Tag Archives: Volkswagen

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Volkswagen Previews Sub-€30K Electric SUV Ahead of Munich Debut

Crossovers are eating the world, and Volkswagen isn’t about to be left behind. With compact SUVs and high-riders dominating sales charts, VW is preparing a new entry-level electric crossover that promises to be stylish, affordable, and, most importantly, attainable. Ahead of its official unveiling on September 7 and first public showing at the IAA Mobility Show in Munich, the automaker has released design sketches that hint at what’s next in Wolfsburg’s expanding ID. lineup.

A Baby ID.4 With Big Ambitions

Think of this newcomer as a crossover spin on the ID.2all hatchback concept revealed last year. That tidy B-segment EV, shown in both standard and sporty GTI form, set the stage for Volkswagen’s push to deliver a true people’s electric car at around €25,000 ($27,000). This upcoming SUV—unnamed for now but rumored to wear an “ID.2 Cross” badge—adds the elevated driving position and chunkier styling customers crave, while still aiming to keep prices below €30,000 ($32,000). That puts it well under the larger ID.4, which starts north of €40,000 in Germany.

Near-Production, With a Concept Edge

The sketches, shared on social media by VW’s head of design Andreas Mindt, suggest a subcompact SUV with an outsized presence. Oversized wheels, stretched proportions, and futuristic LED light bars front and rear check all the concept-car boxes. A rugged skid plate underscores its crossover character, while a contrasting rear pillar with three slots nods to Volkswagen’s design experiments. Expect toned-down details by the time production begins, but the essentials—boxy stance, wide track, and clean surfacing—should carry through.

Size and Platform

Dimensionally, the SUV will likely shadow the ICE-powered T-Cross but benefit from a roomier interior thanks to its EV-specific platform. The ID.2all hatch measured 159.4 inches long with a 102.3-inch wheelbase, and this crossover shouldn’t stray far from that footprint. Underneath sits the MEB Entry architecture, a downsized, front-wheel-drive–friendly take on the VW Group’s modular EV toolkit. Unlike larger MEB-based models, which default to rear-drive, the ID.2 SUV starts with a front-mounted motor and is expected to offer both single- and dual-motor versions down the line.

Powertrain and Performance

The ID.2all concept carried a 222-hp front motor, enough for a 0–62 mph sprint in under seven seconds and a top speed of 99 mph. While the SUV may not match those figures exactly, performance should remain competitive for the segment. More powerful dual-motor AWD versions are plausible, though VW might reserve that tech for pricier trims, given limited demand in the entry-level EV market.

Built for the Masses

The production version will be assembled in Pamplona, Spain, alongside the T-Cross and Taigo. It will also share bones with the Skoda Epiq, another subcompact EV due to launch soon. Price will be critical, and VW knows it: with a target range of €25,000–30,000, the crossover will take on an army of competitors including the Peugeot e-2008, Jeep Avenger, Kia EV2 and EV3, Volvo EX30, and even Toyota’s upcoming Urban Cruiser EV.

EV Momentum

Volkswagen’s timing is strategic. The company’s EV sales grew 47 percent in the first half of the year, hitting nearly half a million units. And with the €20,000 ID.1 hatchback waiting in the wings for 2026, VW is building a stair-step ladder into full electrification. This crossover may not be the flashiest ID. model in the lineup, but it could be the most important.

If Volkswagen nails the balance of price, practicality, and personality, the ID.2 SUV could well become the Beetle of the EV age—an electric car for everyone, but wearing crossover clothes.

Source: Volkswagen

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Golf VIII vs. Golf II: A Brutal Lesson in Automotive Evolution

It’s a brutal fact of automotive life: cars kill. Even today, with airbags, crash structures, and a small army of sensors, the road is still a deadly place. But take a long, hard look at Volkswagen’s legendary Golf, and the difference between generations is nothing short of miraculous.

We recently witnessed a head-to-head crash test between two titans of the Golf lineage: the plucky Golf II (1983–1992) and the spanking new Golf VIII, on sale since 2019. The setup? A frontal collision at 55 km/h with a 40% overlap—the classic Euro NCAP scenario until 2020. The results were, to put it mildly, eye-opening.

In the Golf II, the passenger compartment crumpled like wet cardboard. Hitting the steering wheel or dashboard would have been catastrophic. Survival? Slim to none. The Golf VIII, however, could have been mistaken for a fortress on wheels. The cabin remained intact, airbags deployed like a small, very protective cloud, and seat belts did their job with surgical precision. Passengers walked away with minor bruises—a stark reminder of how far safety has come.

