VW's Citi Golf
In the twenty-five years of VW's Citi Golf it have been reinvented and redesigned more times than anyone can remember. But to date the new R-line is probably one of the most radical Citi yet. If AMG is to Mercedes and MSport is to BMW, the R-line branding is for Volkswagen. Later this year the German automaker will present its new R32 Golf that thinks it's a Porsche. Unfortunately there's some good news and bad news. The good news is that the R115 920 is branded as the most affordable performance car in the country. The bad news however is that only 100 will be available so better scoot down to your local VW dealer quick for reservation. The new R-line produces 90kW at 5900rpm, five more than the original hot-hatch, Mk.I Golf GTi. To give the R-line power Volkswagen has taken a fuel-injected 1.8-litre Golf engine and beefed it up with different camshafts, crankshaft, con rods and pistons. In terms of exterior designing the R-line Citi is restrained the body kit runs to nicely proportioned front and rear spoilers and sills.
With a stance 0.4 inch wider in front track and 0.6 inch wider at the rear, the CC looks ready to get down and party in comparison with the buttoned-up Passat. Inside, the CC stays true to its conservative roots. Though you sit 0.6 inch lower in laterally supported bucket seats, have a high window sill and steeply raked windshield for a hot-rod effect, the switch gear and surfaces are all Passat. Rear-seat passengers are also treated to bucket-like seating in what's really a bench cushion with thigh bolstering, split by a center rolltop-covered console for drinks and an emergency medical kit. The rear seat armrest hides a ski pass-through. Leg- and shoulder room are more than adequate, but as you'd imagine, headroom suffers quite a bit. Six footers will hit their heads on the ceiling, which has been reduced by 1.2 inches, but more disconcerting is how close the C-pillar intrudes near temples and ears.
Though it can be powered by any one of five engines in Europe, including two diesels, the U.S. 3.6-liter narrow-angle V-6 and VW's 2.0-liter turbocharged inline-four that's spidered across the automaker's lineup. Transmission options are a six-speed manual (available with the 2.0-liter turbo only) or a six-speed automatic with Tiptronic. For cost reasons, we will not get VW's slick six-speed dual clutch transmission. VW's 4Motion all-wheel-drive system will be available on the top-spec, VR6 3.6-liter model. VW had no U.S.-spec models available for our drive in Munich, Germany, so we drove the closest thing -- a top-grade Euro-spec Passat CC 3.6L 4Motion VR6. Along with the six-speed DSG transmission we won't get, there were several key differences between this CC and the ones that'll come to the States. The Europeans have 20 more horsepower (300) and shorter gearing, which makes their cars feel very quick off the line. VW claims the European CC will hit 60 mph in 5.6 seconds, while ours apparently gets there in 6.2 seconds. U.S. cars are also neutered to 130 mph, while European versions can hit 155 mph. So what do we get?
From what I can tell after driving the Passat CC 3.6L 4Motion VR6, with the wrong transmission, shorter gearing, and 20 more horsepower -- we're getting a quick, stylish, reasonably sporty sedan. Starting the car involves sliding the smart key into a rectangular receiver near where a traditional key would be inserted. Pushing it all the way in turns the fob into a start button, and gets the engine firing and needles sweeping around clean, white lit gauges. So far, the feel is decidedly pretty sporty. The engine burble, steeply raked windshield, high sill, and lower seating position contribute to this effect, as does the neck straining acceleration when the throttle is matted. Passing is no problem in the CC VR6, especially in vehicles equipped with paddle shifters. Credit goes to the eager, quick shifting DSG box and extra power. The real test will be if our automatic equipped CC's can feel this compelling.
Though it's long and low, the Passat CC drives small and sporty. The engine snarls when revved, and gets a bit thrashy as rpm builds. Visibility is good through the front and less compromised out of the rear windows than the roofline suggests. Though the C-pillar is impressive chunky, blind spots are covered by the fixed triangle of rear glass. It's not tossable like a GTI, but around fast sweepers and tight corners it doesn't sway and carom from corner to corner like its big brother Passat. What it does is snake around impressively with medium-weight steering feel and a nicely controlled chassis, thanks in part to the high-tech chassis control system. In Sport mode, with tightened steering and continuously adjusting rebound/damping, the Passat CC does a pretty good impression of a corner-carver. We'll see about the U.S.-spec model. It's not perfect - the 4Motion all-wheel-drive system can be shucked and jived into some understeer -- but even when the rain fell hard around Munich's Tergensee lake region, the CC always felt completely in control. With a competitive set that targets the sharply dressed Acura TL specifically, and includes such style legends as the Infiniti G35 and BMW 3 Series, VW's style council has certainly aimed for haughtiest of haute couture. Will this bold style statement be all the rage when it hits runaways in September? Or a reason to call the fashion police?
