The Tiguan is one of the Volkswagen Group's top sellers. It is currently the best-selling VW model in Switzerland. This also includes the Tiguan Allspace version, which has been stretched by 21 centimeters, but this is now being discontinued. However, customers will not have to do without this mid-range model between the 4.49-metre-long Tiguan and the 4.88-metre-long Touareg in the future - as the new Tayron series will now be added.

With a length of 4.79 meters, the Tayron fits perfectly into this gap. Visually, it is independent; apart from the platform (MQB evo), it has nothing in common with the Tiguan. The SUV, which is available with five or seven seats, offers a trunk capacity of up to 885 liters, which can be expanded to up to 2090 liters with the seats folded down. The two plug-in hybrids are only available as five-seaters with slightly less load volume (705 to 1915 liters).

Usual large selection

There is also plenty of space for the occupants, even in the third row. The cockpit layout with a 10.25-inch display behind the steering wheel and a 12.9 or 15-inch screen in the middle is virtually standard today. It is pleasing that VW has listened to customer criticism and given the steering wheel normal buttons again instead of the impractical sliding surfaces.

There is a choice of three petrol engines, two diesels and two plug-in hybrids (PHEV) with a power range from 110 kW/150 hp to 200 kW/272 hp with front-wheel or all-wheel drive. Exemplary: the PHEVs can cover up to 126 kilometers purely electrically and can be charged with 50 kW (DC) - so you can always drive purely electrically in everyday life.

And the new VW Tayron is a pleasure to drive. The well-insulated SUV virtually glides over the asphalt and makes even long journeys pleasant. Comfort features such as seat massage or the 700-watt sound system from Harman-Kardon further enhance comfort. The new VW Tayron is now available from Swiss dealers, with prices starting at 47,900 Swiss francs.

Admittedly, seven-seater SUVs are probably not the first thing that comes to mind when thinking about e-mobility - after all, electric cars want to be economical and sensible. On the other hand, large SUVs are all the rage, and people who need a lot of space also have the right to a suitable electric model. And last but not least, there are countries in which XL SUVs achieve high volumes; if e-mobility is to prevail, exciting offers are also needed in this segment.

Hyundai knows this too and is now launching one such model on the market with the Ioniq 9: over five meters long, with up to seven seats and a huge amount of space. As part of the Ioniq family, which is based on the 800-volt E-GMP platform, the large SUV is also equipped with a first-class electric drive, garnished with high-quality equipment and state-of-the-art features - sounds interesting?

Almost endless space

We thought so too, which is why we asked the Ioniq 9 for an initial test drive. On the outside, the Korean car looks great with the pixel daytime running lights that run across the front end and the elegant rear end, which is somewhat reminiscent of Volvo. The interior is very high-quality and luxurious, with the top-of-the-range "Caligraphy" version featuring swivel individual seats in the second row. The modern cockpit is clearly laid out and the space is almost endless - after all, the SUV has a proud wheelbase of 3.13 meters.

Thanks to a 110.3 kWh battery, the Ioniq can cover 9 to 620 kilometers on a single charge. There are three drive variants on offer: the Longe Range with rear-wheel drive (160 kW/217 hp) or with all-wheel drive (230 kW/313 hp) as well as the Performance version with 320 kW/435 hp. Charging is quite fast with up to 250 kW (DC).

The Korean rolls smoothly, is very well soundproofed and thus offers an enormously high level of driving comfort - with the Ioniq 9, Hyundai is definitely entering the circle of premium manufacturers. Prices are not yet known, but we suspect a range of 65,000 to 90,000 francs.

Names are smoke and mirrors: officially, the new high-flyer in the Renault range is called Renault 5 Turbo 3E. Why? The "3" because there were two series of the original from 1980 to 1985. And the "E" for, logically, electric. So that's that. And from now on, we'll call it what it will be called on the road: Welcome to the freshly unveiled R5 Turbo. What, if I may say so, a simply awesome thing Renault has put on fat 20-inch wheels here.

After all, names are not just smoke and mirrors: the original was built exactly 4870 times and, with its mid-engine and 118 kW/160 hp for less than a ton of weight, thundered across the posters in the boys' bedrooms of the 1980s. And with even more power and success on the circuits and rally stages. In between, there was a kind of light successor in the form of the Clio V6. But just light, it wasn't an R5.

