vw voyage 1.6 highline 2014

Prueba: Volkswagen Voyage 1.6 Highline

Por Christian Kleinberg

Si bien no es una novedad, nos quedaba en el tintero probar la versión más completa de la gama luego del último restyling. Con un equipamiento enriquecido y la nobleza de siempre, enterate lo que ofrece y lo que debe el sedán de cuatro puertas más pequeño de Volkswagen en nuestro país. Con fotos de Martín Lübel.

Cuando Volkswagen reveló en Brasil la quinta generación de su campeón de ventas, el Gol (Trend) a mediados del 2008, la versión de tres volúmenes no tardó en aparecer para acompañar la propuesta. Hacia Septiembre de 2008, se mostraba por primera vez el Voyage, denominación ya utilizada en el pasado por VW Brasil para otro derivado del Gol, modelo que en Argentina conocimos como Gacel, que derivaba del primer Gol.

Pero, en el caso del mercado argentino, curiosamente recibimos primero el modelo siguiente, para muchos años después recibir el modelo gestador, el Gol.

Probamos el Voyage en su única motorización disponible, el 1.6 naftero denominado comercialmente «VHT», en la versión más completa, la Highline. Con 4.23 metros de largo, cuando salió al mercado, el Voyage era un buen sedán familiar del segmento pequeño con gran baúl y medidas generosas. En estos ultimos años, llegaron al mercado competidores de franja de mayor tamaño, dejando al Voyage como una variante más compacta -si se puede decir así- en su segmento.

Esto no invalida en absoluto las cualidades del pequeño VW, pero es importante notar cómo el mercado ha ido mutando su oferta y cómo posiblemente al Voyage se lo note más antiguo que a otros competidores. Entre otras cosas, por la relación precio/habitabilidad, tan valiosa en este segmento de autos.

Pero, lo que no tiene de tamaño o en accesorios el Voyage Highline, lo tiene en aplomo con su conjunto mecánico. Pese a ser una propuesta conservadora, como lo es todo este segmento regional, el Voyage sigue siendo común escuchar que la gente dice que «los autos de VW son todos iguales…”. Y que confundan al venir un Gol Trend, con un Fox o una Surán. Creo que la marca ha sabido capitalizar muy bien esta neutralidad en el aspecto, pudiendo así abarcar a un público más amplio, verdadero objetivo de estos modelos masivos.

La parte trasera del Voyage logró una vista que parece de mayor ancho general, gracias a un desarrollo extra de los faros posteriores, que crecieron visualmente hasta “adentro” de la tapa del baúl. Como complemento, un sutil deflector sobre el canto de la tapa del baúl el otorga un poco mas de carácter a esta versión.

El lateral, como en todos los casos de restylings de media vida de autos regionales, no sufrió cambios mayores, a excepción del modelo de llantas de aleación de 15 pulgadas. Algunas viras cromadas aplicadas en distintas partes de la carrocería resaltan que se trata de la versión más full del modelo.

Puertas adentro, el cambio también es sutil, aunque con aciertos. La tapicería, ahora con tela moldeada y con insertos centrales en gris casi metalizado, aportan un poco mas de luminosidad a un interior bastante sobrio, que peca en exceso de conservador. Lo entendemos en grandes berlinas de 60.000 dólares, pero nos parece un poco triste en un auto de estas características y en la parte más baja del mercado. Un poco de color, o mas contrastes, sin exceso, vendrían muy bien.

Incluso sería muy bueno para cortar el efecto de tanto plástico gris, que si bien tiene buena fabricación y no mostró defectos de encastres ni ruidos, tira un poco abajo la calidad de ensamblado del modelo, que es una de las mejores de su franja Mercosur. Tal vez hasta sea una cuestión de la densidad del grano que simulan los plásticos. Entre las novedades de la versión, hay nuevas toberas de ventilación, un nuevo frente de consola central en plástico negro brillante y que integra al equipo de audio, haciéndolo un poco menos “robable” al no ser tan universal. También hay cambios en el cluster de relojes, que ahora incluye una computadora central más completa, pero con caracteres demasiado pequeños.

