T – Type VV – Model/Version

M – Main Group Part Category PP – Part Subgroup

CCC - Component Number

ABC – Revision/Modification Version (if required)

FFF – Finish Code (if required)

The 4th [...]]]> This guide covers in detail the part subgroup from the part numbering system guide – Volkswagen – Audi – Seat – Skoda part numbering system.

TVV MPP CCC ABC FFF

T – Type
VV – Model/Version

M – Main Group Part Category
PP – Part Subgroup

CCC - Component Number

ABC – Revision/Modification Version (if required)

FFF – Finish Code (if required)

MPP

The 4th digit refers to a Main Group Part Category.

Group 1 – Engine and Clutch
Group 2 – Fuel System, Exhaust and Air Conditioner
Group 3 – Transmission
Group 4 – Front Axel, Differential and Steering
Group 5 – Rear Axle
Group 6 – Wheels and Brakes
Group 7 – Bumpers, Levers and Pedals
Group 8 – Body
Group 9 – Electrical
Group 0 – Accessories

MPP

The 5th and 6th digits refer to the Part Subgroup

Group 1 – Engine and Clutch

Group 2 – Fuel System, Exhaust and Air Conditioner

Group 3 – Transmission

Group 4 – Front Axel, Differential and Steering

Group 5 – Rear Axle

Group 6 – Wheels and Brakes

Group 7 – Bumpers, Levers and Pedals

Group 8 – Body

Group 9 – Electrical

Subgroup 55 – Wipers – motor, jets, pumps, nozzles and arms.

Group 0 – Accessories

T – Type VV – Model/Version

M – Main Group Part Category PP – Part Subgroup

CCC - Component Number

ABC – Revision/Modification Version (if required)

FFF – Finish Code (if required)

The first digit refers to [...]]]> The part number system that Volkswagen uses may look confusing but if you break it down it’s logical and easy to follow.

TVV MPP CCC ABC FFF

T – Type
VV – Model/Version

M – Main Group Part Category
PP – Part Subgroup

CCC - Component Number

ABC – Revision/Modification Version (if required)

FFF – Finish Code (if required)

TVV

The first digit refers to the Type of Vehicle the part was originally manufactured for and the second and third digits refer to the model and version.

The third digit also indicates if the car is left hand drive (LHD) or right hand drive (RHD), an odd number denotes left hand drive and an even number denotes right hand drive.

Volkswagen share parts across their different divisions and cars so a part originally manufacturer for a 1K1 (Golf A5 platform – Mark V) may be used on a Passat.

MPP

The 4th digit refers to a Main Group Part Category.

Group 1 – Engine and Clutch
Group 2 – Fuel System, Exhaust and Air Conditioner
Group 3 – Transmission
Group 4 – Front Axel, Differential and Steering
Group 5 – Rear Axle
Group 6 – Wheels and Brakes
Group 7 – Bumpers, Levers and Pedals
Group 8 – Body
Group 9 – Electrical
Group 0 – Accessories

MPP

The 5th and 6th digits refer to the Part Subgroup – covered in detail here - Volkswagen – Audi – Seat – Skoda part numbering system – part subgroup.

CCC

The 7th, 8th and 9th digits refer to an arbitarily assigned component number. If the part is different on the left and right hand side of the car like a body panel) the 9th digit is an indication of the side the part is for, even for the Right side and off for the Left side.

(left and right are viewed from the rear of the car facing towards the front – in Australia, NZ, UK and other right hand driver countries the right hand side is the drivers side, in Europe, USA and other left hand drive countries the right hand side is the passenger side).

ABC

Some parts have a modication code. A B revision will be an improved revision over an A revision. VW will sometimes go back to older revisions if new ones have problems and they will also skip revisions (for this same reason). Once the number of revisions exceed 26 they start using AA, AB, AC and so forth. For example the CAN bus gateway, revision S was the last of the single digit revisions and they are now up to AC as the latest revision. It is not unusual for revisions to skip multiple characters and for some revisions to be specific to a model of car.

FFF

Colour Codes are shown where the item is available in a colour or material. Some parts like mirrors are available painted or primered ready to paint (GRU).

Revolutionary ESP with steering intervention as of 2005, first of all in the Golf

New generation of ESP helps the driver to countersteer specifically

From mid-2005 onwards, Volkswagen will be launching a new generation of ESP for the Golf [...]]]> Volkswagen Reveals ESP +

Revolutionary ESP with steering intervention as of 2005
July 26, 2004 3:26 AM
VolkswagenPress Release

ESP + Driving Recommendation

Revolutionary ESP with steering intervention as of 2005, first of all in the Golf

New generation of ESP helps the driver to countersteer specifically

From mid-2005 onwards, Volkswagen will be launching a new generation of ESP for the Golf and other models with targeted power-assisted steering. Depending on the situation, the electronic stabilisation program sends impulses to the steering that cause the driver to move intuitively to countersteer correctly. In this way, ESP + driving recommendation contributes to reducing the braking distance by up to 10%, in particular on roads with different coefficients of friction (for example dry on the left, wet or snow-covered on the right).
The new system configured in this way can be used exclusively in conjunction with vehicles which – like the new Golf – have electromechanical power steering or another active steering system. This is why Volkswagen decided at a very early stage to launch the Golf onto the market with an “active” steering system as standard.

New ESP provides impulses for thinking and steering: the actual decisions remain fully within the authority of the driver

Important: the new ESP does not assume the job of really steering the car, the actual decisions are to remain fully within the authority of the driver. It is much more the case that it provides a steering recommendation – even though this is clearly noticeable (with a maximum torque of 3 Newton metres). The example of road surfaces with different coefficients of friction shows in detail how efficiently the system intervenes: it is winter; one half of the road is dry, the other half still has patches of snow.
ESP today: everything happens at the wheel with the lowest grip

Until now, the ideal scenario on these road surfaces with different coefficients of friction (known as µ split in technical jargon) in the case of full braking with ESP has been: thanks to ESP, the car does not start skidding; the driver is able to keep the car on track and avoid the obstacle.
However, as the braking effect has to orient itself to the wheel with the poorer coefficient of friction (here: on snow) in order to prevent the vehicle from swerving, the car cannot be braked as strongly as would actually be possible if the wheels were on a dry surface. Without countersteering in the correct direction, the car would swerve due to the “overbraking” of one wheel, as the asymmetric braking forces support a rotational tendency of the car towards the side of the road with better grip.