Now the R5 Turbo is back. And just like the "normal" electric new R5 (available from 24,900 francs) and its sports brother, the Alpine A 290 (from 37,700 francs), it strikes that fine line between history and the future that makes a retro car coherent and a sales hit. Now Renault completes the trio with the new edition of the R5 Turbo, on its own chassis and with a great deal of Alpine know-how, as a legend from birth and a genuine icon.

The R5 Turbo of modern times uses electricity instead of fuel, which is why the term turbo is nonsense in itself. But justified: The wheel hub motors (!) push a whopping 400 kW/540 hp onto the track. The torque of the rear-wheel drive? Almost terrifying: 4800 Nm! How is that possible? Thanks to the two wheel hub motors in the rear wheels: In these, the rotor (i.e. the moving part) of the electric motor is the wheel itself, so that no power transmission in between can be pulverized by the force and no Nm is lost during transmission. The racing car races to 100 km/h in under 3.5 seconds and up to 270 km/h on the racetrack. If recharging is required in view of the 400-kilometre WLTP range, this can be done at home using an AC wallbox and a leisurely 11 kW (0 to 100 percent eight hours), or at the DC fast charger with a rapid 350 kW (15 to 80 percent 15 minutes) - no turbocharger, but a "turbo charger", so to speak.

The charging speed makes what we will soon see in other Renaults possible: The R5 Turbo is now the company's first model with 800-volt technology. And heavy as lead? Nothing there: despite a 70-kWh battery, it should weigh less than 1450 kilos. Only in highway construction zones should the racing car avoid the left lane: The turbo has a 2.03 meter overtaking advantage in the rear-view mirror. It is only 4.08 meters long and 1.38 meters high. Speaking of design: the rear of all R5s is the "Schoggi side", but the front of the R5 Turbo with its lowered hood is even closer to the original and therefore, in our opinion, even more harmonious than the "normal" R5.

We only miss one detail on the series Turbo that we liked on the first design study: as in the past, there were ten individually framed control instruments, all digital. Now, as in the "normal" R5, there are two large displays (10.1 and 10.25 inches). "For series production, this development would have cost as much as the entire car," reveals Advanced Head of Design Sandeep Bhambra with a grin at the exclusive pre-reveal on site and tells us that none other than Renault CEO Luca de Meo gave the impetus to venture into a turbo.

In addition to everyday practicalities such as an astonishing amount of luggage space where only the engine had room in the original R5 Turbo, or Google Maps in the infotainment, the wild rear-wheel drive car offers a racing atmosphere inside: bucket seats, Alcantara and carbon fiber galore. And three special insignia of horsepower power. As in rally cars, the handbrake is located in the middle of the car as a massive vertical aluminum handle - which, together with an electronic mode, is intended to satisfy the desire to drift. And there is a blue and a red button on the steering wheel. The blue one regulates the recuperation levels, while the red "overtaking button" activates full power.

Buyers can even choose the serial number from the 1980 numbered R5 Turbos and are free to paint, livery and design the interior of the road-legal racer as they wish - Renault already has cool suggestions, such as the yellow and white R5 look of the 1982 Corsica Rally. Individual and limited: No, it won't be cheap. Renault says that the price ratio is similar to that of the time (a Turbo cost four to five R5s) and the price is therefore similar to that charged for original Turbos. In other words, six figures, somewhere between 100,000 and 150,000 francs. Autosprint is guessing at 140,000 francs. Orders can be placed in April, and prices will be announced then. Deliveries will start in 2027. We are already envious.

Unfortunately, exclusivity means that we will rarely see this grandiose model on the road or on the racetrack. But it doesn't matter: even its ancestor was more likely to haunt people's minds than the country road next door, and this will not detract from its fascination: In the future, we will see a bit of the glow of the new Renault 5 Turbo in every R5 and even more so in the power brother Alpine A290. Welcome back, Breitbäckchen - and we hope to see you around. Very quickly.

At first glance, everything seems clear as far as slow drivers are concerned. The Traffic Regulations Ordinance (VRV) explicitly states that "without a compelling reason, you may not drive so slowly" that it "impedes the smooth flow of traffic". Ideally, the limit should therefore be used to some extent. Otherwise, according to the VRV, you must at least "facilitate overtaking", for example by driving on the right-hand side or stopping in a parking space.

Now comes the big but. The magic word is "imperative". This is because the speed may, should and even must be significantly reduced if circumstances require it. Weather, road, traffic, driving by sight - all these and other factors can be "compelling reasons" and then justify driving slowly. In the event of a citation, all factors would be taken into account by the court. And, of course, the extent of the obstruction would also be decisive. Were numerous cars obstructed, one or none? Could you have overtaken?