But safety isn’t just about surviving the impact—it’s also about avoiding it in the first place. DEKRA’s tests on braking and stability paint an equally impressive picture. The Golf VIII stops 30% faster than its 1989 predecessor, and its poise in sudden lane-change maneuvers is astonishing. While the Golf II could handle a double lane-change at 65 km/h, the modern Golf does it at 75 km/h, with far less body roll and never losing contact with the tarmac. It’s a quantum leap in composure and confidence.

Lighting has seen a similar revolution. The Golf II’s halogens, groundbreaking in their era, now feel like candlelight. The Golf VIII’s LEDs are bright, even, and mercifully white—less eye strain, more night-time clarity. And at the rear, the contrast is even starker. The Golf II’s diminutive taillights barely hinted at its presence, whereas the Golf VIII’s LED arrays practically scream “Here I am!” The addition of a third brake light, now standard, is another small but crucial boost to road safety.

Markus Egelhaaf from DEKRA Accident Research sums it up: “Continuous innovation and the implementation of advanced safety systems have significantly reduced risks in traffic. However, even modern technology has limits. When speed is exceeded, skidding is inevitable.” A sobering reminder that even a Golf VIII isn’t a magic shield—but it comes close.

The lesson? In the last 35 years, automotive engineering has performed a masterclass in evolution. What was once a mere means of transportation—the Golf II, a charming little brick of a car—is now a sophisticated, intelligent vehicle designed to protect its occupants at every turn. Laws, manufacturers, and engineers have raised the bar, and there’s no turning back.

So next time you see a Golf II on the road, nod respectfully. It was a hero of its time. But then glance at the Golf VIII and smile: this is the future of safety, and it’s not just alive—it’s thriving.

Source: DEKRA Accident Research

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Volkswagen Prepares the Most Powerful Golf R Ever for 2027

Volkswagen is gearing up to celebrate the 25th anniversary of its R model in spectacular fashion. The company is developing the most potent Golf R yet—a car that promises to deliver the ultimate farewell to the Golf’s “pure gasoline” era before the brand fully embraces electrification.

Set to arrive in 2027, the new Golf R will pack the same 2.5-liter five-cylinder turbocharged engine that powers the Audi RS3. This powerplant represents a substantial leap over the current Golf R, which relies on VW’s 2.0-liter four-cylinder turbo engine producing 333 hp and 420 Nm of torque. The five-cylinder, in contrast, delivers 400 hp and 500 Nm in the RS3, with potential for even more output—as demonstrated by the 2023 RS3 Performance Edition, which produces 407 hp.

The adoption of the five-cylinder engine is more than a performance upgrade; it’s a statement. Long a hallmark of the RS3, this engine’s arrival in the Golf R underscores Volkswagen’s commitment to preserving the five-cylinder EA855 despite tighter emissions standards looming with the Euro 7 norm. To comply, Audi will likely enhance the engine with a new particulate filter, sensitive NOx sensors, recalibrated fuel mapping, and high-density catalysts.

Performance figures are promising. The RS3 hits 0–100 km/h in just 3.8 seconds, while the current Golf R 333 manages 4.6 seconds. Volkswagen aims to reclaim the Golf R’s spot at the top of domestic rankings, potentially eclipsing the Nürburgring times of existing high-performance variants.

Packaging this engine requires some clever engineering. The five-cylinder adds roughly 25 kg compared to the current Golf R, and VW is expected to upgrade the suspension, brakes, and tires to handle the extra weight and power. Forged aluminum rims paired with semi-slick Bridgestone Potenza Race tires, wider tracks, recalibrated software, and larger brakes—possibly up to 380 mm carbon-ceramic discs—will ensure grip and stopping power match the car’s newfound acceleration.

Under the skin, the Golf R will benefit from a reworked seven-speed DSG transmission and may feature the Audi RS3’s Torque Splitter, a mechanical rear differential designed to optimize torque distribution.

Volkswagen also plans a visual overhaul to match the R’s performance. Expect aggressive styling cues, including hood scoops, larger front intakes, a redesigned diffuser, titanium tailpipes, and active aerodynamic elements like an adjustable roof spoiler.

With its 25th-anniversary edition, the Golf R promises to be the most thrilling, fastest, and technically advanced R model yet—a final celebration of the Golf’s gasoline heritage before the shift to electrification.

Source: Automotive News