No se entiende porqué Volkswagen hizo una vuelta atrás hacia la iluminación del display central en rojo, cuando en los modelos previos ya se incorporaba el tono blanco de iluminación, como tienen todos los otros modelos de la marca. También se cambiaron las palancas que comandan las luces de giro y los limpiaparabrisas detrás del volante. Ahora, separa la llave central de luces sobre la plancha, a la izquierda del conductor, como es costumbre en los autos de Volkswagen. Mucho más cómodo.

Completan el volante multifunción, y nuevos comandos de climatización, que sigue siendo únicamente manual. También se perdieron los pestillos de las trabas en cada puerta. Sin dudas, una antigüedad, pero de incontrastable practicidad, tanto visual como de uso.

Uno de los puntos en los cuales se nota que el tiempo ha pasado desde la concepción del Gol Trend y Voyage es que no hay lugar en la plancha para grandes pantallas multifuncionales, ni previsión para incorporarlas. Queda en deuda el navegador con GPS, la navegación intuitiva por las carpetas con música de un pendrive, o de nuestros contactos telefónicos, un indicador gráfico del sensor de estacionamiento (que no trae).

Imperdonable las teclitas pequeñas del estéreo, que junto a un display diminuto se ganarán el odio de los que ya necesitan anteojos…

Nos ponemos al mando del Voyage Highline y encontramos en esta versión que trae de serie columna de dirección regulable en altura y profundidad. También la butaca del conductor puede subir y bajar, algo siempre bienvenido para lograr la mejor posición de manejo posible. Si nos pusiéramos muy puntillosos, podríamos pedir un pequeño apoyabrazos central para el conductor. Y que su butaca baje 2 centímetros más y tendríamos sin dudas la mejor posición de manejo de su franja, sin dudas.

El Volkswagen Voyage 1.6 Highline puede parece austero en accesorios o aburrido en diseño, pero tiene un excelente desarrollo a nivel habitabilidad. Y, sin ser el más grande, se nota que está muy estudiado, ya que hay pocas interferencias. Las butacas delanteras, sin ofrecer un gran agarre lateral, tienen un buen diseño y son muy cómodas, incluso para viajes largos.

Las plazas traseras son cómodas, pero se ven justas si empezamos a mirar otros sedanes del segmento, más nuevos, que han sabido captar la necesidad de los mercados emergentes de autos familiares grandes pero a bajo precio. Sin embargo, para quien necesite que viajen 4 personas adultas solamente, no tendrá inconvenientes con las plazas traseras laterales del Voyage.

La plaza central, es conflictiva por varios factores: primero, porque existe un innecesario túnel central en el piso que no permite a quien viaje en el medio poder ubicar bien sus pies. Es increíble que aún hoy las marcas no hayan adoptado el piso trasero plano, sobretodo considerando que jamas dotarán a estos autos de tracción integral u otras soluciones mecánicas que justifiquen dicho túnel.

Por otra parte, parece que el quinto pasajero, el central trasero, no tiene derecho en el Mercosur, ni a un cinturón de seguridad inercial de 3 puntos, ni a un apoyacabezas propio. Punto a corregir, urgente. Siempre vamos a insistir con esto: si vos formás parte de una familia de 5 personas, ¿a quién mandas atrás al medio?

Motor y caja

Arrancamos el motor y salimos. En ciudad, el Voyage 1.6 es todo suavidad y agilidad. El motor desarrolla 101 cv y tiene un torque máximo de 143Nm a las 2.500 vueltas. En baja, está bien aislado y es sumamente placentero de manejar en el transito urbano. Es muy ágil, y con un seteo de suspensiones bastante equilibrado que hace que pueda resolver bien nuestras destartaladas calles. A la vez, soportar más decorosamente que otros competidores alguna curva veloz, aunque sin exagerar, puesto que siempre estamos con un vehículo familiar sin ningún aspiración deportiva.

A algunas personas con voluntad más paseandera, y sumando las llantas de 15, el Voyage Highline les podría llegar a parecer un poco áspero en pisos disparejos. Pero preferimos eso y no que ante una maniobra de emergencia el auto se escore como un velero! La caja y la dirección se llevan gran parte de los halagos en la conducción urbana, con movimientos suaves, pero precisos. El pomo de cambios también es nuevo y sigue el estilo de otros modelos comos el Vento o el Passat.

