Just-unveiled updated Polo a ‘maybe’ for NZ

Distributor weighing up further need for more Golf-like model given strong sales preference for its like-sized and priced crossovers.

CONSUMER swing toward two strong-selling Volkswagen crossovers will weigh on unreconciled decision-making about whether the heavily revised Polo small hatch revealed in Europe today finds its way to New Zealand.

This today from the distributor, with a spokesman for Volkswagen New Zealand commenting: “We are still in discussions with the factory over the Polo facelift for New Zealand for 2022. 

“The current Polo will continue to be sold well into next year.

“Polo is an important vehicle for us, but we are seeing customer demand moving from the hatches into sports utilities such as T-Cross and T-Roc.”

T-Cross is based on the same MBQA platform as the new Polo whereas T-Roc is the next size up and drawn off a Golf underpinning. The two models together account for a substantial chunk of VW NZ registrations, far more than are achieved by Polo, which in present form releases in 1.0-litre base, R-Line and 2.0-litre GTI formats.

The facelift is a massive refresh, basically turning this sixth-generation car into a pint-sized replica of the new Golf, with a swath of technologies first seen in the larger hatch transferring across. In addition, as the images, it achieves a styling update that also cements association with the big brother.

The front end achieves a fresh front bumper and headlight arrangement incorporating a new LED lighting bar that runs from the new-look headlights (available with IQ. Light matrix LED technology for the first time) to the VW badge. 

At the rear, the Polo receives new badging, the LED tail-light clusters have a Golf 8-inspired shape and can be had with dynamic indicators - the ‘wiping’ effect previously only found on more expensive VW Group cars.

The R-Line continues a sporty-looking but standard performance alternate to the genuine GTI and the Style and Life designations given the Golf now apply on Polo as well.

The interior refit is major.  A digital instrument panel is standard, either eight inches or 10.25 inches in the Digital Cockpit Pro version, there’s a new multifunction steering wheel and the central display is also much like that in the Golf, with knobs and buttons replaced with a touch-sensitive panel, albeit only in models with automatic climate control. It achieves two USB-C ports, while a wireless smartphone charging bay is an option. 

In respect to infotainment systems, the base car has a 6.5-inch display while more expensive versions adopt either a 8.0-inch touchscreen system or the highest-level 9.2-inch display. These come with Volkswagen’s We Connect connectivity , designed to deliver real-time traffic info and live music streaming in markets where those services are provisioned (so, not yet NZ). Wireless Apple CarPlay and Android Auto also include.

Semi-autonomous driving assistance comes to the Polo for the first time, with the adoption of the Travel Assist function available in the latest Golf and Passat. It can take over the accelerating, braking and steering of the Polo, from standstill in automatic models all the way to the vehicle’s top speed. It’s a combination of lane-keep assistance and the new predictive adaptive cruise control set-up, though the driver must keep their hands on the wheel at all times. 

The United Kingdom is the only right-hand-drive market cited as certainty for the car at the moment. Engine provision there will consist entirely of 1.0-litre three-cylinder petrols for every mainstream variant; from a naturally-aspirated 59kW /93Nm option married to a five-speed manual gearbox then a pair of turbocharged TSI variants, one developing 70kW and the other making 80kW. If VW NZ does decide to continue with Polo, then the latter will likely be its preference, as it alone matches purely to a direct shift transmission, the only gearbox choice availed here. It’s still a seven speed.

The GTI is also to be continued, but VW won’t show off the new one until 2022. Belief is that it will continue with the current car’s 2.0-litre turbocharged four-cylinder engine. However, whether it continues to develop 147kW remains to be seen. Industry observers have noted that Volkswagen has had to decrease the power of some of its hot hatchbacks in the past, to comply with more stringent WLTP CO2 homologation.

VW reiterates ID.6 'just for China'

 VW’s third MEB model has been revealed in two formats.

 AN electric Volkswagen ID model intended just for China, at this stage, has been revealed.

The seven seat, sports utility-styled ID.6 is built on the MEB electric platform that underpins the ID.4 sports utility that is coming on sale in New Zealand, potentially not before late 2022, and the ID.3 sedan that seems less likely as a distributor-provisioned NZ-new car, though it is here as a grey import.

Essentially a long-wheelbase ID.4, the ID.6 will be built as a 'Crozz' model in North China and as an 'X' in the south of the country. For it to be availed in NZ would require major re-engineering as China is a left-hand drive country.

It is powered by a variety of electric motors and battery packs, with the usable capacity of the latter ranging from 58- to 77kWh; meaning any ID.6 will be able to do between 436 and 588km on a single charge.

