Das Auto. Magazine

Transcription

Das Auto. Magazine

02 / 2015
Das Auto. Magazine
Das Auto. Magazine
02/2015 international issue €6.50
Passat in England • Das WeltAuto • The Polo at 40
Golf in three guises
Advertising
Just follow that breeze On the road in the new Passat through southern England’s diverse coastal counties.
Three men, one prayer book Volkswagen’s WRC co-drivers explain the ins and outs of their essential job.
Sporty, sporty !
Golf R Variant, Golf GTD Variant and Golf Alltrack –
each of the three new Golfs is an ultimate athlete in its own
right. A tournament of the talents.
02/2015 international issue €6.50
02 / 2015
Golf in three guises • Das WeltAuto • The Polo at 40
Das Auto. Magazine
Das Auto. Magazine
my car is my castle .
Passat in England
Advertising
Model athletes A sporting contest featuring the Golf R Variant, Golf GTD Variant and Golf Alltrack.
Three men, one prayer book Volkswagen’s WRC co-drivers explain the ins and outs of their essential job.
Driving the new Passat through the coastal counties of
southern England, one of the rockiest, most romantic and
diverse landscapes in Europe.
seven things
seven things …
... we learned this time. With each new edition of Das Auto.Magazine,
the editors also broaden their horizons.
4.4
litres
is what the
new Golf
GTD Variant consumes
over 100 kilometres
(combined) – with an
engine that can reach
speeds of up to 231
km/h. Read about how
the car combines sportiness and sustainability, and which model
athlete it most closely
resembles. Page 6.
Cover Miles Donovan Photos Peter Guenzel (1) , Bernhard Huber (1), Werner Sonne (1) Illustrations Helge Jepsen (1)
wild horses like the
new Passat .
Normally, free-roaming ponies in
southern England’s New Forest are
cautious when it comes to motor vehicles. But this isn’t the case with the new
Passat. When our team made a stop on
the moor, the wild animals immediately switched to placid mode. Perhaps
it was because our Passat was painted
“Harvard Blue Metallic”? Page 18
» What would happen
if my tablet stopped
working during the
race? We might as
well just pack up
there and then.«
Rally World Champion
Julien Ingrassia explains
why co-drivers like himself
still rely on a handwritten
route. Page 30
human-machine
interaction .
Can state-of-the-art technology help
to turn car driving in urban traffic into
a relaxed experience? We tried it out –
in the dynamic driving simulator used
in the research project UR:BAN. And,
fully relaxed, we learned how the MMI
(Human-Machine Interaction) warning
system can guide us safely through the
traffic of the future. Page 38
up in the air !
From the “mother of
car racing” to Mexico’s
biggest Beetle vintage
show, our preview of
the open-air car summer
whets our appetite for
new things. Page 76
the Polo G40 and its
best mates .
live for the
beetle .
He had only just fled
Austria – and then Felix
Burian helped to popularise the Volkswagen
Beetle in Israel after the
Second World War. Here
you can read about his
eventful life and love for
Netty. Page 70
When the Polo with integrated G-Lader
supercharger was launched, one thing
was clear. Although the car resembles
a small car, it has the potential to be a
racing machine. And it’s because the
boys from Germany’s Ruhr region are
fans of understatement and powerful
engines that the G40 is so popular here.
The best thing about it is the surprise
effect at traffic lights, particularly when
it overtakes a Porsche. Page 54
Golf GTD Variant: Fuel consumption in l/100 km: 5.7 to 5.2 (urban), 4.3 to 4.0 (motorway), 4.8 to 4.4 (combined), CO₂ emissions in g/km: 125 to 115 (combined), efficiency class: B, A***
Passat: Fuel consumption in l/100 km: 5.3 to 5.2 (urban), 4.1 to 4.0 (mototrway), 4.5 to 4.4 (combined), CO₂ emissions in g/km: 119 to 116 (combined), efficiency class: A
3
contents
True mates love
the Polo G40.
Page 54
contents
Imprint.
02 /2015 issue.
Das Auto. Magazine 02/2015 issue
© 2015 Volkswagen AG
ISSN 2363-748X
Publisher:
Volkswagen AG
Berliner Ring 2, 38440 Wolfsburg, Germany
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Publication management:
Jeanine Diestelmann (legally responsible for
content)
06
Golf Three new models, three truly top athletes: We present
the main attributes of the Golf R Variant, Golf GTD Variant
and Golf Alltrack.
standards.
3 Seven things
37 Brand news
44 Showtime
49 Tech check
53 Science news
78 On the road again
Publishing house:
C3 Creative Code and Content GmbH
Heiligegeistkirchplatz 1, 10178 Berlin, Germany
Tel. +49 (0)30/440320, www.c3.co
18
Passat Just following the breeze along England’s most
beautiful coastline – serenity and safety personified in the
new Passat.
30
WRC Co-drivers are the unsung heroes of the World Rally
Championship. We asked these number twos about team
strategies for mastering those hairy moments.
think ahead.
38
U R:BAN New assistance systems can transform stressed
testers into relaxed drivers. Our trial demonstrated how.
46
Hydrogen It’s comeback time for fuel cells – and they’re on
the way to making the breakthrough.
WeltAuto How to spot reliable used cars? With the WeltAuto
50
seal of quality, you know they’ve been thoroughly checked.
live actively.
54
G40 The Polo is turning 40 and we travelled back in time
with its biggest fans from Germany’s Ruhr region.
High art Volkswagen supplied the technical expertise for the
66
MoMA’s Björk exhibition in New York.
Björk’s symbiosis
of art and tech.
Page 66
Tel Aviv How Felix Burian succeeded in making the
70
Volkswagen Beetle a hit in Israel.
A car-mad summer A preview of the best Volkswagen fan
76
summits across the world – from Mexico to Milan.
Lightning-fast power
package: the Golf R
Variant. Page 6
Serene drive through southern England:
on the road with the new Passat. Page 18
4
Das Auto. Magazine 02/2015
Passat: Fuel consumption in l/100 km: 5.3 to 5.2 (urban), 4.1 to 4.0 (motorway), 4.5 to 4.4 (combined), CO2
emissions in g/km: 119 to 116 (combined), efficiency class: A
Golf GTD Variant: Fuel consumption in l/100 km: 5.7 to 5.2 (urban), 4.3 to 4.0 (motorway),
4.8 to 4.4 (combined), CO2 emissions in g/km: 125 to 115 (combined), efficiency class: B, A***
What matters
when it comes to
used cars?
WeltAuto shows
the way. Page 50
Photos Bernhard Huber (1), Georg Roske (1), Peter Guenzel (1), Inez and Vinoodh, Courtesy of Wellhart / One Little Indian (1), Volkswagen AG (2) Illustrations Miles Donovan (2), C3 Visual Lab (1)
How cars of the
future will keep us
safe. Page 38
Editing:
Vanessa Engel
Golf R Variant: Fuel consumption in l/100 km: 8.7 (urban), 6.1 (motorway), 7.0 (combined),
CO2 emissions in g/km: 164, efficiency class: D
Golf Variant Alltrack: Fuel consumption in l/100 km: 5.9 to 5.7 (urban), 4.6 to 4.3 (motorway),
5.0 to 4.8 (combined), CO2 emissions in g/km: 132 to 127 (combined), efficiency class: A bis B
Editor-in-chief: Jochen Förster
Project management: Anna Laura Sylvester
Art direction: Katrin Gruber (Print),
Andrea Rohner (Digital)
Graphic editing: Simone Gutberlet
Production:
Michael Wintermeier, Peter Becker GmbH
Medienproduktionen, 38448 Wolfsburg,
Germany
Composition:
Peter Becker GmbH Medienproduktionen,
97084 Würzburg, Germany
Print:
Eversfrank Berlin GmbH,
12359 Berlin, Germany
A further contribution towards preserving resources.
Das Auto. Magazine awarded the Blue Angel eco-label.
The paper used (Enviro Top) was produced from recycled
waste paper, climate-neutrally and without optical
brighteners and chlorine bleach.
All other production materials used also comply with the
requirements of the Blue Angel eco-label (RAL-UZ 14).
The Blue Angel is considered to be one of the most
stringent eco-labels in the world.
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02/2015 Das Auto. Magazine
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tournament of talents .
From ice hockey player to marathon runner or mountain biker: each of the three
new Golfs is a veritable athlete. What are the particular strengths of the Golf R
Variant, Golf GTD Variant and Golf Alltrack? A contest between model athletes.
Text Ina Brzoska Illustrations Miles Donovan
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Golf R Variant: Fuel consumption in l/100 km: 8.7 (urban), 6.1 (motorway), 7.0 (combined), CO2 emissions in g/km: 164, efficiency class: D
fast as lightning .
When it comes to the crunch, this
athlete is as strong as a bear
and as fast as greased lightning.
Boasting 221 kW (300 hp), the
Golf R Variant has an engine with
a particularly powerful drive.
The compact estate has so much
power that it can accelerate to
100 km/h in 5.1 seconds and
reach a top speed of 250 km/h.
Nevertheless, this model athlete
handles its resources carefully
– for 100 kilometres it only consumes an average of seven
litres. Visually, the Golf R
Variant scores points for
its bi-xenon headlights
and large air inlets in the
front bumpers.
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strong as a bear .
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Snow and ice can’t stop this
athlete maintaining its hold on the
road. The Golf R Variant features
all-wheel drive and a 6-gear DSG
transmission, so the combined
power is distributed across the
four wheels. The Golf R Variant
is the first time Volkswagen has
combined a powerful drive train
with estate car bodywork. With
a 605-litre storage capacity, the
sporty Variant offers an impressive amount of luggage space
even when filled with five people.
When packed up to the backrests
of the front sports seats and up to
the roof, the storage capacity even
increases to 1,620 litres.
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Golf R Variant: Fuel consumption in l/100 km: 8.7 (urban), 6.1 (motorway), 7.0 (combined), CO2 emissions in g/km: 164, efficiency class: D
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stamina .
Just like a long-distance runner,
the Golf GTD Variant has perfect
proportions and offers both
speed and outstanding stamina.
Boasting 135 kW (184 hp), it can
reach a top speed of 231 km/h
and, thanks to the turbo diesel,
features economic consumption. Its special talent? O
ptimal
utilisation of power. It performs
excellently on long-distance
drives and is able to save fuel –
its normal consumption for 100
kilometres is just 4.4 litres.
10
Golf GTD Variant: Fuel consumption in l/100 km: 5.7 to 5.2 (urban), 4.3 to 4.0 (motorway), 4.8 to 4.4 (combined), CO2 emissions in g/km: 125 to 115 (combined), efficiency class: B, A***
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dynamic .
The Golf GTD Variant not only
performs well on long-distance
drives, but also offers an extremely elegant drive in urban
traffic. Thanks to its sporty
compression-ignition, it accelerates impressively from 0 to 100 in
7.9 seconds. Its body is lowered
by 15 millimetres, it features
17-inch lightweight metal Curitiba
wheels, a chrome-plated double
tailpipe, dark red rear lights,
dynamic bi-xenon headlights and,
for example, Clark design seats.
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Golf GTD Variant: Fuel consumption in l/100 km: 5.7 to 5.2 (urban), 4.3 to 4.0 (motorway), 4.8 to 4.4 (combined), CO2 emissions in g/km: 125 to 115 (combined), efficiency class: B, A***
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robust .
This model athlete loves the
mountains as much as a mountain biker. The Golf Alltrack
features widened wheel housing, an opened-out side skirt,
underride protection and a
20-millimetre elevated off-road
suspension so that even gravel or
loose chippings virtually just run
off it. Thanks to its all-round panelling, it can even brave heavy
rain or snow. The Golf Alltrack is
also available with 18-inch lightweight metal Canyon rims as an
optional extra.
Golf Variant Alltrack: Fuel consumption in l/100 km: 5.9 to 5.7 (urban), 4.6 to 4.3 (motorway), 5.0 to 4.8 (combined), CO2 emissions in g/km: 132 to 127 (combined), efficiency class: A to B
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adventurous .
Away from tarmac streets, the
off-road driving profile of the Golf
Alltrack really comes in handy.
Downhill, the car automatically
brakes, the gas pedal response
changes and the ABS is modified. Thanks to another regulating
interval, a helpful gravel wedge
forms in front of the wheels when
braking on grit. The Golf Alltrack
can cope with the most challenging dirt roads and, if needed,
the 4MOTION all-wheel drive
is activated, which variably
distributes the transmission
moment between the back and
front axles as required.
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Golf Variant Alltrack: Fuel consumption in l/100 km: 5.9 to 5.7 (urban), 4.6 to 4.3 (motorway), 5.0 to 4.8 (combined), CO2 emissions in g/km: 132 to 127 (combined), efficiency class:02/2015
A to B
Das Auto. Magazine
17
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ver is
o
D
f
o
t
r
The po ’s gateway
England , and still
e
to Europ million ship
serves 16 rs a year.
e
passeng
London
Corfe Castle
Dover
just follow
the breeze .