In other words, if you are driving at 60 km/h on a winding mountain road, you are unlikely to be fined. If you do the same on a long straight with a queue behind you, you could be fined. However, it should not be forgotten that driving slowly is "only" an obstruction, but driving fast is a hazard. And endangerment is prosecuted as a matter of priority (and punished more severely). This goes so far that if a slow driver is dangerously overtaken by a speeding driver, the police would have to prosecute the speeding driver first - because the latter's offense is more serious.

Sneaking is rarely fined, The fine is usually between 200 and 300 francs plus fees. Occasionally there are cases like the driver who pulled an incredible 170 cars behind him on the Julier 2022 and paid a total of 780 francs for it. Important: Vigilante justice or revenge? Absolutely not! Otherwise it's guaranteed to be far more expensive, because other people's misconduct is never a justification for your own mistakes. Tailgating, for example, is dangerous and absolutely taboo.

What AutoSprintCH wants: Driving slowly is not a problem in itself. Just please don't accelerate again on the next suitable straight, but stay slow for a short time, drive on the edge and tap the right blinker - so that faster drivers can pass. We do this on trips in classic cars, for example, and would like to see it more often. Because together we all arrive in traffic much more relaxed.

Let's start looking right away: where is the old Capri in the new one, where are Ford's references to the legendary ancestor (1968 to 1986)? We find twin headlights with the hood pulled down low in between and a black grille (which today is simply a black panel). With a lot of imagination, a similar tail light graphic. The curve of the rear windows and roof section.

Sacrilege? No. Because the name Capri is not at all suitable for a new edition as a retro car: compact sports coupés are mega-out, but SUVs are mega-in. And why abandon the cool name when the sports coupé of today is the SUV coupé? In fact, the beautiful back as the chocolate side still manages to make neighbors envious today. In fact, the Capri is a version of the Ford Explorer that has been stretched by 15 centimeters and is also a technical brother of the VW ID.5 and co.

After getting in, we are amazed at how large the 4.63-meter-long five-door vehicle appears subjectively due to its 1.94-meter width. But there is never a lack of space. In the gigantic storage compartment in the center console alone, small children could ride along if necessary, and in the rear there is no cramped space for legs or heads. Relaxed lolling is the order of the day. Even for valuables: the angle of the large center display can be adjusted to reveal a lockable storage compartment. The load compartment can be extended and the floor can be varied. The 567 to 1505 liters of cargo space are enough for almost any situation.

At the start in the city a few bumps in the road make us realize that "our" Capri rolls on optional 21-inch instead of 20-inch wheels. But it doesn't matter, because just a few km/h later it regains its comfort-oriented suppleness. It masters cornering flawlessly, but its nature is fast gliding. This is also because it weighs almost 2.2 tons and the steering is precise but smooth. A typical, yet very successful mix for everyday family life.

Choice of rear-wheel drive (125 kW/170 hp or 210 kW/286 hp, battery 52 or 77 kWh equals 393 or 627 kilometers WLTP standard range) or the all-wheel drive version tested. With 250 kW/340 hp, there is no shortage of temperament (5.3 seconds to 100, top speed 180 km/h). You can forget about the "Power" mode, it always moves forward at a rapid pace. According to the standard, the 79 kWh battery lasts for 560 kilometers at 19 kWh/100 km. Illusory in the frosty winter test? Yes, but still good: despite constant heating, we managed 413 to 479 kilometers in the test, which is enough for every excursion and for everyday use anyway. Charging at home with 11 kW (10 to 80 percent in five and a half hours) or at a fast charger (DC) with 185 kW (0 to 80 percent in 26 minutes).

As in all new cars the mandatory EU speed warning system is annoying, but can be easily deactivated. The rest of the assistance system works in secret and only reports when things get tight - which is a good thing. Excellent: If you rely on the electronic system when coasting before entering a town, you can recover as much power as possible because the system recuperates to around 50 km/h right up to the 50 km/h speed limit sign. Not so good: the sign recognition system sometimes misreads speed limits. Good news: Ford has adopted a few details from VW, such as the gear selector, the steering wheel buttons and the light switch, but not the shortcomings of the VW operating system. One example: unlike VW, there are no unlit touch strips for the temperature, and instead of just on the light switch to the left of the valance, there is also an ever-present virtual switch for the rear window heating where we intuitively look for it: At the bottom of the monitor in the climate control panel. Our request to Ford: please make the warning sound of the tailgate quieter when closing.

