, the strategy targets a market share of more than 50% for full-electric vehicles by 2030.Under the VW
Hot on the heels of the Mk8 Golf GTI, comes its mini-me, the facelifted Mk6 VW Polo GTI (or, the Mk6.5
Highline, USB-C ports, as well as wireless Android Auto and Apple CarPlay connectivity.Also read: 2021 VW
The event will also be run on all VW dealerships social media too.Passat Elegance pictured.Offers during
cars.Though it is not stated in any of Volkswagen’s or Audi’s history books, but the decision for VW
The Mk8 VW Golf retains its crown as the best-selling car not just in Europe - where 312,000 units were
(2020 VW Vento Price and Specs | Gallery)The Volkswagen Vento is a B-segment sedan that competes against
resulting from the coronavirus pandemic will accelerate the move to electrification.Christian Dahlheim, VW
battery with the connectors and the atmosphere.A battery with come corrosion on the terminals is not flat
Why buy a brand new Perodua Myvi when you can get a used VW Jetta for around the same money, or less?
Halim Mu’adzam Shah Bridge (JSAHMS) Seremban-Port Dickson HighwayAlso read: Gov postpones toll rate
Image creditThe eighth-generation of Volkswagens iconic hatchback, the Mk8 VW Golf, makes its official
playing cupid with their “Score a Fling” social media campaign.From now until 29th February, VW
Along with the e-Beetle, VW has also reserved e-Samba along with e-Karmann and the e-Kubel.
That’s a whole new challenge that VW Motorsport found themselves facing.The results are…
Remember the VW Golf GTI Mk8 spyshot we ran a month ago?
The second-generation VW Tiguan is a popular SUV here in Malaysia.
Volkswagen Passenger Cars Malaysia (VPCM) has launched the new VW Arteon in Malaysia at the Volkswagen
Meet the latest all-wheel-drive, electric VW Golf GTI you never thought you wanted. Sorry, wait no.
See, talk about VW and you’ll most probably think of sedans (swoopy or otherwise) and maybe some
theres a high chance that will remain unchanged with this facelift.Malaysians received the pre-facelift VW
rendering of how it could look like.The all-new Japanese coupe is expected to be powered by a 2.4-litre flat-four
achievement of 30,000 downloads and members.Created and managed locally for the Malaysian market, the VW
TiguanVolkswagen Tiguan has been the automakers best-selling model in their line up, and it looks like VW
Your car ownership experience isn’t complete without having at least one flat tyre incident.
needs.Today, we take a deeper look at 2 of the more popular SUVs in the C segment, the Honda CR-V and the VW
Customers are entitled to a low-interest rate from 1.88 percent and a 1-year warranty during this promotional
Coming in second place is the VW ID.3 hatchback (5,735 units sold), while the Renault Zoe caps the podium
of 7 seats, competing against the likes of the Honda CR-V and Mazda CX-5.Trade in Users Car Form2020 VW
The follows are our VW Tiguan Allspace review.2020 VW Tiguan Allspace Price2020 VW Tiguan Allspace is
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It’s the late ’60s and Volkswagen has introduced the first-generation Bosch electronic fuel injection in the type 3 (fastback & squareback) models. As the newbie in the shop I get to be the fuel injection & electrical problems guy, as the older mechanics wouldn’t touch that weird new stuff. I found it delightfully challenging, plus I was paid by the hour, not flat rate. We get a squareback in that runs lousy on dry concrete roads. Hiccups, shudders, hesitates, misses. Runs fine on asphalt or on wet concrete. It’s been to three other VW dealers already. No fixes. I ran thru the usual diagnostics and Bosch’s sophisticated (for the late ‘60s) electronic tester says everything’s just fine. But take it out on the concrete freeway and it runs awful. The brain box for the fuel injection lived up in the left rear, right above the wheel well. After several hours of increasingly desperate testing and searching I noticed the left rear tire had a nail in it. I rotated that steel-belted tire (another new innovation in the late ‘60s) to the front, and the vehicle ran perfectly. Ha! So on a dry concrete road that nail hitting the road was creating some electrical energy, which the steel belts were broadcasting and messing with the Bosch brain box. Something the Bosch engineers had never considered. Bosch immediately added electronic shielding to their brain boxes, and now they’re everywhere.