With a maximum output of 225kW going through all wheels and 4Motion technology, the model can do 0-100kmh in 6.6 seconds and 160kmh flat out.

ID.6 is 300mm longer than the ID.4, to accommodate a third row of seats to the rear of the passenger compartment. Wheel sizes go from 19 to 21 inches in diameter, while a panoramic roof is standard; as an option, it can also open up to the elements. Inside, there are no buttons and switches, the 12-inch touchscreen display and 'Hello ID' voice commands controlling much of the car's functionality.

Ralf Brandstätter, Volkswagen's chief executive, says ID.6 lays the foundations for at least 50 percent of his brand’s car sold in China being electric by 2030.

“We are maintaining momentum and gradually increasing our range of MEB cars: by 2023, Volkswagen will have a total of eight ID. models in China, making MEB nationwide there.

“The economies of scale that we have achieved allow us to offer the latest technology at an affordable price - and thus further expand our electric offensive."

Smart drive appeal for updated Tiguan

A mid-life refresh for VW’s best-selling model here delivers significant revisions.

 TWO, four then phwoar …. so goes for the roll out of updated versions of the Tiguan, and that’s just the five-seater version.

 Actually, add seven into the mix as well. Later this year we’ll see a facelift of the seven-chair Allspace edition, replicating in the same mainstream trim levels availed to the standard cars.

 It’s a big effort, yes, but worth it, because this car is Volkswagen’s big earner these days, internationally – one built every 35 seconds, six million on the world’s roads – and especially here.

 One in three NZ-new vehicles registered at the moment is a medium-sized

sports utility and Tiguan is doing a great job keeping VW at the forefront of that trend. Since having shoved Golf aside several years ago to become VW’s most popular car in this country, it has also shrugged off Covid-related supply issues to hold top dog status by some margin.

This year the five-door, which achieves 70 percent of Tiguan volume, alone is expected to capture 1100 of the more than 3000 registrations the brand’s national distributor is aiming to snare. That’s a lift on last year, when Tiguan in all formats accounted for 800 out of a total passenger tally of 2877.

Here’s another factoid about Tiguan. It attracts the same level of astounding loyalty as the brand’s original stalwart, Beetle. Says product manager Jordan Haines: “Tiguan buyers stay in Tiguans.”

Going forward, those owners will enjoy a look and quality more closely related to VW’s next size up SUV, also its largest offer in this market. A clear impression from meeting the facelifted ‘Tig’ is that it has a bit more Touareg to its make-up.

A front that used to be quite snub-nosed has, thanks to an entirely new grille and lights, become smoother and classier and, in doing so, has much more in common for facial look with the biggest soft-roader. A complete do-over of the instrumentation has much the same effect, only this time the Tiguan gets ahead, as it has VW’s very latest displays, these shared with the just-arrived Mk 8 Golf. Going the swank new MIB3 twin screens across the dash gives it a real lift. Crisp screen graphics and quick reactivity are hallmarks of the infotainment side, while the driver’s instrumentation, also fully digital, also looks good and a useful level of information is accessed using touch-sensitive steering wheel buttons. It aces over the hatch by having more coherent heating and air conditioning controls. 

Along with the new tech, there’s a palpable lift in the quality. Surfaces that were previously in hard plastics appear now to be rendered in softer, more enticing  materials.

Doubtless the furnishings are just as hard-wearing as ever, given the car’s role is primarily to serve as a family bus. In this respect, it still delivers honestly. The revision has not impacted on body dimensions, but there was no need to: The five chair edition is still a roomy car, with decent accommodation in the second row seat, and a big boot as well.

 To the range itself. The new models arrive progressively; front-drive cars here now, all-wheel-drives in a couple of months, the Allspace versions in the third quarter then, in December, a variant that’s never been tried before but could turn out to be a distinct winner: The Tiguan R (below), an all-out performance flagship with the same kick-ass 230kW/400Nm 2.0-litre, DSG and AWD drivetrain as the latest hotshot Golf R; also timed for late-year introduction.

The cars on hand at present are the base front-drive Life model that costs $46,990 and a plusher, more heavily-equipped R-Line variant, costing $55,990. That’s the one sampled during the launch event.

Both are powered by the same 1.4T engine as Golf uses but each is mated with a six-speed dual-clutch transmission in place of the hatch’s eight-speed auto. Expect optimal economy of 7.6L/100km.