That leaves the question of cost: The Capri is available from CHF 43,600 (promotional price from CHF 41,420), while the 4×4 version we drove starts at CHF 56,850 (currently CHF 54,007). Our test car in the "Premium" version costs 62,872 francs including options and leaves nothing to be desired in terms of luxury. Fair! Our test result: The 15 centimeter longer and more stylish brother of the Explorer has a striking appearance, is independent despite VW drive technology and is strong in terms of space and comfort. It is no longer just a sparse sports coupé. And that is precisely why it is likely to be well received today.

Skoda's sporty RS models are particularly popular in Switzerland. Now the new versions of the mid-range Octavia (estate) and Kodiaq (SUV) models are also being given this abbreviation on the boot lid. "The popular RS models have become true icons because they combine exciting sportiness with high everyday usability at affordable prices," says Skoda boss Klaus Zellmer. "Now the new RS versions of the second-generation Kodiaq and the upgraded Octavia with enhanced driving dynamics are set to captivate even more enthusiasts around the world."

Kodiaq RS: Sports SUV with seven seats

The second-generation Kodiaq, which has been available for just over a year, previously offered a plug-in hybrid with 150 kW/204 hp system output as its most powerful engine. As the RS, the 4.76-meter-long SUV now has 195 kW/265 hp, generated by a thoroughbred four-cylinder turbocharged petrol engine with a displacement of two liters; the last RS model still had a turbodiesel under the hood. The power is transmitted to all four wheels via a 7-speed dual-clutch gearbox. The torque of 400 Nm ensures superior pulling power, which is particularly welcome when overtaking quickly or towing heavy trailers. The maximum towing capacity is 2.5 tons - identical to that of the powerful TDI model.

The suspension has been revised in line with the sporty character and continuously adapts the damping to the driving style and surface. As a result, the difference between comfort and sport mode is noticeably greater. An exciting detail: the engine sound also differs depending on the driving mode. Progressive steering optimizes handling at high speeds and reduces steering effort at low speeds. In addition, the brakes (with red-painted brake callipers) are more powerful to cope with the increased engine power.

In addition to the sporty driving characteristics, the RS variant also comes with exclusive equipment. Buyers can choose between two interior appointments. Darkened windows, black body applications and dark 20-inch rims give the Kodiaq RS a sporty look. Prices start at 66,850 Swiss francs.

Octavia RS: Estate car with plenty of punch

The revised Octavia is also entering its new RS era with the same drive under the hood. This model has been available in this sports variant for four generations and has always stood out from the rest of the model range with its powerful performance and dynamic handling - sometimes as a diesel, most recently with a plug-in hybrid and now again with a pure petrol engine.

The power is sufficient for a sprint to 100 km/h in 6.4 seconds and a top speed of 250 km/h. The Octavia RS remains visually discreet and, like the Kodiaq, features black-painted body applications, large wheels and sporty interior details such as carbon applications, contrasting stitching, sports pedals and bucket seats. In addition, the body has been lowered by 1.5 centimetres compared to the base model.

Despite its performance, the new Octavia RS, which is only available as an estate in Switzerland, remains a fully-fledged everyday car with generous space and the clever details typical of the brand. As with the Kodiaq, the chassis has been adapted to its sporty character. In addition, there is an electro-mechanical front axle differential lock, which noticeably improves traction and ensures greater driving stability, especially on winding roads. The new Skoda Octavia RS is available from CHF 53,420.

There is no shortage of islands in landlocked Switzerland: More and more traffic islands are joining the pedestrian crossings and dividing them down the middle. But why is that? According to studies, such "double" pedestrian crossings significantly increase safety. Drivers recognize these crosswalks earlier and better and are also more willing to stop - because the island visually narrows the lane. Pedestrians, in turn, feel safer and are less likely to cross the road at an angle or a few meters further - because the island guides them. So it makes sense.

Legally, it's simple: The central island turns one pedestrian crossing into two. This means that the same applies to each half as to any other continuous crosswalk. Anyone reaching the island on foot does not have to stop, but they do have to check briefly, as they do at every crossing: Can the cars stop in time? Drivers, for their part, must give way to pedestrians, so they must be ready to brake when approaching the crossing and stop if someone wants to cross. That is the theory. In practice, uncertainty arises: Does that mean I can cross as long as someone is approaching the island on the other side?