In the early 1980s you could buy VW Beetle Type 1600cc dual port engine long blocks for under $400, and could in your driveway with a floor jack and hand tools swap the relevant external parts of your old engine onto the new in under three hours - under two if you’d done it before. In the shop there were typically other fees - you’d get flat rated for probably four hours, which at that point probably looked like $120. You’d be charged for oil, new spark plugs, new points/rotor/cap, maybe new spark plug wires. You’d almost certainly be up-sold a “Bosch Blue” coil for $20. All in, you’d be looking at between $650 and $700, the upper end would likely include a clutch replacement under the theory of “while you’re in there”
Yes, I have had my share of encounters with very incompetent or malicious or dishonest mechanics. Some were all three. For background, I worked as a mechanic for 25 years. First in independent shops, then for dealerships and finally at a large municipality. My list of job titles includes mechanic, service advisor, shop foreman, and service manager. The worst mechanics I encountered were working at VW dealerships (this was back during the 1960s and 1970s, I claim no knowledge after 1990 when I retired from working on cars and went on to become a computer programmer) I have seen unneeded work sold to the customer, needed work ignored (because it was difficult and didn’t pay enough flat rate time), work charged for and not done, work done with major shortcuts that diminished the quality of the end product, I have seen mechanics who couldn’t troubleshoot problems, mechanics that absolutely could not learn the procedures of testing even a simple electrical charging system, and mechanics who consistently repaired the wrong thing multiple times until they hit on the right repair by serendipity. We had a name for bad mechanics. We called them “butchers.” I place most of the blame on the system under which we were working: flat rate. Under the flat rate system the mechanic gets paid not by the hours he/she spends fixing the car but by how many hours the job is supposed to take. So, if a carburetor overhaul is supposed to take 3 hours and the mechanic completes it in 2 hours he just made a premium of 50 percent on his hourly rate. If, on the other hand, the mechanic takes 4 hours to fix the carburetor then the mechanic will suffer a deficiency in his hourly rate. So, a mechanic trying to beat a flat rate is likely to do a subpar job if that means that he will beat the rate. As long as the customer doesn’t notice and the repair passes the warranty time he’s golden. In addition, a dealer mechanic has to perform warranty repairs that are paid by the manufacturer. Well, you know that 3-hour carburetor overhaul job? The manufacturer only pays 1 1/2 hour to do the repair. Now the mechanic is either losing money or doing more shortcuts to beat the time. Most of the time the mechanic takes the loss and counts on the customer paid jobs to make up the difference. In that way, the customer subsidizes the manufacturer. A car dealer that provides a hoist to a mechanic who is working basically as a contractor expects that hoist to return a given amount of money per day/week/month. If a mechanic doesn’t produce enough (sometimes by selling unneeded work) there are plenty of others that can be hired. It’s a rotten system and the worst part of it is born by the customer.
I cannot speak to VW in particular but most dealers pay technicians Flat Rate Hour, also called Flag Hour. The way this works is that each tech has an hourly rate based on the work they do and their experience. Let’s say our tech makes $25 per flag hour. Every job has a time that it should take to perform. This is called book time. The tech will get paid flat rate X book time. Let’s say a water pump pays 2 hours to replace. In this example the tech will be paid $25 X 2 = $50. The tech is paid $50 for the job regardless of how long it takes. A good tech can usually beat book time. This is especially true if they are experienced and have invested in specialized tools that enable them to work faster.
In 1979, I overhauled the differential of an automatic VW 411. It was a big job even though we had figured out how to sneak the differential out of the car without removing the engine. After the job was completed (total time spent was around 8 hours, I took the car out for a test drive. About 6 miles down the road the car rear wheels locked up and a terrible crunching noise was heard. I immediately realized that I had forgotten to put oil in the differential. When I returned to the shop and removed the differential again, I saw that the entire unit was wrecked. The heat and pressure had even cracked the differential housing. Altogether the repair would have cost about USD $1000. I was working on commission (flat rate). My boss agreed that we would split the cost of the repair and that I would cover the labor cost and the dealer would furnish the parts. The customer was informed of the screwup, he was issued a loaner car and not inconvenienced. I wish I could relate that this was my only screwup but sometime later, my father who also worked at the dealership and I did a quickie 3000 mile maintenance on a 1959 VW bug and we both forgot to put oil in the engine. Road tested and oh shit, the engine locked up just as I was rolling into the shop. Why didn’t I see the oil pressure light? Turns out the lightbulb had burned out. No excuses, it was my screwup. I have a few more for the 25 years that I worked as a mechanic. The majority of them I can blame on always being in a hurry trying to make money working on commission.