The incoming all-wheel-drives are 2.0 litre turbopetrols, both with seven-speed twin-clutch transmissions. The $59,990 Style AWD model has 132kW and 320Nm and the $68,990 R-Line version has 162kW and 350Nm; the latter has better claimed economy (8.3 litres per 100km versus 8.6) due it taking stop/start. 

The 2021 editions achieve plenty of smarts and conveniences: Even the base Tiguan gets three-zone AC and an electric tailgate. Wireless App-Connect, LED headlights (Matrix type on the R-Line, along with automatic high beam control), ambient lighting also span the range. Wheel sizes enlarge as prices rise; base cars ride on 17-inch wheels, the R-Line 2WD has 19s, the AWD has 20s.

All but the base variant have heated leather seats and can be ordered with a powered panoramic sunroof. Self parking and front and rear sonar is standard and only the entry misses out on a 360-degree camera facility. R-Line has a larger central touch screen than the less expensive variants.

The AWD editions now have hill descent control and driving profile selection (four drive modes); all-paw R-Line has electronically controlled dampers but not the front-drive edition. The cars all come with roof rails and trailer hitch preparation. The front drives can cope with a maximum braked load of 1800kg, rising to 2100kg for the AWDs.

The driving? Just a quick flit, but enough to suggest an R-Line front-drive with this entry engine probably shouldn’t be expected to overly justify the sporty nature of its badging. It’s certainly capable, and maintains confidence through corners, but you’re hauling 1400kg so unsurprisingly this has impact on the dynamics and outright verve; you'd struggle to describe it as an all-out driver's car. But, to be fair, that’s not really a remit for anything other than the outright R, which will deliver 0-100kmh in 4.9 seconds. For the lesser editions, the ultimate ideal is to be roomy, comfy and safe, and on all those points, the Tiguan hits its marks.

Meantime, VW NZ has another Tiguan in its sights; the version running a plug-in hybrid drivetrain. This eHybrid (above) is intriguing.

The ultimate reason for it being is to ace economy and deliver some degree of electric only driving; it achieves both. Economy of 4.7L/100km is possible and the 13kWh battery provides an all-electric range of around 50km at speeds of up to 130kmh. 

However, it sounds like there’s a bit of a fun factor from the drivetrain, too. A combination of the 1.4-litre turbocharged petrol and 85kW electric motor means a total output of 180kW and 400Nm of torque, making it second only to the R in the Tiguan power stakes. All of the grunt goes through the front wheels alone and gets the eHybrid from 0-100kmh in 7.5 seconds.

 It looks the same as a regular mainstream Tiguan, and also delivers in the same trim specs. With the battery under the rear seat, the fuel tank is pushed back and boot space drops to 476 litres, which might seem a bit of a hit.

 Haines says talks are under way with the factory, but there’s no certainty about when it might become available. Sooner the better? “We would love to have a plug-in hybrid, especially as a corporate vehicle.”

ID release timing now into 2023

NZ has been given a green tick from VW Group for accepting need to clean up transport CO2, but there’s no queue-jumping for its tasty-looking electrics.

ID cars are being exported … but the ship won’t be stopping in NZ until early 2023 at best.

BURNED by its diesel emissions scandal in 2015, Europe's largest carmaker is investing around $50 billion in electric vehicles, staking its future on new technology and a dramatic shift away from fossil fuels.

Its ambition is far from half-hearted. Analysts recently conjected the undisputed king of the electric car, Tesla, might well be matched sale for sale by Volkswagen Group as early as next year with the Germans 300,000 units ahead by 2025.

Most will be cars from the VW parent brand, from the already impressive yet still-growing ID family. Also in the mix are Skodas, Audis and SEAT/Cupra cars sharing the parent’s bespoke MEB platform.

What will be New Zealand’s contribution to this historic global assault?

Shockingly, for electric car fans, over the next two years, the official input is very likely to come to … zero.

greg leet, general manager of VW passenger in NZ.

That’s the sobering reality, outlined by Greg Leet, general manager of Volkswagen passenger here.

Asked when the ID brand will officially represent in this country, he has confirmed earlier optimism of anything coming within the next 18 months has been all but scuppered. Introduction in early 2023 at best seems far more probable. 

“I still feel we are one buying cycle away from the ability to buy a fully electric Volkswagen.”

It’s hardly good news for the growing EV fanbase eager now to put their cash behind Europe’s most promising alternates to the Tesla, Hyundai and, primarily in used import ranks, Nissan electric cars that have so far been the mainstay models on the national scene.

VW Group’s inability to serve is not a distributor decision. Leet openly admits he would have at least the ID4 crossover here now if that were at all possible. 

