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That’s Not A Poor Farmer Checking On His Crops. You’ll Never Guess Who It Actually Is… Wow.

Meet José Mujica. He may look like your average farmer or grandfather, but he is anything but. This man is globally known as the world’s “poorest President” because he lives a life of humility… all while leading the country of Uruguay. As a man who truly cares about his people, he doesn’t take an obscene amount of money to just act as a politician. He donates about 90% of his $12,000 monthly salary to charities that benefit poor people and small entrepreneurs.

Other countries, listen up.

It’s not uncommon to see Jose dressed like this. He doesn’t care about money and appearances, but just leading his country.

He has literally spent his entire life fighting for his country.

He was a guerilla fighter that battled for the rights of the country’s citizens, was imprisoned twice and was shot 6 times after an escape attempt.

This is Uruguay’s Presidential Palace. He doesn’t live here.

Instead, he lives here, on a farm with his wife.

He actually is a part-time farmer. He and his wife also grow and sell flowers. He also drives a 1987 Volkswagon Beetle.

He only has two guards positioned on his road. Along with his beloved 3-legged dog Manuela, of course.

Instead of acting like he is better than everybody else, the president of a country wholeheartedly believes that he IS like everybody else.

 

In a time when it seems that rich politicians rule the world, learning about Jose is truly refreshing.

Source: viralnova

Merry Christmas

The Wreath Is On The Door

The wreath is on the door
And the snow is on the tree
God has laid His holy hands
On all that we can see.

Be quick to raise your voice
And praise what He has brought.
Keep now His love in every choice
And Christmas in every thought.

Merry Christmas

2014 Volkswagen Tiguan R-Line

Vital Stats

Engine:

Turbo 2.0L I4

Power:

200 HP / 207 LB-FT

Transmission:

6-Speed Automatic

Drivetrain:

All-Wheel Drive

Curb Weight:

3,591 LBS

Towing:

2,200 LBS

Seating:

2+3

Cargo:

23.8 / 56.1 CU-FT

MPG:

20 City / 26 HWY

Base Price:

$37,400

As-Tested Price:

$39,625

The Tiguan pledged Volkswagen's R-Line fraternity way back in 2008, survived the hazing and humiliation to become a certified member of the ancient German trim-package society (by "ancient," we mean 10 years old). The 2014 Tiguan R-Line is the scion of that first-generation compact crossover and joins the Touareg, Beetle and CC in the brotherhood.

What it provides is better looks for the same heart: every Tiguan carries a 2.0-liter four-cylinder TSI engine up front, turbocharged and intercooled, sending the same 200 horsepower and 207 pound-feet either to the front wheels or to all four via a Haldex-clutch-equipped 4Motion system. Volkswagen touts the option of a six-speed manual or six-speed automatic, but such buyer discretion only applies to the front-wheel-drive model. If you want 4Motion, you have to get the automatic, and the R-Line cannot be had with a manual. Both FWD and AWD models are rated at 26 highway miles per gallon, but in the city, the manual FWD returns 18 mpg, the automatic FWD gets 21 mpg and the AWD gets 20 mpg – none of which is terribly pleasing for a compact crossover, particularly when premium fuel is recommended.

