2019 Volkswagen Passat 3.2 V6 FSI 4MOTION
In 2006 the new Passat will be available in three different engine versions with the latest 4MOTION system. The top model of the Passat range, the 184 kW / 250 PS Passat 3.2 V6 FSI 4MOTION, has the most effective form of power distribution as standard. The 4MOTION drivetrain is available as an option with the Passat 2.0 FSI (110 kW / 150 PS) and the Passat 2.0 TDI (103 kW / 140 PS). The permanent four-wheel drive system is available for the Passat saloon and estate in combination with all equipment lines (3.2 V6 FSI 4MOTION: starting with the Comfortline). Permanent four-wheel drive also enhances the handling of the Golf, Sharan, Multivan, Phaeton, and Touareg. Volkswagen has been building Passat's with four-wheel alongside front-wheel drive for over two decades; the first model, the Passat estate GT syncro, was launched in 1984. To date over 256,000 Passat drivers worldwide have opted for four-wheel drive.
The Passat comes equipped for the first time with a 4MOTION system featuring Haldex coupling. The coupling, which is fitted directly in the rear axle, is considerably more compact and the system works quickly, sensitively, and quietly. Four-wheel drive also delivers major advantages for towing trailers. The Passat 3.2 V6 FSI 4MOTION, for example, pulls a hefty maximum trailer weight of 2 200 kg on uphill grades of up to 12 percent. Its gross weight rating for the rear axle is 1 220 kg. The central element of the 4MOTION system is a multi-plate wet coupling (in an oil bath). It is called the Haldex coupling as it was developed together with Swedish systems partner Haldex who have worked with Volkswagen for many years. The Haldex coupling has the major advantage of being electronically controlled and having a very fast response. As soon as differences in the speeds of rotation between the front and rear axles occur two annular piston pumps are activated which build up pressure in the multi-plate coupling (Haldex system) thus "coupling" the two axles to each other. The transmitted torque can be varied by adjusting the pressure on the coupling plates, thus controlling the flow of power between the front and rear axles. The coupling provides an infinitely variable torque transfer between the front and rear axles. In extreme cases up to 100 percent of the available torque can be transmitted to the rear axle. The coupling responds to "commands" from the 4MOTION electronic control unit extremely quickly. As soon as the Haldex coupling registers front axle slip, the required torque is transmitted to the rear axle. The compact coupling can transmit a torque of 3 200 newton metres to the rear axle.
Merceds A, CLA and Audi A3 are pretty much the worst car in that price range. They are for badge posing, nothing more, a scam, a rip-off. Cheaply built average compact cars on the same level as Hyundai Elantra, Honda Civic, Toyota Corolla etc. for luxury car prices because of the badge only. If you "need" a german badge get a Mercedes C, BMW 3-series, Mercedes E, BMW 5-series etc. Those are the real deal. The lower models are a scam. If you want a smooth ride forget about the Tesla, it's a performance car with absolutely horrible ride quality. If you want to buy new you won't get a lot of tech in the germans. All their equipment is optional and extremely expensive. You write you want a new car with a smooth ride, a lot of tech and a nice interior. You should take a look at Genesis G80 and G70. If you "need" a german badge: Mercedes C class. And again: Stay away from all Mercedes with an "A" in their model name. Can't be said often enough. The CLA has nothing in common with a C class, completely different, much cheaper platform and design, drives much worse.
This is the Tucson N Line, the second Hyundai after the i30 to receive the brand鈥檚 hot N brand-inspired treatment. It follows a similar vein to the other sporty trim levels offered on rivals like the Volkswagen Tiguan (R-Line), Ford Kuga (ST-Line) and Renault Kadjar (GT Line). Like those cars, the Tucson gets a few choice sporty upgrades without adding performance car insurance bills. Starting from 拢25,995, the N Line slots into the Tucson range at roughly the same price of our current pick, the SE Nav, and below the posher Premium trim. On the outside, the N Line gets a unique look to spice it up compared with the rest of the Tucson range. The front gets a smart-looking bumper design which, like its i30 N Line cousin, features little 鈥榮hark tooth鈥?elements poking up from the front splitter. There鈥檚 a grille insert that matches i30 N Line鈥檚 smoked metallic design, too, as well as some boomerang-shaped LED daytime running lights. Extra sporting intent is added with a contrasting black finish for the door mirrors, roof, extended rear spoiler and new 19-inch wheels. Inside, there's extra red trim to perk up an otherwise uniformly black cabin.
The seats are trimmed in a mix of fake leather and Alcantara-esque materials. Go for a manual gearbox and the gear knob is the same as the one that you get in the i30N hot hatch. Equipment levels give you everything you really need: heated front seats, keyless entry, climate control, front/rear parking sensors and privacy glass are all standard. Elsewhere, the interior is the same as in any other Tucson. The dashboard layout is functional rather than particularly interesting, build quality is perfectly fine, and the eight-inch touchscreen infotainment system is clearly laid out and easy to use - if a little slow to respond to touches. Rear cabin space isn鈥檛 the best in the class, and the rear centre seat is firm and too narrow for an adult. UK buyers will have two engines to choose from, one of which is new to the range. The 134bhp 1.6-litre diesel used previously has been revamped with a mild-hybrid setup; the 48-volt electrical system recoups energy under braking, which it stores in a small 0.44kWh battery. Under acceleration, it deploys up to 16bhp to reduce load on the diesel engine.
