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VW Caddy Life 1.9 TDI Full Review,Start Up, Engine, and In Depth Tour

The all-new Volkswagen Caddy has arrived down under with more performance, technology, improved practicality and dynamics. Best still, prices start from as little as $21,990. Volkswagen is best known for passenger vehicles such as the Golf, Polo and in more recent times the Toureg, Passat and Jetta. Nonetheless, the People's Car from Germany has a plan to be the world's biggest automobile manufacturer in the next decade. As a result, it continues to strive for more market share in other segments. That's not to say VW is new to the commercial van segment, not at all. Its involvement has spanned over 30 years with the introduction of the very first Volkswagen Caddy in 1980 (which was even available as a ute). The model lasted an impressive 16 years and was replaced with the second generation (1996-2004) and eventually the third generation (2004-2010). The introdution of the all-new fourth generation Volkswagen Caddy comes at a time when VW Australia is on a so-far-successful campaign to become a big player in the local market. In a further sign of confidence in its product, Volkswagen has recently addressed consumer concerns by changing its warranty support to an unlimited kilometer 3 year across the 2011 model year range. This applies to all new Caddys. Long gone are the days when vans were just a tool. The smarter companies and sole traders are now using their vans as outdoor marketing billboards and the Caddy has managed to prove itself as a 'cool' choice when it comes to customer perception. Its smart European design and cute (but not girly) character has been a hit with the local market with year on year growth since its launch in 2005. From the outside one can easily pick the new Caddy as a VW. The family DNA look from the transporter and its passanger cars has caught on and everything from the A-pillar forward is new. At a quick glance you will be forgiven for mistaking the Caddy as a big Golf. From the new daytime running lights to the adaptive cornering lights (option), the Caddy has access to some of Volkswagen's latest passenger-car technology.As for the rear-end, Volkswagen Australia has decided to keep barn-doors as standard (no cost option for a tailgate) whilst cubic volume inside the vehicle is the same as before with 3.2m for the Caddy and 4.2m for the long-wheel base Caddy Maxi variants. In addition to the updated exterior the biggest change is under the hood. Volkswagen has introduced more powerful and fuel efficient engines throughout the range. The existing 1.6-litre MPI engine has been replaced with two new petrol engines: TSI160 for the short-wheel base variantsTo better market and differentiate the new engines, VW has adopted a unique naming convention which makes use of the car's torque figure. For example, a TSI160 has 160 Nm of torque and a TSI175 has 175 Nm. The numbers have no relation to engine capacity (1.2) or kilowatts. This also applies to the diesel variants. The outgoing 1.9-litre TDI has been replaced with a 1.6-lire engine which is referred to as TDI250 whilst a bigger 2.0-litre TDI320 is available in cady maxi life models. For the very first time a commercial van is also available with a seven-speed dual-clutch automatic gearbox. The 7-Speed DSG is technology one might expect to see in performance cars such as the Polo GTI, nonetheless it's also available in the Caddy.First in line was the very base model TDI250 Caddy with a five-speed manual. With just 75 kW and 250 Nm of torque, it's hard to expect much but it does manage to get going at a reasonable pace. Given the majority of base model Caddys are expected to spend their life as inner-city vehicles, you wouldn't hear all that many complaints. In saying that, the 5-speed manual does take some getting use to. From the base model we moved into a Caddy Life powered by the same engine and transmission. The rear seats are rather comfortable and the interior trim is up to Volkswagen quality. It comes with five seats standard but can be optioned to seven if need be. There is more than enough storage compartments to safely hold the usuals. If you need more space you can always remove the third and second row seats which means your Caddy Life becomes a standard Caddy van in no time (very useful for moving furniture). On the other hand, the Caddy Maxi Life comes with seven seats standard and has a potential load volume of 3,880 litres with no second and third row seats


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Honest John's Volkswagen Caddy road test
Martin Gurdon drives the Volkswagen Caddy. How does it fare? More at http://www.honestjohn.co.uk/carbycar/volkswagen

12E4513 Antec-Online.de VW-Caddy 2011
http://www.antec-online.de/ VW Caddy modell 2011 , mounting instruction for Antec pedestrian protection bar Part.No: 12E4513 More info can be found at http://www.antec-online.de/ Montageanleitung für Antec´s Personenschutzbügel Art.No.12E4513. Weiter Info´s finden Sie auf http://www.antec-online.de/