What is something that almost nobody knows about the Porsche 911? I’ve been driving 911s for almost 50 years, and I have spent more time driving them than all other types of cars combined. My current daily driver: is a 1973.5 911T to which I have made a number of bolt-on modifications which make it suitable for daily use in 2019 in southern California. We also have a newer 911, which my wife uses. That car (a 993) is much more refined, but I find this ‘73 to be the most enjoyable to drive. It has a light, nimble and responsive feeling that the newer and heavier 911s can’t quite match. The 1973 911S: was the highest performance version of the 911 sold in the US that year. 911s are produced in relatively small numbers when compared to cars such as Fords and Mercedes-Benzs, so few people have had the opportunity to become familiar with them. Since little about the 911 is conventional, there is much about it that most people don’t know about. I would venture to say that the 1973 911S defined, in many ways, the state of the art in the early 1970s for high performance automobiles. It has an air-cooled overhead camshaft engine with light-alloy (magnesium) crankcase and transmission case, cast iron cylinder sleeves with light alloy jackets, hemispheric combustion chambers, dry sump engine lubrication and capacitive discharge ignition, generating 77 HP net per liter (1.26 HP per cubic inch), quite an achievement for a street-legal car in the early 1970s. Even the cooling fan was made from magnesium. The car, which weighs less than 2400 pounds, has a fully independent suspension and runs on forged aluminum wheels, light and very strong, held in place by aluminum lug nuts. One may quibble about some of the design choices, such as the rear engine placement, as critics have been doing for decades, but the level of technology in the car was unexcelled by any of its competitors. To cite a couple of comparisons as examples, Ferrari was still using carburetors and the Maserati Ghibli and Alfa Spyder had live rear axles. The air-cooled engine used in 911s through 1998 might also reasonably be described as oil-cooled, since a substantial amount of heat is removed from thermostatically-controlled oil coolers through which the oil is pumped. This is true of other air-cooled engines as well, such as the VW flat four and the air-cooled piston engines used in aircraft. In fact, the air cooled engine used in 911s until 1999 is built more like an aircraft engine than a typical automobile engine, with two crankcase halves split vertically. In the 1980s Porsche developed a version of the engine specifically for use in small aircraft and it was certified by the FAA for aviation use. It was available installed in the Mooney airframe. Wards Auto, an American organization that has covered the automotive industry for over 80 years, has included the Porsche air-cooled flat-6 on its list of the ten best engines of the 20th century, along with such icons as the VW air-cooled Beetle engine, the 1932 Ford flat-head V8 and the 1968 BMW straight-six cylinder engine. No other engines from exotic or sports car manufacturers were on the list. The original 2 liter 130 HP flat-six engine has shown a seemingly endless capacity for development, and by the end of its production in 1998, street-legal versions were built with displacements up to 3.6 liters and power ratings as high as 425 HP. The 911 is arguably the most versatile and successful sports car in history. It and dedicated competition cars derived from it have consistently accumulated trophies in a wide range of competition, from road rallies and track racing to cross-country races such as the Paris-Dakar competion. A car derived from the 1973 911S (the Carrera RSR) was the overall winner at the 24 hours of Daytona in 1973, beating Ferraris, Lolas and Corvettes. It won not because it was faster than some of those cars but because it didn’t break, and the reliability of Porsches has been the key to many victories. In the Car of the Century survey to determine the most influential car of the 20th century, the Porsche 911 placed fifth on the list (the Ford Model T was first). No other exotic or sports car appeared on the final list of five cars. Routine maintenance is not difficult for the properly equipped and motivated owner, but in a number of ways it is unlike that for conventional cars. Oil capacity may be as much as 13 or 14 quarts, so when changing oil be prepared for lots of oil, which will come out in torrents. One must drain not only the crankcase, but a separate oil tank. The oil filter is located on the right sidewall of the engine compartment, not on the engine itself. The owner’s manual provides detailed instructions about performing