As a rule of thumb it's best to remember it like this: It's the same as always when you don't have the right of way. If the other person - in this case a person - has to slow down or stop because of our car, we have already given them the right of way. Driving through is only permitted as long as the other person is neither hindered nor endangered. Important: Because pedestrians are particularly vulnerable, drivers must be considerate. This means that we must also expect pedestrians to make mistakes in the car. The Federal Supreme Court says: "In a car, we must assume that a person on the island will not look again and will continue blindly without permission. We have to take this into account and stop if in doubt.

By the way: If a pedestrian crosses "our" right-hand side of the road, it is forbidden to whizz through or ride off before the person has reached the sidewalk or island. This also applies to bicycles, e-scooters, etc. And by the way: anyone who wants to use a pedestrian crossing on a two-wheeler must dismount completely. Because if you are still sitting in the saddle or still have one foot on a pedal or still on the e-scooter, you are legally riding, i.e. not on foot - and have no right of way. However, drivers must also stop here as a precaution.

Fresh air is in demand at Aston Martin: not only for the handcrafted 4.0-liter twin-turbo V8 made of all-aluminum that powers the latest model, but also for customers. Therefore, after the Vantage Coupé, the two-seater Roadster is now making its debut. The open-top Briton impresses with a conventional combustion engine with 665 hp and 800 Nm. "An electric model won't be available until 2030, as customers are currently also coming to us from other luxury brands because they don't want a purely electric car just yet," explains Andreas Bareis, Executive Director Global Sales at Aston Martin Lagonda. E not how electric but how exclusive is in demand at the British brand with 112 years of tradition and plenty of racing genes. "Our CEO Adrian Hallmark comes from the luxury sector," adds Andreas Bareis. "He has made it clear that 'value before volume', i.e. brand value before sales volume, will be crucial for the further development of the Aston Martin brand. Our goal is the 'Ultra Luxury' segment. That's why we need to go one better in terms of vehicles and customer service."

Aston Martin owner Lawrence Stroll, who also owns the Formula 1 racing team of the same name, has invested around two billion in the future of the British luxury brand and is also prepared to invest in the coming years. The result can already be seen in the elegant Zurich showroom, where the latest British model range to date can be admired with the DB12, the new Vanquish and the DBX707 SUV, as well as the Vantage as a coupé and now also as a roadster. "25 percent of our vehicles are now delivered as 'by Q' and therefore with individualizations and special paint finishes from our special Q department. This is also a clear sign that our customers are looking for exclusivity," continues Bareis. However, exclusive special models, small series, such as the hybrid super sports car Valkyrie, or derivatives of existing models are also important for the further development of the brand.

The latest Aston offspring doesn't even need that, the two-seater Vantage as a beguiling roadster. Wider than the previous V12 version, the new open-air Aston underlines its athletic appearance. The fastest electric folding roof on the market not only closes in just 6.8 seconds (and up to 50 km/h), but can also be stowed seamlessly behind the seats without affecting the dynamic lines. The structure and suspension have been modified so that the weight distribution (49:51) is shifted slightly to the rear.

At 325 km/h, the top speed remains the same as the Coupé. This means that the open-top two-seater can easily sprint from 0 to 100 km/h in 3.6 seconds. An 8-speed paddle shift transmission transfers the concentrated power of the V8 twin turbo to an electronically controlled limited slip differential that drives the rear wheels. Pure driving pleasure is therefore pre-programmed - even in the open air. The adaptive Bilstein DTX dampers adopted from the Coupé with suitable tuning and the traction control with eight selectable settings contribute to this.

Inside, the Vantage impresses with high-quality materials, an integrated multiscreen system with full online connectivity and a 10.25-inch touchscreen. There's also an eleven-speaker sound system with surround sound mode - or a system specially tuned by audio partner Bowers & Wilkins on request - but the best thing to do in the Brit is to listen to the wonderful sound of the 4.0-liter V8 anyway! Deliveries of the Vantage Roadster will begin in the second quarter of 2025. The Swiss price of the latest Aston Martin starts at just over 200,000 Swiss francs.

On March 8, 1950, the first T1 Transporter rolled off the production line. Since then, 12.5 million more Bulli have followed. This makes the versatile VW, which was produced in Hanover (Germany) from 1956, the most successful European commercial vehicle of all time. From the T1 to the sixth-generation T6.1, one platform has always provided the basis for all derivatives - from the Transporter to the Multivan to the camper icons. However, the age of e-mobility necessitated a transformation of the all-rounder and a paradigm shift: One van for everyone became "the right van for everyone".