If VW was able, it would be selling the ID4 now. It believes the model would quickly gain much the same popularity as the current local best-seller, the Tiguan.

“There’s an absolute desire to have the ID cars.” If the five-seater ID4 was here now, he believes, it would “very quickly achieve the same volume as its closest ICE (internal combustion engine) cousin.”

That’s the Tiguan, which is forecast to take more than 1000 sales this year. “We have very good aspirations for the ID range.”

But it’s not going to happen. VW’s production is still ramping up; ultimately, ID cars will likely come out of numerous plants, not all in Germany. But, for now, the output is constrained, allocations are strictly decided by the factory – with Europe getting first dibs.

Germany respects that NZ has great Green credential in respect to our electricity generation and that is has developed a solid EV recharging infrastructure.

It is as heartened as Leet has been by the Government’s recent announcement of intent to encourage EV ownership, wean us out of combustion engine products and dissuade support for high CO2 emitting vehicles.

 Though a coat-tailing Climate Change Commission advisory on what NZ needs to do to bring CO2 counts into line with international forecast has caused the car industry some consternation, Leet says the preliminary comment from Government about need to clean up transport emissions is a positive recognition. It finally puts NZ in the same conversation, with the same requirements, that are being tackled in Europe.

“We are all committed to reducing the CO2 footprint. That there’s an absolute appetite from our Government to say ‘we want to be part of this as well’ is treated very seriously by the factory. It is one of the main topics that they listen to.”

Yet that’s not enough for Germany to alter its view that NZ is of lower priority for its new-era products than other countries.

What other elements might change its mind? An actual incentive programme to support purchase of NZ-new EVs would always be handy. Also, a better attitude from Australia. Like it or not, our markets are bundled. Our neighbour has much greater volumes. But – and this is a huge frustration – they just don’t have anything like the same interest in promoting EVs. 

Beyond that, ID isn’t a line that can just be introduced without preparation.

ID production is sill ramping up, bu VW has aspiration to go big. Very big.

“There’s a lot of resource and work required to enable the ID range to different countries. While we are a part of that conversation with the factory, the opportunity for us to have it is still a little while away.

“We are part of the roadmap for the ID cars,” he insists. But the factory are very committed to Europe in respect to electrification.”

 In the meantime, then, with the e-Golf now out of production and local supply exhausted, VW NZ is out of the electric car business. It’s best hope of plugging in again in the interim is with PHEV versions of existing core fossil-fuelled cars, notably the Touareg – the incoming R runs mains-replenished battery assist – the Tiguan and the Golf. 

“Our commitment is to get hybrids and PHEVs to support our Government mandate to reduce CO2. 

“While our ICE vehicles are very fuel efficient, we are working really hard to improve.”

Leet reminds he can only speak about the product his operation sells. But all VW Group brand franchises here are held by a common distributor, European Motor Distributors, so they’re close.

So do the local operations for Audi – which, of course, already has electric fare here, on other platforms – SEAT/Cupra and Skoda having any better luck with achieving their own MEB models, already either in production (Skoda Enyaq) or soon to be (Audi Q4 e-Tron, Cupra Born) ahead of VW NZ? Says Leet about that: “I think we will have them (the ID and sister MEB models) at very close timings.”

Of course, NZ is already home to grey import IDs. Barely-driven cars from the United Kingdom, plucked as dealer demonstrators. Some examples of the ID3 hatchback – which VW NZ does not plan to sell here - are here and it’s accepted ID4s will soon join them. How does Leet feel about that? There’s a degree of pragmatism.

Leet says VW NZ will do its best to be of assistance to buyers of grey import IDs, but the official support network hasn’t been developed and, in any event, the ID3 that has so far been showing up won’t be sold here anyway.

“We would dearly love to be the importer of those cars. But we just aren’t. I don’t blame a customer at all for … purchasing these cars. Our approach to it is that these are effectively new Volkswagens, so we want the opportunity to welcome those customers into the VW network as soon as we can.”

There’s been talk that the factory is so disgruntled by grey imports it has signalled they might lose manufacturer warranty protection. Is it that black and white? With ID, the maker has prescribed a particular view, Leet says. 

“The factory homologates cars for the market of destination. These are UK cars.”

That status might become important in event of, say, a recall. Conceivably, under any warranty that might still exist, a UK car would have to be tended to by an accredited UK dealer. Would any owner really want to ship their imported ID halfway back across the world for, say, a software update? Probably not. But what if VW signalled need to undertake a major revision, like a battery change, as Hyundai has now done with its big selling Kona and Ioniq?