La caja de velocidades, fabricada en la provincia de Córdoba y común a los modelos Gol Trend, Voyage, Fox y Surán, es una delicia para pasar cambios. Tiene recorridos justos y marchas precisas y sin dudas me atrevo a decir que es la más agradable entre las de todos sus competidores Mercosur. Sería realmente muy acertado si la marca decidiera desarrollar esta misma caja «MQ» con seis relaciones.

Como curiosidad, marcamos la diferencia de aislaciones dentro del habitáculo del Voyage, ya que parecería que todo el esfuerzo está en limitar la entrada del ruido motor al habitáculo. Pero la parte trasera no está tan bien aislada y pudimos escuchar, en más de una oportunidad, el ruido de la nafta dentro del tanque.

En ruta, y hasta los 130 km/h el andar del Volkswagen Voyage 1.6 Highline es correcto. Y a esa velocidad llega a un limite que demuestran que es un auto desarrollado más bien para el uso urbano que para viajar. Así, aunque sepamos que en países como el nuestro o Brasil son autos familiares multiuso y sí se usarán para hacer grandes viajes.

A 130 km/h, el motor gira a un régimen elevado, prácticamente 3.600 rpm. Esto redunda en dos molestias: la primera y más evidente, es el consumo. Si bien la caja está bien relacionada, la quinta queda corta y el auto pide a gritos una sexta marcha para poder equiparar lo que son los consumos hoy en día en el resto del mundo para un motor de 1.6 litros de cilindrada.

Aquí es donde vemos la contracara del motor confiable, archi-probado y de fórmula simple, que aun arrastra performances de otras épocas. A 130 km/h el Voyage nos dio un consumo promedio de 8.8  litros cada 100km/h. Sumarle pasajeros y equipaje y seguramente rondaremos los 10 litros en un típico viaje familiar de vacaciones. En ciudad, consume aproximadamente 7.5 litros cada 100 km.

El segundo aspecto: que el motor gire a tantas vueltas a alta velocidad es que el ruido, que en ciudad es bajo, se torna bastante elevado y al cabo de unas horas de viaje, molesta. Los frenos del Voyage están dimensionados para un uso citadino, y no le vendrían mal unos discos traseros para completar el poder frenante. Gracias a la incorporación del ABS de serie en todas las versiones, las distancias de frenado se ven sutilmente mejoradas, aunque sin sorprender.

Y ya que mencionamos al ABS, hablemos de seguridad. El Voyage tiene unas de cal y otras de arena en este aspecto. Por un lado, decíamos, faltan los sistemas de retención apropiados para el pasajero central trasero. Pero por otro, el Voyage suma doble airbag frontal, guiños laterales (en los espejos retrovisores, pero solo en versión Highline), y faros antiniebla delanteros y trasero, siendo este último una incorporación que aplaudimos.

Quedan en el “debe), ítems como los ganchos ISOfix en las plazas traseras, airbags delanteros laterales (aunque sean opcionales a costo extra), como ofrecen ya algunos competidores regionales. Y, porqué no, la inclusión del ESP de serie, el sistema de Control de Estabilidad que tantos accidentes puede ayudar a prevenir.

El baúl del Voyage es muy grande. Son 480 litros de capacidad que pueden ampliarse aún más, rebatiendo los respaldos traseros en mitades asimétricas. La rueda de auxilio, accesible desde adentro del baúl como preferimos, es de 15 pulgadas de diámetro y con neumático en 195/55, como el resto de las ruedas, aunque montada en llanta de chapa negra. No será la solución más estética, pero por lo menos nos permitiría seguir nuestro viaje sin alteraciones si pinchamos una goma en un lugar remoto. 

Tirón de orejas para la terminación del interior del baúl, con todavía mucha chapa a la vista, bisagras intrusivas que se llevan gran volumen de carga en su recorrido. Y sin manijas para accionar la tapa del baúl, ni del lado de adentro, ni de afuera.

¿Para quién es este Volkswagen Voyage 1.6 Highline? Para todo aquel que requiera del espacio extra de baúl que otorga el Voyage por sobre el Gol Trend.Y que busque un auto simple, rendidor, bien armado y con una buena fama ya ganada en el mercado. Se trata de un auto que, si bien no ofrece muchos de los “chiches tecnológicos” que de hoy en la competencia, recompensará a su dueño con nobleza y durabilidad. También en costos de mantenimiento contenidos y una valor de reventa siempre positivo.

