design |
I've been critical of Volkswagen's decision to remove some of the upscale cabin niceties in its redesigned Jetta compact sedan in order to price the car more competitively. Likewise, the new Passat goes without some features that VW enthusiasts might appreciate, like a height-adjustable front armrest, but the overall materials quality, attention to detail and standard features like one-touch up/down power windows for front and rear occupants, Bluetooth cell phone connectivity and dual-zone automatic air conditioning make the Passat competitive with the best the family sedan segment has to offer.
The Passat has grown some with its redesign 4 inches in length, half an inch in width and half an inch in height but the cabin feels substantially roomier than the outgoing Passat. Legroom and shoulder room have increased considerably in some instances. I'm 6-foot-1, and even with the front seat adjusted for me, the backseat has nearly as much legroom as a long-wheelbase full-size sedan, which the Passat isn't. This is the kind of car four tall adults could take on a long road trip and arrive no worse for wear even those sitting in back.
The cavernous passenger area doesn't come at the expense of cargo room, as the trunk measures a competitive 15.9 cubic feet. It's very deep and rectangular, with few intrusions. A 60/40-split folding backseat is standard, and lowering the rear backrests reveals a large opening between the trunk and the cabin.
Safety
As required of all vehicles starting with the 2012 model year, the Passat includes an electronic stability system. Also standard are antilock brakes, side-impact airbags andactive head restraints for the front seats, and side curtain airbags for both rows.
Volvo S60 2012: Scandinavian Adrenaline
1-)Driven to the Top
2-)The Perfect Chassis
3-)A Racy Figure
4-)Turbocharged Engines
5-)Innovative Technology
Engine
On the power side of the equation, Volvo has called on Swedish motorsports firm Polestar Racing, a collaborator since 1996, to work its magic on the S60’s turbocharged 3.0-liter inline-6. While no internal changes were made (and intercooler and injector sizes remain status quo), boost pressure rises from 13.0 psi to 14.5, resulting in 325 bhp (up from 300 bhp, and peaking 200 rpm lower at 5400 revs). Torque climbs from 325 lb.-ft. to 354, not giving away anything down low yet gaining a healthy bump in the 2000–4000 rev range. As before, the engine’s paired with an Aisin/Warner Geartronic 6-speed automatic driving through a Haldex all-wheel-drive system than normally apportions torque 90/10 front/rear, yet can send the Full Monty rearward if necessary. Additionally, on hard acceleration from standstill, a premeasured slug of 79 lb.-ft. goes to the rear wheels for a crisp launch. Volvo claims a 5.5-sec. dash to 60 mph.
Chassis changes do firm up the suspension in a positive way. Springs are 15 percent stiffer and lower the car 15 mm, the front anti-roll bar grows from 21 mm to 23, the rear subframe bushings are 20 percent stiffer, and the rear suspension’s trailing links now have a chassis attachment bushing that’s four times(!) stiffer. Additionally, the rear shocks are now a quicker-reacting monotube design. While we’d hoped for an upsized wheel/tire package, the R-Design’s are equivalent to those on the Dynamic Package offered on lesser S60s…235/40R-18s on 18 x 8-in. wheels. The rolling stock looks especially handsome, the wheels a unique cranked-spoke design with a machined face, fitted with nicely grippy ContiSportContact 3s, the optional summer-only tire.
How does it all work? Quite nicely, as we found on our road drive north of Yountville, California, and on several laps around Thunderhill Raceway just outside the town of Willows. The Geartronic 6-speed downshifts quickly and decisively, and the natural-feeling electric-assist steering weights up in a linear fashion with increasing lock and cornering loads. The Dynamic Stability and Traction Control (DTSC) is partially defeatable (a three button-push process through a menu system; a single dedicated button would be a better solution), but when in Sport Mode, it intervenes only when you’ve utterly botched the corner, as we found on the track. At the limit, there’s steady mild to moderate understeer, but the rear tires can be coaxed into participating with some slight lift-throttle yaw. Sport mode also bumps the shift points.
Exterior Design
Coupe with four doors
The all-new S60 is sportier and more dynamic than any previous Volvo.
Coupe with four doors
The all-new S60 is sportier and more dynamic than any previous Volvo.
But it is still an unmistakeable representative of Scandinavian design at its best. Virtually all the lines were penned to carve out the "coupe with four doors" profile. The C-pillar stretches sensually all the way to the tail lamps - and the slim coupe-like roof line is accompanied by a new contour on the shoulders on either side of the lower body, creating a gentle yet powerful double wave from the headlamps at the front to the tail lamps at the rear.
R-Design with extra spice
The all-new Volvo S60 R-Design comes with a range of specially developed design details both outside and in.
On the inside, the driver and front passenger sit in sports seats in which the backrest from the S60 and V60 is matched by an all-new seat cushion with even closer side support than before.
The all-new Volvo S60 R-Design comes with a range of specially developed design details both outside and in.
On the inside, the driver and front passenger sit in sports seats in which the backrest from the S60 and V60 is matched by an all-new seat cushion with even closer side support than before.
Volvo Cars' chassis experts have taken the next step on the road to a more and more exciting driving experience. In the R-Design chassis they have sharpened the steering, the agility and the solid overall impression still further compared with the dynamic chassis in the all-new S60.
Exterior styling kit
An exterior styling kit gives the customer an opportunity to further enhance the already sporty appearance. The styling kit comes as an accessory. It includes front and rear skid plates, a front deco frame, side scuff plates, exhaust tailpipe finishers and 18-inch alloy wheels.
An exterior styling kit gives the customer an opportunity to further enhance the already sporty appearance. The styling kit comes as an accessory. It includes front and rear skid plates, a front deco frame, side scuff plates, exhaust tailpipe finishers and 18-inch alloy wheels.
Exterior colours
The following exterior colours are available:
Black Stone 019
Passion Red 612
Ice White 614
Cosmic White 481
Black Sapphire 452
Savile Grey 492
Silver Metallic 426
Electric Silver 477
Caspian Blue 498
Seashell 484
Electrum Gold 703
Vibrant Copper 704
Flamenco Red 702
The following exterior colours are available:
Black Stone 019
Passion Red 612
Ice White 614
Cosmic White 481
Black Sapphire 452
Savile Grey 492
Silver Metallic 426
Electric Silver 477
Caspian Blue 498
Seashell 484
Electrum Gold 703
Vibrant Copper 704
Flamenco Red 702
Interior Design
Inside, a number of new features help to further differentiate the S60 R-Design. The driver and front passenger sit in sports seats in which the highly supportive backrest from the S60 is matched by an all-new seat cushion with deeper side bolsters. The upholstery will be offered in off-black leather with contrasting stitching and a sport-oriented textured leather accent with an embossed R-Design logo across the front-seat backrests. The interior also features a sport steering wheel with R-Design logo, gear selector, sports pedals, floor mats and a blue watch-dial instrument cluster.
Advantages: Comfortable and refined; well built
Disadvantages: Weak residual values mean it loses money