White cliffs, rocky castles, wild-blown meadows and forests:
nowhere is England more beautiful, more romantic and more
diversified than along the Channel, which separates Great
Britain from mainland Europe. A three-day tour in the new
Passat from Dover in Kent to Corfe Castle in Dorset, and
towards the setting sun.
Text Jochen Förster Photos Peter Guenzel
18
f
The village o ’s at
t
e
St Margar est to
s
Cliffe is clo mobile
e,
Calais. Her receive
phones even nal.
sig
a French
Passat: Fuel consumption in l/100 km: 5.3 to 5.2 (urban), 4.1 to 4.0 (motorway), 4.5 to 4.4 (combined), CO2 emissions in g/km: 119 to 116 (combined), efficiency class: A
St. Margaret‘s
Bay
Dover
Folkestone
The Passat in numbers.
Engine: 110 kW (150 h
p)
TDI BlueMotion
Technology
Gearbox: 6-speed
double-clutch gearbox
Fuel consumption
(combined):
4.5–4.4 l
CO₂ emissions in g/km:
119–116
Acceleration
(from 0 to 100): 8.7 sec.
Peak speed: 218 km/h
Kerb weight: 1,501 kg
Dimensions:
Length: 4,767 mm
Width: 2,083 mm
Height: 1,747 mm
Luggage compartment:
586–1,780 litres
Standard selection
highlights (Comfortline):
Electronic stabilisation programme; Multi
Collision Brake; ParkPilot;
Front Assist incl. city
emergency brake function
More info at:
volkswagen.de
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Dover
Dungeness
dover – rugged .
No, you can’t see Europe from here, but
you can feel it everywhere. A mere 33 kilometres here separates the Brits from the
mainland Europeans, and up at Dover
Castle, from where you have a beautiful
view of the still very busy ferry port, you
get an impressive idea of why this city, this
castle, these chalk cliffs hold such significance for English patriots. For millennia,
the White Cliffs were the first thing seen
by new arrivals and those returning home
to Great Britain – a proud and steadfast
landmark rising up to 106 metres high.
Even Julius Caesar chose to avoid them
and landed with his legions further to the
northeast. Dover is the symbolic fortress of
the Brits, a national landmark and the ideal
starting point for our little trip through the
counties of southern England.
The village of St Margaret’s at Cliffe
is situated even closer to Calais by a few
metres. This is where the Channel swimmers begin – and also where mobile phone
reception switches to French providers.
The Passat seems to enjoy traversing the
winding and steep path to the bank of the
Channel. The first tests for the 6-speed
double-clutch gearbox, as well as the
assistance systems ABS, Side Assist and
Park Assist – perfectly mastered. In The
Coastguard, the English pub that’s closest to
Europe, we treat ourselves to our first (and
by no means last) portion of fish and chips.
Simply delicious.
dungeness – heavenly .
Some places appear untouched by time,
and Dungeness is definitely one of them.
Right at the front of the shingle beach that
stretches out for several kilometres, there
20
Abandoned fishing boats and
black wooden houses form
evocative photography motifs at
Dungeness headland.
are rotting fishing boats that are more perfectly shaped than any still-life painter
could have arranged them. In the background the cooling towers of the two power stations soar into the sky, and scattered
in between are simple wooden houses,
most of them painted a blackish brown.
Some of these are still fishermen’s homes
and others belong to artists, architects
and bohemian types. One of them was the
home of film director Derek Jarman up
until his death. The cover photo of the Pink
Floyd album “A Collection of Great Dance
Songs” was shot here, and you can often
find whole groups of photography students from London, which is completely
understandable – there’s no better place to
find such an impressive motif as this windblown headland.
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Brighton
Seaford
brighton – polyglot .
Rye
Hastings
Dungeness
rye – old school .
Few towns in southern England were
attacked as often as Rye, though luckily
this didn’t steal any of the charm from this
jewel in Britain’s crown. On Mermaid
Street, rumoured once to have been a
centre of smuggling, there are now rows
upon rows of boutiques, and tourists
from all over the world admire the intact
medieval idyll of the little houses and
alleyways. In a side street we find
Simon the Pieman, which claims to be the
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oldest tearoom in town. The homemade cakes on display in the window
don’t disappoint, the tea is stylishly
served by the fire, but the best part is the
tasty pies filled with fish or meat, which
are also featured on the lunch menu.
After this traditional sustenance,
we continue westward in the Passat and
pass the Seven Sisters. This is the famous
series of chalk cliffs between Eastbourne
and Seaford. The navigation system calmly keeps us on track. A USB connection
is enough for us to enjoy our favourite
iPhone songs with the high-quality sound
of the eight speakers.
The oldest tearoom in
Rye entices us with
pies and cakes,
temptingly displayed
in the window.
fice:
f
O
e
h
T
in
Evening Sarah and
r
manage r Ben are gin
bartende .
s
specialist
It’s a lucky seaside resort that has a landmark as lovely as Brighton Pier. A pier like
this, with integrated amusement park, can
only be seen here – anything else is just a
copy. As original as it is undiminished is
the soft spot held by Londoners for their
favourite sophisticated day trip spot, ever
since George IV had his Royal Pavilion
built here in 1815 in the extravagantly exotic Maharajah style. Over many decades,
Brighton acquired a reputation as a sanctuary and extravagant location for those
who had grown tired of the city, as well as
an outdoor space for all kinds of eccentrics,
as a party hub and rainbow metropolis –
and it still does justice to this reputation.
There are meanwhile 1,000 pubs to serve
270,000 current residents, and the number
of cultural festivals and the concentration,
variety and quality of the restaurants, clubs
and concerts is impressive even by London’s standards.
This evening, we are drawn to The
Office in the pubbing and clubbing area
of North Laine. The pub was recently featured in the Great British Pub Awards in
the “Best Spirits” category. Manager Sarah
Hale lets us sample the best of the 45 gins
that they have, while on the pub walls we
read the more than 200-year-old history of
this juniper berry spirit. The kitchen serves
it with a really good Thai curry. Strange
mixture? Well, we are in Brighton.
23
Fulking
Devil‘s Dyke
will
u
o
y
,
k
c
of lu Church in
t
i
b
a
With
w’s
e
r
d
n
joy
A
find St – and it’s a
n
Edburto .
to behold
Devil‘s Dyke
Brighton
South Downs Way
devil’s dyke – steep .
The next day we leave the coast road and
head for the South Downs, the 100-kilometre-long hilly landscape that runs from
the Seven Sisters to the hinterland of the
port city of Portsmouth, and which is mostly made up of hiking trails, sheep pastures
and national park. This is England “as English as it possibly gets”.
Half an hour’s drive to the north of
Brighton, the Passat takes us to a very different type of steep escarpment. In the
midst of the hinterland, unknown people
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South Downs Way
e ranks nd
k
y
D
’s
il
v
The De he longest a
t
among erved earths
best-pre Great Britain.
works in
some 1,500 years ago built a 12.1-kilometre
earthwork with a ditch. Such defence lines
have been widespread since the Neolithic
period and the Devil’s Dyke ranks among
the best preserved of them all. In addition, this is the perfect place for hiking
and rambling.
The rest of our relaxed drive through
the county of Sussex in the best spring
weather is only interrupted by numerous
stops in enchanting spots – in Poynings or
Fulking you can imagine Robin Hood and
Maid Marian jumping out of the bushes.
In front of St Andrew’s Church, which is
accessed by a lonely mossy path, narcissi
are sprouting from the ground, and there is
not a soul to be seen anywhere. The picturesque stone chapel in Edburton is impressively hidden from crowds of tourists, and
it was constructed back in 1180.
Cruising in the Passat is a lot of fun.
The precise steering and the dynamic and
quiet 2.0-litre TDI engine ensure we have
the best trip through the scenery of Great
Britain. And if a medieval cart drawn by a
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donkey were suddenly to appear around
the corner, we know that the Passat has the
right assistance system for practically any
driving situation.
parham park – posh .
Nearby Petworth House may be more
famous, but Parham House with its
354-hectare parkland ranks among England’s most beautiful manor houses and is
an unknown jewel. It was built at the end of
the 16th century for Sir Thomas Palmer, an
associate of privateer Francis Drake. Since
this time, it has had numerous owners, but
the interior has hardly changed at all.
To enjoy daydreams on the property
with its herb and rose gardens, as well as
the mostly natural park, you don’t have
to be a fan of Rosamunde Pilcher or Jane
Austen, nor do you have to have read “Lady
Chatterley’s Lover”. It’s enough to have
an appreciation for beautiful countryside –
and preferably for high-class English landscape gardening.
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–a
e
s
u
o
H
m
fans
Parha
r
o
f
y
l
n
o
t
dream no sten and
u
of Jane A e Pilcher.
d
Rosamun
Parham
Steyning
As we drive on toward the west, we
refresh ourselves at the White Horse
Inn in the town of Pulborough with
selected delicacies of English country
cuisine such as charcoal-grilled roast
beef or pork belly with black pudding –
everything prepared with organic and
locally sourced ingredients.
new forest – deer .
Since William I decreed this the royal forest
for stag hunting in around 1079, the New
Forest has scarcely lost any of its charm.
Even numerous clearing operations over
the centuries have scarcely affected this
300-square-kilometre area of forest and
26
In The White Horse Inn
we discover the art of
delicious English country
cooking.
Passat: Fuel consumption in l/100 km: 5.3 to 5.2 (urban), 4.1 to 4.0 (motorway), 4.5 to 4.4
(combined), CO2 emissions in g/km: 119 to 116 (combined), efficiency class: A
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Corfe Cas
if Hollywo tle looks as
o
scenery t d built the
o Bravehe
art
here.
last night in
We spend the n Manor
w
the stylish Cro ded by old
n
House, surrou r.
pe
English wallpa
New Forest
Bournemouth
Passat, the New
ew
n
e
th
e
se
ey
t.
When th
become confiden
n
oo
s
s
ie
n
po
t
Fores
Bournemouth
Corfe Castle
corfe castle – epic .
moorland, with the cleared space allowing
the forest’s wild horses the opportunity to
make themselves at home. Around three
thousand of the New Forest ponies roam
free throughout the entire park. Some of
them apparently liked the Harvard Blue
Metallic of our Passat so much that they
lost their shyness and approached us full
of curiosity.
28
For days we carefully approached this
landmark, and then it was suddenly in
front of us: possibly the most photogenic ruin in the world. As if in a painting, it
towers up over the village of Corfe, to the
north of the seaside resort of Swanage. It
almost resembles a new Hollywood-made
“Braveheart” film set, with the scenery so
uncannily resembling historical Scotland.
But no, everything about Corfe Castle is
real, since the Normans began building it
in 1090 and the New Model Army blew it
up in 1646 during the Civil War. There are
countless legends about Corfe Castle. King
Edward the Martyr is said to have been
murdered here, and Edward II held captive. The ascent to this atmospheric mount
is definitely worth the effort.
We complete our trip with a night in
The Crown Manor House, probably the
most faithfully preserved hotel in the New
Forest National Park, together with old
English wallpaper and bedding.
When we drive to London Gatwick airport the next morning, we look back over
our three eventful days. Conclusion: It’s
rare to see so many different worlds in
such a short time anywhere. Wonderful,
varied southern England – a huge range of
different styles and qualities. And thus our
dream setting for the new Passat.
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Three men, one
prayer book .
These men are the secret heroes of Volkswagen’s team
triumph in the World Rally Championship. Here our three
rally co-drivers – Julien Ingrassia, Miikka Anttila and Ola
Fløene – explain the ins and outs of their critically important
job. And what makes good pace notes.
Interview Jochen Förster Illustrations Helge Jepsen
W
ith the spotlight firmly trained on the racers behind the steering wheel, co-drivers
don’t get much attention. Yet their role
is just as decisive for the success of the team
– not least in rally racing. Julien Ingrassia is
the co-driver for two-time WRC world champion Sébastien Ogier of France, while Finn
Miikka Anttila takes his place beside World
Championship runner-up Jari-Matti Latvala,
and Ola Fløene (Norway) sits in the Polo R WRC
next to his compatriot Andreas Mikkelsen, who
came third in last season’s WRC to complete
the full podium sweep by the Volkswagen team.
Ingrassia, Anttila and Fløene are the men who
call out the contents of their meticulous notes
– pace notes in rally jargon – during the race to
let the drivers know what’s coming. Having perfect
notes is regarded as a decisive factor in the success
of the team. So important are these notebooks that
in German they’re reverently referred to in the trade
as “prayer books”. Here in Das Auto. Magazine,
the three most successful team c o-drivers in rally
driving today come together to explain what really
counts in their line of work.