El precio de la versión probada, al momento de publicarse esta nota, es de 165.790 Pesos . Su garantía, desde hace un tiempo, fue extendida hasta los 3 años o 100.000 kilómetros, lo que suceda primero.

Qué nos encantó del Volkswagen Voyage 1.6 Highline:

• Conjunto mecánico probado y rendidor
• Agilidad en tránsito urbano
• Caja de cambios de muy buen tacto
• Posición de manejo
• Baúl muy amplio

Qué no le perdonamos al Volkswagen Voyage 1.6 Highline:

• Algunos faltantes de seguridad básicos
• Plásticos rígidos atentan contra la percepción de calidad
• Rumorosidad a alta velocidad
• Falta un equipo multimedia moderno
• Sin sensores de estacionamiento

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Periodista y Arquitecto, escribo en Motorweb Argentina desde el 2009, año en que cree este sitio. Me fascinan los autos y todas sus derivaciones con 2, 4 o 6 ruedas. Soy de Buenos Aires, pero tambien viví en otros lugares del planeta. Entusiasta de los viajes, de los autitos en escala, de los clásicos y del buen diseño.

Entrada relacionada

Prueba nissan x-trail e-power, prueba: honda xr 190 l, prueba: honda zr-v touring, 6 comentarios en «prueba: volkswagen voyage 1.6 highline».

La pregunta es si se vuela como el City?

Tiene el mismo motor que la mayoria de los autos de esa categoria volkswagen 1.6 inyeccion

el City tiene i-vtec obviamente va a volar siendo que tiene sistema de apertura de valvulas variable.

165mil? que locura.

No, los competidores tienen 16v

JAJAJA UNA GARCHA 165 MIL DIOS EN Q MUNDO ESTAMOS

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PREÇO REFERÊNCIA KBB

Atual (2024): R$ 40.863,00

CONSUMO (Km/l) Cidade Estrada Álcool Cidade 7,30 Estrada 9,40 Gasolina Cidade 10,70 Estrada 13,70

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Article content

When the age of the minivan waned with the dawn of the SUV, it seemed the utility of the station wagon was lost to the lore of ancient automotive history. Wagons had been part of the North American marketplace since the 1940s, with their golden age spanning the decades until the energy crisis of the mid-70s.

These land yachts could carry mom, dad and a half-dozen kids plus the family dog on nostalgic holidays with luggage strapped to the roof rack. Sailing along the Interstate with a floaty suspension, enormous V-8 motor and rear-facing third row seats (the way, way back), queasy kids could make faces at the following traffic. Alas, the good ship Vista Cruiser was doomed by changing demographics and gas prices.

Road test: 2014 Volkswagen Golf TDI Wagon Back to video

The post-fuel crunch market was quickly dominated by Chrysler’s “modern” front wheel-drive mini-vans, and the competition soon copied the trend. But as family-life evolved, the marketing machine promoted “active lifestyles” and the 4X4 SUV, which then begat the CUV.

Somewhere along this evolution of marketing we lost a very useful and loyal friend — the station wagon. Thankfully, Volkswagen and a couple of other manufacturers have kept wagons from total extinction. So do yourself a favour, and before you sign on the dotted line for an SUV, take a drive in a wagon.

After the Passat version departed in 2010, Volkswagen offers only one wagon today based on the latest generation of their well-engineered Golf hatchback.

The Golf Wagon is powered by one of two engine choices, a gasoline-fuelled 2.5-litre inline 4-cylinder, or a 2.0-litre TDI diesel as in our test vehicle. The days of shuddering tractor motors and smelly exhaust are long gone, but there are subtle hints as to which engine you’ve hitched your wagon to. The diesel is rated at whopping 30 horsepower less than its gas-burning counterpart . . . but fret not, the torque is an impressive 236 lb.-ft. @ 1,750-2,500 rpm vs. 177 @ 4,250 rpm. What does this mean when driving?

It means you have a stronger sense of power from a standing start, when the engine is revving slower. The fewer horses are not really missed because torque is what gets you moving.