ESP tomorrow: the wheel with the higher adhesion can now really get to grips

It is precisely here that the new ESP with driving recommendation sets in: the system “recognises” the direction in which the driver must countersteer to be able to brake the car without swerving. This is why the unit sends the command to the electromechanical power steering to issue a steering impulse in the required direction. The driver senses this, intuitively complies with the signal, and countersteers in the classical manner. This stabilising intervention means that the brake pressure at the wheels with the greatest grip can be increased. The consequence: the braking distance is reduced by up to 10%.
ESP and EPS: Electrical Power Steering in the new Golf

All of this only becomes possible by networking ESP with an electromechanical steering system (EPS, Electrical Power Steering), as in the Golf. This is a so-called dual-pinion steering system. The power-assisted steering is provided by a servo motor. The two pinions (steering and drive pinion) apply the required steering force onto both the steering column and servo side into the conventional rack. Here, the steering pinion transfers the steering torque applied directly by the driver; the drive pinion transfers the power-assistance torque from the servo motor via a worm gear. This configuration means that there is always a mechanical connection between the steering wheel and the steering gear; the vehicle even remains steerable after failure of the servo motor. For the driving recommendation via ESP, this servo motor performs the key function, as it triggers the impulse in the steering wheel for countersteering.
Alongside the numerous dynamic advantages, the Golf steering system provides yet another decisive advantage: as the electromechanical solution – in contrast to the conventional hydraulic solution – only “works” in the case of a steering manoeuvre, the average consumption during real vehicle operation falls by approximately 0.2 litres.

During development, particular attention was paid to the sense of centring when driving straight ahead. The steering torque that builds up even with the smallest steering angles underscores the exact sense of centring. A contributing factor here is the active return of the steering; after cornering, the steering wheel returns automatically towards driving straight ahead. In addition, the “self-learning” steering features straight-ahead driving correction. The background: the system itself recognises inclinations in the road and countersteers this accordingly. The straight-ahead driving correction thus offers a significant comfort enhancement, as the driver remains relaxed and keeps the Golf on track without steering effort.

ESP + Trailer Stabilisation

The Touareg is the first Volkswagen that can be supplied with trailer stabilisation
An ESP software extension makes driving with trailers safer
The electronic stabilisation program has revolutionised active safety in the automobile. However, the technical evolution of ESP is anything but over. Especially the software for control of the ESP provides astonishing potential. The best example: ESP + trailer stabilisation. This is a pure software extension of ESP without an additional sensor system.
Initially, Volkswagen will be deploying the ESP + trailer stabilisation for classical towing vehicles such as the Touareg: the system makes most sense here due to relatively frequent trailer journeys and high trailer loads (Touareg: 3500 kilos, braked). At a later date, trailer stabilisation will also be offered for the Multivan.

Although the Touareg in particular, with its very balanced chassis, the optional or standard (V10 TDI) air suspension and of course four-wheel drive, enable extremely safe operation with a trailer, vehicle combinations can of course be subject to body roll for example due to strong side winds, improper loading, lane grooves or evasive manoeuvres. Here, even experienced drivers are frequently out of their depth.

With the trailer stabilisation of the Touareg, rolling trailers are detected (via the ESP control unit) even as they start to roll by the characteristic vibrations initiated in the towing vehicle. The system excludes incorrect interventions by means of a comprehensive plausibility check of all ESP signals. In the specific emergency situation, the vehicle combination is decelerated via the ESP by braking the towing vehicle at all wheels and reducing the engine torque until the body roll has been eliminated.

As this is targeted braking, the brake lights are activated automatically even if the brake pedal is not pressed.

ESP Functions

The electronic stabilisation program coordinates active safety
The new Golf has the most modern system of this kind on board
The most advanced ESP on the market operates in the current Golf though it is still without steering intervention. This ESP function is not included in the system, either. However, the important yawing moment control (YMC) recording and correction of the vehicle rotation where required is what can be termed the core function of the ESP. Before it was used in automobiles, yaw rate sensors were used exclusively in aerospace applications. However, as a general principle: the ESP coordinates active safety in association with a large number of electronic and mechanical modules. The major ESP functions include:
Anti-lock Braking System (ABS).
Traction Control System (TCS).
Hydraulic Brake Assistant (HBA / in the Golf, Dual Brake Assist).
Electronic Differential Lock (EDL).
Yawing Moment Control (YMC / actual ESP function).
Rear Axle Full Deceleration (HVV / actively increases the pressure on the rear axle when the front wheels are already subject to ABS control, but the rear wheels are not).
Low Dynamic ESP (LDE / can intervene in the event of small deviations when the vehicle is braked although the vehicle is still stable).
Engine Braking Control (EBC).
Overboost (additional hydraulic boosting).
Corner Braking Logic (CBC / regulates braking forces between the left-hand and right-hand side of the vehicle).
In order to be able to deploy and combine the various functions where it makes sense, the ESP permanently compares measurement data on the actual handling characteristics with what the driver wishes to do. These important parameters are supplied via the wheel speed, yaw rate, lateral acceleration and wheel angle sensors.
If the system determines a deviation from stable handling, it stabilises the car by means of individualised brake application at each wheel and intervention in the engine management. However, development in networking with the ESP is still a long way from its final stage. The Phaeton is an example: here, the system also co-operates with the dynamically regulated air suspension chassis. In the next stage, which will come from mid-2005 onwards, the activation of the steering as outlined above will be added for the first time.

ESP Accident Research

ESP saves 800 human lives per year in Germany
Volkswagen introduced ESP in 1998, first of all in the Passat and then in the Golf
More than 80% of all the Volkswagen passenger cars sold in Germany are equipped with the electronic stabilisation program (ESP). Current research in this field showed that ESP, after the seat belt, has developed into the most important lifesaver in road traffic. Approximately 800 people per year owe their lives to the electronic stabilisation program.
Volkswagen introduced the system as early as 1998 in the Passat and Golf model series. Since then, there has been a revolution in active safety. With ESP, it became possible for the first time to defuse dangerous situations by means of active control; until then, even with the best basic chassis and suspension, these situations were likely to have led to severe accidents. With the alliance of high passive safety (crash safety, restraint systems) and active safety (chassis, brakes), the rate of serious injuries in road traffic is declining from one year to the next. In 2003, according to the Federal Bureau of Statistics, the number of fatal traffic accidents in Germany reached a new minimum; it is the lowest value since statistics were introduced in the year 1953.

The electronic stabilisation program and the brake assistant, which is also used as standard in many Volkswagens, make a major contribution to so-called accident severity reduction or even to avoiding accidents. The following example illustrates this: Volkswagen Accident Research initiated a study to analyse the influence of ESP using a total of 382 real accidents that could be evaluated. Of the main group of vehicles that caused accidents which were not equipped with ESP, 107 began skidding; of the vehicles with ESP, skidding was registered on only four of them. This means: ESP reduces the risk of skidding by approximately 85%.

With the deployment of new driver assistance systems such as ESP + driving recommendation, Volkswagen will continue in future to make a significant contribution to reducing the number of people injured or killed in road traffic. Today in Germany, for certain versions of the Lupo and Polo as well as for all variants of the Golf, Bora, New Beetle, Touran, Sharan, Passat, Touareg and Phaeton, ESP is on board as series standard.