Monsieur Ingrassia, what’s more difficult –
flawlessly reading your course notes during a
race or doing so while bungee jumping?
Julien Ingrassia (JI): (laughing) Well, when I tried
to read my notes recently while in free fall at the
Verzasca dam, it was more of a fun challenge for our
website rallytheworld.com. Ola, Miikka and I each
had to perform a challenge as part of the Pace Note
Chronicles. Ola was supposed to do somersaults in
the scooter, Miikka loop-the-loops in a glider, and
I was assigned the Swiss dam – the same one that
James Bond jumped off in “GoldenEye”. Of course,
31
discover more.
Miikka Anttila
Born in Janakkala, Finland Miikka
was trained as a
co-driver by Finland’s automobile
sport club AKK, debuted in the World
Rally Championship
in 1999 in Finland,
and assisted 13
Finnish drivers before becoming the
permanent co-driver of Jari-Matti
Latvala in 2003. In
2008 the two won
the WRC Rally Sweden, and in 2010
were runners-up in
the championship.
In their first season
in the Polo R WRC,
they took third
place; in 2014 they
took second in the
individual and team
classifications for
Volkswagen
Motorsport.
I didn’t feel under as much pressure doing that.
When I’m performing in the WRC, I absolutely
want to win; even the smallest error can cost us
the victory. The Pace Note Chronicles, by contrast,
were pure fun.
In the YouTube video of your bungee jump, you
didn’t seem scared at all. Does your job as a rally
co-driver really toughen you up mentally that
much?
JI: At such a fun event, I didn’t want to come across
as some kind of party pooper. I had already made
two jumps, in Greece and New Zealand, so I had a
decent idea of what I was getting myself into. Besides, I didn’t have much time to think about it. On
the day when we were at the dam, it was cloudy all
day. When the cloud cover broke for a few seconds,
I had to be ready to go. That made it easier. I just
looked up to sky for a second and then just let it
happen. In WRC races, I do something similar. I get
into the car, bang my helmet against the seat three
times, look up to the sky for a second and open up
my pace notes. Then I’m ready to go.
These “pace notes” – the handwritten notes
detailing how to drive the course – are regarded
as the holy scriptures of rally racing, and all the
teams keep their note-taking techniques a closely
guarded secret. Could you nevertheless give us a
brief description of what exactly you put down in
your notes?
Miikka Anttila (MA): As far as the content is concerned, we all work in quite similar fashion. The
aim is to record every feature of the course as precisely as possible. In other words, sequences of corners, length and angles of the corners, distance to
the next corner, sometimes also the speed at which
a corner should be taken – in most cases, though,
»The secret of a championship-calibre co-driver
is in the effectiveness of his communication.
There’s always room for improvement.«
Ola Fløene
the driver chooses the right speed himself. It’s also
important to call out important conditions such as
the road surface, potholes, dry conditions. Not to
mention sudden changes that our course observers report during the actual race. Where we differ
is mainly in our personal abbreviation systems.
Jari-Matti and I use a simple number system for the
corner angles: “1” means a very flat curve, “9” is for
maximum steepness.
32
JI: With us, it’s according to the inclination – “150”
means a very slight bend, “40” a very tight corner. It
takes a lot longer to say that; you guys have handled
that much more simply, Miikka. We’ve also considered adopting the 1–9 system, but it’s difficult to
change the habits of many years, so we’re sticking
with it for now. The main thing is that the driver
and co-driver understand each other immediately
and the risk of misunderstandings is minimised.
Every co-driver has his own personal symbols so
he can understand his own notes as quickly as
possible – such as for large rocks or dips on the
course. The fact is that we could not completely
understand the other guys’ notes, let alone use
them on the course.
What makes a championship-calibre co-driver, in
your opinion?
Ola Fløene (OF): Perfect navigation is a question
of timing. The main thing is to make optimal use of
the scarce time allotted to us in the “recce” testing.
In other words, getting down all the relevant information precisely. You have to stay calm under massive time pressure and work with great accuracy. In
the race itself, the key is to give the driver exactly as
much information as is necessary, at just the right
time. A person can only process a certain amount
of information at once. If a corner is followed by
another one in quick succession, for example, it’s
important to state the distance to the second corner before the driver takes the first corner. You
might say that the secret of a championship-calibre
co-driver is in the effectiveness of his communication. There’s always room for improvement there.
I’ve been doing this job for about 20 years now, and
I’m still learning things.
Which races are the most demanding with regard
to note-taking?
MA: The most difficult situation is on asphalt
because the cars have the best grip and are therefore moving the fastest, and the book can shake
quite a bit then. There are also a lot of details from
the course posts regarding current course conditions, and you have to take those into account
as well. You have to talk fast and get a good look
at things.
You’re professionals, but not machines, even if the
wrong information about the course can have
fatal consequences – it does happen, doesn’t it?
MA: Fortunately that’s pretty rare. I remember one
time when I said something other than what I saw
and read. No idea why. It was 2011 in Sicily, an in-
discover more.
Rare glimpse into the prayer book:
these top-secret notebooks, known
as pace notes, contain vital route
information collected by the co-pilots.
explicable blackout. The result was that the car was
totalled. Jari-Matti and I came out unscathed. Luckily it’s never happened to me again since.
JI: In 2009 in Cyprus, during “recce” I overlooked
an intersection where we were supposed to go
right. In the race itself, we drove straight ahead at
that spot and were heading right for a race control
vehicle at about 140 km/h. Luckily Sébastien had
the presence of mind to swerve past it. By a whisker. We were able to turn around and barely lost any
time. But believe me – you don’t forget something
like that. And you do everything to ensure that it
never happens again.
OF: Fortunately, nowadays we’re able to largely
rule out mistakes in the notes. After each “recce” we
go through our notes at least two more times and
meticulously compare them with video footage of
the courses. Of course it does sometimes happen
that you’re a second too early or too late with your
instructions – but incorrect information is luckily
the absolute exception.
It’s notable that your teams are arranged by
nationality; there are two Frenchman, two Finns
and two Norwegians. How important is it to
share the same mother-tongue in the cockpit?
OF: It definitely helps strengthen your mutual trust
in each other, which is indispensable for successful teamwork.
MA: It’s not an absolute must, but highly recommended. When we teamed up in the beginning,
Jari-Matti and I used English-language notes. At
some point Jari-Matti told me that he found that
very exhausting. As soon as we switched to Finnish, we immediately understood each other better.
You all take your notes by hand. Why aren’t
laptops or tablets an option for you?
JI: I still don’t trust the technology enough. What
would happen if my tablet stopped working during the race? We might as well just pack up there
and then. My book is always with me, it can’t break
like a device with a glass case, and I can quickly
and easily add or change something in my notes.
And if a couple of pages become unreadable, I can
quickly borrow the notes from Miikka or Ola – two
pages later I can continue with my own notes again.
But you can’t salvage anything from a broken tablet. And then you have factors like reflections and
glare that can make it hard to read. I was thinking
of switching to an iPad last year, but in the end it
just seemed like too risky a proposition.
»For the casual observer it’s
hard to imagine, but we really
don’t have to see the course
during the race. We know it
from the ‘recce’.«
Miikka Anttila
Julien Ingrassia
Born in Aix-enProvence, France in
1979, Julien started
his career in 2002
in the club-level
rally scene. Since
2006, he has been
the co-driver for
Sébastien Ogier. In
2008 the two took
the junior world
championship and
debuted in the top
class of the WRC. In
2009 they won the
Monte Carlo Rally
(IRC). Since 2012,
they’ve been driving for Volkswagen.
After a test season
in a Škoda Fabia
Super 2000, in
2013 and 2014
they won both the
individual and team
titles in the Polo R
WRC.
OF: It will be interesting to see who first makes a
successful switch to tablets in the upper echelons
of the rally world. At some point it will happen. But
I think it will still take a while.
Your pace notes are, after the car, the most critical
tool in a rally. How do you ensure it stays intact?
MA: Rule number one is: no one touches my pace
notes. And then we all ensure that in case of emergency we have digital copies stored. And thirdly, we
all take very good care to ensure it doesn’t get wet.
Rain and snow are the only true enemies that we
have to fear. But the book has to really get very wet
for the notes to blur. We don’t write with normal
pencils, we use special wooden pencils that stay
legible even when wet.
In German, the pace notes are called the “prayer
book”. Perhaps because the driver prays that his
co-driver is speaking the truth about the next
corner?
JI: I think the expression more likely derives from
the fact that we co-drivers are always quoting from
this book like some sort of litany. One thing’s for
sure – during the race plenty of other people will
be praying that our pace notes are perfect.
Among the most curious aspects of rally racing is
that you, as the co-driver, sit considerably lower
than the driver himself. Which in turn means that
you cannot even see with your own eyes the
course you are describing.
MA: For the casual observer it’s hard to imagine,
but we really don’t have to see the course ourselves
during the race. We know it from the “recce”. You
feel the course, you feel the position. After all, it’s
not the job of the co-driver to describe what the
driver sees – it’s about what the driver is going to
see next. In principle it would be possible for a blind
35
discover more.
»The driver has to have blind
faith in the co-driver. On the
other hand, the co-driver can
help a stressed-out driver keep
calm in trying situations.«
Julien Ingrassia
person to do my job – provided it were possible to
take perfect notes in Braille. One thing is for sure:
on certain corners and at great speed, I literally feel
like a blind passenger (laughs).
How close must the relationship be between the
driver and co-driver to be successful together?
JI: To stay within our analogy: the driver has to
have blind faith in the co-driver. On the other hand,
the co-driver can help a stressed-out driver keep
calm in tricky situations. In such cases, it helps a
lot to know each other’s habits. If you sense without speaking what the other person is feeling, as
the co-driver you can respond to that and try to
relax things.
OF: And don’t forget: as a team we spend something like 200 days a year together. When you
spend so much time with someone, you need to get
along very well or at some point it will become
unbearable.
With all the stress you endure, how do you relax
away from the rally environment?
JI: I relax best by getting outdoors and into nature.
I’ve always liked to be outside, and at the rallies I
take every chance I get to enjoy the wilderness –
be it in Australia, Finland or Mexico. I’ve started
to develop an eye for exotic animals. In Argentina I saw some large spiders, in Australia some
rare birds, and in Mexico a large snake once slithered between my legs during a tyre pressure test. I
really enjoy such moments. I feel very much at one
with myself then.
MA: I have a penchant for old cars. I have a 1983
Golf GTI and a few classic cars from the 1960s,
among others. Cruising through untouched
Lapland in those cars is a dream.
OF: In the summer I like to go fishing on Lake
Mjøsa in my home country, Norway. In the winter,
I like to relax at home.
36
Ola Fløene
Born in Hamar,
Norway in 1969,
Ola is one of the
most experienced
co-drivers. After
early successes as
a motocross rider,
in 1996 he became
co-driver for Mads
Østberg’s father
Morten. Since 2006
he has been driving
with (then 16-yearold) Andreas Mikkelsen. They won
the Intercontinental
Rally Challenge in
2011 and 2012. In
their first season in
the WRC, they took
third place in the
championship.
Who will win the 2015 WRC?
JI: Nothing is predictable in rally racing. If you miss
a corner, you’re hopelessly behind the competition.
It doesn’t matter if you had the best time over the
last ten laps – it all goes up in smoke. The new regu
lations will also make it easier for the competition
to catch up. So I think that things will be tighter this
season than in the previous two years.
OF: In my opinion, the title race will be between
Sébastien and Jari-Matti. Andreas is still just 25,
he needs time yet. But I’m sure that he’ll be ready
sometime in the next few years.
MA: It will be difficult. But I hope and believe that
Volkswagen will come out on top once again.
WRC 2015 In 13 WRC races, the three Volkswagen
teams will attempt to defend their titles in the individual
and team classifications for the second time. The fourth
WRC race will take place in Argentina from 16 to 19
April, the fifth in Portugal from 21 to 24 May.
MORE INFORMATION: volkswagen-motorsport.com,
rallytheworld.com
discover more.
news
Brand and mobility What’s been happening on planet Volkswagen? Awards
for Passat and Golf, a longer Caddy, and help for the protection of moorland.
the Passat is Car of the
Year 2015 .
Europe’s car of the year is the new Passat. It received
the prestigious Car of the Year award in the run-up to
the Geneva Motor Show. “This award is a great tribute
to our engineers, designers and the entire team,” said
Prof Dr Martin Winterkorn, Chairman of the Board of
Management of Volkswagen AG. The Car of the Year
award has been conferred since 1967 and is one of the
most prestigious prizes in the automotive industry.
New models were assessed by independent motoring
journalists according to criteria such as comfort, safety,
technological progress and design.
Photos Volkswagen AG (3)
one million for the
protection of moors .