The styling of the Golf Wagon is Volkswagen’s “corporate conservative” motif. There’s nothing odd to offend anyone’s sense of aesthetics, but, likewise, there’s nothing to inspire the heart either. From the horizontal bars on the front grill to the LED taillights, it’s all very clean and European without a line out of place. The overall length is longer than the Golf by more than 30 centimetres, lending a leaner look than the hatchback. A pair of roof rails add additional flexibility for cargo, usually in the form of a hard case for skis, and a small spoiler finishes off the roofline.

The cabin interior is also identical for the hatchback and wagon; both are conservative but very functional. The overall interior stylings show a strong influence from the Audi side of the family, which is a good thing. The test car had a black on black motif that was very somber but the optional panoramic sunroof ($1,780) helped brighten the mood.

As a Comfortline model (middle of the line between Trendline and Highline), the steering wheel and shifter knob get wrapped in leather. Instrumentation is also boosted with a multifunction trip computer with display for trip time, trip distance, average speed, average fuel consumption, current fuel consumption and distance to empty.

The front seats are 8-way manually adjustable including adjustable lumbar support and lockable head restraints while the rear passengers get a 60/40 split-folding rear seat with centre armrest and pass-through for longer items.

My week with the Golf Wagon was beset with some severe winter weather and tough driving conditions. At first I was concerned that Volkswagen didn’t offer their 4MOTION drive system on the Wagon, but I managed to get through the snow-clogged streets of Montreal without getting stuck. It was touch-and-go trying to park in the Mile End neighbourhood where snow-clearing the residential streets can take a week after a storm.

The cargo capacity was a pleasant surprise when circumstances required me to fetch a set of “legal” winter tires and rims so I could move my 1982 Chevrolet Malibu station wagon. There was plenty of space in the Golf Wagon for the wheels and a floor jack. Driving the Malibu in the snow revealed the strides that have been made in the past 30 years and some surprising deficiencies in the Volkswagen.

Where the front-wheel drive Volkswagen had superior traction over the old rear-wheel drive Chevy, the Golf had a terrible time keeping its front and rear windows clear of snow, ice and condensation. The front wipers rest in a deep trough that filled with hard packed snow and received no heat from the HVAC system. The wiper blades would quickly ice up and there was no option but to stop and snap them repeatedly against the glass. I thought Germany had similar winters to ours?

One more frustration, and this is not exclusive to Volkswagens, but why do we need hill-hold assist brakes on cars fitted with automatic transmissions? Not only is this redundant, the brakes are held even when on flat or downhill surfaces. To me it feels as if the hand brake was left engaged, and it serves no purpose. The Golf Wagon felt reluctant to let me proceed at a time of my choosing.

For the cost of the Golf Wagon with the TDI’s more expensive engine and Comfortline package, I’d be tempted to cross shop with the Subaru Impreza 5-door, which gets all-wheel drive. The interior quality is down-market from the Volkswagen, for sure, but the mechanical driveline can be appreciated in winter. Alas, the Subaru is not available with diesel power.

Overview: A compact wagon with an useful cargo capacity and good fuel mileage

Pros: Fuel mileage, cargo space, interior quality

Cons: Inefficient visibility from poor wiper design, annoying hill-hold assist, costly diesel fuel.

Value for money: [poor/average/good/excellent/best]

What would I change? Improve the HVAC and wiper system. I’m curious to see the next generation (Jetta) SportWagen in 2015

Type of vehicle Front-wheel drive compact wagon

Power 2.0L TDI, in-line 4-cylinder, direct fuel injection, turbocharged with intercooler

Transmission 6-speed automatic DSG with Tiptronic

Brakes 4-wheel disc with ABS

Tires P205/55R16

Price: base/as tested $25,275/28,075

Destination charge $1,395

Natural Resources Canada fuel economy, L/100 km

7.0 city, 4.9 highway

Standard features Fully galvanized sheet metal, crash-optimized front end, dual steel exhaust pipes, LED turn signals integrated into exterior mirrors, 16-inch alloy wheels ‘Sedona’ with all-season tires, 8-way manually adjustable front seats including manual lumbar support, ‘Climatronic’ 2-zone climate control, digital compass, leather-wrapped shift knob and hand brake lever, back roof rails, leather-wrapped multifunction steering wheel, MDI – Media Device Interface w/ iPod connectivity, leather seating surfaces, multifunction trip computer and indicator, engine block heater, front fog lights, Electronic Stability Control (ESC), Electronic Differential Lock (EDL), Engine Braking Assist (EBA), Anti-Slip Regulation (ASR)

Options Comfortline Package ($1,400)

Panoramic sunroof ($1,780)

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VW Passat 1.4 TSI R-Line (2014) review

• At a glance
• Handling 3 out of 5
• Performance 3 out of 5
• Usability 4 out of 5
• Feelgood factor 3 out of 5
• CAR's Rating 3 out of 5
• Car leasing offers »

By the CAR road-test team

The current iteration of the VW Passat is not long for this world – we’ve spied the new car on test in Spain , and it’ll be upon us in early 2015, after its unveiling at the Paris motor show in October 2014.