maintenance tasks such as valve adjustments and in places almost reads like a shop manual. The 911′s 40/60 front/rear weight distribution differs greatly from the conventional ideal of 50/50. However, any such choice, including this conventional ideal, is a compromise. The 911′s weight distribution is ideal for both acceleration and braking. The weight distribution gives it somewhat unusual handling characteristics, and, although these can bite the uninitiated, they can be used to great advantage by a skilled driver. The original factory air conditioning was known for not being very effective. However, it can be modified to work well. My 911T’s air conditioning keeps the car comfortable even when outside temperatures exceed 110 degrees F. 421_911_surprises 04-03-2019 Addendum One might think from my answer that technical innovation was limited to the early 911s. That is not the case. In 1974 Porsche introduced the 911 Turbo, which became the fastest street car available at the time. Although a few previous cars had turbochargers, none captured the imagination the way the 911 Turbo did. This fascination led to marketing people using the Turbo designation for everything from gas barbecue grills to tax preparation software. In 1986 Porsche introduced the 911-based 959, the world’s first supercar: When introduced it was the most sophisticated street-legal sports car ever built, and was described by reviewers as being ten to twenty years ahead of its time. It had computer-controlled four-wheel drive, a 2.8 liter flat six with sequential turbochargers and water-cooled heads generating 444 HP and an aluminum/composite body. These were not originally sold in the United States but can now legally be imported. In 1986 three 959s were entered in the Paris-Dakar rally. Two of the cars finished first and second overall. The third car, driven by the support mechanics, finished sixth. These cars were sold at a significant loss by Porsche, but generated so much consulting business that Porsche eventually made a significant profit as a result of the program. Porsche switched to liquid cooled flat sixes for the 1999 model year 911s. The current 911 remains one of the most sophisticated sports cars available from any manufacturer. Although all of the descendants of the original 911 are generally referred to as 911s, specific series of cars also have their own internal factory designation numbers which are often used by knowledgeable people to refer to them. The 911 Turbo is often referred to as the 930. The series of 911s made from 1989 through 1994 are 964s and the last version of the air-cooled 911 is called the 993. The first liquid-cooled 911, made from 1997 through 2006 is designated as the 996 and was followed by the 997, from 2004 through 2012, and subsequently by the 991. The 992 will debut later in 2019. 04-07-2019
I don’t know if typical fits all mechanics, my experience was in flat rate shops. In a flat rate shop, you have the hourly rate you’re paid, and each repair has a specified time you’re allowed to complete it. No matter how much time the repair takes you, you get paid the flat rate at your hourly rate. Beat the time, you’re ahead, go over the time, you’re losing money. Make a mistake, and you fix a “comeback” for free. As you might suspect, a transmission or motor repair takes longer than a front end alignment, brake job, or tune up. And if it’s a big job, a complete overhaul, it can take more than a day, and there’s more chance of a mistake if you hurry. Most mechanics don’t know, or want to know, how to repair a motor or transmission. They’re hard to make money on. Some who know how will claim they don’t. There’s easier money to be made, and human nature is what it is. I volunteered for my first one after about three years in the business, and it just clicked. I had a knack for it and actually enjoyed it. I worked at mostly VW dealers, and while they had quite a few different motors and transmissions, they had excellent training. So for years I had job security, unit repair people are hard to find, and harder to keep. I did it from 1966 to 1992, until I realized it was getting me nowhere, rebuilding motors and transmissions for ten bucks an hour. I saw a newspaper ad that the Post Office was hiring, so I took the test, got hired, and retired in 2012. And did an easier job for twice the money. And that’s why a typical mechanic, even if he knows how, doesn’t want to rebuild transmissions. Or motors.
That depends on the crime and the jurisdiction. A third DUI? You might find someone who will handle it competently for a flat rate. If you’re one of the VW executives who just got indicted for falsifying emissions tests? It's time to sell that second home in Aspen.