Volkswagen Caddy Maxi Comfortline 2.0 TDI 4Motion DSG6 - www.MH-Motors.ch
MH Motors a le plaisir de vous présenter au milieu des paysages exceptionnels de Savièse en Valais : Le Volkswagen Caddy MAXI Comfortline, 2.0 TDI 140ch, boîte de vitesse automatique DSG à 6 rapports sans oublier la traction intégrale 4 Motion. Bleu Nuit avec tissu Cheyenne Anthracite. Options: Sièges chauffants à l'avant, 1 Fenêtre coulissante dans le compartiment de charge avant gauche, Assistant au stationnement à ultrasons arrière, Climatisation "Climatronic", Gicleurs de lave-glace chauffants, Volant multifonction avec habillement cuir et indicateur multifonctionnel "plus". Equipement de série: Pare-chocs avant et arrière même coloris que le véhicule, Barres de toit (noir), Rétroviseur intérieur à fonction anti-éblouissement automatique, 2ème porte coulissante à gauche, Boîtiers des rétroviseurs et poignées de portes même coloris que le véhicule, Rétroviseurs extérieurs réglables et dégivrants électriquement, Essuie-glace à détecteur de pluie, Phares antibrouillard, Kit lumière et visibilité, Vitres sombres dans le compartiment passagers, Chauffage pour vitres arrière et essuie-glace, Jantes alu SIRACUSA 6x16, Assistant de démarrage en côte, Accoudoir central réglable en hauteur et en longueur, Verrouillage centralisé avec radiocommande et commande intérieure, Lève-glaces électriques, Miroir de courtoisie gauche, Miroir de courtoisie droite, Garniture de plancher en moquette dans la cabine, Garniture de plancher en moquette dans le compartiment passagers, 2ème clef avec la commande à distance, Stabilisateur de vitesse, Version fumer (prise 12V avec allume-cigare, cendriers et 2 ports-gobelets dans le tableau de bord), Chauffage d'appoint électrique à l'avant, Affichage double combiné d'instruments et afficheur multifonctions (MFA) avec display LCD noir et blanc, Affichage quadruple combiné d'instruments et afficheur multifonctions (MFA) avec display TFT monochrome, Filets dans le cadre du toit du compartiment passagers, Habillement cuir du volant, de la poignée du levier des vitesses et du frein à main, Siège conducteur et passager réglable en hauteur, Tiroirs sous les sièges avant, Radio "RCD 310" avec fonction MP3, Connexion AUX-IN dans la boîte à gants, Contrôle électronique de stabilisation (ESP), Airbag pour conducteur, Airbag pour passager avant, Airbags latéraux pour conducteur et passager avant, Anti démarrage électronique. TOUTES NOS OFFRES : www.mh-motors.ch !