Despite the overwhelming majority of current Passat sales being diesel-powered fleet models, VW still offers a range of petrol versions of the current car – and will continue to do so for the lighter future model. Do petrol Passats deserve to be overlooked? We’ve driven the 1.4 TSI in look-at-me R-Line trim to find out.

Does petrol power work in a Passat?

It’s certainly quick enough. With a maximum of 158bhp on tap, and the full 185lb ft available from just 1500rpm, the 1.4-litre Passat hits 62mph in a commendable 8.5sec. In-gear grunt is strong too – the Passat’s 1.6 TDI variant has exactly the same torque output and only 103bhp, and is consequently 3.7sec slower to 62mph. Three-point-seven! If you want to outstrip the green pump-sipper, you’ll need the 2.0 TDI – which costs from £23,460.

The claimed fuel consumption is a far from outlandish 45.6mpg, but with the diesel able to score a real-world average some 10mpg higher (and emitting 30g/km fewer than the 1.4 TSI’s 144g,) it’s the cheaper car to run for both fleet and family buyers. An equivalent-spec 1.6 TDI costs 22,345 – that’s a handy £355 less than our TSI test car.

So, with the relatively negligible price differences and unavoidable economy disadvantages, the petrol is destined to remain a bit-part player. However, the rest of the Passat, even in its old age, is as smart and foolproof as ever.

>> Click here for the VW Passat Estate 2.0 TDI CAR verdict

Isn’t it a bit, well, boring?

This is a Passat with its race overalls on. Or, at least, a branded T-shirt. The R-Line spec smartens up the Passat’s act with a new front bumper and lower chin spoiler, plus a brash R badge on the grille in the style of the Golf R and Scirocco R hot hatches. Except, there’s no hot ‘R’ version of the Passat any more, so it’s not as if you’re aping a 300bhp touring car for the road here…

The car rides on attractive 18in alloy wheels, and completes its ‘grrR-design’ makeover with new side skirts and a new rear bumper too. It keeps the Passat looking fresh – and given how many S-line Audis and M Sport BMW roams the motorways of rep-dom, pushing the R-Line angle of the Passat’s repertoire isn’t a bad idea from VW.

Inside, the Passat is missing the latest flush of lush switchgear from the Mk7 Golf , and that car’s sensual steering wheel, but it’s still a clean, logically designed and solidly constructed cabin that a Martian could descend into as its first encounter with a motor vehicle and still find user-friendly.

>> Click here for CAR’s 2015 VW Passat scoop

And what about the drive?

As we’ve said, the petrol engine pulls gamely and offers a wide band of power to exploit – plus there’s the benefit of less weight over the nose. This Passat weighs 1471kg – 81kg less than the 2.0 turbodiesel, thanks to the engine switch. So, the feedback-free but precise, consistently weighted steering has a less nose-led tendency. Plus, the car doesn’t squat quite so much through compressions in the road surface, where the diesel has to brace itself and catch the sump before it smashes into the ground.

The Passat has never been a car that puts dynamics first – those looking for such a machine need reach no further than the door handle of a BMW 3-series – but the VW returns the favour with sublime motorway cruising manners, even on this car’s spangly rims.

Given that this generation Passat is in fact a heavy facelift of the B6 model first seen in 2005, it’s remarkable it’s still competitive as it soldiers on into 2014.

That said, the delights of the Passat are best sampled with diesel power – the 2.0 TDI simply offers a better power-per-pound ratio, stronger residuals, and superior fuel economy – a triple-header of plus-points that the lighter-on-its-feet 1.4 TSI can’t quite surmount.