Volkswagen is intensifying its
collaboration with the Nature and
Biodiversity Conservation Union
Germany (NABU). Up until 2019,
Volkswagen Financial Services will
be providing the environmental organization with a total of €1 million
for a newly founded international
moorland protection fund. Whereas
intact moors are among the world’s
most important carbon stores, destroyed moors release large quantities of carbon. The aim of the cooperation with NABU is to reduce CO₂
emissions in the long term by reviving dried-up moors. The first sponsored ecological restoration project
is in Poland.
another accolade
for the Golf .
The award-laden Golf has been
decorated once again. American
and Canadian motoring journalists
singled out the Golf VII as the North
American Car of the Year at the
Detroit Motor Show. The Golf won
the top automotive award by
impressing with its quality, distinctive design, and a wide range of
assistance, safety and infotainment
systems. Michael Horn, President
and CEO of Volkswagen Group
of America, accepted the award
in Detroit.
Caddy Maxi has
bigger compartment .
Volkswagen Commercial Vehicles
presented the Caddy Maxi at Geneva. This version of the popular
van is 47 centimetres longer than
its predecessor and, with 848 litres,
has a significantly bigger load
compartment. Thanks to the new
EU6 engines, the Caddy Maxi also
scores points with its lower emission
levels and reduced fuel consumption. The award-winning predecessor has sold around 1.5 million
models worldwide in 11 years.
Passat: Fuel consumption in l/100 km: 6.5 to 4.7 (urban), 4.7 to 3.6 (motorway), 5.4 to 4.0 (combined), CO2 emissions in g/km: 140 to 106 (combined), efficiency class: B to A+
Golf: Fuel consumption in l/100 km: 6.6 to 4.6 (urban), 4.5 to 3.3 (motorway), 5.2 to 3.8 (combined), CO2 emissions in g/km: 122 to 99 (combined), efficiency class: B to A+
37
think ahead.
think ahead.
urgent
warning .
With its involvement in the UR:BAN
initiative, Volkswagen is promoting safe,
efficient and anxiety-free driving in urban
traffic. Do modern assistance systems
succeed in transforming a very stressed
test person into a relaxed driver?
A do-it-yourself experiment.
Text Sabrina Künz Photos Georg Roske
38
39
think ahead.
Starting point: only the
back end of the Golf
SIM CAR protrudes
from the dynamic driving simulator. Black
fabric ensures no light
penetrates the interior
to disrupt the optical
illusion. The driver is
given important information and warnings
through the instrument
cluster (below).
I
t may seem silly, but my stomach has
been knotting up more and more
since I set foot on the grounds of the
Deutsches Zentrum für Luft- und
Raumfahrt e. V. (DLR – German Aerospace Center) in Braunschweig. A touch
of “driving test” infuses the situation. The
difference? Though I’m not a teenager I am
going to be filmed and analysed by professional traffic experts while driving.
Volkswagen and 30 other project partners are involved in the national research
initiative UR:BAN (Urban Space: user-oriented assistance systems and network
management), which is funded by the
German Federal Ministry of Economics
and Energy (BMWi). It began in March
2012 and runs over a period of four years.
The project partners work jointly on developing and implementing intelligent and
cooperative driver assistance systems for
the urban traffic of the future. The systems
allow drivers to drive safely, efficiently and
stress-free in complex urban traffic scenarios. Dr Julia Werneke, who heads the partial project Human-Machine Interaction
for Urban Environments, and works in corporate research at Volkswagen, is introducing me to the preliminary findings today.
stressed & distracted .
What does human-machine interaction
(HMI) mean? In short, it is the way my
car communicates with me, the interface
between the technology and its user. Dr
Werneke: “Urban driving is very dynamic
due to complex situations, distractions,
mixed road use, short times to make decisions and a large number of road users.
Urban driver assistance systems have to
process a lot of information, filter it and
pass it on to drivers in a form that re40
Major scare: a pedestrian
suddenly steps out in front of
the car. The assistance system
intervenes with an emergency
braking action. Everyone
escapes with just a fright.
lieves pressure without distracting them.”
It is at this juncture that the sub-project
Urban-Appropriate HMI” is brought to
bear. Its stated aim is to bundle driver assistance systems in a package that supports the driver in the best possible way.
The key question is how much and which
information the drivers need to adapt
their driving style in a specific manner. Dr
Werneke again: “A useful warning doesn’t
mean that all signals are switched on sim
ultaneously. They have to be effective.”
To that end the researchers are testing
a combination of visual, acoustic and haptic signals to convey information or warnings to drivers. They then develop a modular HMI toolkit system based on the results.
It is categorised according to driving situation, desired (re)action and urgency. The
modular HMI system differentiates between situations in which comfortable and
efficient driving is foremost, and those that
»A useful warning
doesn’t mean that all
signals are switched on
simultaneously.«
Dr Julia Werneke,
Volkswagen Group Research
concern safe driving, including appropriate reactions ranging from recommended
action to control, through to warning and
actual intervention.
The modular toolkit system encompasses clear design guidelines, the assistance systems’ appearance and their
placement in the vehicle cockpit. It describes visual output media (instrument
cluster, head-up display, LED bar in the
windscreen base), acoustic (sounds or
speech) as well as haptic signals (steering
moment, jerk on the brake or emergency
steering manoeuvre).
The objective of the HMI modular
toolkit system is to function in a generic,
modular and expandable manner. Generic
means that in future all assistance systems
will be consolidated and work together in
synchronisation with each other. Modular
means that not every car needs to have the
identical mix of assistants. The components
have to be expandable because technical advances continue to be developed.
I get into the DLR’s dynamic driving
simulator to experience live the current
status of the research. The car is mounted
on a hexapod, lifted around two metres
into the air and subjected to vigorous shaking to simulate a car’s movements. From
outside, the whole set-up looks similar to a
rollercoaster ride, but inside it feels astonishingly realistic. The scenery is projected as a 270-degree panorama around the
car, and corresponding visual angles are
sent to screens in the wing and rear-view
mirrors, perfecting the realism of the
driving experience.
The first thing I test is the lane-change
assistant. A box-type delivery lorry is crawling along in front of me. Time to overtake.
But while I’m obediently activating the
indicator, the car behind me swerves out
of the lane and floors the accelerator. The
41
think ahead.
Brilliant result: it
is impossible
to overlook the
relaxing effect of
the HMI concepts.
Volkswagen and UR:BAN
UR:BAN has been working on innovative assistance systems for complex
urban driving situations since March
2012. Volkswagen Group Research is
participating in all three key UR:BAN
project areas: Cognitive Assistance,
Human Factors in Traffic and Networked Traffic System. They are
developing three assistance systems:
the lane-change assistant, the bottleneck assistant and the emergency
braking assistant within the Cognitive
Assistance project. Volkswagen
is working on an innovative humanmachine interface for the Human
Factors in Traffic area.
As an intelligent communication
channel this will filter, prioritise and
present information to the driver as it
is needed. The Group is developing
the Intersection Pilot and the Entering
and Starting Assistant based on carto-X communication in connection
with the sub-project Networked Traffic System, as well as the Emergency
Vehicle Assistant.
More information at:
urban-online.org
assistant sends me a signal both through
the instrument cluster and an orange LED
on the left wing mirror that it’s not safe to
overtake and slows down the car. When the
road is clear, the system assists me safely
past the vehicle ahead by means of steering movements. Not bad at all.
Next I reach a street with cars parked
left and right along the roadside. Will I fit
through there? The bottleneck assistant
provides the answer: 360° sensors measure the clearance while the assistant man
oeuvres the car safely through the danger
zone. At first the supporting steering inter42
ference feels strange, but I notice myself
relaxing after a few minutes and letting
myself be led through the situation.
safe & relaxed .
My pulse is now normal. I’m cruising
around the virtual city in an upbeat mood,
encountering eye-catching fellow road
users trying to distract me. A man with a
huge dog, cyclists and a group of people
on the left. Will someone perhaps stumble
into the street to test me, I wonder, just as
I catch something dashing into my field of
vision from the right out of the corner of
my eye. Before I even know what is happening, a warning signal sounds and the
red LED bar in the base of the windscreen
lights up. I step on the brakes hard and
come to a safe stop right in front of a man.
After that shock, the instrument cluster
displays an instruction telling me to continue my drive. I end the simulation with
a sharper sense of awareness.
The situations described show the l ogic
of the modular HMI toolkit components.
As long as there is time enough and the
situation remains unthreatening, the ve
»I wonder when
the concepts will go
into production.«
Sabrina Künz, author
hicle merely provides information. Should
I get into a critical situation in which my
reaction time would be too slow, the system intervenes to prevent an accident.
That way I never lose control, and am given
clear, specific and practical support.
What comes next for UR:BAN? Now
the results are being implemented out on
the roads. “We are very satisfied with the
progress so far,” says Dr Wernecke. “The
assistance systems are now being installed
in test vehicles and tested in road trials.”
In conjunction with the concluding
presentation, the project group is drawing
up a final version of the design guidelines
to improve current and future humanmachine interaction development. I
wonder when I will have my first opportunity to come across an assistant in a
car again.
43
think ahead.
think ahead.
showtime
NEW
the impressive ease
of gesture control .
At the Consumer Electronic Show in Las Vegas,
Volkswagen presented the Golf R Touch. This
is the first compact model worldwide whose
control elements can be directed by means
of gesture control. The car understands
hand gestures and translates them into
commands. This makes it possible to
control signals and functions using hand
gestures without going anywhere near
a touchscreen. A swipe toward the front
windscreen, for example, causes the
sliding roof to close, while swiping away
from the windscreen makes it open. Seat
adjustment is equally smart. The vehicle
enables driver and machine to function as
an interactive unit, thus making it a major
highlight in Las Vegas.
News and premieres from automotive trade fairs, salons and shows. The Golf R Touch
is the star in Las Vegas, the Cross Coupé GTE has been turning heads in Detroit, but
a grand total of four new models are causing a veritable sensation at the Geneva
International Motor Show.
SUV goes USA .
At the Geneva Motor Show, Volkswagen
staged two world premieres with the Sport
Coupé Concept GTE and the completely new
Touran. The four-door Coupé impressed with
its exclusive sports car design and innovative
plug-in hybrid drive. It also provided a
glimpse of the new design language from
Volkswagen. No less innovative is the
third-generation Touran. It offers a substantially enlarged, multivariable interior and has
been perfected from top to bottom. In addition to six new engines up to 19 percent more
efficient than their predecessors, the Touran is
also setting new standards in its class in terms
of assistance and infotainment systems.
44
5.0
seconds. That’s how fast
the Sport Coupé can go
from 0 to 100, while
consuming an average
of just 2 litres per 100
kilometres.
new Sharan scores big
with lower consumption .
47
storage compartments
are offered by the new
Touran. Its enlarged,
multivariable interior is
a marvel. With a luggage compartment
volume of 1,040 litres – packed to the
roof up to the second row of seats – it’s
the perfect companion for everyday life.
Touran: Fuel consumption in l/100 km: 7.2 to 4.5 (combined), CO2 emissions in g/km: 168 to 119 (combined), efficiency classes: D to A
Photos Volkswagen AG (6)
premieres in geneva .
At the Geneva Motor Show, Volkswagen
presented the technologically upgraded
Sharan. It boasts impressive safety
enhancements: thanks to new comfort
and assistance systems, the familyfriendly van is one of the most advanced
models in its segment. At the same time,
fuel consumption for the petrol and
diesel engines was reduced by up to
15 percent. The updated Sharan will
come out in the summer, starting in
Germany, with pre-sales beginning
in April.
At the North American International
Auto Show (NAIAS) in Detroit, the
focus this year was on the striking
Cross Coupé GTE. With the world
premiere of the five-seat SUV concept,
Volkswagen provided yet another
glimpse of the latest SUV model line,
for the first time boasting a sporty yet
economical V6 plug-in hybrid drive.
Painted in “Grand Pacific Glacier”
blue, the Cross Coupé GTE combines
high efficiency with a powerful design.
Its silhouette, with its set-back A-pillar
and strikingly sloped C-pillar, creates
an appearance that simultaneously
conveys uncompromising sporty
exclusivity while underscoring the
robustness of the big SUV.
The 22-inch alloy rims with
ten spokes polished to a
high gloss round off to
perfection the appearance
of the concept vehicle.
Sharan: Fuel consumption in l/100 km: 8.4 to 5.5 (combined), CO2 emissions in g/km: 196 to 143 (combined), efficiency classes: E to B
360 hp
The five-seat Cross Coupé
has a plug-in hybrid system and all-wheel drive, and
boasts up to 265 kW (360 hp)
of system output.
45
think ahead.
the coal of
the future .
Some years ago, there was a great deal of talk about fuel cells as the successor to
the combustion engine. Then things grew quiet. Now fuel cells are enjoying a
comeback, and they’re well on the way to a breakthrough.