Passive Safety

Euro NCAP: as regards the total of individual results, the new Golf is the safest car in its class
The Volkswagen safety philosophy protects all road users
The combined effects of active and passive safety create a particularly effective protection system. On the one hand, the people in the vehicle are protected. In just the same way, however, pedestrians or cyclists are protected by the fact that ESP actively enables the driver to avoid them more easily. Furthermore, on the passive side, the softer configuration of the body in the relevant areas means that the car does not hit these other road users as hard as it otherwise would. For Volkswagen, this holistic approach to the issue of safety an analysis from the point of view of all those theoretically involved in a dangerous situation has the highest priority. The key word here is partner protection.
This systematic partner protection is ideally illustrated by the new Golf, as the current results of the Euro NCAP crash progam show: the Golf achieved not only the maximum of five stars for occupant protection in the case of head-on and side impacts, but also the best values for pedestrian protection (three of four possible stars) and child protection (four of five possible stars). A result of this kind has never been achieved before by any other vehicle in this class tested by Euro NCAP. This efficient overall protection was made possible by the outstandingly rigid occupant cell and highly effective restraint systems, plus excellent partner protection in the body area.

For example, child protection: the highest degree of safety has been achieved here by means of the Isofix attachment of the child seats in conjunction with an additional upper belt (top tether).

For example, pedestrian protection: in the event of an accident involving pedestrians, the new Golf has systematically deformable deformation zones in the front-end, combined with an additional cross-member in the bumper, to achieve significantly lower risk of injury and thus genuine partner protection.

Golf versus off-road vehicle: Volkswagen best-seller masters ADAC crash test with flying colours

The expression “partner protection” in the classical sense of the car crash test stands for another scenario: collisions between large and small automobiles. Volkswagen, as a manufacturer of vehicles of all classes, also systematically integrates this aspect into the holistic view of vehicle development. As an example, the Golf once again: the crash experts of the ADAC (German motorists’ association) examined in an unusual test how the Golf and its passengers survive in a so-called offset crash (frontal with overlap) against large off-road vehicles. In the first crash, the Golf had to compete with an off-road vehicle of modern design (with self-contained body); in the second crash, another Golf had to deal with an off-road vehicle of conventional design (with ladder-type frame).

The Volkswagen, almost one tonne lighter, mastered both crashes with flying colours. All the more remarkable is the balance with which the Golf – due to its “softer” body zones – endangers pedestrians and cyclists as little as possible on the one hand, but on the other hand has an extremely rigid occupant cell with a hard core that guarantees the best possible protection for everyone on board.

The GTI was powered by a 1,588 cc four cylinder engine [...]]]> The Volkswagen Golf GTI was unveiled in 1975 at the Frankfurt Motor Show. The UK market had to wait a further two years for vehicles to arrive – 1977 saw 34 examples, all of them left hand drive, sold in the GTI’s first tentative year.

The GTI was powered by a 1,588 cc four cylinder engine with K-Jetronic fuel injection it developed 110 PS at 6,100 rpm and 103 lbs ft of torque at 5,000 rpm. This allowed the GTI, which weighed 810 kg unladen, to hit 60 mph from standstill in nine-seconds before reaching a top speed of 110 mph.

The now familiar mix of a high-revving, responsive four-cylinder engine installed in a hatchback body with the emphasis on driving fun was linked to a pared down interior came as a revelation at the time. Especially when combined with tartan trim and the now iconic golf ball gearshift.

The car was an instant hit. By the time right-hand drive cars arrived in the UK in 1979 a total of 1,573 cars were sold in that year, a number that would triple within two years.

In 1984 the Mk II GTI was launched and picked up where the Mk I left off. A new chassis structure, a 1,781 cc engine developing 112 PS and 114 lbs ft of torque and new styling evolved the GTI and saw it appeal to a new generation of fans. Sales of the Mk II GTI surpassed those of the Mk I, peaking at 17,193 vehicles in 1989. In Germany a supercharged G60 version developing 160 PS was sold, an output that wouldn’t be bettered in a GTI until 2002.

Three years later the Mk III GTI was launched, bringing with it a new 2.0-litre eight-valve engine and improved aerodynamics over the previous Mk I and Mk II models. In 1993 the GTI fitted was with a 2.0-litre 16-valve engine, raising the power output from 115 PS in the eight-valve model up to a more substantial 150 PS and 133 lbs ft of torque to drop the 0-60 mph time to 8.3 seconds and raise the top speed to 133 mph.

The introduction of the Mk IV GTI in 1998 saw significant changes to the line-up with the first diesel-engined GTI introduced along with two petrol engines in a total of four different states of tune. The Mk IV GTI made significant gains in refinement and safety – in 2002 the fastest accelerating and most powerful GTI produced up until that point was released in the form of the 180 PS GTI 25th Anniversary Edition. It was the success of this more powerful vehicle that inspired the introduction of the Mk V GTI.

Launched in September 2004 at the Paris Motor Show the Mk V GTI equipped with a 200 PS engine was not only the most powerful but also the most focused GTI yet produced. A new 2.0-litre T-FSI engine linked to a six-speed gearbox and standard Electronic Stabilisation Programme (ESP) were linked to a new chassis equipped with MacPherson struts at the front and a multi-link configuration at the rear. The vehicle was 15 mm lower than the standard Golf on new springs, dampers and anti-roll bars.

Visual cues were taken from the original GTI with the return of the tartan interior and the red surround to the grille element – even the GTI typeface used on the badge echoed that of the original.

The Mk V GTI served as a basis for two special editions – the Pirelli and Edition 30. Both models were powered by an evolution of the 2.0-litre T-FSI engine fitted to the conventional GTI, albeit both producing 230 PS.

The wildest GTI ever created – the GTI W12-650 – was also based on the Mk V. Powered by a mid-mounted 6.0-litre W12 engine producing 650 PS the vehicle could accelerate to 62 mph in 3.7-seconds and could theoretically achieve a maximum speed of 201 mph.

Production of the Mk V Golf ceased in August 2008 with a total of 17,630 examples sold in the UK alone. In total over 1,700,000 examples of the GTI have been sold worldwide since the vehicle went on sale in 1976.

Key Facts: Golf GTI Mk I – Mk V

Mk I: 1977 – 1984

• 1.6-litre 110 PS
• 1977 – first UK registration
• 1979 – first right-hand drive cars go on sale
• Total UK Mk I GTI sales: 19,518

Mk II: 1984 – 1992

• 1.8-litre 112 PS
• 1986 – 1.8-litre 139 PS 16-valve engine launched
• 1989 – introduction of ‘big bumpers’
• November 1990 – 1,000,000th Golf GTI is produced
• Total UK Mk II GTI sales: 88,278

Mk III: 1992 – 1998

• 2.0-litre 115 PS
• 1993 – 2.0-litre 16-valve 150 PS engine introduced
• Total UK Mk III GTI sales: 39,766

Mk IV: 1998 – 2004

• 1.8-litre 125 PS
• 1.8-litre turbo 150 PS
• 1999 – 2.0-litre 115 PS is introduced
• 2002 – 1.8-litre turbo 180 PS and 1.9-litre GTI PD 150 PS engines introduced
• Total UK Mk IV GTI sales: 46,944

