Mention hybrids to a driving enthusiast, and likely as not, you’ll get an earful about the stereotype: a tree-hugger lightly pressing the pedal to squeeze every last drop of efficiency while cars line up behind him on the highway. But those same electric motors that boost fuel efficiency can also be used to up the acceleration factor, as they do in the Lexus GS 450h hybrid sports sedan. Wedged between the popular ES and the luxo-limo LS lines, the GS is almost the “forgotten” Lexus: it’s a relatively rare sight in my neck of the woods. There are four variations - the V6-powered GS 350 in rear- or all-wheel drive, the V8-equipped GS 460, and the GS 450h hybrid. The 450h uses a direct-injected 3.5-litre V6 with hybrid electric drive and continuously variable transmission. Its rear-wheel drive configuration, unusual for a hybrid, adds to its cred as a driver’s vehicle, although I’m not convinced that a sports sedan should have a CVT, even one with a manual mode as the 450h has. It’s an exceptionally well-done unit for a CVT, but it lacks that visceral mechanical feel of gears meshing to move the power around. And if it’s supposed to be a sports sedan, where are the paddle shifters? Speaking of power, the official numbers are 339 horsepower for the combined system; torque is rated at 267 lb-ft, but that’s just for the gasoline engine, as Lexus doesn’t give the combined rating in that department. Suffice to say that there’s plenty of twist going to those rear wheels: the 450h takes off from a standing stop like a scared rabbit, and blasts power into the speedometer’s triple digits. It does that even in normal mode, but if that’s not enough, a “power” button on the console ramps everything up for faster acceleration or passing power. All that energy will cost you, though, and that’s where the 450h’s understated blue hybrid badge seems somewhat at odds with what the car will do.
You have under the hood a little beauty of an engine that is just so frugal and responsive. This is the sort of powerplant that makes the Golf Wagon such a class leader. The unit has been engineered as a very clean-burning TDI engine with diesel particulate filter control. Boasting a 1.6-litre TDI turbocharged diesel engine, you find the maximum power of 77 kW at 4400rpm very accessible. However, with such strong torque low down in the engine revs (250Nm at between 1500-2500 rpm), and a slick seven-speed DSG gearbox, this is an engine that can pull from any gear no sweat, at all. Again you find six airbags, ESP, ASR, ABS, Brake Assist, EDL, EBD, HAS and top workmanship in the interior. VW know how to make a cabin classy and tactile. With a few more bells and whistles, the Golf Wagon 118TSI Comfortline looks very sporty. This is backed up by housing a 1.4-litre TSI twin turbocharged petrol engine under the bonnet.
You’ll find the maximum power of 118 kW at 5900 rpm fun to put through its paces. A healthy maximum torque of 240 Nm at between 1750-4500 rpm, and a seven-speed DSG gearbox, and this is a sweet little performer. All the top safety features, as mentioned above, ensure you are well looked after, and an optional Sport package sets this off as a stylish wagon. A great ride and handling package makes it a smooth refined performer. Finally, at the top of the Volkswagen Golf Wagon range is the 103TDI Comfortline. Comfortline means “nice to travel in”, and the well-groomed performance doesn’t have to cost the earth at the petrol pump. The 2.0-litre TDI turbocharged diesel engine is exceptionally sporty, with 103 kW at its peak, and 320 Nm of torque available over a flat torque curve. Linked to a six-speed DSG gearbox, and with all the active safety kit (as mentioned above), this is a wagon you’re going to enjoy driving long distances day in, day out. The Optional Sport package is worth the few extra dollars spent. Make your day, and drive the Golf way. You’ll see why it is such a popular choice in Europe.
Similar to a self-inf lating air mattress, air can be sucked out of the seat surfaces via a valve. Volkswagen is presenting some completely new solutions when it comes to operator controls. In the cockpit, a 8-inch monitor shows the driver key information such as vehicle speed, fuel level and range, as well as momentary CO2 emissions. In the center of the instruments - equally easy for driver and front passenger to see and control - an 7-inch monitor shows the way that future human-machine interfaces will look and operate. Here all conceivable functions can be controlled via the mentioned touchscreen, which also reacts via proximity sensor to gestures, i.e. specific hand movements. Menuing was restocked and reorganized so that people without computer science educations would be able to operate the system. The developers intentionally separated "display" and "control" levels from one another. Always shown on the screen is a control bar with standard functions such as climate control or audio volume control. Developers packaged functions of other higher-order systems - navigation, telephone, radio, images, movies, etc. - on a display level that has been referred to internally as the "main menu carousel" - a type of virtual carousel. It consists of the icons of different system functions (telephone, navigation, etc.). When the user touches the "main menu carousel" it can be rotated by touchscreen. Visually, this control is just as spectacular as it is intuitive.