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Photo Gallery

Early History

In the December 1812 manifesto, Tsar Alexander declared the cathedral would “…signify Our gratitude to Divine Providence for saving Russia from the doom that overshadowed Her and to preserve the memory of the unheard of efforts, loyalty, and love for our faith and homeland displayed during these difficult days by the Russian people…” While planning for the cathedral began as Napoleon and his army retreated from Russia its completion was decades later.

Under a plan by the architect Vitberg an initial start of the construction of cathedral began on October 12 , 1817 with laying and blessing of the cornerstone. The site chosen was on Sparrow Hills between the Smolensk and Kaluga roads. The site, however, was found to be unstable and not suitable for the planned structure. As alternatives were considered Alexander was succeeded by his brother Nicholas I who had different architectural preferences. Konstantin A. Ton presented a second plan that placed the cathedral on a different site on the bank of the Moscow River that was occupied by the Aleksevevsky Convent and the Church of All Saints. The new plan was approved by Nicholas I on April 10 , 1832.

After moving the convent to Sokolniki, construction of the Cathedral began on September 10 , 1839 with the laying of the cornerstone. Construction of the huge structure continued for forty years. By 1841, the walls of the lower level were completed, followed by the joining of the arch of the main cupola in 1846. Covered by scaffolding, work continued on the exterior facing of the building and a start was made on construction of the metal roofs and lesser cupolas. The main cupola was completed in 1849. In 1860, the scaffolding was removed and the Cathedral was revealed for the first time in all its glory.

Construction continued on details of the structure while areas around the Cathedral, including riverbank terraces and squares, were completed. By 1881 the major construction was finished, including a bronze balustrade and exterior lanterns. Work on the interior frescoes continued for another twenty years. The Cathedral was formally named the Cathedral of Christ the Savior on December 13 , 1880, when the priests and other clergy were also assigned to it for the first time. The Cathedral was consecrated on Ascension Day, May 26 , 1883, the day that Tsar Alexander III was crowned. Chapels , located in the upper gallery, were dedicated to Ss. Nicholas and Alexander Nevsky , on June 12 and July 8 , 1883 respectively.

The design of the cathedral followed that of ancient Russian churches that were built in the Byzantine style. It differed in having a more regular shape and was lighter in form. The cathedral contained a number of altars . The staff of the Cathedral was relatively small; the rector , an assistant rector, three priests, one protodeacon , two deacons , two subdeacons , four readers , two sextons, twelve bell-ringers, one baker (who made prosphora ), and the choir. Among the leaders of the choir were the famous composers A. A. Arkhangelsky and P. G. Chesnokov.

In the following years services were held regularly. Among the important events marked in the Cathedral were the 500th anniversary of the death of St. Sergius of Radonezh , the 100th anniversary of the war of 1812, the 300th anniversary of the Romanov dynasty, and consecration of memorials to Tsar Alexander III and Nicholas Gogol. The opening session of the council of 1917-1918 , that reinstated the patriarchate in the Russian Church, was held in the Cathedral. The Cathedral became the center for education and enlightenment.

After the assumption of governmental power by the Bolsheviks, the Cathedral was eventually closed. The site that it was on, as well as for ideological reasons, became an important factor in Bolshevik urban planning. Their plans entailed construction of a grandiose Palace of Soviets on the site topped with a statue of Vladimir Illich Ulyanov (Lenin) as a symbol of socialist victory and the leader of world proletariat. On December 5 , 1931 destruction of the Cathedral began under direction of Joseph Vissarionovich Djugashvili (Stalin) . It was a year before the site was cleared.

The construction of the palace was hampered from the start by lack of funds, problems with the foundation soil, flooding from the nearby Moscow River, and then World War II. The hugh hole blighted the area for years until Nikita Khrushchev had the site converted into a hugh swimming pool during the 1950s.

Recent history

The political thaw of the late 1980s brought on by a period of perestroika and the fall of the Soviet Union created an opening in which the Holy Synod of the Church of Russia , led by Patriarch Alexei II , requested the government of Russia and the City of Moscow for restoration of the destroyed Cathedral. Having been given approval in February 1990, the construction of the restored Cathedral began under Aleksey Denisov replicating the original design. Ordinary citizens contributed greatly to the construction fund that was started in 1994. After construction of the restored cathedral was well under way Denisov replaced by Zurab Tsereteli who made some controversial changes to the original design.

