Although its mainstream mission and conservative exterior styling have led some staff members to believe the 2012 Volkswagen Passat TDI is bland, so far, everyone who's driven the car during its first month in our Four Seasons test fleet has walked away impressed.

When the current-generation Jetta was launched, its big advance over the previous model was its much lower price. Unfortunately, that lower price was achieved with some severe cost cutting both in the car's mechanicals -- a cheaper rear suspension and a smaller, less-powerful engine -- and its interior. The arrival for 2012 of the top-spec GLI edition of the Jetta, goes a long way toward remedying those issues.

There's almost no reason to review this car. Volkswagen fanboys probably bought every Golf R within a few days of the announcement that it was coming to the States. Car guys who don't like VW products will complain that the Golf R is way too heavy and expensive. Both groups made up their minds as soon as the specifications were announced, and it's unlikely driving impressions will convert the nonbelievers.

The 2012 Volkswagen Passat is more than just another Passat, or even yet another midsize sedan in an already vast pool of similar-sized vehicles in North America. No, the innocuous-looking sedan, which went on sale in 2011, reflects a shift in Volkswagen's North American product planning -- and, for that matter, VW's global ambitions.

Volkswagen has met with doubt and derision for pursuing "strategy 2018." No one, not even VW chairman Ferdinand Piech, can simply mark a date on a calendar when the company might end up as the biggest automaker on earth, certainly not when so many competitors are fiercely fighting over every percentage point of market share. In that respect, at least, the naysayers are correct. Volkswagen is not on track to take the number one spot in 2018, but rather, in 2016 -- two years ahead of schedule.

The Volkswagen Alltrack concept is a raised, all-wheel-drive station wagon, and you're correct in thinking we've seen this recipe before. The Subaru Outback is also an all-wheel-drive wagon that tries to bridge the gap between sedan and SUV. Volkswagen's take on that idea, the Alltrack concept, makes its debut at the New York auto show.

Volkswagen's Amarok pickup truck might be useful for hauling simple things like furniture or building supplies, but its newest Geneva Motor Show concept is thinking a bit more extreme. The company has unveiled the Amarok Canyon Concept, a truck designed to handle the rigors of freestyle kayaking.

Who says thriftiness can't be any fun? The new 2012 Volkswagen Polo Blue GT, which launches today at the Geneva Motor Show, not only packs a 140-hp punch into a subcompact hot hatch, but it also promises some fairly impressive fuel economy.

Volkswagen must have a case of deja vu: although it displayed a batch of one-off Up! concept cars at the 2011 Frankfurt Motor Show, the automaker is doing the exact same thing for this year's Geneva Motor Show. The cars shown here are once again merely design studies, and won't necessarily be placed into series production.

Saving fuel is the name of the game at any major auto show these days, so it's no surprise Volkswagen will show off a concept car that uses a plug-in hybrid drivetrain. The Cross Coupe TDI Plug-in Hybrid concept is a small crossover that uses an efficient diesel engine in partnership with electric motors.

Not every concept car built for Volkswagen's annual fan festival in Worthersee, Austria, is disconnected from reality like 2007's 12-cylinder, all-wheel-drive uber-GTI. At last year's event, VW rolled out a realistic-looking GTI concept in drop-top form. So real, in fact, that the automaker is rolling out a production-ready version called the Volkswagen GTI Cabriolet at the 2012 Geneva Motor Show.

The 2012 Volkswagen Beetle is receiving a third engine choice for the 2013 model year on top of the base 2.5-liter and turbocharged 2.0-liter gasoline engines: a 2.0-liter turbodiesel.

Volkswagen owns the affordable diesel market in the United States. With TDI engines available in the Jetta, Passat, Golf, and Touareg, one out of every five Volkswagens sold in 2011 was powered by a diesel engine. A fifth VW diesel, the Beetle TDI, joins the lineup for 2012, but Volkswagen isn't content to rest on its compression-ignition laurels. Hybrids make up a far larger share of the United States market and the German automaker is keen on capturing some of those buyers. Since the $62,865 Touareg Hybrid struggles with that task, Volkswagen will target a more practical segment and a more reasonable price this fall with the Jetta Hybrid.

I didn't spend much time in the Beetle Turbo but it doesn't take much time behind the wheel to appreciate VW's spunky 2.0-liter turbo four. The turbo spools up quickly -- all 207 lb-ft of torque are available at an insanely low 1700 rpm -- but progressively so acceleration is instantaneous but easily controllable. My only criticism after driving the Beetle is that, like the Passat, the throttle requires a fair bit of concentration and a controlled touch to take off gradually from a stop.

It's no secret that Volkswagen is big into diesels. But given the ever-growing set of hybrid offerings from its competition, VW is expanding its green footprint by bringing cars like the 2013 Volkswagen Jetta Hybrid, currently on display at the 2012 Detroit auto show, to the market.