Because the ca. 1968–9 VW Beetle with auto stick was unpopular, and a poor seller. In case you don’t know, it was a real Frankencar designed for someone who wanted a stick, but didn’t know how to drive one. It had the standard four speed gearbox of a beetle with 1st gear removed, a torque converter instead of a clutch, and a two piece shifter with a set of contact points in the shaft held apart by a spring such that the slightest push or pull would rock the shaft enough to trigger the points and activate a vacuum operated manual clutch between the flywheel and torque converter. Yeah, Rube Goldberg all the way. It worked like this. First, no Park position on the transmission. Parking brake only. So, you start the car in neutral, let the parking brake down, step on the brake, and shift into low, which is actually 2nd gear of the manual transmission. As soon as the shifter was pulled back to the regular 2nd gear position, the contact points in the stick energized the clutch vacuum can, which was bolted to the transmission, worked off motor vacuum, looking like a repurposed brake booster, that pulled an arm to disengage the clutch, breaking the connection from flywheel to trans. As soon as the driver released the stick, the clutch would reengage, but the motor didn’t stall because of the torque converter and its fluid drive. You step on the gas and move out smartly due to the torque converter’s torque multiplication. When finished with 2nd gear, release the throttle, and shift to 3rd gear as with any car, with the points operating the clutch, and step on the gas to accelerate. In town, the shifter could be left in 3rd down to a complete stop, and driven away still in 3rd without stalling when stopped or having much of an acceleration penalty due to the torque converter. 4th gear could, if one wished, be engaged first thing in the morning and the gearshift left alone all day. It made for slow acceleration, but it was gas and go all day long if desired. Reverse took some finesse, as it was still the same non synchromesh straight cut gear, and if the input shaft was not given a moment to stop, could grind somewhat. Now, something for the mechanics reading this. In the shop I was in at that time worked Kurt, a German by birth, who did all the motor and transmission work, because Germans of course were superior to Americans, as were their cars. The VW factory, to cut costs, for this transmission only, did away with the gears being splined onto their shafts, going to a simple press fit, as the torque converter would soften the shifts enough to cushion the gear train. One day, a car with an auto stick came in the shop for jumping out of second gear. Kurt immediately, without even looking, diagnosed a 2nd gear with worn dog (engagement) teeth. A good call for a VW. He pulled the trans, changed the gears, and drove it outside. The shop foreman took it for a ride, and came back unhappy. It was still jumping out of gear. You could step on the gas, the car would start going, and whizzz, the motor would race, and the trans slam back into gear. Kurt couldn’t find another problem, so another gearset went in. Back together and road test, and whizzz bang! Same problem. He had that trans out and apart I don’t know how many more times, and we were a flat rate shop, Kurt stopped being paid after the first time. After the third day, an instructor from VW was called in to look. They found the problem, and called in the owners to ask how the problem started. It started after their teenage son had driven the car one week, and the story came out. The kid was typical, and felt burnouts were really cool. He tried a few times, and finally figured out how to burn rubber with an auto stick. You put in 2nd gear, hold the shifter, floor it, and when the motor won’t go any faster, let go of the stick, effectively dumping the clutch. Remember the deletion of the splines on the gears, and the press fit just for this gearbox? The big bang through the gear would break the press fit, and let the gear spin on the shaft, until it got hot enough to friction weld the gear and shaft together. That’s a weak connection, and a little throttle would let them spin and weld, over and over, with no sign of what was going on because it couldn’t be seen. VW of America picked up the tab, and the car got fixed, Kurt got paid, and the parents of the kid promised he would never be allowed to drive the car again. I don’t know if the kid got grounded, he sure deserved it, or what happened to the factory bean counter who decided to nix the splined gears, but it shows what happens when a money guy makes an engineering decision.
That would be: a 13-16 square metre apartment at average price in Berlin (and yes, that is impractically small) a new VW Passat plus around 20.000 change A Mercedes SLK 350 of middling configuration Very roughly 5 years average net income on social security 2.8 times gross yearly income for a 40h/week job at minimum wage (net income might typically be 2/3 of that, but it might not - at that level, it's complicated) Roughly 20 times my savings at this point. No, I haven't been able to save much for a ,long ,time. The capital to start a small pub, restaurant, store or something like that in Berlin - if you're feeling ,very ,lucky, indeed. Roughly eight to ten years' worth of a DB (our main nationwide railroad operator) 'flat rate' net pass Roughly a lifetime's worth of Berlin public transportation yearly tickets at the current rate (68.whatever years, to be a bit more precise)