Ross Finlay goes by Tushielaw for a drop of fresh air
VOLKSWAGEN must be glad to see the back of 1993, a year in which the
company attracted more adverse news coverage than ever before, although
about financial and management problems rather than about its products.
It has come back strongly with a revitalised Golf range, giving more
attention to pricing as well as a wider choice, from base-model diesels
to a brand-new cabriolet, with an estate due to be introduced here
shortly.
VW has also re-thought the GTi market. Instead of being scared off, as
some other manufacturers have been, it now offers these cars with a
choice of two-litre engines -- an eight-valve producing 115bhp and a
16-valve peaking at 150. Top car in the Golf series, however, is still
the 174bhp VR6, the automatic version at #19,408 being a far cry in
price from the entry-level 1.4-litre three-door at #8948.
What has always appealed about the Golf is the standard of
workmanship. These cars are well engineered and carefully built, not
just in power train and bodywork, but also in smaller details such as
how the minor controls feel in action.
Specification changes include five-speed manual transmissions even in
the entry-level cars, side impact beams, dust and pollen filters as
standard, and a general upgrading which, together with some actual drops
in price, shows a new realism in Volkswagen marketing. For instance,
there is now a diesel version at under #10,000, using the 64bhp
1.9-litre engine never brought into the UK before.
January may seem a curious time to introduce the cabriolet, modified
from a hatchback base by Karmann at Osnabruck. However, VW people say
that this is traditionally their second best month for open-top sales,
partly because chaps who give their ''significant others'' cabriolets as
Christmas presents usually delay delivery until the following month, so
that they become effectively one year younger at trade-in time.
Priced from #14,999 to #17,659, the new cabriolet comes in either
1.8-litre or two-litre specification. The sturdy roll-over bar is not
only a safety feature, like the standard twin airbags, and one which
allows this cabriolet to come with the extra-cost option of what amounts
to a roof rack. It also plays an important part in building back some of
the rigidity lost when the original roof was removed, even allowing for
added strengthening elsewhere.
Manufacturers who omit the roll-over bar are taking a big chance with
long-term misalignment of body panels. I remember one which warped its
driver's door hinges after just one morning's admittedly quite brisk
motoring on second-rate roads.
The Golf's excellent six-ply hood fits very cosily. My first 50 miles
in the test car were in dark, wet and miserable conditions. Gradually, I
forgot I was driving a hood-up convertible, because the noise levels
were low, and it was only when I glanced via the interior mirror through
the smaller rear window that my memory was jogged.
Next day, along that splendid hill road, the B709 from Traquair over
by Tushielaw, driving hood-down was a pleasure. Even in bright but
chilly conditions, I did not need the hood of my anorak up, since the
airflow just ruffled my hair. At lower speeds the heater air warmed my
face and ears, although it dissipated as the road speed rose.
Rear seat passengers have the advantage of an optional extra light
mesh screen which wards off some of the draughts coming at them from
straight ahead. Space there is reduced compared with the hatchback, but
I was impressed by how much luggage volume the boot offers.
Scuttle shake over bumps and dips was much less than in most other
convertibles of this size I have driven. It was also obvious that the
Golf cabriolet was quieter than others, in terms of reduced bodywork
vibration. There is a completely different engine mounting system, and a
10kg cast-iron weight is mounted on rubber blocks behind one of the rear
wheels, both features acting as harmonic dampers. This is a cabriolet
for which, as far as refinement is concerned, few allowances need to be
made.
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