Whoever imports has a duty to provide back up to best ability. What chance that will realistically happen? Not for Leet to say. He simply notes: “They are deemed the importer so you would assume they would also undertake some responsibility.”

As things stand, Leet says, those UK cars will be encumbered by sat nav and traffic sign recognition programmed for their place of original sale. ID models are designed to take software updates. Those will likely also be market specific.

Nonetheless, the VW NZ attitude is that it will do the best it can for all owners, regardless of how their cars are sourced. But with ID it is challenging; there’s not the readiness for it as there would be for, say, an ex-Japan Golf.

 “We do want to be in the position that we can look after, and repair, those cars as required. But that takes a bit of work – there is special tooling, there are specific software requirements for these cars” and they demand trained staff. “That takes a while to set up.” VW NZ has not gone down that path yet.  

“As far as the technology to set up for the software … we’re working on that, and are likely to achieve it.

“As far as being able to have panel parts, windscreens and other parts … we’re not quite there yet.”

Logically, too, even when ID has officially established, VW NZ will prioritise parts for the cars it sells new, rather than those it won’t. Something else for those ID3 buyers, in particular, to consider.

VW’s EV push gets another zap

Volkswagen is ramping up its electrification plans, with boss Ralf Brandstatter pledging that more than 70 percent of its cars sold in Europe in 2030 will be fully electric. But what’s the likelihood of NZ reaping this reward?

This is the only image VW has shared of Trinity, the advanced electric sedan arriving in 2026.

THEY’RE calling it ‘Accelerate’ – but perhaps Volkswagen Group’s latest business strategy raises potential for New Zealand to be left even further behind as a benefactor of this giant maker’s electric vehicle provision to the mass market.

Views expressed by the Europe market giant at a weekend seminar at which new products – including a high-tech sedan, known as Trinity – were also announced are globally exciting.

Emboldened by the reception for its first bespoke electric, the ID.3, Europe’s largest car making cabal has decided to reach further, with a flagship battery-dedicated sedan arriving in 2026 that will “set new standards” for charging times, battery range and other technology.  

VW released a sketch of the Trinity, showing a sweeping roofline that resembles that of the Audi A7. It says the car will deliver a “Level 2 plus” autonomous system and “be technically ready for Level 4.”

There is no formal definition of Level 2 plus, but if the sedan is equipped with the right hardware, upgrading it to a Level 4 system could be done with over-the-air updates.  

Level 4 is just one step below optimal autonomy and defined ability to operate without human input or oversight but only under select conditions defined by factors such as road type or geographic area.

In additional news, VW says it will shelve plans to a small city-based EV, the so-called ID.1, until probably 2025 but will put its ID.Buzz minivan, which draws styling inspiration from the original VW Kombi van, into  production in 2022. 

It has also unrolled plans to develop a “neural network” of its vehicles, pooling their data to assist with future autonomous driving features.

The ID.4 that is still at least a year away from NZ introduction is set to play a big role in VW’s ‘neural network’ programme.

The ID.3 hatchback and ID.4 five door crossover be the first cars to contribute to this, with around half a million examples expected to be on the road within the next two years. But the process will really kick in from 2026, as VW introduces new versions of key conventionally powered vehicles that can also supply data to its cloud system.

“They will communicate and exchange data, on traffic and obstacles,” says VW boss Ralf Brandstatter. “It will be a self-learning system of millions of cars.”

Great news if you’re in a market that VW believes is worthy of achieving priority for these implementations.

Unfortunately, that’s not likely to be New Zealand; we’re well down a list that is topped by Europe, the United States and China.

With exception of product behind the premium Audi and Porsche badges that has been relatively easy to secure, the Group’s electric car availability to our market is already slower than what has been forecast, over recent years, by various CEOs for all the relevant brands that are held by a common distribution rights’ holder, the Giltrap Group’s European Motor Distributors’ operation.

While it’s been great to see the Porsche Taycan and Audi’s e-Tron models, the cars that are really crucial to lifting VW Group’s presence in the EV-sphere are the growing count of relatively affordable models based on the Group’s MEB platform.

It’s these models that are proving much harder to achieve.

Having now lost the electric Golf that gave it credibility with battery car fans, VW NZ is already facing up to not seeing its next EV, the ID.4, until the end of 2022. That’s more than a year later than it originally hoped.

A sister car in the same crossover format from Skoda, the Enyaq, has also been delayed – apparently to a similar timeframe. Timelines for the SEAT E-Born and Q4 e-tron, which are also MEB models, also seem to have become more fluid.