Desmontaje de la tienda en la Caddy Maxi Tramper

Ford Fiesta Comfort 1.4i 16V Tiptronic Full Review,Start Up, Engine, and In Depth Tour
And what, exactly, does a Ford Fiesta have to do with a car that's been out of production for more than 80 years? Well, when the first Fiesta came to the U.S. in 1977, we perceived it as a modern sequel to the Ford Model T—simple, inexpensive basic transportation, with a fun-to-drive bonus. And now we're about to welcome a new Fiesta, renewing Ford's century-old commitment to the T's fundamental mission: unlimited personal mobility for Everyman. But let's start with the back story. Coast to Coast On June 1, 1909, Mayor George B. McClellan stood outside New York City Hall brandishing a gold-plated pistol as he surveyed a crowd of some 20,000 spectators, most of whom were craning their necks for a look at the quintet of automobiles lined up, with their intrepid crews, at the foot of the building's steps. McClellan, son of Civil War general George McClellan, wasn't armed to keep the crowd at bay. New York was a friendlier place in those days. His Honor was awaiting a signal from Pres. William Howard Taft, who sat in the White House, one chubby finger poised over a gilded telegraph key. A single stroke of the key would simultaneously tell officials in Seattle to open the gates of the Alaska-Yukon-Pacific Exposition—essentially a world's fair—and Mayor McClellan to start America's first coast-to-coast automobile race by squeezing off a round from his pistol. At 3 p.m. Manhattan time, Taft tapped his key, the receiver in New York City Hall clicked, McClellan fired the shot heard round the courtyard, and the five automobiles—an Acme, an Itala, a Shawmut, and a pair of Model T Fords—clattered off in a cloud of dust. The Long Road to Seattle The destination of the race was Seattle, a trek of more than 4000 miles. By the time McClellan squeezed the trigger, however, they were no longer calling it a race. Conceived by the Seattle exposition's organizers and sponsored by 24-year-old playboy Robert Guggenheim—heir to the Guggenheim family fortune, automobile enthusiast, and supporter of establishing a respectable highway infrastructure in the U.S.—the event drew intense flak from the Safety Nazis of the day, who were primarily opposed to the notion of racing on public roads, predicting mayhem and worse. There was some justification for this. Although automobiles were still scarce, U.S. road accidents had produced 324 fatalities and 1244 injuries in 1907, and there were still grisly memories of the 1903 Paris-to-Madrid race that claimed at least seven lives before the French government called a halt at Bordeaux, marking the end of competition on public roads in Europe. With a $2000 prize for first place in the 1909 contest, plus an elaborate $2000 trophy, Guggenheim initially expected as many as 35 entries—not unreasonable, since, at the time, there were some 250 carmakers in the U.S. alone. But the crescendo of anti-racing uproar discouraged some potential entrants, and when the Manufacturers' Contest Association, an early industry watchdog group, vehemently opposed anything labeled as a race, the entry list shrank further. It's Not a Race (Wink-Wink) The organizers tap-danced frantically, saying it was not really a race, just an endurance contest, which was certainly no exaggeration. Further, the event rules were extremely stringent about speed, particularly in the first half of the contest, which included six checkpoints and was run like a time-speed-distance rally. From New York City to Poughkeepsie, the speed limit was 14 mph. It soared to a heady 15 mph between Syracuse and Buffalo and to almost 19 mph from Chicago to St. Louis.But from St. Louis to Seattle it was wide-effing-open, stand-on-the-gas, no-one-remembers-who-finished-second. In other words, it really was a race (although in this case, there was reason to remember who finished second, at least for a while). Bad Roads and No Roads The roads east of the Mississippi were bad, made more so by unusually wet weather that June. West of the Mississippi, the roads were worse than bad, usually mere parallel ruts, varying between axle-deep dust and axle-deep mud, with occasional river fords and patches of quicksand for variety. On June 22, Bert Scott and C.J. Smith—both Ford employees—were first across the Seattle finish line in one Model T, trailed 17 hours later by the Shawmut. The second Model T, the only other finisher, showed up the next day. After 4106 miles of bounding through dirt, mire, and slime, Scott and Smith looked—and smelled—like zombies. But to Henry Ford, who was on hand for the occasion with his son, Edsel, in tow, they looked like 24-karat gold-plated heroes. Finishing first in a monumental enduro was a great image builder for the still-new Model T, and Ford's propaganda department exploited it to the max. Sales soared

The Volkswagen Caddy
The Volkswagen Caddy -- the agile but versatile van may be the smallest in the range, but has ample load volume and payload. It also boasts car-like comfort and convenience. And with BlueMotion Technology, CO2 emissions and fuel consumption are significantly reduced. http://www.volkswagen-vans.co.uk/caddy-range/caddy-panelvan/overview/

Minicamper Reimo Active auf VW Caddy
Mit den 4 Active Minicamper-Modulen von Reimo wird ihr VW Caddy zum alltagstauglichen Klein-Campingbus: 1. Die Bodenplatte wird im Auto fixiert und dient als Halterung von: 2. Bett mit Lattenrost, zusammenschiebbar, Liegefläche 195 x 113 cm 3. Küchen-Modul mit Auszug, deshalb innerhalb und außerhalb des Autos zu benutzen 4. Staubox mit Sitzpolster, herausnehmbar, auch als Sitzgelegenheit im Freien verwendbar Lesen Sie mehr über den Caddy Active Minicamper-Ausbau unter: http://www.reimo.com/de/campingbusse/vw-caddy-minicamper-active.html

Volkswagen Caddy - De nieuwe Caddy 2010
De nieuwe Volkswagen Caddy. Kijk voor meer informatie op http://www.denieuwecaddy.nl

Getpolished - 2011 Caddy Time lapse
2011 VW Caddy - Coilovers - BBS CH 18" wheels - Swissvax Detail - time lapse video

Тест-драйв Volkswagen Caddy (AutoTurn.ru)
Тест-драйв Volkswagen Caddy http://autoturn - автомобильный новости, отзывы автовладельцев, автоправо, автострахование, автокредитование, новынки авто, краш-тесты автомобилей с видео, тест-драйвы, видео тест-драйвы автомобилей и многое другое..