The beginning of a legend - T1: 1950 to 1967

Europe had to reinvent itself after the Second World War in 1950. The American Bing Crosby was the musical superstar of the time, while Elvis Presley was still a teenager and Paul McCartney a schoolboy. While rock music is yet to be invented, Volkswagen is already in its fifth year of producing another small car that is making a big splash worldwide: the Beetle, aka Type 1. At the same time, on March 8, VW also starts series production of a second model series: the Transporter. Internally, it is simply called the Type 2 T1.

As early as 1949, Volkswagen wanted to protect the popular name Bulli as a word mark at the patent office. However, another company had previously secured the rights for a snow groomer. Bad luck. Or maybe not: because the name Bulli somehow made its way to the fans. The unofficial name of the van for German-speaking countries was born. Officially, it remained "Transporter" for the time being.

The first version of the 4.10-metre-long T1 is a panel van without any windows in the cargo area, which holds a remarkable 4.5 cubic meters. The two-part "split window" windshield earned it the nickname "Splittie" in the UK. With the 18 kW/25 hp four-cylinder boxer engine from the Beetle, the T1 reached a top speed of 80 km/h at the time; later, the power was increased to 32 kW/44 hp and the top speed to 105 km/h.

Further body variants follow quickly: A station wagon with a glazed rear compartment was already available in April 1950, followed by a minibus and a flatbed van. The special model that is now regarded as the most legendary of all vintage Bulli vehicles made its debut in June 1951: the "special edition minibus" - christened the "Samba Bus" by fans. It offers space for nine people and is characterized by up to 23 windows, a two-tone paint finish and luxurious equipment including a panoramic folding roof. Today, Bulli fans around the world pay well over 100,000 francs for an original, no matter how many kilometers it has on the clock. In 1956, Volkswagen moved production to the new plant in Hanover (Germany). On October 2, 1962, the one millionth T1 leaves the assembly halls. In July 1967, after more than 1.8 million units, the T1 is replaced by the T2.

The Flower Power van - T2: 1967 to 1979

Thousands of young people flock to the Monterey Pop Festival in California in 1967. The Beatles release "Sgt. Pepper's Lonely Hearts Club Band", one of the most important albums of all time. In the middle of this soundtrack, the second generation of the Bulli makes its debut in 1967: the T2. It is the generation of the Bulli with which today's baby boomers grow up, with which they discover the world as children in the back of the VW Bus with their parents, with which the post office delivers the parcels, with which the craftsmen of Europe go on assembly work and police officers and paramedics do their duty. As a camper van, the T2 became an indestructible vehicle for globetrotters. In August 1969, musicians such as Jimi Hendrix and Joan Baez make history in Woodstock. This is where the most famous of all Bulli photos was taken: a Flower Power T1 - the "Light Bus" - with a couple on the roof. It burns itself into the collective memory of mankind and makes the Bulli an icon of automotive freedom. This T1 was created and painted by artist Dr. Bob Hieronimus, who is still associated with the VW Bus today and created a modern interpretation with the "Earth Buzz" in 2023.

The new front section is the T2's most striking distinguishing feature. Instead of the V-shape between the round headlights, a design with horizontal lines now emphasizes the width. These are not the only details that make the T2 look more modern: visibly larger side windows and the now one-piece, strongly curved windshield are the most striking features. In addition, the T2 now has a sliding door as standard. The engineers have noticeably modernized the technology. The progress is most noticeable in the chassis and brakes. With an unchanged wheelbase of 2.40 meters and slightly more width, the body has also increased in length by 20 centimeters. As a result, the T2 scores with even more space.

A major facelift followed in 1972, consolidating the success of the global bestseller. In 1978, the 4.5 millionth Transporter leaves the production halls. One year later, German T2 production is discontinued. However, the end of production is far from in sight, it is simply continued elsewhere: until 1987 at the Mexican plant in Puebla with an air-cooled boxer engine, then until 1996 with water-cooled four-cylinder engines. In addition, a further 355,000 T2c were built at Volkswagen do Brasil until 2013, when stricter safety and emissions regulations led to the final retirement of this evergreen. The last 1,200 examples of the T2 leave the factory as the "56 Anos Kombi - Last Edition".