VW boss Ralf Brandstatter speaking at the weekend’s conference.

The only MEB car is the ID.3 that the NZ distributor does not want, arriving through a channel it does not support – and perhaps wishes did not exist.

However, grey importers who buy stock from other right-hand-drive markets for resale here are finding the ID.3 to be a drawcard. The lack of factory support doesn’t seem to be inhibiting consumer interest.

So why the hold-up for official, brand-backed sale? It’s not for lack of desire. But unavoidable realities do temper the situation.

We’ve outlined previously how Covid-19 has disrupted car making and that VW Group has had to prioritise selling electrics in the European Union, to avoid being penalised for failing to reach mandated CO2 targets.

Yet it’s also worth pointing out that potentially local and regional politics and policies aren’t helpful, either.

VW Group is among makers who have decided their electric models deserve to go, foremost, to markets with supportive policy signals for the sale of low or zero-emission vehicles.

Is that New Zealand? Sort of.

 It’s obvious the Government is getting serious about tackling climate change is a positive. Last year, we saw the declaration of a climate change emergency, including a commitment for a carbon-neutral public service, including transitioning the fleet to EVs. In January, Government unrolled the Clean Car Import Standard and signalled an incentive for electric vehicles is coming soon.

The latter is the most crucial element to gaining access to VW’s products. The parent brand is among car makers that believes that initiatives to help make next-gen vehicles more accessible to buyers - notably any measures that lower the relatively high initial cost of an electric vehicle – are vital. 

That view seems to have pushed the local distributor into sounding out similar thought. Last month EMD made a collective statement on behalf of its VW, SEAT, Skoda, Porsche and Audi networks saluting the Government’s plans to lower emissions by switching up local vehicle regulations but also suggesting that the timeline was ‘steep’ and that more incentives were needed to make it work.

Also included in the statement, according to the outlet that received and reported on it: “From an importer standpoint, we need to see strong incentives in the form of a feebate to help create demand for these vehicles.”

The ID.6 is designed to lead VW’s ambition in China.

One other dark cloud hangs over all brands hoping to sell NZ-new EVs here. It’s in the shape of Australia.

Production planning for all new passenger vehicles coming here often includes the co-operation of our neighbour. NZ is a tiny new car market – we take just 0.02 percent of the world’s annual car production. Australia is a much bigger player. If we accept the same cars they do, as a combined order, then the factory is far more likely to oblige.

But there’s a catch: Australia itself. It lags embarrassingly far behind the rest of the world on the inevitable shift to zero-emissions transport, mainly because of the intransigence of the federal government. Scott Morrison’s administration has not only shown disinterest – some say it is actively discouraging their update. It  has been given an F for “fail” for its policy efforts to support the uptake, even as data shows that more than half of our neighbour’s driving population is actively considering an EV for their next car.

Meantime, VW Group is raising the pace of change toward an electric future.

At the weekend it said it now expects that 70 percent of its sales in Europe will be pure electric vehicles by 2030. That means it will have to deliver more than one million EVs a year in Europe alone by then to reach that goal. VW also sees EV sales surging to more than 50 percent of sales in China and the US in the same time frame.

 This does not mean it will divest fossil fuelled product by then. However, Brandstatter has revealed that several “core” models – the Golf hatchback, Passat sedan and wagon and Tiguan and T-Roc sports utilities - will all get successors to their current generations, each featuring at least mild-hybrid powertrains and some offering plug-in hybrids with up to 100kk of pure-electric range.

The only electric that is creating vexation is ID.1, based on an adapted platform called MEB Entry. In a statement, VW said, “Plans for an electric car under the ID.3 - with an entry-level price starting at 20,000 Euros - are pushed up by two years to 2025.”

No reason for the delay was given, but VW is said to have been struggling with battery chemistry and achieving a sensible profit margin on the vehicle.

In respect to that, several publications have reported that VW plans to post an operating profit margin of at least six percent as of 2023, despite the higher costs of making battery-powered cars. VW has also said it plans to invest about 16 billion euros in electrification and digital services up to 2025, further cutting into margins.

Market reception to ID product is good. UBS analyst Patrick Hummel recently described the ID.3 as “the most credible EV effort by any legacy auto company so far.” UBS also believes VW's EVs are competitive with Tesla models on key metrics including cost, energy density and efficiency.

The ID.4 is already on sale in Europe, with China and US deliveries beginning later this month. The sleeker ID.5 crossover will follow in the second half of the year. And a seven-seat ID.6 X will go on sale in China soon as well.