VW Polo 1.9 SDI Comfortline Full Review,Start Up, Engine, and In Depth Tour
This is the fifth-generation Volkswagen Polo and it takes the long-standing supermini to new levels of efficiency, refinement and, most obviously, size. The once diminutive city car has ballooned - it's now easily as big as a mark 3 Golf. Yet despite the bigger road footprint, Volkswagen has managed to make this Polo lighter than the last. It's also introduced a range of highly efficient three- and four-cylinder engines, all of which combines to make the latest Polo an extraordinarily frugal family runaround. However, VW's focus on massive fuel economy and low CO2 means the Polo arrives with some worryingly weedy engines. The range starts with two 1.2-litre three cylinder motors with either 59bhp or 69bhp and 128g/km CO2 emissions, followed by a 1.4-litre four cylinder with 84bhp. All three offer pretty bland driving and no real urgency, but will do the trick for anyone who'll spend the majority of their time pootling to the shops in their Polo. Better is the 1.6-litre TDI diesel available with 74bhp, 89bhp or 104bhp and just 109g/km CO2. It's got more go and mid-range motorway pulling power, but the characteristics of an oil-burning engine rarely bring the best out of a supermini, and the Polo is no exception. Our pick - and the zestiest drive - is the Twincharged 1.2-litre TSI. This 104bhp three cylinder engine is both turbo and supercharged and brilliantly blends a little performance with excellent fuel economy. It feels like it has the thrust of a conventional 1.6 and is flexible enough to impress in all circumstances, be it town, motorway or back road. Mated to this new TSI engine, VW is offering as an option a dual clutch DSG gearbox for the first time in a supermini. It's smooth-shifting, but we wouldn't recommend it. It's expensive for a start, and seemed to strangle the zip of the little motor because it's been geared to be as green as possible. It also seems pretty ridiculous to have a seven speed DSG - you just don't need that many gears with an engine that generates just 129lb ft torque. We'd stick with the slick manual. Anyone after the greenest and cheapest possible option should opt for the diesel Bluemotion version, out in 2010, which will be capable of an incredible 87g/km CO2. Meanwhile, for the enthusiast, Volkswagen promises a Polo GTI with the 168bhp 1.4-litre TSI under the bonnet.STYLING There's a sharpness and attitude here that the previous, bland Polo missed out on. The looks - more mini-Golf than ever before - are elegant and timeless, but the Polo strikes you as a mature car which doesn't have the 'youth' appeal that VW likes to talk up. It doesn't have the funk of the Fiesta, either. HANDLING The Polo handles safely, has a very rigid chassis and is nicely adjustable through corners. It's ruthlessly competent, but there's a sanitised feel and not a lot of driver involvement. VW knows that for most Polo buyers that'll do nicely, but there are livelier superminis out there though, notably the Fiesta or the Mazda 2. COMFORT Very refined, very quiet for a supermini, and the ride is soothingly smooth unless you opt for the bigger 17-inch wheels which cause some intrusion. The driving position is totally adjustable, making it easy to get comfy. QUALITY & RELIABILITY What did you expect? The switchgear feels precise and looks extremely robust, and the cabin benefits from high-end textiles with just a bit of plastic panelling low down dropping the standard slightly. Paint finish, panel fit all achingly precise. A modern Polo will last for many years.PERFORMANCE The Polo's saved in this area by the new 1.2-litre TSI engine, which offers nippiness while not ruining VW's efforts to bring range-topping frugality. Zero to 62mph takes 9.6 seconds and a 119mph top speed is perfectly respectable. The super-green, naturally aspirated petrol motors really are uninspiring though, and the diesel alternatives don't suit this city car well.ROOMINESS Excellent cabin space, particularly in the rear, although headroom is a little tight for anyone over six foot. Luggage capacity is enhanced by a removable boot floor that deepens the load bay. STEREO / SAT NAV Both are first rate modern systems and the sat-nav is particularly intuitive to use (one of our test cars was German and we could still work it out). But to get sat nav and the good stereo with iPod plug-in and Bluetooth, you'll need to shell out for the higher-end editions of the Polo.RUNNING COSTS Range beating thanks to a line-up of incredibly efficient engines, most of which are capable of 50mpg and have very low emissions. All Polos will be in low insurance groups also the lowest benefit-in-kind company car rate. VALUE FOR MONEY It's expensive compared with rivals, but you are paying for quality. The basic S spec isn't generously equipped - 14inch wheels, basic CD stereo - so you'll probably want to upgrade to the more expensive trims (SE, Mode or SEL) and this quickly adds cost.