Clarity and precision - T3: 1979 to 1992

In the late 1970s, new bands such as Dire Straits and The Alan Parsons Project and old cult rock groups in the style of Pink Floyd and Yes formed the incomparable sound of the time. VW's T3, launched in 1979, was just as incomparable and made history as the most angular van of all time. But the T3 is also the most technically advanced van to date. Icons such as the first California and the first Multivan were also created on its basis. VW makes significant progress in the area of passive safety. The wider body also offers significantly more passenger and loading space with a moderate increase in length and height; the standardized flat engines also contribute to this.

At market launch, the air-cooled T3 boxer engines produced between 37 kW/50 hp and 51 kW/70 hp. From 1981, a water-cooled diesel engine was installed in the rear of the van for the first time. Output: 37 kW/50 hp. Just one year later, boxer engines with water cooling were developed specifically for the bus. They developed 44 kW/60 hp and 57 kW/78 hp. Later, their output increased to 82 kW/112 hp. In 1985, VW added numerous other innovations: The petrol engines were fitted with catalytic converters and the first diesel engines with turbochargers. Above all, however, the all-wheel drive models enrich the range; they bear the additional designation Syncro. From 1988, the California is the first factory-produced camper van. By the time the last T3 rolled off the production line at the Hanover plant, other new versions such as the Caravelle and Multivan had long since established themselves as bestsellers. The Syncro versions of the T3 continued to be produced at the Steyr-Daimler-Puch plant in Graz (A) until 1992. The T3 even continued to roll off the production line in South Africa until 2002.

Technical revolution - T4: 1990 to 2003

Turning on the car radio in 1990 without hearing a song by Phil Collins or Madonna or Westernhagen and Grönemeyer is practically impossible in the early 1990s. This was also the case when VW presented the new T4 in August 1990. The fourth generation was a technical revolution. After 40 years of rear-wheel drive and rear engines, Volkswagen completely changed the drive concept: From now on, the engines are at the front; and they no longer drive the rear axle, but the front wheels. Unless - as already available as an option in the T3 - the Syncro drive is on board, which is also used to drive the rear axle in the T4.

With the switch to front-wheel drive, everything about the Bulli changed: the design, the chassis, the engines and the space available. Particularly at the rear, where the boxer engine still took up a lot of space in the T3, there is now considerably more room available. At the front, the T4 grows in length in order to create sufficient space for the transversely installed four and five-cylinder in-line engines as well as better crash characteristics. At market launch, T4 buyers can choose between three water-cooled gasoline and two diesel engines (49 kW/61 hp to 81 kW/110 hp). In January 1996, there is a comprehensive update, especially under the hood: a first turbodiesel direct injection engine (TDI) with 2.5 liter displacement and five cylinders is installed. The longer front end also allowed the integration of a 2.8-liter VR6 petrol engine. From 1998, the top-of-the-range TDI produced an impressive 111 kW/151 hp, while the six-cylinder engine unleashed up to 150 kW/204 hp. After 14 years of production and around two million units, the T4 was replaced by the T5 in 2003.

Timeless and simple - T5: 2003 to 2015

Christina Aguilera, Dido, Robbie Williams and Justin Timberlake are the soundtrack of 2003, the year in which VW Commercial Vehicles launches the fifth generation of the Transporter - the T5. The new design is more spacious and variable than any van before it. The Transporter makes its debut as an estate, panel van, flatbed, crew cab and as a chassis for third-party bodies. In addition, the ultra-modern new editions of the Caravelle, Multivan and California redefine the VW Commercial Vehicles van.

For the debut of the T5, propulsion is provided by so-called pump-nozzle turbodiesels and petrol units. The diesels develop between 63 kW/86 hp and 128 kW/174 hp. With the petrol engines, the spectrum ranges from 85 kW/115 hp to a V6 power plant with 173 kW/235 hp. The all-wheel drive versions are renamed from Syncro to 4Motion due to a newly developed multi-plate clutch. There is a reason to celebrate in 2007: the "Bulli" naming rights finally belong to VW. Two years later, the TDI engines are replaced by new and quieter common-rail four-cylinder engines that mobilize up to 132 kW/180 hp. The petrol engines are also replaced by new turbo engines. The T5 will continue to roll off the production line until 2015. Then, after 13 years and around two million units, it will be replaced by the comprehensively modernized T6.

Quality and economy - T6 and T6.1: 2015 to 2024

Adele sings "Hello" exactly ten years ago - with more than a billion views on YouTube, the music video for the song is one of the most successful of all time. In the same year, Taylor Swift catapulted herself into the charts with "Blank Space". And Ed Sheeran follows right behind with "Thinking Out Loud". This is roughly what it sounds like in 2015, the year in which VW launches a new evolutionary stage of the Bulli: the T6. New engines, even more comprehensive assistance and more modern infotainment systems characterize the new generation.