Driving Notes

• On the outside, beyond the badging, R-Line spotters will take note of body-color side skirts, black wheel arch extensions, a roof spoiler, HID headlamps and power folding side mirrors.
• R-Line interior extras include leather seating surfaces and power front seats along with a flat-bottomed, leather-wrapped steering wheel, stainless steel pedals and aluminum sill plates. The interior is a premium VW affair with leather that exudes all the right vibes and everything else feeling soft to the touch. The choice materials and two-tone instrument panel overcome the minimalism of the center console and the huge sunroof keeping the cabin bright. A very nice Fender audio system is standard, and so is a trial of Volkswagen's new Car-Net connected services suite (the People's Car version of OnStar).
• VW charges the Tiguan with "putting the 'Sport' in SUV," crediting it with having the soul of the GTI (but not the same heart), and we didn't scoff at the bombast after a couple of hours behind the wheel. As we mentioned in our recent First Drive of the 2014 Jeep Cherokee – even though we drove the Tiguan before it – there are crossovers that are finally and truly delivering on the promise of a car-like ride, the Tiguan R-Line being a prime example. We threw it at the same scrunched-up Sonoma Valley curves we had just tackled in a base-trim 2014 Jetta with the new 1.8-liter base engine. The 115-hp Jetta got a gold star for being capable and fun, but the compact crossover that looks like a big shoe is a perfect hoot to drive.
• It's almost always mentioned that the R-line doesn't add more horsepower, but few mention that in applications like the Tiguan, the R-Line can do more with its power - it has larger 19-inch wheels wearing 255/40 R19 Pirelli Scorpions (versus 17- or 18- inch wheels on less aggressive rubber) and a firmer, sport suspension tune means it isn't only about appearance. Plus, the Tiguan R-Line is the only trim to get shift paddles on its steering wheel.
• Yet we almost never touched the paddles. That 207 lb-ft of warthog grunt comes on from 1,700 rpm, same as the 200 hp, and the six-speed transmission didn't need help knowing where to be in the rev range when called to attention. With 4Motion all-wheel drive there for the assist – the Haldex center diff can move almost 100-percent of the torque to the rear wheels, during acceleration, for instance – they easily get the 3,591-pound crossover connecting one uphill ess to the next, that firmer suspension and those Scorpions taking over to get one through those corners as wished. On milder runs at highway speeds, the cabin is quiet and composed, and the staccato flow of urban drive is like being in a VW sedan with a booster seat.
• For 2014, there are five Tiguan trims, with a healthy price climb from bottom to top. The base S starts at $22,995 and the range-topping R-Line begins at $36,535, or $37,400 after you add $865 for destination. Check the 4Motion box and you're at $39,355. The Tiguan we drove had been optioned up to $39,625 with the addition of four Monster Mats, a trunk liner and a first aid kit. That's more money than a base Audi Q5 with the same engine.
• A quick run through a few configurators put the Tiguan at about $1,400 more than a similarly equipped Chevrolet Equinox, about $3,700 more than a Ford Escape and roughly $7,000 more than a Mazda CX-5 – the first two of those being among the eight vehicles VW lists in the Tiguan's competitive set. All of them have more headroom, legroom and cargo space than the Volkswagen. They are also all down on power compared to the Tiguan, in some cases quite a bit down, and only the Mazda can come close to the driving experience. But the competitors (in four-cylinder guise) do get better gas mileage on less-costly regular fuel. If you don't need the R-Line features, the SEL trim omits the look-faster and turn harder kit and provides an instant $4,000 discount with an MSRP of $32,670. It will take more than that to explain the huge disparity in sales between the Tiguan and its competitors, of course.
• The Tiguan – any Tiguan, but especially the R-line – strikes us as a lifestyle choice in a segment guarded by the twin sentinels of Practicality and Value, those watchmen ready to disembowel the sales of non-conforming competition. Remember when the Internet's circuit boards glowed red because of enthusiasts raging at the 'dumbing down' of the 2011 Jetta, livid that VW acceded to market dictates and unveiled a vehicle that was a far better competitor for a segment also guarded – even more intensely – by practicality and value? The Jetta has sold in five-digit quantities every month since that happened, something that could not be said of it before. In fact, its sales are still climbing two years after it hit the market. The Tiguan, meanwhile, remains representative of the VW that demands premium money for a premium product no matter the trim and no matter the segment, and it has sold more than 3,000 units in a single month only once since January 2010. As a lifestyle proposition, though, the Tiguan R-Line is a good one; it's slightly smaller and less frugal, but it's good looking, more powerful, nicer inside and a lot more fun to drive than most of its rivals.

Source: autoblog.com

2014 Volkswagen Beetle GSR

Vital Stats

Engine:

Turbo 2.0L I4

Power:

210 HP / 207 LB-FT

Transmission:

6-Speed Manual

0-60 Time:

6.6 Seconds

Top Speed:

130 MPH (limited)

Drivetrain:

Front-Wheel Drive

Curb Weight:

3,056 LBS

Seating:

2+2

Cargo:

29.9 CU-FT (max)

MPG:

21 City / 30 HWY

Base Price:

$29,995

As-Tested Price:

$30,850

Despite all of the positive reviews it has garnered since its introduction in 2011, the Volkswagen Beetle still hasn't hooked me. It's nice to drive, and with a variety of engine choices (including diesel) and two different bodystyles, it's an incredibly versatile little car, ready to meet the needs of a whole host of customers. But personally, I just don't think I could wake up to that happy-friendly (yet sort of drowsy?) face every morning.