Text Marc Lüttgemann Infographic C3 Visual Lab
I
n Jules Verne’s 1874 novel “The Mysterious Island”, a group of castaways
lands on a deserted Pacific island.
The stranded characters pass the time
in long discussions and arguments about
the future, and one day they come to the
subject of what could replace the finite material of coal as a fuel. In the process, Cyrus
Smith, a worldly engineer and the brains
of the group, makes a bold prediction.
“Water,” he says, before continuing unperturbed by the incredulous reactions of
his companions, “water decomposed into
its basic elements... decomposed doubtless by electricity which will then become
a powerful and manageable force.... Yes,
my friends, I believe that water will one
day be employed as a fuel, that hydrogen
and oxygen, which compose it... will furnish an inexhaustible source of heat and
light.... Water”, concludes Cyrus Smith, “is
the coal of the future.”
“Yeah, there’s something to that,” says
Thomas Lieber when asked about Cyrus
Direct current
-
-
-
-
-
-
-
H2
-
-
+
+
+
-
+
+
-
H2O
-
+
Anode
O2
H+
+
-
Electrolyte membrane
Cathode
This is how
a fuel cell works.
The first fuel cell was created by chemist
Christian Friedrich Schönbein in 1838.
Sir William Robert Grove read of
Schönbein’s research and developed
the principle further in 1839. Today
the two are regarded as the fathers of
the fuel cell.
In a modern car, fuel cell, hydrogen
and oxygen meet at an electrolyte
membrane and react to form water.
The energy released in this reaction is
sufficient to power an electric motor.
Smith’s 140-year-old idea. Lieber is the
head of Electro-Traction at Volkswagen
and is thus responsible for the development of hydrogen-powered vehicles. What
sounds fantastical in Verne’s tale is perfectly logical to him as an engineer. After
all, the hydrogen in water is a very good
energy carrier, which is why aerospace
engineers have long used it to generate
energy in spacecraft. It is also used as a fuel
in submarines.
To power cars with hydrogen, you need
a fuel cell. In a fuel cell, hydrogen and oxygen react to form water. In fuel cell vehicles, the energy released in this reaction is
used to power an electric motor. The water
simply drips out of the vehicle. It is pure
enough to be used as drinking water. Fuel
cell-powered cars do not emit any CO2. If
the hydrogen is extracted in a regenerative
manner, as Volkswagen is calling for, fuel
cells offer zero-emission mobility.
Volkswagen has been working on fuel
cells since 1996. Initial prototypes were
47
think ahead.
based on the Bora (2000 and 2001), the
Touran (2004) and the Tiguan (2008).
Most recently, Volkswagen presented
the Passat HyMotion and Golf Variant HyMotion concept studies at the Los Angeles
Auto Show 2014. On the outside, the cars
were very similar to the series versions,
distinguishable only by their modified
radiator grills with enlarged air intakes.
The reason for the change: since the entire waste heat of the fuel cell is dissipated
exclusively through the cooling water, the
radiator surfaces have to be enlarged. On
the inside, four hydrogen tanks replace
the petrol or diesel tanks, and in the engine compartment up front a fuel cell stack
and electric motor replace the combustion
engine. Test drivers were impressed by the
HyMotion models’ day-to-day usability.
They put out 100 kW of power, go from 0
to 100 km/h in ten seconds and can be
fuelled up for a range of up to 500 kilometres in five minutes.
But if hydrogen is such a good energy
carrier, fuel cells enable CO2-free driving, and test vehicles make such a good
impression on test drivers, why are there
scarcely any hydrogen-powered vehicles
on the road? Among the reasons are many
unanswered questions about the hydrogen
infrastructure and generating hydrogen
with renewable energy sources.
There are signs, however, that fuel
cells will reach the mass market in coming years and expand the drive technology
mix for cars. One important factor is that
after years of divergent technologies, the
industry has now agreed on many standards.These call for gaseous hydrogen rather than the liquid form, compression of
the hydrogen gas in the tanks to 700 bar,
and uniform filler necks. The result, explains Lieber, is that “drivers of hydrogen-
powered vehicles can use all filling stations worldwide.” Promising things are
also afoot with regard to infrastructure. In
Japan, the hydrogen filling station network
is growing fast thanks to public subsidies.
Likewise in California. In Europe, the same
is set to occur soon in certain countries.
In Germany, H2 Mobility, a consortium of
numerous companies from the automotive
and oil industries, has agreed on a plan of
action which aims to have some 400 hydro-
1
3
2
The fuel cell in the Golf Variant
HyMotion.
Fuel cells can also be installed in
Volkswagen vehicles using the Modular
Transverse Matrix system.
1
2
3
The engine compartment houses a
fuel cell stack that includes an electric
motor.
Hydrogen is transported in pipes
from the tanks to the fuel cell stack.
The rear of the vehicle houses four
tanks that store gaseous hydrogen at
a pressure of 700 bar.
48
gen filling stations in operation throughout
the country by 2023. In the context of a
range of several hundred kilometres, that
could be enough to convince drivers of the
day-to-day usability of h
ydrogen-powered
vehicles. As Lieber says, “The successful
expansion of the infrastructure is primarily a question of the political arena creating a reliable framework and providing
the means to make it a reality.” The prices
for fuel cell-powered cars will also drop in
the years to come – as was observed in the
past with both electric cars and plug-in
hybrids as well.
It will still take some time, but Th
omas
Lieber is convinced that fuel cells in series vehicles are truly on the way. Will fuel
cells replace combustion engines, natural gas vehicles or plug-in hybrids? “No,”
he says, “the reality will be more that we
will see multiple drive technologies in
parallel, because each one has its advantages.” And when will that day come? When
will hydrogen replace fossil fuels in series
vehicles from Volkswagen, as Cyrus Smith
prophesied in Jules Verne’s novel? “2020 to
2025 is a realistic timeframe,” says Lieber.
The future is not far off.
think ahead.
tech check
Clear explanations of the best Volkswagen driver assistance systems. Episode 2:
How to keep a safe distance with automatic cruise control (ACC).
1
What is it? In the city or on
the motorway, ACC regulates
speed in line with the speed
of the preceding car within the
system limits up to the speed set
by the driver. The system maintains
the specified gap.
Illustrations Volkswagen AG (5)
2
The driver no longer has to constantly accelerate and brake –
ACC automatically keeps a safe
distance from the vehicle driving
ahead. In stop-and-go traffic,
ACC in combination with DSG
(depending on the vehicle model)
can brake to a stop and automatically accelerate. The assistance
system makes driving safer and
less stressful.
How does it work exactly?
A sensor in the front continuously transmits radar waves
into the area in front of the car.
On the basis of these signals, ACC
controls interventions in the engine
management and braking systems.
Thus the vehicle maintains the desired safety distance. As soon as
the road is clear, the vehicle accelerates to the preset speed.
4
3
5
How does it help me? On
long journeys and in traffic
jams, ACC can make the
driver’s job considerably easier.
What control do I have?
In spite of ACC, the driver
remains fully in control. The
driver can override ACC with the
accelerator and accelerate more
quickly, while braking deactivates
the ACC function altogether.
Where can I get it? ACC is
available as an option in the
Polo, Golf, Passat, Sharan,
Touareg and Phaeton.
Everything on the radar.
ACC is operated via the multifunction steering wheel (or the
control stalks).
Speed: Button 0/I
activates ACC, then
press SET. Set the
desired speed via
the “+” and “−”
buttons.
Cockpit: Now the
multifunction display shows the approximate distance
to the vehicle driving ahead.
Overtaking: ACC
brakes and accelerates independently.
It can also recognise
cars cutting in.
49
think ahead.
think ahead.
Engine sounds OK?
Mechanics inspect engine parts and oil
sump, and check the coolant and oil levels
as well as the engine fan. If required, the
oil is changed immediately.
HOW A WELTAUTO
CHECK IS PERFORMED .
Here are some of the most important tests that mechanics
perform during the meticulous WeltAuto inspection – if
necessary, any defects are immediately repaired.
trust is good,
control is better .
People buying a car in Germany are increasingly choosing a second- or
third-hand vehicle. Experts recommend carefully examining the vehicle in
question. It’s much easier if you simply pay a visit to your WeltAuto dealer.
All lights on?
Text Ina Brzoska Illustration C3 Visual Lab
T
his business is becoming more and
more lucrative for dealers. Around
7.7 million used cars were sold last
year, which is more than double the number of new cars. Furthermore, customers are now willing to spend much more
money on a second-hand model. Due to
the fact that ever more suppliers are competing in the market, it is becoming progressively opaque and full of pitfalls for
buyers. A healthy distrust is therefore advisable. To avoid any unpleasant surprises,
you should make sure that the used vehicle
has been thoroughly tested. Experts from
the German TÜV and DEKRA vehicle inspection organisations offer the following
eight tips.
1
Dealer: Anyone buying private should
be aware that the vehicle generally
comes without a warranty, which means
you cannot complain about any defects
that occur later on – except when it comes
to personal injury or gross misconduct.
The dealer, on the other hand, is obliged
to provide a warranty. However, there are
50
also unscrupulous suppliers. Go by your
gut feeling if the business or salesperson
seem suspicious to you.
Accidents: To assess the value of the
car, it is important to know if there
have been any major repairs or even
damage from an accident. If the salesperson points out replacement parts, get him
to show you the invoice.
Inspection: Check the date of the next
main inspection and exhaust emissions test. Neither test should be due for
at least a year, otherwise high repair costs
could quickly arise.
Documents: To ensure that the car was
properly traded in to the dealer, it is
important to verify that the manufacturer,
vehicle identification number, registration
number, and MOT sticker correspond with
the vehicle documents.
Service booklet: A service booklet should be available for relatively
new cars, ideally including the original
invoices. Carefully check the entries in this
service booklet. If the inspection stamps
are from the same dealer selling the car,
2
3
the stamp is fading from year to year, and
the signature and pen ink is the same, you
should be suspicious.
Mileage: The mileage figure is not
always decisive. More important is
how the car has been driven. If the previous owner was a sales representative
who made long trips on the motorway now
and again, it also doesn’t matter if 100,000
kilometres are already on the speedometer. Problematic cases are used cars that
have driven 40,000 kilometres exclusively
in stop-and-go traffic.
Registration document: Here you can
see at a glance how many previous
owners the car has had. Exercise caution if
a vehicle has been deregistered for a longer
period as this could point to damage to the
brakes or tyres.
Test drive: Drive it yourself. The route
should be sufficiently long and incorporate curves and gradients as well as a
bad stretch of road. If you are dealing with
a deregistered carl, only embark on the test
drive with “red number plates”. Otherwise
you are liable to prosecution.
6
4
7
5
8
The paint test
Mechanics use calibrated light measurement instruments to test the dipped, full beam, cornering,
and reversing lights. Indicators, brake lights and tail
lights also get a precise examination. In addition
to this, headlights are scrutinised for moisture or
cracks. Yellowed acrylic glass is replaced.
This really detailed work is
performed by daylight. Every
single square centimetre is
checked for any paint and
accident damage. Wings,
trim and panelling, thresholds and sill plates are all
inspected. Door handles
and mounting bolts are also
examined closely during the
WeltAuto inspection.
Tyre check
Tyre types and size are checked during
the WeltAuto inspection. Whereas a
2-mm tread is standard for many used
cars, a WeltAuto needs to have a 4-mm
tread.
51
think ahead.
Best brakes
Mechanics use a variety of lighting to
check whether the brake discs and pads
are in good condition or if they are too
rusty. The performance of each W
eltAuto
car is then analysed on the brake tester.
This enables an accurate analysis of
the braking at any speed, and enables
braking optimization where necessary.
Accessories
Is there is a spare wheel, a car jack?
Is the third row of seats in the van
complete? Such questions are not irrelevant – a seat in the S haran, for
example, is worth €600. This is all
painstakingly checked during the
WeltAuto inspection.
Das WeltAuto: a quality
label that customers trust.
If a second-hand car bears the Das
WeltAuto label, customers can be
assured that it has been thoroughly
tested. It has meanwhile become
such a worldwide success that it
is being sold in 36 countries. In
principle, any brand can be awarded this label – provided it meets the
high standards set by Volkswagen.
Window controls
Some of these are used a lot
and others are not used at all,
so the panes often stick to the
rubber. Inspectors from WeltAuto
repair minor damage. Customers
can conduct the test themselves
by raising and lowering each
pane once.
Beautiful inside?
Mechanics check whether the condition of the seats, pedal rubbers,
gear levers, or knobs correspond
with the specified mileage. If the
wear and tear is significantly greater than suggested by the mileage,
there is reason to fear that the
mileage has been “corrected”.
· A WeltAuto inspection is an
extensive vehicle check, during
which necessary maintenance work
is performed and faulty parts are
replaced. Subsequently, only an
authorised service advisor may issue
this quality label
· Das WeltAuto customers always receive a one-year minimum warranty,
which can be optionally extended.
