Golf Richard Aucock

9 Мар 2014 | Author: | Комментарии к записи Golf Richard Aucock отключены
PEUGEOT 3008 HYbrid4 Active Semi-automatic 6-speed 5dr

Peugeot now on its marks: 308 MkII


Peugeot may have finally rectified years of poor performance in Europe s second-largest car sector with the all-new 308 hatch.

Not before time: the corking 306 was a long time ago. It was replaced with the dreary 307 which itself was replaced by what was essentially a heavy facelift: the 308 had a Golf-matching interior but was otherwise just as compromised in packaging, looks and general appeal.

Quite nice, as I found out when I ran one as a long-termer. but with obvious flaws. It was no VW Golf.

In ditching the blind-alley semi-tall design theme, Peugeot has instantly given the 308 a much better shot at success. It boasts the same pretty style cues as the 208, and an all-new platform means unforgivably inadequate rear space should be a thing of the past.

Yes, from first look, I like it. The interior is modern, the tech makeup sounds promising and, joy of joy, it even has instrument dial intrigue in its reverse-flick rev counter.

More significantly though, as discussed on Twitter. it becomes the first modern Peugeot to carry through the new naming policy. There will no longer be sequential numbering for new model lines: instead, the brand will stick to the same 08 names for its mainstream cars across generations.

What does this mean? That Peugeot now follows that most famous family hatch of all, the Golf, and becomes a mark car . This is the MkII 308.

 In four decades time, it may be talked about in the same way a MkII Golf is. The MkVIII 308 may use it as a styling benchmark in its battle against the MkXII Golf.

Mark two 308 marks a change for Peugeot, initiated mainly because it had run out of numbers, but also hopefully because it s now focused on consistency. No more jumping sectors and going from 305 to 309. No more binning everything that made the 306 such a hit in replacing it with the 307.

What s made the Golf such a lasting icon? Why, evolution. Not revolution. Peugeot, this is your chance to build that.

On your marks

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Volkswagen Golf dials in extra speed

Slightly optimistic, that: the official top speed is 118mph. It still would have earned me top rankings in the ‘who’s dad has the fastest car’ league, though.

But now, look at the Golf GTI dial set. Same dials, same layout, same colourscheme – but, lo: the speedo’s sporting a different scale, with slightly smaller numbers. That’s because it reads up to 180mph, befitting the GTI’s extra potency.

There’s more, too. The Golf R is obviously different, thanks to its gorgeous blue needles. Notice something else, though?

Yup, the speedo scale is even more condensed – because it reads up to a full 200mph.

The story of progressively faster Golfs, in a family of three instrument packs. And it’s not a precedent VW’s setting here with the Golf 6, ether: it’s always used different scales for Golfs of increasing potency.

The Golf 2, for instance, came with a 120mph speedo scale as standard. In the GTI 8v, it crept up to 140mph. And the gorgeous Mk2 16v? You’ve got it – 160mph was its prize.

In a way, then, the Golf Bluemotion is, in the dial stakes, taking up where the 16v Golf 2 left off.

And, neatly tying up it all? Yes, thanks to www.golftiforum.co.uk. a Mk2 160mph dial conversion that sports a Golf 6 R-style blue floodlight colourscheme.

VW details: see why there’s such a cult following?

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VW Golf details clearly delight

It’s the little details that car geeks delight in, and there are few family hatchbacks more packed with them than the Volkswagen Golf.

I may (ahem ) have mentioned I rate my long-term Golf Bluemotion highly. Hard not to, I so willingly sing from the clouds. Not when it’s packed with details like this…

Being a cooking eco Golf, it comes sans climate control. Instead, heating stratification is entirely manual. I turn knobs and press buttons, rather than press buttons and let computers automatically do the hard work.

But, not quite. See, I’m not the biggest fan of continuous air con. It dries the air and wastes fuel – neither of which is ideal for this Nivea-loving green geek .

Using air con does, however, help clear condensation more quickly. Essential stuff in the wintertime, particularly when using de-icer on the outside (did you know spraying it to clear one side actually increases condensation on the other?).

So, for those unaware of this, and to make life easier for those who do, is a Volkswagen detail to delight in. Running with a/c off . Turning the stratification dial full to windscreen automatically turns the a/c on . Switch it away again? It goes off.

Utter genius.

Yes, it sounds incredibly minor, but it’s details like this that show just how delightfully well thought out the Golf actually is. See this in action and you have absolute confidence in the shape of the seats, the profile of the torque curve and the weighting of the clutch pedal. It’s all been poured over, refined, perfected, over 6 generations.