For 2014, Volkswagen is offering this limited edition GSR model – only 3,500 examples will be made – based on the sportier R-Line trim, and painted in a unique yellow/black scheme that pays homage to the "Yellow Black Racer" of the 1970s. It's a fun, flashy little thing, and I recently spent a week with GSR No. 216 to see if it would change my mind about the Beetle formula as a whole.

Driving Notes

• As I said, the GSR – or more specifically, the Beetle Turbo – is pretty great to drive. It uses VW's lovely 2.0-liter turbocharged inline four-cylinder engine, rated at 210 horsepower and 207 pound-feet of torque. Equipped with the six-speed manual transmission of my test car, the Beetle GSR will hit 60 miles per hour in a very respectable 6.6 seconds.
• Not surprisingly, considering its dimensions, powertrain and weight, the Beetle GSR drives a lot like Volkswagen's own GTI – one of my favorite hot hatches. The Bug's wheelbase is an inch and a half shorter, and though it sits 0.7 inches higher off the ground, the Beetle is actually shorter in overall height by 0.2 inches. A bit of weight is saved here, too, with the GSR weighing in at 3,056 pounds compared to the GTI's 3,113. The 2.0T engine in the GSR is actually good for an additional 10 hp over the GTI, as well.
• Unique to the GSR are 19-inch Tornado alloy wheels, wrapped in P235/40R19 Continental ContiProContact tires. But even with the ever-so-slightly sportier R-Line setup and this relatively large set of rolling stock, the car never felt crashy or too stiff on the road, even when traversing the rough surfaces in and around Detroit. Instead, the Beetle offers a comfortable, solid ride feel, great for highway cruising and pretty nicely set up for moments of aggression on twisty backroads. It's no track attacker, to be sure, but it's a really solid balance that's great for an everyday driver – something I've said before about the GTI.
• The standard Beetle models already stand out in a crowd, thanks to its distinctive shape and too-cute looks (though the new-generation car uses a decidedly more masculine design approach). But man, this GSR sure does garner a whole mess of attention. A girl in a Mini nearly rear-ended someone on a side street while sticking her neck out the window to check out the GSR, and the guys at the car wash laughed at me. Literally every day, I was pointed at, smiled at, and, of course, honked at by other Beetle owners. Of course, the unique, limited-edition black-and-yellow color scheme is to blame for a lot of this attention, but even so, it doesn't strike me as an unusual color combo for the Beetle.
• Inside, the GSR was loaded to the gills with every amenity offered on the Beetle models – sunroof, navigation, Bluetooth audio, heated seats, and so on. The black leather seats have yellow contrast stitching with special GSR logos, and that same color treatment is carried over to the flat-bottomed steering wheel (that could stand to be a bit thicker-rimmed, methinks), with a serialized number plate below the R-Line logo, specifically for the GSR.
• Outside, in addition to the 19-inch wheels, GSR models come standard with bi-xenon headlamps with LED running lights, foglamps, and the rear spoiler of the Turbo model (which, for the record, I hate).
• But that's all for a price: just over $30,000, including $820 for destination. And while folks who like the unique Beetle package might not be put off by this number (a loaded Turbo starts at the same $29,995), to me, it seems like a far worse bargain than the already-sort-of-pricey, more functional, less-flashy, just-as-good-to-drive four-door GTI with the same options.
• So no, I'm not sold on the Beetle package, only because I love the GTI so much. But for those who like the added style of the iconic VW design, those GTI bones make for a really rewarding driving experience that'd be easy to live with day in and day out.

Source:  autoblog.com

2015 Volkswagen GTD

The Waiting Is The Hardest Part

Vital Stats

Engine:

2.0L Turbodiesel I4

Power:

181 HP / 280 LB-FT

Transmission:

6-Speed Manual

0-60 Time:

7.4 Seconds (est.)

Top Speed:

143 MPH

Drivetrain:

Front-Wheel Drive

Curb Weight:

2,980 LBS (est.)

Seating:

2+3

Cargo:

13.4-44.8 CU-FT

MPG:

26 City / 35 HWY

Base Price:

$26,900 (est.)

As-Tested Price:

$31,000 (est.)