Generally, an exchange is also
possible, provided it takes place
within ten working days after the
purchase of the used car.
· Flexible financing and insurance
models also come as standard and
are devised in conjunction with the
customer.
· Anyone who buys a car with the
Das WeltAuto label can trade in their
old car at the dealer. Even taking
back the WeltAuto vehicle at a
later date will guarantee favourable
terms.
Further info at:
www.volkswagen.de
52
think ahead.
news
Knowing more Medals, awards, titles and numerous environmentally friendly
innovations are shaping the image of the Volkswagen Group in 2015.
a leader in research .
At €11.5 billion, the sum invested last year by
Volkswagen in research and development was
more than ever before – and more than any
other company worldwide. The money was
mainly invested in electromobility and the
digitalisation of vehicles, in factories and
retail. Worldwide, Volkswagen employs 46,000
researchers and developers and more than
10,000 IT experts who are working on the
mobility of the future, such as alternative
drive concepts.
awards for blue
projects.
Photos Volkswagen AG (2), Steffen Jahn (1)
from lecture hall to
hockenheimring .
With the support of Volkswagen,
seven higher education teams
began their preparation for the
Formula Student Germany
competition. The students design
their own race cars in which they
compete against entrants from
all over the world. The Formula
Student Germany is being held
from 28 July to 2 August 2015
at the Hockenheimring.
For the second time, Volkswagen
Research and Development presented the Think Blue. Engineering.
Awards to ecologically committed
employees. Among other things,
a prize was awarded for the
development of an electromechanical brake booster that reduces consumption and CO2
emissions. An award was also
given for the further development of the lightweight strategy
of the structural development. The
Abgasmessungen Europa (Emissions Measurements for Europe)
team received an award for the
modernisation of emissions roller
dynamometers for saving energy
and cutting emissions.
electric initiative
for china .
In the important Chinese market, Volkswagen is planning an
extensive electric offensive. By
2018, 20 new models with alternative drives will be launched in
China, and most will be produced
locally. During the visit of China’s
Vice Premier Ma Kai to Wolfsburg,
Volkswagen boss Prof Martin
Winterkorn provided him with
extensive information on the
initiative for environmentally
friendly mobility.
53
From left: André and George
Kasberger, Sebastian Winkler,
Ralf Petruck, Günther Ebschke.
polo rules
in the ruhr .
The biggest Polo fans live in the Ruhr valley. To celebrate the
40th anniversary of the bestselling model, we arranged a
tour of the Landscape Park Duisburg-Nord for the
enthusiasts and their cars. Time travel with a G-Lader.
Text Ina Brzoska Photos Bernhard Huber
54
55
live actively.
The fans.
Sebastian Winkler, 36,
real estate agent, owns
a 1987 Eco-Polo.
The Polo turns 40 this year.
And there’s been plenty to
celebrate over the years. Since
the car was first presented at
the Geneva Motor Show in
1975, over 15 million Polos
have been sold. In honour of
the anniversary, we decided
to visit some true fans in the
Ruhr valley.
George Kasberger, 63,
master mechanic, drives
a 1986 Polo hatchback.
Günther Ebschke, 63,
master mechanic, drives
a 1987 G40.
André Kasberger, 29,
church administrator,
drives a 1993 G40 2F.
Ralf Petruck, 46, telecommunications engineer,
owns a red 1989 Polo
G40, among others.
A
short honk of the horn suffices
to wake the groggy gatekeeper.
When he finally raises the gate,
Sebastian Winkler, Günther
Ebschke, Ralf Petruck and André and
George Kasberger embark on a short journey through time. The convoy rolls into
the Landscape Park Duisburg-Nord: five
Volkswagen Polos driving through one of
the most imposing settings in the Ruhr region. Silent steel giants rise up in defiance
of the springtime sun, while the plaster is
flaking off of gigantic ladles that used to hold
molten steel. Giant engines slumber before
the moss-covered iron gates of the production halls. Here, where once massive smokestacks clouded the sky, today we encounter
the imposing silence of a monument to industry – as well as a groundbreaking project
in modern landscape architecture. It was
exactly 30 years ago that the last shift in the
smelting works came to an end. That same
year, 1985, Volkswagen presented a model at the International Motor Show (IAA)
that would, particularly in the Ruhr valley,
become a real cult object – the Polo G40.
Its biggest fans get together all around
Duisburg. To tinker, talk shop or, like today,
to celebrate two anniversaries in one go:
the 40th anniversary of the Polo and the 30th
anniversary of the G40.
valley boys .
Ralf Petruck: I still remember exactly when
the Polo G40 hit the market. It immediately
became my dream car. It was small, agile
and the most technologically advanced car
56
»
At the
classic car
meetings, we’re
the ones without
monocles. «
George Kasberger
in the series at that time. In the late 1980s
it was available in a limited edition; just
1,500 of them were put on sale in Germany.
It was something new, you just had to have
that car. But I could only afford to buy one
after I finished my military service. In 1991
I scraped together all my savings and drove
75 kilometres to work every day in the G40.
Another car would probably have been
more practical, but I enjoyed those drives.
Günther Ebschke: Although it doesn’t
have power steering, the Polo just has this
lightness about it. In my opinion, the G40
Left: This restored 1988 G40
belongs to Ralf Petruck.
Above: Check upholstery,
embroidered floor mat and fire
extinguisher in the G40.
57
live actively.
live actively.
Left: André and George Kasberger.
Below: Black G40 in the racing variant
in rear comparison with the standard
body.
Bottom: Sebastian Winkler and
George Kasberger checking things out.
is the best car that Volkswagen ever produced. It’s especially robust. I never had
any problem with my cars. Change the
spark plugs, change the oil, that was all I
ever had to do. For decades I drove races
with the Polo. The first times took quite
a bit of getting used to. I had bought the
car from an elderly lady from Düsseldorf.
For her, the car was too fast. I put in a new
chassis; there were always better chassis
coming out. And of course I souped up the
engine. But this compact car only weighed
700 kilograms and had so much torque
that it was much faster than other cars on
the race track. I must have won a good 45
slalom races with the G40.
Sebastian Winkler: The Polo has real recognition value. People talk to you so often.
Many had a Polo themselves. Every mother, every beginner. When we exhibit at the
Techno Classica, we always hear the same
thing: “That car got me through university”,
or “I moved house in that car”. It’s the starter car. The car before the Golf. The Polo was
always in the picture there somehow, and
mostly with very positive memories
The greatest experience was going on a
camping holiday with my ’87 G40. The entire car was stuffed with camping gear and
spare parts, and I drove it up to Sweden.
Currently I’m putting together my ’91 G40,
which I want to drive to Scotland, and then
I’m going to restore my ’87 model again
and drive that to Iceland. I like unspoilt
and beautiful countries. I like to drive on
smaller roads away from the motorways.
58
»
I definitely
inherited my
preference for
powerful engines
from my father. «
André Kasberger
I’ve never broken down with my Polo while
travelling. In Sweden I had sensational fuel
consumption of just under six litres.
Ralf Petruck: I’m often over at Sebastian’s.
We like to repair our Polos out front. In the
Ruhr valley, many young people in the
1990s didn’t have the money to bring their
cars to the garage. So we became true grease
monkeys ourselves. When I bought my second G40 in 1994, it cost me 12,500 marks
and had just under 200,000 kilometres on
the clock when I restored it in 2000. Over
three weeks I took the whole thing apart.
The only things left were the wiring harness and the axles. I overhauled the engine,
cleaned out the interior and re-painted
The club.
The Polo fans have been loosely
associated with each other since the
mid-1990s. They meet regularly in
the Ruhr valley, drive to classic car
gatherings together, and have a
stand at the Techno Classica every
year. To strengthen their association
of like minds, last year they registered the club under the new name
VW Polo IG Deutschland e. V. The
fan club currently has 21 permanent
members. They maintain close
contact with fans in the Netherlands,
the UK and Austria.
More information at: vwpoloig.de
59
»
live actively.
The rarity.
I like the environmental idea behind the
Eco-Polo. This car is always trying to save
some petrol. «
Sebastian Winkler
it in the original colour. I always talk with
Sebastian about what’s on offer in the
auction houses and on eBay. Spare parts are
increasingly difficult to find.
Sebastian Winkler: The heart of the Polo
is the G-Lader. I was fascinated by the
engine from day one. I now have several
models at home. If you take a close look
at the G-Lader, you see that it has a spiral
that propels the air. The air is sucked in
and compressed in the spiral. The contour of the spiral resembles a G. That’s
where the G-Lader got its name from. The
40 stands for the width of the displacer,
which is 40 millimetres. The direct fuel
injector was new. Diesel or petrol was injected directly into the engine, which generated more power and was more efficient.
Günther Ebschke: That power was exactly
what helped me in slalom racing. When
the other drivers’ turbo finally kicked in,
I was already long gone. The G-Lader
doesn’t have the turbo lag that was common at the time. That always generated a
bit of a surprise effect during the races. My
G40 would hit top form, with a top speed of
225 km/h with 135 hp. Hardly anyone ever
overtook me in those days. I never saw a
Porsche owner drive by who didn’t wave
when he later overtook me. I drove in the
same class as Porsche drivers
George Kasberger: I got the bug for the
Audi 50, which was basically the predecessor of the Polo. I did my first races with it
in 1977, and after that with the Polo 2. I’m
a master mechanic and did my apprenticeship, and later my master certification,
in a Volkswagen garage. Tuning was my
passion: I repaired engines and prepared
them for motor racing. I learned it from
when I was just a tyke, back in the 1970s.
60
Sebastian Winkler, 36, owns
an original Eco-Polo from 1987.
Just three prototypes and 49
models were built. Volkswagen
used the cars as concept
studies that were modified to
be especially fuel-efficient. The
fleet was then tested in the
Berlin metropolitan area under
real everyday conditions. The
Eco-Polo’s features included an
inertia utilisation system and
a forerunner of the particulate
filter. On a tour to Marseille it
consumed just 1.7 litres at 60
km/h over the course of 1,400
kilometres.
Above: Sebastian Winkler’s Eco-Polo,
a concept car from 1987.
Left: Ralf Petruck (right) holds the
G-Lader, heart of the Polo G40 engine.
My best races were in the Polo: I had several classic car wins on the Nürburgring.
It was simply amazing to mix things there
with a compact car. The car’s charm is in
its understatement.
André Kasberger: My father worked in
motor racing and definitely passed down
to me his fascination with engines and
powerful cars. I grew up with the Polo.
When I was born, he bought a Polo hatchback and put in a three-point seat belt for
me. We lovingly referred to the car as “the
shoe box” because of its rectangular shape.
It had enough room for when my mother
went shopping or we all went on holiday.
When I was looking for a car for myself, I
stumbled across a G40 on the Internet. This
model is the sporty version of the Polo 2F;
there are only 900 of them in total.
live actively.
George Kasberger: We took a look at the
G40 and I just knew the car was top-rate.
It was privately owned and had very low
mileage. It had also been regularly serviced
at Volkswagen.
Sebastian Winkler: A passion for tinkering and a love of powerful engines are a
part of the Ruhr. We still live in an industrial area here, even if many of the mines
and plants have been shut down and are
now being used for other things.
André Kasberger: In recent years a real
classic car scene has taken shape, bringing together young and old. We meet in
Gelsenkirchen or in Herten; on Sundays
we sometimes go touring through the
Bergisches Land area. There are a lot
62
live actively.
of people here who love the old technology. The younger people seem to be
getting nostalgic. We maintain old cars
and make sure that they’re a part of
the cityscape so that people remember
them. I ncidentally, I met my girlfriend
last year at a Polo gathering at the
Nürburgring. She’s a real grease monkey, listens to rockabilly music, wears a
petticoat and drives an old Passat. The
meetings at the Nürburgring are great.
We camp out, barbecue, some people
drive to the Brünnchen, the best viewing
spot on the Nürburgring, where there’s a
long corner section. I was there too, albeit in a pram. When my father drove in
races, my mother was always there with
»
I don’t
know of
any Porsche driver
who didn’t wave
when overtaking. «
Günther Ebschke
me; she had to keep the time. She did that
for many decades, come rain or snow. She
really enjoyed it.
George Kasberger: Back in the day, I used
to joke that in the future I would make
classic cars out of all my Polos. Even the
Polo hatchback that I bought for my wife
and which André grew up with – our
old “shoe box”. Back then everyone just
laughed. Today we’re still driving it, and
it’s been 23 years now. We’ve never had
any major problem with it. Today the Polo
actually does have a classic car designation. So I can prove to my friends from
back then that the joke came true. The Polo
hatchback and the G40 are integral parts of
the family fleet.
The anniversary.