VW adds five-seater Kombi to Caddy line-up
For the full story and more news visit http://www.vansa2z.com Launched towards the end of 2010, the all-new Volkswagen Caddy range has expanded to include a five-seater Kombi version of the long-wheelbase Maxi van for a basic price of £14,450 (excl VAT).

Saab 9-3 Vector 1.9 TiDS Steptronic Full Review,Start Up, Engine, and In Depth Tour
The front-wheel-drive 9-3 does not feel state of the art from behind the wheel. It was facelifted in 2007, but as the company points out the 9-3 has a five-star Euro NCAP crash test rating, there really was no need to change its underpinnings. However, although it is comfortable enough, there's no disputing the fact that rivals offer great handling and better body control. Mechanically though, there is a highlight -- the twin-turbo 1.9-litre TTiD. The smaller turbocharger minimises lag and provides great throttle response, while the larger one helps it produce 400Nm and 178bhp. It's smoother than the single-turbo 1.9-litre TiD, but can still get raucous when pushed hard. As with all Saabs, the manual gearshift is rubbery, too. The four-cylinder petrol alternatives are feeling their age now, but the 2.8-litre V6 turbo is an impressive performer. Marketplace The facelifted 9-3 is very much of the nip and tuck variety. The biggest changes came at the front, with a distinctive eyebrow light across the top of the main lamp. Elsewhere, there's a cleaner look, and the new 'ice-white' tail lamps are stylish. Offered in saloon and Sport Wagon estate guises, the Saab offers a less expensive premium alternative to a BMW 3-Series or Audi A3. A line-up of fleet-focused Airflow, Linear SE and Vector Sport models are easy to follow, but while there's a large range of engines, it's the TiD 120 and 150 units that sell most strongly. Owning A new interior in 2006 still didn't raise quality levels to the standards of rivals, and while it did reduce the button-count, some of the switchgear still appears dated. The soft seats offer excellent long-distance comfort though, and ergonomically, the safe Saab is intuitive to use. Furthermore, while rear legroom is not particularly generous, the saloon's boot is decent and the Sport Wagon's cargo area is well thought out. Cleverly, the middle section of the floor can be folded upwards and used to prevent shopping bags from sliding around. Equipment levels also impress, and the 1.9-litre diesel variants prove economical -- more so than the slightly thirsty petrol units. Where the Saab's sub-premium status shows is in retained values, though. They're simply not as good as those of its German competitors. With so many entry-level luxury car choices from Germany, Japan and America, it's easy to overlook the Swedish Saab 9-3. But the truth is, the Saab 9-3 could be a great match for buyers looking for a spacious, safe and comfortable automobile with a proven safety record and a distinctly modern attitude. Today's 9-3 lineup is the latest in Saab's long line of near-luxury cars dating back to the 1970s. Offered in a variety of body styles, with abundant cargo space and frugal yet powerful engines, it has always represented a competitively priced, character-laden alternative to the me-too near-luxury offerings from other manufacturers. Though the unique and practical 9-3 hatchbacks were discontinued after the 2002 model year, the 9-3 family continues to be offered in multiple body styles: a four-door sedan, two-door convertible and four-door wagon, the latter called "SportCombi." All utilize small-displacement, turbocharged engines that extract big power while salvaging respectable fuel economy. Recent examples have been made available with V6s as a step up from one of Saab's traditionally lively four-cylinders. Furthermore, the Saab 9-3 tends to be priced aggressively, at least in sedan and wagon form. Convertible models have always been a bit less of a bargain. Among the Saab 9-3's chief shortcomings are its lower performance thresholds and somewhat cut-rate interior in comparison with German and Japanese competitors. Still, it remains a good bet for near-luxury car shoppers seeking something different in a class of look-alikes.Today's Saab 9-3 is sold in three body styles: sedan, SportCombi wagon and convertible. Sedan and SportCombi models feel spacious, with low floors, upright windows and seating for five, though three in the rear seat can be tight. Legroom in particular is a sore spot. Convertible models have a rear seat for two adults of small-to-average size. Cargo room in all models is generous.

Тест-драйв Volkswagen Caddy
Тест-драйв Volkswagen Caddy Kombi Startline2.0 TDI/Caddy Kasten 1.6 TDI 2012

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