Must all electric vehicles look like boring boxes? Volkswagen is answering with a resounding "no" at the Detroit auto show, by showing a new electric concept with a striking design. Based on the gasoline-powered Beetle coupe, the E-Bugster is a two-seat show car that blends the retro styling of the 2012 Beetle with the zero-emissions promise of an electric drivetrain.

It's easy enough to lambaste the Routan for what it's not -- a "true" Volkswagen -- but let's instead focus on what it is: a competent minivan. Although some competitors pack their vans with widescreen entertainment for the kids, super-luxurious interiors, or dress-up kits that theoretically suggest manliness, the Routan seems to play the middle the field. Its exterior styling is handsome and pleasant, albeit somewhat pedestrian.

"Welcome to New Stanton," the sign cheerfully announces, but reality speaks a different language. Although the main drag is lined with many of the same franchises that were around in better days, prosperity has long since checked out and moved on to greener pastures. In the late 1970s, however, New Stanton, Pennsylvania, was a model of economic growth. A harbinger of the carefree life was Volkswagen of America, which had set up the nearby Westmoreland Assembly Plant to build the Rabbit, Golf, GTI, Jetta, and, briefly, the Rabbit pickup. Employing in its heyday some 5700 workers, VW's first foray into the automotive holy land ended ignominiously only ten years after it began. The crisis that caused the closure was due to a mix of ill-advised product planning, persistent labor problems, and a swing in buyer preference toward Japanese brands. Two years after VW moved out of the facility, Sony took over and began manufacturing TV sets until Westmoreland was mothballed in 2010.

Passat owners who are bitter about the new model's decontenting can take solace in the CC. Based on the previous-generation Passat, the CC continues to offer the sporty dynamics, exceptional interior, and premium feel that were once Volkswagen hallmarks. The base engine is Volkswagen's excellent turbocharged 2.0-liter four-cylinder. Its refinement and power make it just as good as the V-6s from many of its competitors, and it has better fuel economy. If you insist on a six-cylinder, however, Volkswagen offers an optional 280-hp VR6 that's full of personality. A six-speed manual transmission is standard with the 2.0T; the optional six-speed automatic is a dual-clutch unit, meaning shifts are quicker and more direct. It's a great gearbox, particularly in a sporty car, but comfort-minded buyers might be turned off by it. All-wheel drive and a conventional torque-converter automatic are standard with the more powerful six-cylinder. The sloping roofline makes the CC a four-door "coupe" in the vein of the Mercedes-Benz CLS and restricts the rear seats to two passengers. All CCs are equipped with a panoramic sunroof, split-folding rear seats, and a leather-wrapped steering wheel. With the Passat's recent $7000 price cut, the CC might not appear to be the value that it actually is. We love it for preserving the Volkswagen character that we cherish.

The Beetle is based on the Golf, a car that offers a superb balance of comfort and superior driving dynamics. However, the base Beetle has been stripped of its multilink rear suspension and excellent electric power steering. Instead, there's a less sophisticated torsion-beam setup in the rear and overboosted hydraulic power steering. Power for the base car comes from the 170-hp five-cylinder that is peppy but somewhat gravelly at high rpm. If you're really interested in the sportier character that Volkswagen is hyping, you want the Beetle Turbo, which is much more true to the GTI that inspired it. Steering weight is superb, the suspension is firmer without being jarring, and prodigious power comes from the turbocharged 2.0-liter four-cylinder. The base Beetle uses a five-speed manual or a six-speed automatic, and the Turbo raises the engagement factor with a six-speed manual or a six-speed dual-clutch automatic that delivers crisp, speedy shifts. The interior features slick body-color accents and the simple, intuitive controls that Volkswagen is known for. The bud vase of the first New Beetle is gone, but there's an optional second glove box high on the dashboard as a nod to the original Beetle. There's enough headroom for six-footers in the rear but only enough legroom for small children. The Golf and the GTI offer slightly better driving dynamics and more practicality, but if you're a sucker for style, the Beetle is a smart small car with substance beneath the surface.

The Eos might not be an enthusiast’s dream car, but it’s a solid value if you’re in the market for a convertible with a real back seat. The base model undercuts the price of several other four-seat, retractable-hard-top convertibles while delivering an excellent open-air experience. Riding on the same versatile platform that underpins VW’s other compact offerings, the Eos handles well and rides with a pleasant suppleness, and engineers were able to keep the loss of structural rigidity to a minimum. But it’s the engine—a refined and energetic turbocharged four-cylinder—that gives the Eos its star quality. Volkswagen’s six-speed dual-clutch transmission is a sporty, engaging alternative to a conventional automatic. Inside, the Eos boasts a level of refinement that transcends its price; the cabin far surpasses that of the Chrysler 200 convertible in terms of fit and finish. The five-piece glass-and-steel roof lowers in twenty-five seconds with the push of a button. If you’re in the mood for a bit less wind and sun, this Volkswagen can manage that, too. All Eos models come with a sunroof that tilts and slides open. At 44 inches wide, it’s larger than the sunroofs in most fixed-roof cars. Cargo space is generous with the top up, but top-down weekend trips with four people will require packing lightly, as trunk space shrinks significantly with the top stowed.