Mk V: 2004 – 2008

• 2.0-litre 200 PS T-FSI
• January 2007 – 30th anniversary of the GTI marked by the launch of 2.0-litre 230 PS GTI Edition 30
• May 2007 – six-litre bi-turbo 650 PS GTI W12-650 design study unveiled – the most powerful Golf ever produced by Volkswagen
• June 2007 – GTI ‘R-Line’ claims eighth place overall and class victory at Nurburgring 24-hour race
• May 2008 – 2.0-litre T-FSI 230 PS GTI Pirelli launched to commemorate 25th anniversary of the original Mk I variant
• August 2008 – production of the Mk V GTI ceases
• Total UK Mk V GTI sales to date: 17,630

source: Volkswagen UK Press Release

Length – 4204 mm Width – 1759 mm Height – 1485 mm Wheelbase – 2578 mm Roof Load – 75 kg Trailer Load (braked) – 1200 kg to 1700 kg* Tank Capacity – 55 litres Front Track Width – 1539 mm Rear Track Width – 1528 mm Unladen Weight – 1154 kg to 1431 kg* Maximum Laden [...]]]> Volkswagen Golf Mark V Interior and Exterior Dimensions

Length – 4204 mm
Width – 1759 mm
Height – 1485 mm
Wheelbase – 2578 mm
Roof Load – 75 kg
Trailer Load (braked) – 1200 kg to 1700 kg*
Tank Capacity – 55 litres
Front Track Width – 1539 mm
Rear Track Width – 1528 mm
Unladen Weight – 1154 kg to 1431 kg*
Maximum Laden Weight – 1740 kg to 2010 kg*
Luggage Capacity – 350 litres
Coefficient Drag Value – 0.32 cd

* varies by model

1 – Front Headroom – 965mm to 987mm*
2 – Rear Headroom – 978mm to 979mm*
3 – Cabin Length – 1736mm
4 – Front Shoulder Room – 1390mm to 1391mm*
5 – Front Elbow Room – 1446mm to 1448mm*
6 – Rear Shoulder Room – 1348mm to 1386mm*
7 – Rear Elbow Room – 1437mm to 1479mm*
8 – Luggage Capacity (with rear seat folded) – 1305 litres

* varies by model

“What else was there in 1976?” calls out “Strietzel”, also known as Hans-Joachim Stuck, from [...]]]> Golf GTI – Icons of Sportiness

Golf GTI – New edition of a 1.7 million bestseller – Hans-Joachim Stuck worked on refinements to the new GTI

“What else was there in 1976?” calls out “Strietzel”, also known as Hans-Joachim Stuck, from the driver’s window as he starts up a first generation Golf GTI after more than thirty years. “Whenever a person had a chance to drive a 911, it was a real experience. And then all of a sudden this experience was possible in the GTI too. Clearly on a different level, but affordable for everyone. That was the genius of this car, and it has stayed that way right up to today. The new GTI is a prime example of this.” Stuck – one of the true giants of international car racing – works closely with Volkswagen AG. As a representative and driver in car racing, and as an expert in chassis and powertrain tuning in vehicle development, he also put the final touches on the new Golf GTI together with the experts of team “Hackenberg”. On the Nürburgring as well, where development chief Dr. Ulrich Hackenberg and Hans-Joachim Stuck competed in parallel, driving Sciroccos for glory and professional experience in last year’s 24-hour race.

Volkswagen is right at home on the Nürburgring’s North Loop. It has always been that way. And the GTI too. Even before sales of the GTI began, it was present on the track of the “Green Hell” before thousands of spectators in 1975 – as a pace car in the prototype stage with a two-barrel carburetor instead of electronic injection. The rest is history. Automotive history. “The 110-PS engine of the GTI”, recalls Stuck, “had a willingness to rev that was fun from day one. There had been nothing like it before. That is why the first GTI made such a statement.”

In 2004, the fifth Golf GTI brought back this legend more powerfully than ever before. Between the debut of the first generation and the production runout of the fifth generation, more than 1.7 million car buyers made the GTI a world bestseller. Now this is being followed up by the sixth GTI, even sharper and more confident than all of the others before it. A GTI whose chassis systems – with standard electronic transverse differential lock (XDS) – redefines behavior in curves and traction. A 240 km/h fast GTI that is more fun to drive with its powerful 155 kW / 210 PS turbo engine and yet only consumes 7.3 liters super unleaded (0.7 l/100 km improvement). A GTI that delivers audible dynamics with a sound generator and new exhaust system design (two tailpipes, one left and one right). A GTI that successfully transfers the tradition of the original version to the future.

German market launch of the sixth GTI will begin in just days. Sales start across Europe just after Easter. North America and Asia will follow in late summer – long ago the GTI success became an international phenomenon.

And Hans-Joachim Stuck (58) is more than just a figurehead of Volkswagen Motorsports and more than an expert who just looks for vehicle weaknesses. “Strietzel”, the nickname given to him as a baby by his godmother, and by which he is still called today by friends, is a GTI fan: “We always had a GTI in the family, from the first to the sixth. The Pirelli Editions too. There were no gaps here. Even when I was under contract with BMW, I preferred to drive to the Nürburgring in a GTI. It was in a GTI that I drove 911 drivers to distraction on the North Loop. My wife was even driving a GTI when she first caught my attention.”

Engine of the GTI

In the case of the Golf GTI generation VI, the fascination for Stuck began once again with the engine: “It is extremely important that the current GTI, like the last one, should be another turbo. This boosted high-tech engine fits in perfectly with our times. It is more fuel efficient than a large displacement engine, but thanks to the turbocharger it is just as athletic.” And that is a key aspect of the Golf GTI tradition too: As early as the second generation, the G60 had an impressive boosted four cylinder engine (118 kW / 160 PS). Later, the era of boosted GTI engines really gained momentum with the fourth generation in the “Golf GTI 132 kW” (the exact name). The technology and times were ready for this approach. A limited edition (3,000 cars) of the 132 kW / 180-PS version was introduced on the GTI’s 25th anniversary in 2001. Although there had already been a 150-PS turbo, it did not yet have the aggressive punch of the anniversary version. With the launch of the fifth Golf GTI, an entirely new turbocharged four-cylinder engine was employed, which delivered a power of 147 kW / 200 PS. On the 30th anniversary of the GTI, a 169 kW / 230 PS turbo engine was introduced in the Golf GTI Edition 30. Somewhat later, this new engine also powered the second Pirelli GTI.

At exactly 155 kW / 210 PS, in terms of power level the new Golf GTI’s TSI engine is positioned between the last production GTI and the 30 Year Edition. Although its performance and displacement data might suggest an advanced development of the 200-PS engine, this was actually a new powerplant of the “EA888″ generation of engines whose technical origins were in the 230-PS version.

The TSI that is used in the sixth GTI is a product of the second development stage of these highly agile engines. Compared to the first “EA888″ development stage, this engine – optimized for transverse mounting in the new GTI – has new components such as modified pistons and piston rings, a regulated oil pump, a new vacuum pump, a new high-pressure fuel pump and a new mass airflow sensor. When used in the most powerful Golf today, the engine fulfills limits of the Euro-5 emissions standard.