The Golf isn’t the only car that’s enjoyed such a long and successful lineage, of course. But it is an example of a car that’s benefited, not suffered, because of it. Volkswagen has used the gathered intelligence to make each subsequent one better, rather than rest on its laurels and recycle the same old/same old.

A Golf may apparently be a Golf, no matter what its generation, but each one still packs plenty to please the geeks. Real car fans will appreciate it for demonstrating their … on a higher plane. It’s details like this that Volkswagen must never lose.

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Why the Golf GTI DSG is top gear

Golf GTI fans, this week I have been testing the latest 210PS Golf 6 model.

And where have I been spending most of my time in it? Why, scooting around town, of course, accelerating moderately from 0-40mph.

It’s not yet another example of me taking leave of my senses (I hope). Rather, it’s because this GTI is fitted with the mighty DSG gearbox. Technology I’m amazed with, every time I sample it.

Quite something for a self-confessed lover-of-synchro-interaction (and a man who has had a screensaver of a Honda Jazz gearlever), this. It’s because, unlike regular slushyboxes, DSG rewards the car enthusiast.

Particularly in town. Listening to the engine note flash in an instant with each gearchange is something I will never tire of.

Also, each ratio selection ping is never felt; no jolt, no hiccup, nothing. The sense of classic Germanic precision (as also heard in, say, the door-shut-click of a MkI Golf GTI) is all-encompassing.

Even better, use  a bit more throttle. Don’t boot it, but keep it a bit spicy: then, back pressure increases in the exhausts and there’s the most delicious snap-woofle from the pipes at each change. Wonderful.

(Yet more reason to choose a 5-door GTI, incidentally: you can crack the rear windows and enjoy this inside.)

I hope it’s not a sign of age, my choice Golf GTI (5dr) thus being DSG over manual. Hey – you’re not even missing out on a racy gearlever, as the DSG’s stick is easily a match for a manual!

No, the Golf GTI has always been about all-roundedness. DSG, for me, simply enhances that, rather than detracting from it, by using technology to positive effect and adding yet more to the car’s considerable talents.

Agree or disagree? Feed your thoughts in below!

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Give me a mint Mk2 and I will do anything for you. I cherish/ Tweet Mk1 sightings, would love a Mk6 and often browse Autotrader for cheap Mk5s .

OK, the Mk4 wasn t ace, but still desirable because of its interior/steering wheel/wheels. I m that obsessed, I even see the merit in the Mk3 (neon metallic green, please).

But I m also a bit of an eco nut. An mpg obsessive. (Incidentally, I blame my Mk2 for this: it was my first car to have a trip computer.)

Although the Mk6 does 38.7mpg, and emits 170g/km CO2, that s still too high for an everyday preacher like me. What to do?

Well, Volkswagen has a solution. Create a new sub-brand, infuse it with GTI-style marketing distinction, make it desirable and wantable in its own right and continually develop and hone it as you go along.

Golf Bluemotion. The Golf GTI for greens

Bluemotion is exactly that. Indeed, it is the longest running eco sub-brand (since joined by SEAT Ecomotive, Ford Econetic, Vauxhall ecoFlex you get the idea). Like GTI, VW invented it as an engineering-led challenge-fest.

How eco, you imagine the tecchies musing, can we make a standard production hatchback? Without hybrids, new-gen engines or special techniquery demands?

The Polo Bluemotion was the first, soon followed by the Mk1 Golf Bluemotion (Mk5). Now, we re on the Mk2 Golf Bluemotion, based on the Mk6 (with me?). It is this car I m running as a long-termer .

It is this car that gets admiring glances thanks to its lowered suspension, its body styling aero tweaks, its characteristic Bluemotion blue paint.

Those in the know notice the badge on the grille, situated in the same position as many a GTI moniker. They ll admire the wheels, but also be able to reel off the stats: 99g/km CO2, 74.3mpg. Up (and down!) from the 62.8mpg and 119g/km of the Mk1Mk5, you know. And it uses the EA111 1.6 TDI instead of the EA111 1.9 TDI.

And it s still mated to the 02J gearbox. And etc

All of this is GTI-style: the same things that attract there also apply here. That s the beauty, see. A GTI uses efficiency to hone what s there and create more speed.

The Bluemotion does the same, but to yield more mpg.

It s just that the route to both lowered suspension, bespoke body and a new That Badge presses the same buttons for car fans who like their supercars hot hatch sized.

In the future, then, will the Bluemotion become The Supercar That Rules? There s a thought. See, partly, it already does

I have but one worry. Will this mean the Bluemotion badge is to be nicked off my Golf, as it was on the GTI?

+ BMW, you cheeky chaps, you

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