Polo is celebrating two
anniversaries in 2015. It was
exactly 40 years ago that the
first Polo – originally created by
Hartmut Warkuss as the Audi 50
– made its debut. Ten years later,
so three decades ago, one of the
most legendary Polo models, the
G40, was presented. Today the
Polo is the most-sold model in
Germany after the Golf – over ten
million of the cars have been registered to date. The compact car
was especially noted for its versatility and range of different types.
The whimsical mix of colours on
the Harlequin of 1994 and the
hatchback variants of the Polo are
now legendary.
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»
The Polo G40 is
fast and agile.
In the 1990s, you
just had to have it. «
Günther Ebschke
The film about the fans is available at:
magazin.volkswagen.de
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family album .
Volkswagen has been perfecting the Polo for four decades. To date, more
than 15 million models have been sold over five generations. We take a
look over its pedigree.
1975: Polo I
The Polo I (T86) was
riginally the economy
o
version of the Audi 50.
In total, 1.1 million models
have been sold. The
three-door’s most striking
feature is the fastback.
2001: Polo IV
1981: Polo II
Around 2.7 million Polo II
(T 86C and T86C 2F) models
were manufactured in
Germany and Spain – as a
three-door hatchback,
notchback, and fastback
(Derby, Coupé). Characteristic
of this model
are the front
triangular
windows.
1994: Polo III
The five-door Polo III (T6N and
T6N2) sold 3.5 million models.
Volkswagen scored a direct hit
with the Harlequin (above):
the doors, wings, bumpers,
and hood were all painted in
different colours.
2009: Polo V
The Polo V (T6R and T6C) sold
2.4 million models. It looked
more grown-up and had more
lifestyle appeal. The luggage
compartment holds an
impressive 280 to 952 litres.
2005: Model 3
1990: Model 2F
The Polo II (T86C) was
followed by the T86C 2F,
produced in Germany and
Spain. Typical of this model
are the large plastic bumpers
and headlights. Only the
version with a catalytic
converter was sold in the
German
market.
The Polo IV (T9N and
T9N3) sold 5.1 million
models. Special
characteristic: the round
headlights. The crossover
model had a raised chassis
and scored points with its
impressive features.
1999: Model 2
The T6N2 model is the
successor to the Polo III (T6N).
The facelifted GTI (above)
featured the first fully
galvanised bodywork. It had
clear glass headlights and all
in all won customers over with
more active safety features.
The Polo IV (T9N) was
followed by the T9N3. It
appeared more grown-up
due to new headlights and
tail lights as well as the
V-shaped radiator grill.
Polo: Fuel consumption in l/100 km: 5.1 to 3.1 (combined), CO₂ emissions in g/km: 116 to 82 (combined), efficiency classes: C to A+
Polo GTI with DSG: Fuel consumption in l/100 km: 7.2 (urban), 4.7 (motorway), 5.6 (combined), CO₂ emissions in g/km: 129 (combined), efficiency class: C
2014: The new Polo
The Polo V (T6C) features small
modifications to the front and
rear spoilers as well as the tail
lights. The 1.4-litre, 3-cylinder
diesel engine is new. The
revised GTI with 141 kW came
out in October.
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Volkswagen pioneers new perspectives for the art world. The current
Björk exhibition at New York’s Museum of Modern Art shows how the
brand’s technological expertise can open up new pathways for the artist’s
creative multimedia expression.
Text Jochen Förster Photos Inez and Vinoodh, Courtesy of Wellhart / One Little Indian (2)
I
n the beginning there was the app. Sound
Journey, in this case, a mobile application
developed by Volkswagen that provides
drivers with a personalised music experience,
because the Sound Journey music adapts to the
specific driving situation. Following a four-month
collaboration in developing the project, there are
now hundreds of borrowable iPods at New York’s
Museum of Modern Art (MoMA), which enable
visitors to the ongoing Björk show to experience a
completely new dimension to an exhibition viewing – based on a Sound Journey audio tour.
This isn’t just some random success story.
It’s the first time in the company’s history that
Volkswagen technicians have made this type of
integral contribution to an art show at what’s argu
ably the most important museum for contemporary
art in the world today. The underlying thought is as
simple as it is obvious – particularly if it is centred
around the retrospective of a multimedia trendsetter such as the Icelandic artist Björk. On one
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side, a car brand that has long been systematically
researching how software can improve our daily
lives while on the move at its Electronics Research
Lab (ERL) in Silicon Valley. On the other side, a
female artist who has been exploring the reciprocal
influences of pushing musical boundaries, digital
aesthetics and the possibilities of technical representation like no other since her “Debut” album
in 1993. In 2011 she also set new industry standards
when she published “Biophilia” as a series of ten
song apps for the iPad. The users were able to rearrange substantial parts of the album themselves,
among other things.
The impetus for the current cooperation came
from the arts. When MoMA approached ERL to
enquire whether there might be some innovations from California that could be used for the
Björk exhibition, ERL specialist Tina Unterländer
offered an immediate peek at the Sound Journey
app. The team had just developed it for use with
the new MIB2 infotainment system. For the last
Björk at MoMA
Until 6 June 2015
the Museum of
Modern Art in
Manhattan is showing a retrospective
of the Icelandic pop
icon Björk’s most
innovative projects
– including specially
composed sounds,
videos, original
instruments and
costumes.
67
17 years, ERL’s approximately 150 employees have
been researching applications, interfaces and assistance systems for future-orientated mobility.
“The idea behind Sound Journey was based on the
desire to provide our customers with a type of comprehensive multimedia driving experience,” says
Unterländer. The MoMA colleagues’ enthusiasm
was instantaneous. Together with sound specialists from the Klangerfinder company in Stuttgart,
Volkswagen technicians adapted the software’s
potential to suit the requirements of the musician from the land of geysers. While Sound Journey permits factors such as indicating, braking or
accelerating to flow into the (specially composed)
music, thus creating a customized sound for any
situation, MoMA uses the digital intelligence for
the exhibition tour.
Depending on which room a visitor happens
to be in, the direction in which they are looking, or
how fast they are moving, the soundtrack featuring new music, soundscapes and lyrics personally
provided by Björk adapts accordingly. In addition,
there is a video based on a walkabout of the exhibition. The result is that everyone has their own
Björk audio experience; a sound event is coordinated with each type and pace of situation possible
at the exhibit.
The collaboration between Volkswagen technicians and the MoMA team headed by Director
Klaus Biesenbach is the most recent highlight of
the Wolfsburg Group’s international commitment
to the arts, which began with a resounding success in 2011 when Volkswagen of America and
the Museum of Modern Art in New York (MoMA)
first teamed up. In the meantime, both partners
68
Above, right: In January,
a series of concerts by
the band Kraftwerk at
Berlin’s Neue Nationalgalerie generated
quite a stir. Above: The
“Alibis: Sigmar Polke
1963–2010” retrospective can be viewed
at Cologne’s Museum
Ludwig until 5 July
2015.
can look back at the last four years with pride: more
than 2,000 students from over 60 countries have
attended the jointly developed online courses. In
addition, the Volkswagen Performance Dome allows
the successful MoMA offshoot PS1 in the borough
of Queens to hold its Sunday Sessions – a weekly cultural programme featuring performances,
videos, music, dance and discussions – in the winter
months, as well as in summer.
Volkswagen and MoMA: a perfect pair. The
museum, founded in 1929, embodies cultural
thought and appeals like no other to all sections
of the population just like the appeal cultivated by
Volkswagen and its brand culture. “The educational
aspect is an important criterion in all our art cooperations. Promoting international art and culture
Photos Peter Boettcher - Kraftwerk, Courtesy Galerie Sprueth Magers (1),
Estate of Sigmar Polke, Artists Rights Society (ARS), New York / VG Bild-Kunst, Bonn (1)
live actively.
is one of the core aims of our social commitment,”
says Benita von Maltzahn, Head of the Culture
and Society Department at Volkswagen Corporate
Communications. A particular e xhibition highlight
thus far is “Alibis: Sigmar Polke 1963–2010”, the first
comprehensive retrospective of the German artist
who died five years ago and is considered one of
the most influential of his generation. The inspiring work of the native son of Silesia (now Poland)
spans all countries and social classes, tastes and
conventions to stand alongside his multimedia
diversity, which together form the focus of a show
currently exhibiting (until 5 July) at Cologne’s
Museum Ludwig.
In addition to MoMA, the collaboration with
the Neue Nationalgalerie in Berlin has become
a sparkling mainstay of the Volkswagen commitment to culture. When German electronic music pioneers Kraftwerk gave eight guest
concerts at the Mies van der Rohe-designed
building, staging each of their albums in 3-D,
Silicon Valley
The Electronics
Research Lab (ERL)
near San Francisco
was founded 17
years ago to utilize
the innovative
creativity from
Silicon Valley for
inspiration in devel olkswagen
oping V
AG products.
Today, around 150
Volkswagen employees at ERL conduct
research on a large
number of driver
assistance systems,
interfaces and
infotainment apps.
More at:
vwerl.com
the advance tickets were sold out within days. A further high point was last year’s first comprehensive
collection of works by the impressionist sculptor
Rembrandt Bugatti (1884–1916). The work of the
Italian, who ranks as one of the most notable and
original sculptors of the early 20th century, can be
seen in several major museums around the world,
and is valued at millions in the art market, but today he has been largely forgotten by a significant
portion of the art-viewing public. At least until
this particular exhibition. Diversity and accessible
art – they are aspects that are ideally suited to the
form of art appreciation fostered by the Volkswagen
Group’s corporate culture. “Other companies collect art or create it themselves,” says Benita von
Maltzahn. “Above all, we primarily support art
that reaches a broad spectrum of the population
in all its diversity and serves as an impetus to the
creative activities of others.” Among other things,
more active involvement in China’s art and culture
is planned for the coming years.
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&
live actively.
Felix
Co .
How Felix Burian succeeded in popularising
the Volkswagen Beetle 50 years ago in Israel.
Text Werner Sonne Photos Felix Burian / www.erinnern.at
Y
»First-class
workmanship and
precision – that is the
German way.«
Felix Burian
70
The Beetle on the
streets of Tel Aviv.
Felix Burian was
instrumental in the
car becoming a
bestseller.
ou don’t say! I have that too,” says my friend
Ron, and shows me the sticker on the rear
window of his Passat. It reads “Felix & Co,
since 1946” in Hebrew letters, and can be
found on most of the Volkswagens on the streets of
Israel today. I have just told Ron the story of Felix
Burian. Every Volkswagen fan here is familiar with the
“Felix” stickers, but almost no one knows the story of
Felix himself. It is about an automotive pioneer – with
a car whose success was by no means assured in the
young country at the time.
Tel Aviv, fifty years ago: a knight in a suit of shining armour, his visor tightly shut, his shield resting on his left foot – and emblazoned on the
shield, the “VW” emblem. We read: “You feel as
safe and secure in a Volkswagen as you do in this
armour.” While Burian is releasing this newspaper ad
in the German language in Israel, Rolf Pauls, a Second
World War officer who was awarded the Knight’s Cross
Burian emphasised the Beetle’s technical highlight – its
air-cooling system.
and is now the first German ambassador to Israel, is
being greeted in Jerusalem in 1965 by furious demonstrators and a hail of stones thrown at his car. German
products are taboo for many Israelis, and “Made in
Germany” is a negative epithet. Five years earlier, while the Eichmann trial in Israel was sharpening public
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»I cannot marry
Vienna in the early
1930s: Felix’s father
Raimund Burian ran
a shop as a master
furrier.
until I am ready
to support a family.«
Felix Burian
After arriving in Israel,
Burian decided to do
an apprenticeship as an
automobile mechanic.
awareness of the genocide against the Jews, in Tel Aviv
Felix Burian became one of the first Volkswagen dealers,
offering sales and service for a product that could
hardly be any more German: the Volkswagen Beetle. Shortly thereafter Burian became one of the
leading Volkswagen dealers in the country – a somewhat
unusual story of success that could not have been
predicted from the previous course of his life. In fact, quite
the reverse.
seeking refuge .
Vienna in the early 1930s: a boy has a dream. His uncle
guides him through all the wonderful museums in the
magnificent city, and very early on little Felix knows that
he wants to become an archaeologist. He grows up in a
sheltered family; his father Raimund has a furrier’s shop.
But then comes the year that will change everything:
1938 – the Anschluss, or annexation, of Austria to Nazi
Germany. Life becomes increasingly intolerable. Suddenly the Burians become refugees, making their way to
Palestine like so many others. They first go to Romania,
then take an old, overcrowded coal freighter from the
port of Sulina across the Black Sea and then the Mediterranean in the freezing November cold, constantly afraid
of being discovered and deported by the British who do
not want any more Jewish immigrants.