Performance of the GTI

When it comes to emissions and fuel economy, the new 210-PS engine has advanced far ahead of the two previous GTI four-cylinder engines with 200 and 230 PS. To be specific, the 1,984 cm3 displacement TSI on the new GTI is content with just 7.3 liters fuel per 100 kilometers on average. On the 200-PS GTI, fuel consumption was 8.0 liters, and the 230-PS GTI came in at 8.2 liters per 100 kilometers. So the theoretical range of the sixth GTI is about 750 kilometers between fill-ups.

At 170 g/km, the engine also shows marked improvement in CO2 emissions. “And the new GTI,” says Hans-Joachim Stuck, “succeeds in bridging the gap between a serious business car during the work week, and a competitor on the Nürburgring on the weekend.” In this context, it should be noted that the first Golf GTI in 1976 had a power of exactly 81 kW / 110 PS and a top speed of 182 km/h, and at that time it was also one of the few cars to perform this balancing act.

The new GTI successfully addresses these aspects while attending to the property of most interest to GTI buyers – besides the car’s appearance – which is its dynamic performance. At a low 1,700 rpm the engine already develops its maximum torque of 280 Newton-meter. And this reserve torque is available as a constant value – exhibiting an ideal plateau in the torque curve that is not really a curve any longer – up to 5,200 rpm. Stuck says: “In practice, this means impressive power in all of life’s situations.” The maximum power of the sixteen-valve engine with 9.6:1 compression ratio can be tapped over a speed range from 5,300 to 6,200 rpm.

The resulting package delivers enormous propulsive force; the car completes its acceleration from 0 to 100 km/h in just 6.9 seconds, and the new Golf GTI handles a 1,000 meter sprint from a standstill in 27.3 seconds. Just as impressive is the engine’s elasticity. In fifth gear, the Volkswagen accelerates from 80 to 120 km/h in just 7.5 seconds. Even in sixth gear it only takes 9.5 seconds. Not until 240 km/h is a balance reached between air resistance (cw = 0.324) and power. The tachometer indicates 5,900 rpm at this top speed.

Like the previous model, for the new GTI an optional 6-speed dual clutch transmission (DSG) will be offered as an alternative to the 6-speed manual transmission (including standard upshift recommendation as on the BlueMotion). In this case, the Golf delivers a top speed of 238 km/h (at 5,920 rpm). Like the manually shifted GTI, the DSG version also accelerates to 100 km/h in 6.9 seconds. Its average fuel consumption of 7.4 liters (173 g/km CO2) nearly matches the excellent value of the manual transmission (7.3 liters).

Yet the numbers themselves only tell half of the story about the dual clutch transmission. Stuck: “The DSG is incredibly fast and precise. And the way in which the Golf GTI with DSG automatically double declutches when downshifting is a joy for any sports car driver. Interesting is the fact that the pedal position on the very first GTI, and of course also on the normal Golf, was laid out so that well-versed car drivers could double declutch properly.” According to forecasts, about 30 percent of all GTI drivers will order the sporty Volkswagen with DSG.

Sound of the GTI

The engine and exhaust system of the new Golf GTI are making their appearance with an entirely unique and typical GTI sound. A sound that makes a very sporty impression yet does not irritate car occupants on long tours. On the exterior, the noise level is fully regulated by the newly developed GTI exhaust system. The only visible components of the exhaust system are the pair of chrome tailpipes integrated in the GTI’s black diffuser, one on the left and one on the right. Inside, a complex exhaust routing system produces the typical GTI sound. In parallel, it was possible to reduce the weight of the system and its back pressure. And that has a direct positive impact on driving performance and fuel economy. Moreover, a sound generator ensures that the sonorous engine acoustics are perfectly “mixed” in the car’s interior as well.

Chassis of the GTI

“Physical handling limits” always come into play when the safety reserves of a chassis need to be determined. The actual boundaries of the new Golf GTI’s physical handling limits are revealed when a driver like Hans-Joachim Stuck is at the wheel. Just a few laps in Hockenheim or on the Nürburgring or a few kilometers in the “Maritime Alps” on the mountain roads above Nice are sufficient for the former Formula-1 driver and endurance race world champion to very analytically describe why the Golf GTI drives at the level of significantly more expensive sports cars and – this is crucial – can also excite the drivers of such extremely expensive sports cars.

Stuck: “It becomes immediately apparent just how precisely the GTI tracks steering inputs. And this steering precision is directly reflected in driving quality. The production car chassis offers practically no hint of body roll. The car’s quasi lack of roll and pitch results in very safe driving behavior. However, the GTI not only handles with sports car stiffness; it is also very comfortable. The electronic damper control of its new DCC system, in particular, produces an ideal synthesis of great comfort and excellent handling properties in the GTI. There are of course many sporty cars that are simply too stiff. Yet this one is always right. That must be stated very clearly.”

The sixth Golf GTI is equipped with a sport chassis; its front end was lowered by 22 millimeters, and its rear by 15 millimeters. The entire architecture of springs, dampers and rear stabilizers was completely re-tuned. In front, the familiar strut-type suspension operates with helical springs and telescoping shock absorbers. In the rear, an innovative multi-link suspension ensures that the ESP system seldom needs to intervene. The braking system is also extremely durable. Distinctive here are the red painted brake calipers.

Sportier and safer with XDS

For the first time in a Volkswagen, the XDS electronic transverse differential lock is being used. It significantly improves traction and handling properties. Technically speaking, XDS is a functional extension of the electronic limited-slip differential (EDS) integrated in the ESP system.

In fast curve driving, as soon as the innovative electronics detects that the wheel at the inside of the curve on the GTI’s driven front axle is insufficiently loaded, the ESP hydraulics specifically builds up braking pressure at this wheel to restore optimal traction. So XDS acts as a type of transverse differential lock that compensates for the understeering that is typical on front-wheel drive vehicles when driving fast through curves.

The results: Thanks to XDS, driving behavior is significantly more precise and neutral; drivers perceive this as more like the handling characteristics of a car with all-wheel drive than those of front-wheel drive. Hans-Joachim Stuck: “Beyond the GTI’s already good chassis layout, XDS gives the car an enormous measure of driving stability. And it leads to greater driving enjoyment, since it reduces understeering. Experienced sports car drivers will be much more active underway. Yet, XDS is a very important safety feature for normal drivers too, because they will not experience any unpleasant surprises with the GTI. It simply would no longer press ahead.”

Dynamic yet comfortable with DCC

In addition, the dynamic chassis control (DCC) system mentioned by Strietzel is available on the new GTI. It continually reacts to the roadway and driving situation and modifies the damper characteristic accordingly. The driver perceives the significant advances in comfort and dynamic performance directly. During acceleration, braking and steering actions, damping is stiffened in just fractions of a second to optimally satisfy vehicle dynamic requirements and reduce pitch and roll movements as described by Stuck.