Externally, the T6 can be recognized above all by its redesigned front section. New two-tone paint finishes pay homage to the first generations of Bulli. The engine range includes four new TDI engines and two new TSI engines, each with a displacement of two liters - all with start-stop system as standard. The power spectrum ranges from 62 kW/84 hp to 150 kW/204 hp. Depending on the power output, these engines are paired with a five- or six-speed manual gearbox or a seven-speed DSG automatic transmission. Many variants can also be ordered with all-wheel drive, which is particularly popular in Switzerland.

Even the mature sixth-generation Bulli can still be perfected, as the T6.1 presented in fall 2019 shows. VW Commercial Vehicles is transferring the cult model into the era of digitalization: the completely redesigned instrument panel of the T6.1 will be offered with fully digital instruments for the first time. In addition, the 6.1 generation, which will be built until 2024, offers an upgrade of the equipment and an update of the design.

Focus on sustainability - Multivan and California: since 2021 and 2024

VW Commercial Vehicles sets off a firework of innovations with the new Multivan generation in November 2021. For the first time, the drive and electronic systems of a Bulli are based on the components of the Modular Transverse Matrix (MQB). With it, VW Commercial Vehicles is opening up a new high-tech spectrum for the Bulli. Never before has a Multivan been more variable, connected and sustainable. The first optional plug-in hybrid drive will be on board as early as 2021. In mid-2024, VW Commercial Vehicles will launch the new California based on the Multivan long-wheelbase version - a motorhome that has been rethought down to the last detail and yet is absolutely iconic, transferring the DNA of its predecessors into the present and future.

Bulli goes electric - ID.Buzz and ID.Buzz Cargo: since 2022

On March 9, 2022, VW will unveil the long-awaited production version of the new ID.Buzz with electric drive: the ID.Buzz Pro for family, leisure and business and the ID.Buzz Cargo for trade, commerce and industry. And that is still the case today. However, the ID.Buzz family has grown and developed significantly since 2022. Since last year, a more efficient electric drive with an output of 210 kW/286 hp and a 79 kWh battery has been in use. Whether with space for up to seven people, with a short or long wheelbase, with rear-wheel drive or even 4×4 or as a sporty GTX variant with 250 kW/340 hp - on the Bulli's 75th birthday, there has long been a suitable electric Bulli for every purpose and every style. And with the new Transporter and Caravelle, the impressive history also continues in use as a versatile worker or large-capacity cab. The VW multitool for work, family, leisure and adventure will of course also be celebrated in 2025 - there will be many events around the world to mark the 75th anniversary, including one from May 16 to 18 at the Salzburgring in Austria, where a Swiss Bulli delegation will also be taking part.

Further information and details about the Bulli story

Wait until the next service appointment? Please don't: Just like checking the engine oil level, checking the tire pressure should not be put off. Because even the tightest tires lose a little air over time. The rule of thumb often recommended is "every 14 days". This is perhaps unrealistic in hectic everyday life, but you should check once a month.

This is despite tire pressure monitoring systems (TPMS), which the majority of cars have today. This is because systems that only warn of pressure loss with an indicator light only detect sudden, but not gradual, pressure loss. Systems that display the tire pressure are generally reliable - but if the tire pressure drops evenly in all tires, this is easily overlooked. There are studies that show that cars with TPMS are almost as often under-inflated as those without TPMS. The consequence of under-inflation is that the tire is subjected to greater stress and heats up, which can quickly lead to tire death, especially on hot asphalt in summer. However, fuel consumption and service life also suffer greatly as a result.

Better too much than too little - that's the most important rule. Unless otherwise stated, the target pressure (usually found on the fuel filler flap or in the door frame) refers to cold tires. However, if you have already driven, the tires are warm: the pressure increases. But that's not all: it also rises with the outside temperature. To compensate for these fluctuations, it is advisable to always fill up with the target pressure plus 0.3 bar at the filling station. In the worst case, the vehicle's suspension becomes a little stiffer. However, wear and consumption are reduced. And very important: never release the pressure after a journey in the heat of summer: The indicated pressure often appears too high, but otherwise it may be too low later when the tires are cold.

*This content was created by the Autosprint editorial team in collaboration with carXpert created. Cars of all makes are welcome in the carXpert garages and body shops.