In 1996, the lower part of the building was completed and, in 1996, the church within it was consecrated to the Transfiguration of Our Lord. The completed Cathedral of Christ the Savior was consecrated on August 19 , 2000. Monumental statues of the Tsars Alexander II and Nicholas II were placed near the Cathedral and several chapels were built on the cathedral square.

On May 17 , 2007, in the assembly hall also located in the Cathedral, the ‘‘Act of Canonical Communion between the Moscow Patriarchate of the Russian Orthodox Church and Russian Orthodox Church Outside Russia’’ ( ROCOR ) was signed, restoring full communion with the Moscow Patriarchate. The reunion was celebrated by a Divine Liturgy concelebrated by Alexei II, Patriarch of Moscow and All Russia and Metr. Laurus , First Hierarch of ROCOR.

External links

• Index - The Cathedral of Christ the Savior
• The Cathedral of Christ the Savior
• History of the Cathedral (1812-1931)
• Wikipedia:Cathedral_of_Christ_the_Saviour Moscow
• Churches in Russia

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Volkswagen Golf 2014

Carsguide https://www.carsguide.com.au/authors/peter-barnwell Peter Barnwell had this to say at the time: Would we buy one? In a blink. We love the subdued, classy looks, the slick interior, the feel of it. A real Q-Ship on the road, too.

This is what Peter Barnwell liked most about this particular version of the Volkswagen Golf: Direct feel to the steering, Corners like it's on rails

The 2014 Volkswagen Golf carries a braked towing capacity of up to 1600 Kg, but check to ensure this applies to the configuration you're considering.

The Volkswagen Golf is also known as the Volkswagen Rabbit and the Volkswagen Caribe in markets outside Australia.

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Volkswagen Golf 2014 Q&As

Check out real-world situations relating to the Volkswagen Golf 2014 here, particularly what our experts have to say about them.

The trade recommends a fully synthetic oil for either the diesel or petrol engines of the Golf Mk 7. The correct grade and specification is 5W30 which will give you maximum engine protection and performance.

The other engine-oil recommendation for this car is to not skimp on checking the oil level with the dipstick. These engines – in particular the 2.0-litre petrol unit – are designed to sip a little oil between changes, so don't be caught out with too little oil in the sump as that can cause catastrophic damage to the engine. The engine does this because it's a low-friction design, but the small amount of oil you'll use will be more than offset by the fuel savings engines designs like this can deliver.

Make it a habit to check the oil level every Saturday morning; it's a simple thing to do and something that we all once had to do in the old days when most engines burned a little oil.

Your choices are limited. An i30 of around 2014 would handle your towing needs and fit your budget. You could also look at Holden Cruze or VW Golf wagons.

Generally they’re a good driving car, solidly built, safe, and reliable. The one issue to be aware of affects the DSG automatic transmission . Before buying one carefully test drive it and observe for any hesitation when shifting, or surging when driving or accelerating.

Safer options are cars like the Mazda3 and Toyota Corolla .

Volkswagen Golf 2014 Dimensions

Dimensions for the 2014 Volkswagen Golf are dependent on which body type is chosen. The maximum width and height is 1799mm x 1524mm and can vary on the basis of model.

Volkswagen Golf 2014 Wheel size

Wheel size for the 2014 Volkswagen Golf will vary depending on model chosen, although keep in mind that many manufacturers offer alternate wheel sizes as options on many models.The wheel size available will alter the range of tyres available to be fitted. Standard wheel sizes on the Volkswagen Golf vary from 15x6.5 inches to 19x8 inches.

Volkswagen Golf 2014 Fuel consumption

Fuel consumption for the 2014 Volkswagen Golf is dependent on the type of engine, transmission, or model chosen. The Volkswagen Golf currently offers fuel consumption from 4.7 to 7.3L/100km. The Volkswagen Golf is available with the following fuel types: PULP and Diesel.

Volkswagen Golf 2014 Towing capacity

The Volkswagen Golf’s towing capacity ranges from 0kg to 1600kg. Some models also offer heavy-duty or towing option packs which can increase towing capacity, as well as options which can hamper towing capacity. Towing capacities can vary wildly on a large number of factors. These include engine, transmission, model, and options chosen. Always check with the manufacturer or in your vehicles handbook before attempting to tow anything.

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