To let drivers choose the desired system behavior, besides the “Normal” program with a basic medium setting, DCC on the Golf GTI also offers the “Sport” and “Comfort” modes that are activated by a pushbutton above the shift gate. In “Sport” mode, the power steering is also tuned for greater dynamic responsiveness.

Cruising safely with ACC

For the first time, the distance control system ACC (Adaptive Cruise Control) will be offered on the Golf GTI starting in late summer 2009. When ACC is activated, the system automatically brakes and accelerates the GTI within a speed window from 30 to 210 km/h. Above all, when cruising at constant speed, e.g. at the speed limit on the freeway, ACC offers a significant plus in comfort and safety.

Distance control is implemented with a laser sensor in the rearview mirror that continually scans the distance to the vehicle in front of the car and its speed using five laser beams. The system operates successfully in curve driving too. ACC is controlled via a lever on the steering column. Important: As soon as the ACC system reaches its limits, the driver is asked to resume control by visual and acoustic warning signals.

Park Assist Generation II

Another high-end technology on the new Golf GTI is the optional Park Assist park steering assistant. The second generation of the system is used here. It enables nearly automatic back-up parking parallel to the roadway. The driver just needs to actuate the gas pedal, brake and (in the manually shifted version) clutch, while the GTI steers into the pre-scanned space by sensor control. Previously, the space had to be at least 1.4 meters longer than the vehicle; now 1.1 meters is sufficient. In addition, the system now enables multiple forward-reverse stages in parking. Park Assist deactivates itself as soon as the driver manually intervenes in steering. When the GTI is ordered with this system, the acoustic proximity warning system ParkPilot (front and rear) and Hill Hold Control are included too.

Bi-xenon headlights with curve lighting

As an option, Volkswagen is offering the Golf GTI with completely redesigned bi-xenon headlights, including dynamic curve lighting. The headlights swivel through a steering radius of up to 13 degrees to the outside and seven degrees to the inside. The styling of the headlights closely matches the GTI’s sporty character. The interior dual modules (xenon outboard, parking light / turn signals inboard) each have a chrome pod through which a very impressive visual image projects. Placed low below the bumper – and also GTI-specific in design – are the vertically aligned and always standard front fog lights.

Interior of the GTI

If there is such a thing as total ergonomic perfection, then it is to be found in the new GTI. Stuck: “This ambiance lacks nothing that a person would have in a luxury sedan. Nonetheless, the interior is uncompromisingly sporty. This begins with the seats. They offer a high degree of long touring comfort and are equally fit to run a 24-hour race. The GTI is super comfortable, super ergonomic. You can adjust everything on the seat. But there is no need to. You just climb in, move the seat forward once then back, and that is it. Sit down. Done. A perfect fit.” A genuine compliment.

The Golf GTI is equipped with standard sport seats, which – as once before – are upholstered in a tartan fabric pattern (“Jacky”). Leather seats (“Vienna”) are available as an option. A lumbar support integrated in the seats is positioned by a lever on the side of the seat. For safety, whiplash-optimized head restraints (WOKS) are also on board. The head restraints precisely counteract whiplash in case of an accident. The GTI logo has been worked into the WOKS material.

Additional features: Naturally, this Golf also has pedals with brushed stainless steel caps, a customized GTI gearshift lever in aluminum look, a leather steering wheel with grip recesses and GTI emblem; naturally there are decorative red seams on the steering wheel, gearshift surround and leather parking brake grip; naturally the roofliner is black, and so is the pillar trim. Naturally, because this Golf is a GTI. That is why the decorative inserts in the doors and instruments are also customized with “Black Stripe” style elements – black, high-gloss accents in metallic look. In any case, the GTI breaks through class boundaries with its high-end surfaces and features that are pleasing to the touch and the eye. The impression made by the materials and their workmanship, details like brushed chrome accents and elegant round instruments give the impression of actually sitting in a car of the next higher class, or in a far more expensive sports car. In contrast to most sports cars, however, the Golf GTI offers ample space for five persons. Its cargo capacity of between 350 and 1,305 liters also ensures that GTI drivers can handle nearly all of the challenges of daily life with confidence.

source: Volkswagen Press Release – Wolfsburg / St. Tropez, 23 March 2009

Tail & Brake light  bulb / Tail light bulb

Indicator bulb

Reverse light bulb / Fog light bulb

Prices are in pounds and for UK specification

Fox2009 model year changesRefer to DiagramWeek FoxSymbol change on interior monitoring button for anti-theft alarm130 (w/c 21 July 2008) FoxChassis lowered by 20mm30 (w/c 21 July 2008) - Polo2009 model year changesRefer to DiagramWeek PoloSymbol change on interior monitoring button for anti-theft alarm122 (w/c 26 May 2008) PoloOlympic Blue pearlescent paint [...]]]> 2009 Model Year Changes