It's possible that EV sales for VW Group could top Tesla sales in 2021.

Tiguan update: Prepare to say R

VW’s medium SUV is about to undergo a mid-life update, but the four versions arriving in March aren’t the biggest surprise.

FOUR mainstream models in March - an exciting and fresh-to-type new hotshot flagship toward the end of the year. 

That’s the gameplan laid out by Volkswagen New Zealand in respect to the 2021 five-seater Tiguan, a mid-life update introducing four years after this generation went on sale. 

The first-time option of a high-performance model introduces with the flagship Tiguan R (above), which delivers a 2.0-litre turbo petrol four-cylinder engine producing 235kW and 420Nm and zero to 100kmh in 4.9 seconds and an electronically-limited top speed of 250kmh.

Astute VW fans will pick this variant is packing the same engine that features in the Golf R, whose latest version – based on the gen eight hatchback – will likely land in NZ around the same time as the fastest-ever Tiguan.

As with the Golf, the ‘Titan Tig’s’ power is sent to an all-wheel drive system through a seven-speed 'DSG' dual-clutch transmission.

The model’s R-Performance Torque Vectoring system can vary the torque split between the front and rear axles as well as the two rear wheels, like Audi's Sport Differential.

The hero model also wears 21-inch alloy wheels, has 18-inch brakes and a 10mm reduced ride height and features a barking Akrapovic exhaust system.

Further details, including pricing, won’t reveal until much closer to release, but VW New Zealand has expressed excitement about the car’s potential. 

“We think this model will do very well,” marketing and communications executive Shannon Pentecost said.

“For the first time VW will have an impressive R performance range including Golf, Tiguan and Touareg all destined for NZ toward the end of 2021.”

VW NZ’s confirmation of intent to land the R-spec model comes in the wake of it announcing details, including pricing, the four mainstream petrol Tiguans it will have in dealerships from March, these in two trim levels and with or without all-wheel-drive.

The front-drive choices, with a 110kW/250Nm 1.4-litre turbocharged engine, are the $46,900 TSI Life entry-level and next-step up $55,900 TSI R-Line.

Those preferring all-wheel-drive have the choice of a $59,990 TSI Style and $68,900 TSI R-Line. These run with a 2.0-litre turbo four-cylinder, putting out 132kW/320Nm in the Style and 162kW/350Nm in the higher-end variant.

The latter also steps up on the suspension department, with inclusion of the Adaptive Chassis Control system with its electronically controlled dampers to go with its sportier styling. Both four-wheel-drive editions have drive modes. 

The new models are identified by their adoption of VW’s new frontal appearance, notably the chiselled headlights and wide grille that brings it into line with the newest family members. 

They also deliver higher content than the current cars. All models arrive with automated emergency braking, pedestrian detection, adaptive cruise control, blind-spot monitoring, and parking assist, plus hill-descent control.

The interior again features a 10.25-inch digital instrument display and an 8-inch high-resolution touchscreen- standard throughout the range save in the top-spec AWD, with has a 9.2-inch screen - a new steering wheel design with new touch controls, as well as some trim changes and new charging ports, including USB-C. VW’s new MIB3 infotainment system also features. 

It’s not yet clear if any NZ-bound Tiguan variants will feature the new Travel Assist feature, which offers a degree of automated driving, though it requires a driver to keep contact with the steering wheel – even if with a light touch - when it is active and uses touch detection to ensure that happens.

The system uses radar cruise control and lane keeping assistance technology and takes into account local speed limit information, town boundary signs, junctions and roundabouts, and will adjust the vehicle’s speed accordingly.

VW believes this is a safer avenue than actual hands-off autonomy, saying: “Touch detection is a great deal more reliable than steering angle-based systems even on long and very flat stretches of road.”

Also subject of conjecture in respect to right-hand drive availability is another body style option – a sleeker coupe-SUV profile.

So far this fastback shape is only available to Volkswagen’s China line-up, where it is badged as the Tiguan X.

Golf tees off in three hatch models

VW has announced pricing and details of the new Golf, landing in March

GOLF TSI will front with 1.4-litre petrol in two trim levels.

MIGHT one of the world’s most famous hatchbacks be immune to the general consumer shift away from orthodox road cars in favour of crossovers and sports utilities?

Volkswagen New Zealand seems to be suggesting that could be the case for the next generation of its Golf; they say pre-registrations of interest in next year’s new car has been strong.

Greg Leet, general manager of Volkswagen passenger vehicles, says there has been a lot of customer interest in the gen eight, whose introduction has been delayed by coronavirus.