The Burians enter Palestine illegally, wade through
the water to the shore, and all their luggage is stolen from
the beach. For 13-year-old Felix the dream is over – at least
for the time being. That same year, the Volkswagen plant
72
After fleeing to
Palestine, Felix met
Netty Landsmann.
She was from
Magdeburg, and
her family had also
fled Germany. The
couple married
in 1947.
»I courted
my future
wife for
four
years.«
Felix Burian
is built in the “City of the KdF car near
Fallersleben” (called Wolfsburg since 1945), with plans to mass produce
the car that had been designed by
Ferdinand Porsche.
For the Burians in far-off Palestine, which is still at
this time under the British mandate, it is a miserable
period that revolves around economic survival. The father cannot do anything with his previous occupation
as there is no need for furs in the hot Mediterranean climate. He has to struggle as a peddler, barely getting by,
with no knowledge of the language. His son Felix has to
take up a practical occupation, one that will enable him
to earn money. The boy does an apprenticeship with car
mechanics who have fled Germany. Known as “yekkes”
– Jews from Germany – they are the driving force behind the automotive workshops. Felix gives the money
he earns from his apprenticeship to his parents, and
his mother can only give him pocket money. Then he
meets Netty Landsmann. Originally from Magdeburg,
her family also had to flee from the Nazis. “I was just 17,”
he says when describing how they met at a tea dance.
Sitting next to each other on a sofa now, they smile as
they look back at that time. Felix courts Netty for four
years. He tells her, “I cannot marry until I am ready to
support a family.” In 1946, he manages to open his own
small automotive workshop in Tel Aviv. The following
year he and Netty get married. And their marriage has
continued for 67 years.
Felix is drafted into the War of Independence in
1948. He is offered an officer’s post in the young Israeli
army, but he prefers to remain independent and keep
running his workshop. He expands it, acquiring a good
reputation in the process. Then, in 1960, a friend tells
him about Volkswagen’s plan to recruit independent
dealers and service stations in a number of Israeli cities
in addition to its general importer. “You need special
tools for that,” he says, but his friend is persistent. So
Felix applies, although still sceptical. He gets the contract. And then everything moves quickly. “Volkswagen took care of everything, including the special
equipment. Soon a lorry with replacement parts was
appearing every two weeks at the door,” he recalls. The
first specialists are now also arriving from Wolfsburg to
help set up customer service for the Beetle and the Bus.
Now 89 years old, Burian proudly displays a shelf
of books containing training materials and rules of
conduct for Volkswagen managers. Going back to sales
talks at the time, the young man was no longer asking
people “Can you afford it?” but rather “How much of a
down payment would you like to make?”
He resolutely set out, placing ads he created himself
in his native language in newspapers that were read by
yekkes. The ads emphasised German virtues. “Service
and quality!” is a common phrase, or “First-class workmanship and precision – this is the German way”. He
emphasised the Beetle’s technical highlight – its aircooling system, which is a major advantage in Israel’s
climate. “Even in the hottest summer your engine won’t
boil over, you won’t lose water, and the car will always
be ready to drive.”
Burian’s efforts pay off. Soon his customers number
various high-ranking military officers, including a
general chief of staff. The Beetle is especially popu-
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»Volkswagen took care
of everything, including
the special equipment.«
Felix Burian
lar among yekkes, and an ever more familiar sight on
Israel’s roads. The dark events of the past are brought
to the fore when the car is introduced onto the market, but Burian himself is never the target of personal
attacks. To critics he responds that the Germans have
changed from enemies to helpers. His wife Netty, who
like Felix lost close family members in the Holocaust (his
grandparents and his father’s brother were killed), says,
“We will not forget, and will not forgive. But life goes on.
There is a new generation” – a motto that Israel’s founding father David Ben-Gurion soon uses, and negotiates
reparations worth billions with Konrad Adenauer, the
first chancellor of the Federal Republic.
return to germany .
The new and alert dealer in Tel Aviv quickly attracts
attention in Wolfsburg. In 1962, Volkswagen invites
Netty and Felix Burian to join a major informational tour
through the Federal Republic of Germany. The couple
return to the country for the first time since 1938. “It
was definitely a strange feeling,” recalls Netty. But they
were immediately fascinated by the large factory halls
with their automated processes. “The sparks from the
welding machines, the many cars on the conveyor belt.
It was incredible.” Felix is also “colossally” impressed
by the German Volkswagen dealerships – especially by
the huge MAHAG centre in Munich which has its own
hairdressing salon for customers.
But for both of them, the production and sales
processes are less important than the encounters that
they have with people on their journey. Over subsequent
years they return again and again to Wolfsburg, while
Volkswagen managers visit their trade partner and
his wife in Israel just as regularly. Lifelong friendships
develop. To this day, greetings cards and congratulations still arrive for all the holidays and birthdays. “One
74
Left: Felix Burian
with employees of
his car workshop.
Below: The famous
“Felix” stickers from
Burian’s Volkswagen
dealership.
Felix and Netty
Burian have been
married for 67
years. They live in
Tel Aviv.
friend even came to Israel and visited us during his
honeymoon,” says Burian. From his well-tended collection of documents he now retrieves the certificates
from Wolfsburg – one for the Golden VW Shield in 1964,
then the Diamond Badge of Honour for his achievements for Volkswagen and Audi in 1982, plus all manner
of photographs of Burian with Israeli politicians
who specialise in transportation and for whom Felix
has served as a consultant, and finally honours for
his service as chairman of the Association of Israeli
Automobile Dealers.
Hand on heart, Felix Burian, which is your f avourite
Volkswagen? “The Passat – not least because of its
sturdy luggage compartment. And because it did
invaluable service during my excavations.” He has
long since fulfilled his childhood dream and pursued
independent studies to become an archaeologist. In
1952, he began systematic excavations in the Negev
Burian told his
moving story to
Werner Sonne,
journalist and
long-time ARD
correspondent.
Desert and on the Mediterranean coast, and he has since
found more than 150,000 ancient historical objects
such as tools, figures, jewellery, knife blades – 12,000
flint arrowheads alone – and discovered 70 previously unknown settlement sites, some of them from the
Stone Age. For decades, his schedule took the following
form: the weekdays belong to Volkswagen, the weekends to archaeology.
He retired from his company in 2000 at the age of
75. But he continues to meet with his successor once
a month for breakfast. Yes, you could say he is pretty
proud of what he has achieved in his life. Achievements
that everyone in Israel can see in 2015 – precisely 50
years after the start of diplomatic relations with Germany. All of the cars sold by his dealership still have an oval
sticker on their rear window. It shows the Volkswagen
emblem and the words “Felix & Co”. Volkswagen advised
the company to retain its name.
Exhibition on Jewish
refugees
Around 60,000 German Jews
fled to Palestine between
1933 and 1939 under sometimes extremely difficult conditions. One of them was the
young Austrian Felix Burian.
His extraordinary story is told
in detail in a travelling exhibition that will be launched
at Berlin’s Paul-Löbe-Haus in
the autumn of 2015 to mark
the 50th anniversary of the
start of German-Israeli
diplomatic relations.
For more information, go to:
www.digev.de
75
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live actively.
This world-class show of very rare
collectors’ cars takes place on
the 48,000-square-metre grounds
of The Inn at St. John’s, a luxurious
location near Detroit.
concoursusa.org
Switzerland
September 3–6
Arosa ClassicCar
The most colourful Beetles, the most charming
camper vans and the most elegant Karmann Ghias
can be admired this year at the Sandown Park
racecourse near London. volksworld.com
This vintage rally runs from Langwies
to Arosa on the only racing circuit in
the Swiss mountains. Drivers navigate
76 curves and an altitude difference of
422 metres.
arosaclassiccar.ch
May 25–28
Goodwood Festival of Speed
Mexico
June 1–2
FestiBug
The Beetle – or Bug – is Mexico’s cult
car. Its greatest fans meet once a
year in the central Mexican state of
Aguascalientes for the big Volkswagen
vintage show.
facebook.com/festibug
let’s go
open air !
Let’s go out on a drive – here’s a brief
preview of the season’s finest Volkswagen
fan gatherings and vintage rallies around the
globe, from Wörthersee to FestiBug.
76
Germany
June 18–21
Midsummer Camper Van
Festival
Hippies, families and surfers gather on
Fehmarn Island to celebrate the longest
summer nights of the year.
midsummerfestival.de
Located 40 kilometres north of Paris, this town
is world-renowned for its Renaissance castle
and art collection. In this illustrious setting,
the “world’s most beautiful vintage cars” are
selected in ten categories. peterauto.peter.fr
This is the largest vintage car and motor
cycle festival in Latin America. Visitors
can admire 900 vehicles in a picturesque
park near the Tigre Delta in Buenos Aires.
autoclasica.com
Around 250 cars of all
vintages are shown to superb
advantage at a medieval
castle near Wrocław.
motoclassicwroclaw.pl
The “Mother of All Car Races” was
held for the first time in 1927 and
runs a 1,600-kilometre route through
Italy. It starts and finishes in the
historic city of Brescia in Lombardy.
1000miglia.it
France
September 5–6
Concours Chantilly
Argentina
October 9–12
AutoClásica
Poland
August 14–16
MotoClassic Wrocław
Italy
May 15–17
Mille Miglia
A picnic among racing legends? When Lord March
sends invitations to the race at his elegant manor in
Goodwood in southern England, even Formula One
drivers like Lewis Hamilton are on the starting grid.
goodwood.com
Photos John Colley / Goodwood Festival of Speed (1), Jaroslaw Sosinski / MotoClassic
Wroclaw (1), Franck Torralba / Concours Chantilly (1), Sammy Hart (1), Festibug (1), Phil
Schreyer / Midsummer Bulli Festival (1), Targa Australia (1), Mille Miglia (1), Shutterstock (1)
USA
July 26
Concours d’Elegance
United Kingdom
March 28–29
Volksworld Show
Austria
May 14–17
Wörthersee meeting
On the calendar since 1982,
this Volkswagen festival
and gathering of Golf GTI
enthusiasts attracts around
200,000 visitors to Carinthia.
woertherseetreffen.at
China
October 8–19
Classic Cars Challenge
China’s biggest vintage rally, which is
now being held for the fifth time, covers
around 800 kilometres from the capital
Beijing to Shanghai, via Tai’an, Yangzhou
and Suzhou.
classiccarchina.org
July 2–5
Silvretta Classic
July 17–19
Schloss Bensberg Classics
Castle owners themselves drive their classic
automobiles through the Bergisch region.
The baroque castle provides an elegant
backdrop. sbc2015.de
August 21–23
Beetle Sunshinetour
Beetle fans from all over Europe gather at
the beach of Lübeck-Travemünde. Expect
live music, grilled sausages, and artistically
decorated Beetles. beetle-sunshinetour.de
The High Alpine Road in the
state of Vorarlberg is the setting for this vintage rally with
150 contestants – and now
an e-car rally, too.
facebook.com/
silvrettaclassic
Australia
April 27 – May 2
Targa Tasmania
The Australian version of the Mille Miglia: the “TT” has
since 1992 established itself as the largest tarmac
rally event Down Under. Its 2,000-kilometre course draws
modern sport and touring cars as well as vintage
beauties. targa.com.au
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Roads you will never forget. Episode 10: the N9 from Marrakech to Zagora
on the road again
Tangier
Rabat
MOROCCO
Marrakech
Zagora
Agadir
on the caravan route .
When to go?
February to April, when the
almonds blossom. Alternatively,
October/November. A no-go:
during the midsummer heat.
78
desert has begun. The area has been the
setting for many films. The film crews stay
in Ouarzazate, once a Foreign Legion garrison town but today billed as “Gateway
to the Sahara” and boasting some decent
hotels and restaurants. The Draâ Valley begins in Agdz. The next 100 kilometres are a
breathtaking trip through palm groves, old
kasbahs, and geology in the raw. Before
the road ends beyond Zagora, you can see
proper Saharan sand dunes at Tinfou.
What to pack?
Whoever wants to get out of the
car needs to wear light, bright
clothing with a hat. Sunglasses.
And a thick pullover at night.
Marrakech
Touama
Aït Benhaddou
Draâ Valley
Ouarzazate
Agdz
Zagora
362
kilometres is the
route’s length.
What to look out for?
The fortified village Aït Benhaddou
north of Ouarzazate has been a
backdrop for films such as “Lawrence of Arabia” and “Gladiator”.
Photo Robert Harding World Imagery / Alamy (1) Illustrations C3 Visual Lab (2)
The N9 leads from Morocco’s bustling
southern capital down to the rugged
fringes of the Sahara. A spectacular route,
crossing the High Atlas mountains and
swooping through the 100-kilometre palm
oasis of the Draâ Valley. First you hairpin
uphill through pine forest, traversing exposed ridges on a road built by the French
Foreign Legion in 1931. As soon as you’re
on the other side of the 2,260-metre pass,
everything is noticeably more arid. The

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