Prices are in pounds and for UK specification

Fox	2009 model year changes	Refer to Diagram	Week
Fox	Symbol change on interior monitoring button for anti-theft alarm	1	30 (w/c 21 July 2008)
Fox	Chassis lowered by 20mm		30 (w/c 21 July 2008)
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Polo	2009 model year changes	Refer to Diagram	Week
Polo	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Polo	Olympic Blue pearlescent paint discontinued		21 (w/c 19 May 2008)
Polo	Introduction of new paint colour, Shadow Blue metallic, available on Dune		22 (w/c 26 May 2008)
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Golf	2009 model year changes	Refer to Diagram	Week
Golf	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Golf	Glove compartment handle changes from chrome to trim colour		22 (w/c 26 May 2008)
Golf	Electric sunroof button changed	2	22 (w/c 26 May 2008)
Golf	Mirror heater dial position changed from 12 o'clock to two o'clock	4	22 (w/c 26 May 2008)
Golf	RCD 210 with 4 speakers replaced RCD 300 with 4 speakers	7	22 (w/c 26 May 2008)
Golf	Hill-hold function standard on 6 speed and 7 speed DSG		22 (w/c 26 May 2008)
Golf	Symbol change on headlight switch		33 (w/c 11 August 2008)
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Golf Plus	2009 model year changes	Refer to Diagram	Week
Golf Plus	Repositioning of door lock LED now closer to A pillar		22 (w/c 26 May 2008)
Golf Plus	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Golf Plus	New ultrasonic sensor for alarm, integrated into front interior light	3	22 (w/c 26 May 2008)
Golf Plus	Mirror heater dial position changed from 12 o'clock to two o'clock	4	22 (w/c 26 May 2008)
Golf Plus	Electric sunroof button changed	2	22 (w/c 26 May 2008)
Golf Plus	Hill-hold function standard on 6 speed and 7 speed DSG		22 (w/c 26 May 2008)
Golf Plus	New handle mechanism in cargo floor		22 (w/c 26 May 2008)
Golf Plus	RCD 210 with 4 speakers replaces RCD 300 with 4 speakers		22 (w/c 26 May 2008)
Golf Plus	New option on S trim only - RCD 310 with eight speakers. Price £135 (including VAT)		22 (w/c 26 May 2008)
Golf Plus	RCD 310 with 8 speakers including Aux-in replaces RCD 300 with 8 speakers	5	22 (w/c 26 May 2008)
Golf Plus	RCD 510 including Aux-in replaces RCD 500	6	22 (w/c 26 May 2008)
Golf Plus	New optional DAB radio available with RCD310 or RCD 510. Price £150 (including VAT)		22 (w/c 26 May 2008)
Golf Plus	Removal of optional iPod preparation		22 (w/c 26 May 2008)
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Golf Estate	2009 model year changes	Refer to Diagram	Week
Golf Estate	Symbol change on interior monitoring button for anti-theft alarm	1	27 (w/c 30 June 2008)
Golf Estate	Glove compartment handle changes from chrome to trim colour		27 (w/c 30 June 2008)
Golf Estate	Mirror heater dial position changed from 12 o'clock to two o'clock	4	27 (w/c 30 June 2008)
Golf Estate	Hill-hold function standard on 6 speed and 7 speed DSG		27 (w/c 30 June 2008)
Golf Estate	RCD 210 with 4 speakers replaces RCD 300 with 4 speakers		27 (w/c 30 June 2008)
Golf Estate	New option on S trim only - RCD 310 with 8 speakers. Price £105 (including VAT)		27 (w/c 30 June 2008)
Golf Estate	RCD 310 with 8 speakers including Aux-in replaces RCD 300 with 8 speakers	5	27 (w/c 30 June 2008)
Golf Estate	RCD 510 including Aux-in replaces RCD 500	6	27 (w/c 30 June 2008)
Golf Estate	New optional DAB radio available with RCD310 or RCD 510. Price £150 (including VAT)		27 (w/c 30 June 2008)
Golf Estate	Chrome roof rails on SE and Sport replaced by black roof rails. Price reduced by £175		27 (w/c 30 June 2008)
Golf Estate	Introduction of new paint colour, Silver Leaf metallic		27 (w/c 30 June 2008)
Golf Estate	Introduction of new paint colour, Heavenly Blue metallic		27 (w/c 30 June 2008)
Golf Estate	Introduction of new paint colour, Candy White		27 (w/c 30 June 2008)
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Jetta	2009 model year changes	Refer to Diagram	Week
Jetta	Symbol change on interior monitoring button for anti-theft alarm	1	27 (w/c 30 June 2008)
Jetta	Glove compartment handle changes from chrome to trim colour		27 (w/c 30 June 2008)
Jetta	Electric sunroof button changed	2	27 (w/c 30 June 2008)
Jetta	Mirror heater dial position changed from 12 o'clock to 2 o'clock	4	27 (w/c 30 June 2008)
Jetta	RCD 210 with 4 speakers replaces RCD 300 with 4 speakers	7	27 (w/c 30 June 2008)
Jetta	Hill-hold function standard on 6 speed and 7 speed DSG		27 (w/c 30 June 2008)
Jetta	RCD 310 with 8 speakers including Aux-in replaces RCD 300 with 8 speakers	5	27 (w/c 30 June 2008)
Jetta	New option on S trim only - RCD 310 with 8 speakers. Price £105 (including VAT)		27 (w/c 30 June 2008)
Jetta	RCD 510 including Aux-in replaces RCD 500	6	27 (w/c 30 June 2008)
Jetta	Removal of optional iPod preparation		27 (w/c 30 June 2008)
Jetta	New optional DAB radio available with RCD310 or RCD 510. Price £150 (including VAT)		27 (w/c 30 June 2008)
Jetta	Introduction of new paint colour, Heavenly Blue metallic		27 (w/c 30 June 2008)
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Touran	2009 model year changes	Refer to Diagram	Week
Touran	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Touran	Hill-hold function plus winter mode for all DSG and 170 PS engines manual and DSG		22 (w/c 26 May 2008)
Touran	Electric childproof lock for the rear compartment (optional on SE and Sport Models only). Price £50 (including VAT)		22 (w/c 26 May 2008)
Touran	Mirror heater dial position changed from 12 o'clock to two o'clock	4	22 (w/c 26 May 2008)
Touran	Fog lamps now include 'side turning light'		22 (w/c 26 May 2008)
Touran	RCD 210 with 4 speakers replaces RCD 300 with 4 speakers	7	22 (w/c 26 May 2008)
Touran	RCD 510 including Aux-in replaces RCD 500	6	22 (w/c 26 May 2008)
Touran	RCD 510 optional on S at £440 (including VAT) including front centre armrest	6	22 (w/c 26 May 2008)
Touran	Visual parking display with RCD 310, RCD 510 and RNS 510 in combination with optional Park Assist and Parking sensors	8	22 (w/c 26 May 2008)
Touran	Upgrade to RCD 310 with eight speakers, Aux-in and front centre armrest (S trim only). Price £235 (including VAT)		22 (w/c 26 May 2008)
Touran	New optional DAB radio available with RCD310 or RCD 510. Price £150 (including VAT)		22 (w/c 26 May 2008)
Touran	Electric sunroof button changed	4	22 (w/c 26 May 2008)
Touran	Removal of optional iPod preparation		22 (w/c 26 May 2008)
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Beetle/Beetle Cabriolet	2009 model year changes	Refer to Diagram	Week
Beetle/Beetle Cabriolet	Introduction of new paint colour, Candy white		27 (w/c 30 June 2008)
Beetle/Beetle Cabriolet	Introduction of new paint colour, Heavenly Blue metallic		27 (w/c 30 June 2008)
Beetle/Beetle Cabriolet	New power windows switch	9	27 (w/c 30 June 2008)
Beetle/Beetle Cabriolet	Electric sunroof button changed	2	27 (w/c 30 June 2008)
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Eos	2009 model year changes	Refer to Diagram	Week
Eos	New exterior mirror		22 (w/c 26 May 2008)
Eos	New kickplate with Eos emblem		22 (w/c 26 May 2008)
Eos	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Eos	Mirror heater dial position changed from 12 o'clock to two o'clock	4	22 (w/c 26 May 2008)
Eos	Visual parking display with RCD 310, RCD 510 and RNS 510 in combination with parking sensors	8	22 (w/c 26 May 2008)
Eos	RCD 310 with 8 speakers including Aux-in replaces RCD 300 with 8 speakers	5	22 (w/c 26 May 2008)
Eos	Eos entry model now has 8 speakers as standard		22 (w/c 26 May 2008)
Eos	Glove compartment handle changes from chrome to trim colour		22 (w/c 26 May 2008)
Eos	Hill-hold function standard on 6 speed DSG		22 (w/c 26 May 2008)
Eos	Audio level reduction with Park Pilot warning		22 (w/c 26 May 2008)
Eos	Discontinued vent grille on sunroof headliner	10	22 (w/c 26 May 2008)
Eos	Aux-in sockets now standard across the Eos range		22 (w/c 26 May 2008)
Eos	CD autochanger (only available in conjunction with navigation systems) will be orderable as a separate item		22 (w/c 26 May 2008)
Eos	Introduction of new paint colour, Reflex Silver metallic		22 (w/c 26 May 2008)
Eos	New optional DAB radio available with RCD310 or RCD 510. Price £150 (including VAT)		22 (w/c 26 May 2008)
Eos	Removal of optional iPod preparation		22 (w/c 26 May 2008)
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New Tiguan	2009 model year changes	Refer to Diagram	Week
New Tiguan	Chromed radiator grille with chromed fins replaces black grille (S and Escape trims only)		22 (w/c 26 May 2008)
New Tiguan	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
New Tiguan	Mirror heater dial position changed from 12 o'clock to two o'clock	4	22 (w/c 26 May 2008)
New Tiguan	Visual parking display with RCD 310, RCD 510 and RNS 510 in combination with optional Park Assist or parking sensors	8	22 (w/c 26 May 2008)
New Tiguan	RCD 310 with Aux-in replaces RCD 300	5	22 (w/c 26 May 2008)
New Tiguan	Parking sensors with reduced audio level		22 (w/c 26 May 2008)
New Tiguan	Gearbox cover gets '4Motion' logo		22 (w/c 26 May 2008)
New Tiguan	Trailer hitch now LED compatible		22 (w/c 26 May 2008)
New Tiguan	Air quality sensor standard across the range		22 (w/c 26 May 2008)
New Tiguan	New handle mechanism in cargo floor		22 (w/c 26 May 2008)
New Tiguan	230 volt socket in combination with front centre armrest. Optional on S trim. Price £200 (including VAT)		22 (w/c 26 May 2008)
New Tiguan	New optional DAB radio available with RCD310 or RCD 510. Price £150 (including VAT)		22 (w/c 26 May 2008)
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Passat Saloon and Estate	2009 model year changes	Refer to Diagram	Week
Passat Saloon and Estate	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Passat Saloon and Estate	Mirror heater dial position changed from 12 o'clock to two o'clock	4	22 (w/c 26 May 2008)
Passat Saloon and Estate	Parking sensors with reduced audio level		22 (w/c 26 May 2008)
Passat Saloon and Estate	Visual parking display with RCD 310, RCD 510 and RNS 510 in combination with optional parking sensors	8	22 (w/c 26 May 2008)
Passat Saloon and Estate	Electric sunroof button changed	2	22 (w/c 26 May 2008)
Passat Saloon and Estate	Change to non-perforated 'Vienna' leather standard on Highline		22 (w/c 26 May 2008)
Passat Saloon and Estate	Auto-hold personalisation function added on multi-function computer		22 (w/c 26 May 2008)
Passat Saloon and Estate	Parking sensors switch changed position to other side of gear knob		22 (w/c 26 May 2008)
Passat Saloon and Estate	Dark trim for luggage compartment		22 (w/c 26 May 2008)
Passat Saloon and Estate	New handle on boot floor mechanism		22 (w/c 26 May 2008)
Passat Saloon and Estate	Interior trim changes from chrome gloss to chrome matt		22 (w/c 26 May 2008)
Passat Saloon and Estate	Removal of optional iPod preparation		22 (w/c 26 May 2008)
Passat Saloon and Estate	Aux-in becomes standard across the Passat range		22 (w/c 26 May 2008)
Passat Saloon and Estate	CD auto-changer (only available in conjunction with navigation systems) will be orderable as a separate item		22 (w/c 26 May 2008)
Passat Saloon and Estate	RCD 310 with 8 speakers replaces RCD 300 on all trims except SEL	5	22 (w/c 26 May 2008)
Passat Saloon and Estate	RCD 510 replaces RCD 500 on all SEL trim	6	22 (w/c 26 May 2008)
Passat Saloon and Estate	Exterior badge deletion is not available on BlueMotion models		22 (w/c 26 May 2008)
Passat Saloon and Estate	New optional DAB radio available with RCD310 or RCD 510. Price £150 (including VAT)		22 (w/c 26 May 2008)
Passat Saloon and Estate	Removal of optional iPod preparation		22 (w/c 26 May 2008)
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Sharan	2009 model year changes	Refer to Diagram	Week
Sharan	Rear lights in 'cherry red'		22 (w/c 26 May 2008)
Sharan	Rear electric windows added to S and SE trims		22 (w/c 26 May 2008)
Sharan	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Sharan	Symbol change on headlight switch		22 (w/c 26 May 2008)
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Touareg	2009 model year changes	Refer to Diagram	Week
Touareg	Symbol change on interior monitoring button for anti-theft alarm	1	22 (w/c 26 May 2008)
Touareg	Trailer hitch now LED compatible		22 (w/c 26 May 2008)
Touareg	New options - Side scan: to warn driver of vehicles in blind spot when overtaking Price £390 (including VAT) - Tailgate - full electric operation. Price £445 (including VAT) - Dynaudio sound pack. Price £665 (including VAT) on V10 and £995 (including VAT) on all other versions		23 (w/c 26 May 2008)
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Phaeton	2009 model year changes	Refer to Diagram	Week
Phaeton	Daytime running lights on optional Xenon headlights. (Standard on 6.0 W12 Motion LWB)		22 (w/c 26 May 2008)

