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VW readying CC Shooting Brake?

This was bound to happen. Volkswagen's relentless drive for big volume has the brand mining seemingly every niche it can find for additional sales worldwide. And with its CLS Shooting Brake, fellow countryman Mercedes-Benz has already shown that a wagon based off of a "four-door coupe" can look dead sexy and command extra dollars. So it follows that the Volkswagen CC (whose existence is all but directly attributable to the success of the original CLS sedan) will also get a load-lugging variant. That's according to the UK's Autocar, which notes that the five-door will come in the CC's next generation.
According to the report, the next CC will be available in front and all-wheel drive variants with the usual assortment of gas and diesel four-cylinders found in the Wolfsburg empire, with the possibility of a gas plug-in hybrid model, too. The rakish estate will ride atop VW's MQB architecture, a shorter variant of which is also found underneath the new Golf. The scalable chassis is set to spread like kudzu throughout the company's lineup, but the CC probably won't happen until after the launch of the next European-market Passat in 2015.
Will we get it in North America? Hard to say. Volkswagen sells the standard CC saloon here, but not in particularly large numbers, and when the company moved to a North American-specific Passat, it dumped the wagon variant. The traditional VW estate apparently continues to pick up sales momentum abroad, however, making the CC Shooting Brake a seemingly natural fit for buyers who still want the utility of a two-box form but can afford to sacrifice a bit of cargo room in the name of style.

Volkswagen Scirocco GTS set for Shanghai reveal

Though we still can't get one over here, buyers in other markets can get the Scirocco in an array of trim levels. And at the Shanghai Motor Show this month, Volkswagen is introducing another. The new Scirocco GTS slots between the base models and the R performance version. Reviving the spirit of the original introduced more than 30 years ago and picking up where the last model left off, the new GTS splits the Scirocco lineup the way the GTI fits into the Golf range. It even packs the GTI's engine: a 2.0-liter turbo four with 210 hp, mated to either a six-speed manual or DSG. The GTS also packs standard 18-inch (or optional 19-inch wheels), a further departure from the R-Line aero kit and racing stripes running up the top. The interior is similarly upgraded with special trim, a golf-ball shifter (on manual versions) and more. All of this makes the Scirocco an even more tempting proposition – if only we could get our hands on one. Wolfsburg/Shanghai, 16 April 2015 Comeback of a GT icon: World premiere of the 220 PS Scirocco GTS in Shanghai - Exclusive GTS trim with new 18-inch alloy wheels - Scirocco GTS* has a new generation of infotainment equipment on board as standard Ten key facts about the Scirocco GTS*: 1. The new Scirocco GTS makes its debut as a separate and especially sporty GT version 2. 220 PS Scirocco GTS has a top speed of 246 km/h and accelerates from 0 to 100 km/h in 6.5 seconds 3. Individualised exterior with new 18-inch alloy wheels and optional GTS decor (decor standard in China) 4. Red brake callipers as an identifying feature 5. Exclusive GTS interior with black trim features, red stitching and the legendary golf ball gear knob 6. Included as standard: the "Composition Colour", from the latest generation of infotainment systems 7. Modular infotainment matrix (MIB II) available for all Scirocco models from the end of May 8. The Scirocco GTS can also be ordered with an extremely quick-shifting 6-speed DSG gearbox as an option 9. The spirit of the first Scirocco GTS (which made its debut in 1982) was carried forward into the year 2015 in the new GTS 10. With over a million sold, the Scirocco is one of the most successful sports cars in the world Some cars live for ever because they are constantly reinvented. The Scirocco, a pure-bred European sports car, is one of these cars that is forever young. Presented at the Geneva Motor Show in March 41 years ago, it became an icon of compact German coupes.

2015 Volkswagen Golf R [w/video]

Volkswagen hired a photographer to come shoot the handful of journalists that it brought to drive the 2015 Golf R at Buttonwillow Raceway north of Los Angeles. This fact, though unremarkable in and of itself, was something I hadn't noticed until I was well into my track time – probably ten laps deep on a day that would see me run twice that number. In any event, I noticed the intrepid shooter as he was sprinting from one side of the track to the other somewhere before Turn 2, while I was barreling down the main straightaway, still looking through Turn 1. In the roughly two-mile configuration of the track that I drove, Buttonwillow is a big, wide-open circuit, largely flat and with excellent overall visibility. On that layout, and just hours into my Golf R experience, I'd already become confident in endeavoring to push the limits of VW's latest blistering hatch. In fact, the easy nature of driving the thing quickly had me overestimating my pace. So when I saw the photog sprint across the tarmac I instinctively slowed way too much, way too early for Turn 1. Looking back at the incident after I'd pitted for the session, I laughed at myself, knowing I'd have had to be driving almost double my actual speed to put the camera guy in any real danger of being hit. But the experience crystallized what my full test of the R bore out: this is a car that makes you feel much faster than you otherwise would, at least in a competition setting. The 2015 Golf R is an uber hatch that will flatter those hyper-enthusiasts passionate enough to splash out on its steep price tag, but without threatening sales of core models like the GTI and its ilk. That's a good thing for the VW fanboys, to be sure, and, I'd argue, a great thing for the strength of the German brand overall. {C} The R felt both placid and comfortable while I clicked off highway miles in search of the racetrack. My test in California had at least two things in common with the First Drive feature that Steve Ewing brought us with the Golf R in Sweden. First, we both drove European specification cars (though mine didn't suffer from the same sticker abuse that Steve's did). Second, we were both somewhat limited in terms of driving the car in varied, real-world situations. My street route consisted almost entirely of tracking California's I-5 north out of Los Angeles; which any Angelino will tell you is a less-than-riveting mode of travel.