Back in 2010, we attended the launch for the sixth-generation Volkswagen Golf GTD, an event set on the scenic roads of the cult car's natural habitat – southern Bavarian curving two-lanes complete with shocking views of the majestic Alps. We've now returned to the exact same location for the Mk7 GTD that will come to North America in – brace yourselves – mid-2015 as a 2016 model. It's like anticipation gone bad in light of the spoiled immediacy of today's Internet Age.

On the very positive side, while the US never got the last GTD, at least we are assured of getting this one. And it's a better car than its predecessor, and better is better in our book, so the wait may be worth it depending on how rabid you are for a hot diesel Golf. Will our GTD be built in Puebla, Mexico, along with all other Mk7 Golf models bound for North America? That's a question VW experts couldn't yet answer for us.

At our first opportunity, we jumped in this Tornado Red GTD equipped with the optional 18-inch Nogaro wheels that come with the optional Sport & Sound package. (Europe's standard wheel is the 17-inch Curitiba). Plunking down in the standard, GTI-style, Clark tartan-clad sport seats, gripping the sport steering wheel and palming the heritage golf-ball manual shift knob all seemed very familiar, as the appointments reminded us of our April drive in the new GTI.

Push the clutch pedal, press the start button and enter the world of diesel hot hatchery.

Push the clutch pedal, press the start button on the center console and prepare to enter the world of diesel hot hatchery. Well, not quite right away, since it takes about two seconds for the ignition to get the glow plugs... err... glowing. Even at idle, this 181-horsepower version of the VW's new EA288 2.0-liter TDI is rather less clackety-clack than the company's non-GTD TDI fours. That's a welcome dash of refinement in a model that will most likely carry a price tag of nearly $27,000 for a two-door, six-speed manual model – if indeed Volkswagen North America brings over the most basic configuration.

Lucky us, this particular GTD is specced pretty perfectly for our tastes: Four doors, six-speed manual shifter, not too discomforting 18-inch wheels, and the Sport & Sound package. You'll be able to opt for a 19-inch Santiago wheelset, and they look good in those wells, but we'd prefer to preserve the car's everyday ride quality to keep things practical. Besides the 18-inch Nogaro alloys and 225/40 Bridgestone Potenzas, the Sport & Sound package includes VW's Driving Profile Selector (with Eco, Normal, Sport and Individual modes), ventilated compound brake discs with flashy red calipers, and a bit of active sound trickery that delivers either a normal or throatier soundtrack depending on a sensor in the engine compartment.

Small, direct-injected diesels really do feel more at home with a good manual.

When we had our shot at the 168-hp mint green Mk6 GTD on US soil, we were pretty happy with the six-speed automated DSG dual-clutch gearbox. But anything with the letters "GT" from VW makes us want a solid go with a manual transmission as well. This updated shifter makes for a much better experience versus any soured experience we had with our long-term 2011 Jetta TDI and its six-speed manual. Which is great, because the characteristics of small, direct-injected diesels really do feel more at home with a good manual.

Naturally, our tester came fairly fully optioned, and the drive profiler came with the added Comfort calibration that's included with the optional Dynamic Chassis Control (DCC) and adaptive dampers. This DCC setup goes way beyond anything the outgoing GTD's dual-mode optional dampers ever offered. Of course, the six-speed DSG shift timings also offer both a sport and manual mode – fun stuff in conjunction with the paddle shifters – but we were more than content to shift for ourselves using our right arm and left leg. With the GTI, it would be a difficult choice between DSG and manual, but in this case, we'd go manny.

VW's estimate for the outgoing GTD's 0-60 time was 7.9 sec, in this Mk7 GTD you can get there in 7.5 or less.

Standard on the GTD, as on the GTI, are both progressive electrical steering and the XTS+ brake-steer torque-vectoring differential. It's a system that now works on both axles, and not only under braking. The electrically actuated mechanical locking front differential offered on the GTI Performance model is not available on the GTD, but honestly we didn't miss it as much as we thought we might. Pushing hard in the diesel universe really only gets revs up to between 3,800 and 4,200 rpm, so the multi-mode stability program – On, ESC Sport, and Off – really is enough, as it collaborates swiftly with both DCC and XDS+. All of the three-lettered dynamics systems aboard work plenty well with the GTD's lower stance (minus six-tenths of an inch), firmer springs, and the steering system from the GTI. The latter is getting very close to feeling hydraulic now, and its quick 2.1 turns lock-to-lock makes for very efficient hand movements.