The distributor has today confirmed a car once touted as a 2020 introduction will be on sale in March, three hatch formats - mainstream $37,990 TSi Life and $47,990 TSi R-Line plus the  $61,490 GTI – preceding another, the four-wheel-drive Golf R flagship. That’s coming toward the end of year. 

Not on the consignment list for New Zealand is the GTI Clubsport, the replacement for the Golf TCR, which runs the gen eight GTI’s EA888 engine, but in a peppier evo four tune that puts it above the TCR. The gen eight GTI, meantime, makes 180kW and 370Nm.

 The TSi cars adopt a 110kW/250Nm 1.4-litre four-cylinder petrol, married to an eight-speed auto. The Life is on 17-inch rims,  the R-Line takes 18s. The GTI also runs on 18s, but has 19s as a $1750 option.

Golf GTI will land with mainstream models

VW impresses the new-generation car will be the most technically advanced Golf to date – with a full suite of advanced safety features as standard across the range, packaged as IQ driver assistance. This includes city and highway speed autonomous emergency braking (AEB), intersection AEB, radar cruise control and blind zone warning. The Life misses out on rear cross-traffic alert, has a slightly lower grade of adaptive cruise control and doesn’t have park assist.

A digital instrument cluster and a large infotainment screen is standard, as well as wireless Apple Car Play and wireless Android Auto – and fast-charging USB-C ports. All but the base car have factory sat nav.

The direct shift automatics are shift-by-wire so have a smaller toggle to select forward and reverse, creating more space in the centre console.

Although Golf also presents as a wagon, only the hatch has been discussed for NZ and while the range of powertrains spans diesel and an electric-assisted plug-in hybrid, these have not been mentioned. The fully electric e-Golf has been retired because VW now makes the ID line of electric cars, though these are not set to reach NZ until at least the end of 2022.

Golf R will land toward the end of 2021.

Skiddy times for Golf R fans

New looks, 235kW turbo engine and …. drift mode.

VOLKSWAGEN has released its inner Hoonigan with the 2021 Golf R, finally revealed today.

In addition to ticking the required boxes in respect to being the most powerful and quickest Golf – no surprises there, obviously – it also unloads a function that VW previously steered clear of offering on its four-wheel-drive street racer.

As with the Mk 8 GTi, the R has a ‘Vehicle Dynamics Manager’ system which controls the ‘XDS’ electronically-controlled front locking differential, ‘DCC’ adaptive dampers, all-wheel-drive system and other electronics systems in tandem to sharpen driving dynamics.

As an option – in Europe at least – there’s an ‘R Performance’ package, which increases the top speed from 250kmh to to 270kmh, and adds 19-inch wheels and a larger rear spoiler, with the latter intended to increased downforce. 

The package also introduces two new drive modes: Special, which softens the adaptive dampers, and Drift mode, which shuffles greater percentages of the engine’s torque to the rear axle to break traction and enable controlled drifts.

Why ‘Special?’ It’s a set-up to cater for the undulating surface of the Nurburgring Nordschleife. Using it enables to shave 17 seconds off its predecessor’s lap time around the demanding circuit. Obviously not an easy reach for Kiwi owners, but still.

Under the bonnet is the same 2.0-litre ‘EA888’ turbocharged four-cylinder petrol engine that powered its predecessor, now producing 235kW of power and 420Nm of torque (from 2100-5350rpm).

Drive is routed to all four wheels via a choice of six-speed manual or seven-speed dual-clutch automatic transmissions, though the former will be limited (at launch, at least) to North American markets.

The Golf R benefits from the same new-generation, Haldex-type all-wheel-drive system as the related Arteon R and Tiguan R.

The R Performance Torque Vectoring that allows up to 100 percent of the engine’s torque to be distributed between the front and rear axles, or between each individual rear wheel, in milliseconds.

Volkswagen claims a 0-100kmh sprint time of 4.7 seconds.

Under the skin, the new Golf R sits 20mm lower to the ground than standard Golf models, thanks to retuned suspension with 10 per cent stiffer springs, revised control arms and wheel mounts, increased negative front camber, and unique anti-roll bars.

Hiding behind the alloys is a set of larger performance brakes, measuring 360mm up front and clamped by two-piston aluminium callipers.

Lighter brakes shave 1.2kg of unsprung mass off the car’s kerb weight, complemented by a further 3kg loss thanks to a lighter aluminium subframe.

Other available performance features include variable sports steering, an optional, 7kg-lighter Akrapovic exhaust system, and five additional drive modes: Comfort, Eco, Sport, Individual and Race.