MY08 – Detailed Information

MY09 – Detailed Information

Radio navigation system RNS 510 now with voice control

Wolfsburg/ Frankfurt, 21 September 2009 – Volkswagen presents the latest generation of the radio navigation system RNS 510 at the current International Motor Show (IAA) in Frankfurt: this system, with new auxiliary functions like voice control, is now even easier [...]]]> This navigation system is at your command!

Radio navigation system RNS 510 now with voice control

Wolfsburg/ Frankfurt, 21 September 2009 – Volkswagen presents the latest generation of the radio navigation system RNS 510 at the current International Motor Show (IAA) in Frankfurt: this system, with new auxiliary functions like voice control, is now even easier to operate. With the multimedia travel guide MERIAN scout, the RNS 510 also provides pictorial, textual and audible information about destinations and gives useful tips.

The newest generation of the RNS 510 can be operated with voice control and without constantly pressing buttons. This device identifies names of places and streets and also short voice commands like “start route guidance” and immediately begins to calculate the route. The destination can now be entered easily in four languages. The RNS 510 can also provide quick and appropriate solutions by giving easily understandable instructions and information. Not only this: the telephone can also be operated using voice control without any problems.

MERIAN scout route guides (ReiseGuides) for the RNS 510 can also be accessed under www.volkswagen.merianscout.de. These route guides provide information and tips on tourist attractions, restaurants, hotels and other interesting places with photos. Additionally, it is also possible to listen to interesting sound clips on selected tourist attractions. The MERIAN scout route guides are available for a large number of regions and cities in Germany and Europe. Operating it is really simple: before the journey, the customer has to load the files from the internet on an SD card and transfer them to the RNS 510. Here, the MERIAN scout route guide pictures can be selected and the stored information can be accessed.

Apart from this, the RNS 510 also has the function “Picture Navigation”. With this function, it is possible to attach one’s own pictures to the respective addresses or geographical data. On saving these on an SD card and transferring them to the RNS 510, these pictures are displayed and selected and the routes are calculated.