Power is up by 13 horses to 181 hp, and it's all there between 3,500 and 4,000 rpm. Torque is now up 22 pound-feet to 280, and it's much more spread out than in the Mk6 GTD, served up between 1,750 and 3,250 rpm. While VW's estimate for the outgoing GTD's 0-60 time was 7.9 seconds, in this Mk7 GTD you can get there in 7.5 seconds or less. This quicker sprint time is due certainly to the added power and torque numbers, but also due to 110 fewer pounds of curb weight thanks largely to the new MQB modular platform lurking underneath.



Overtaking between 50 and 75 mph in either fourth or fifth gear is now accomplished a half-second quicker, and top speed is increased to 143 mph. What's more, both fuel consumption and CO2 emissions versus the former GTD's EA189 engine have improved by nearly 20 percent, with estimated EPA ratings hovering around 26 miles per gallon city and 35 mpg highway.

You don't have a diesel GTI – you have a very sporting, well put together and pretty damned quick TDI.

Throw all of this together, and you don't have a diesel GTI – you have a very sporting, well put together and pretty damned quick TDI. Whereas you can call the new GTI Performance a sports car when all of the car's systems are set the right way on, the GTD at its most aggressive is still more of a sporting little family GT. The latter's attack drive mode is frankly a very separate science from that of the GTI, what with the slight diesel and turbo lags working with the engine's lower and narrower rev range.

What starts to happen, though, is that you become very adept at looking ahead in order to anticipate dynamic transitions on your favorite roads. There is more body English involved once your mind and the GTD's ECUs are working together in that characteristic performance-diesel dance. Those who think diesel is goofy anyway will just think a GTD is super goofy, but people who love alternatives to sparking unleaded fuel will put it on a pedestal as a clear statement: I am different from the pack and you'd be surprised how much butt this thing kicks while going long distances between fill-ups. The 13.2-gallon tank can theoretically last over 450 miles – depending on the frequency with which you use the GTD to kick butts.



The Mk7 Golf GTD is 19 horses down on a base, North American GTI, but then the GTD's torque is up on the GTI's by 80 lb-ft. Yet the GTD weighs about 40 pounds more than our GTI, a fact reflected in a 0-60 that is 0.6 seconds behind the gas-propelled icon. As you'd expect, there are a number of European tuners who thrive on chipping and dropping the GTD to the point where they actually run like a factory-fresh GTI, if not better. Expect plenty more of that by the time it reaches our shores.

Of course, as with the rest of the Mk7 Golf lineup, it still figures to be a very long vigil before the GTD shows up in a showroom near you, let alone in US tuner garages. At least it appears to be worth the wait.

 

Source:  autoblog.com

VW Twin Up! Puts Hyper-Efficient XL1 Powertrain In A Four-Seater

As expected, Volkswagen has taken the hyper efficient diesel-hybrid powertrain from its XL1 tandem two-seater and installed it in the Up! city car. The new Franken-hybrid is called the Twin Up! concept, and has debuted at the Tokyo Motor Show today. With the XL1's two-cylinder, 800cc diesel engine and 35kW electric motor, the tiny four-seat hatchback can achieve a remarkable 214 miles per gallon on the European cycle – not too far off the purpose-built XL1's mark of 261 mpg.

VW says swapping in the XL1's powertrain was easy, with only a 1.2-inch extension of the front overhang required to fit the diesel engine, electric motor, seven-speed DSG transmission and all of the electronics to make them work together. There's also room in the Twin Up! to carry more fuel and a larger battery cell; whereas the XL1 gets by with a tiny 2.6-gallon fuel tank and 5.5 kWh lithium-ion battery pack, the Twin Up! can carry 8.7 gallons of fuel and has an 8.6 kWh battery. The hybrid powertrain as a whole produces only 74 horsepower, but has a maximum torque rating of 159 pound-feet. With those specs, the Twin Up! can travel 31 miles on battery power alone (nearly the same as the XL1) and reach a top speed of 87 miles per hour. A trip to 62 mph takes 15.7 seconds, so future drivers will have to plan their passes accordingly.

For now just a concept, the Twin Up! is being shown in Tokyo wearing an exclusive Sparkling White paint color with blue glass flakes. The interior color is called Ceramic, and both inside and out feature accents in the company's signature blue that signals a high efficiency model. The Twin Up! also ditches the buttons and switches of its production dashboard in favor of all-digital instrumentation and controls.

Source: autoblog.com