Don't let the Golf's conservative styling fool you; anyone who sits behind the wheel is having lots of fun. Volkswagen offers four different models making between 140 hp and 265 hp, each of which is available with two or four doors. All Golfs feature a dynamic chassis and responsive steering that make them a joy to drive. Other common traits include exceptional visibility and a spacious, high-quality interior that compares well with cars costing twice as much. The base five-cylinder engine is sufficiently powerful but can't come close to the 40 mpg achieved by other compacts. Efficiency-minded buyers will want the diesel-powered TDI, a peppy and refined engine that is rated at 30 mpg in the city and 42 on the highway. It is pricey, though. The top performer is the Golf R, a $34,000 all-wheel-drive turbocharged Golf that produces 256 hp and 243 lb-ft of torque. It's quick and planted, but we prefer the less powerful front-wheel-drive GTI. The GTI is the only car ever to win our top honor, Automobile of the Year, twice. Both the Golf R and the GTI use the same 2.0-liter turbo, but the GTI is tuned to be smoother with a more linear response and minimal turbo lag. Buyers have a choice of two six-speed transmissions: a light and quick manual or Volkswagen's acclaimed dual-clutch automatic. Sophisticated computer programming mimics the function of a limited-slip differential without adding any torque steer--and the GTI's steering is as good it gets with front-wheel-drive cars.

Since last year's introduction of the new Jetta, Volkswagen has been touting the fact that it is less expensive than the previous generation. That's because it has fewer standard features and older technology. Not only does it revert to a twist-beam rear suspension like the car from two generations prior, but the old 2.0-liter four-cylinder from that car reappears, too. Most buyers will opt for the 2.5-liter five-cylinder, which is a far better match for the rather sizable Jetta. The back seat is enormous, and visibility is great. The navigation system, however, isn't as good as the unit it replaces. VW has dialed back the Jetta's materials quality, but the interior is still competitive with the best cars in the class. All the decontenting doesn't apply to the Jetta Sportwagen, which is still based on the previous car, or the performance-minded GLI sedan. Both of those models retain the multilink rear suspension, the sharper steering, and the higher-quality interior that the Jetta's reputation was built on. Both the sedan and the wagon are available with a frugal, spirited, and quiet diesel engine that can be mated to a six-speed manual or a six-speed dual-clutch automatic. The diesel returns hybridlike fuel economy. The Jetta looks more expensive than it is, and its build quality is impressive. It doesn't drive as well as the previous car, but it is still a comfortable cruiser.

Volkswagen's longstanding success in the United States is due in part to its enthusiastic fan base. The largest VW in the family, however, probably doesn't excite the Vee-Dub faithful all that much. The reason is simple: the Routan isn't a Volkswagen. VW's marketing may promise German engineering, but that's more than a little far-fetched. In fact, the Routan is really a Chrysler Town & Country with slightly different front and rear styling, a retuned suspension, and a few interior upgrades. It's even built by Chrysler in a Chrysler factory. Unfortunately, one of the Town & Country's coolest features--the Stow 'n Go second-row seats that fold into the floor--isn't available on the Routan. Last year, the Town & Country received a major makeover--and so did the Routan. The core of that change was a new 3.6-liter V-6 that replaced two aging V-6 engines. Power climbed to a very impressive 283 hp with no negative effect on fuel economy. The suspension and the chassis were also updated, improving the ride, handling, and steering. Unfortunately, the six-speed automatic is still not world-class. It is often hesitant to downshift and uncertain of which gear to choose. With a taut suspension and a nice interior, the Routan is a decent minivan, but it's not a true Volkswagen.

Since last year's introduction of the new Jetta, Volkswagen has been touting the fact that it is less expensive than the previous generation. That's because it has fewer standard features and older technology. Not only does it revert to a twist-beam rear suspension like the car from two generations prior, but the old 2.0-liter four-cylinder from that car reappears, too. Most buyers will opt for the 2.5-liter five-cylinder, which is a far better match for the rather sizable Jetta. The back seat is enormous, and visibility is great. The navigation system, however, isn't as good as the unit it replaces. VW has dialed back the Jetta's materials quality, but the interior is still competitive with the best cars in the class. All the decontenting doesn't apply to the Jetta Sportwagen, which is still based on the previous car, or the performance-minded GLI sedan. Both of those models retain the multilink rear suspension, the sharper steering, and the higher-quality interior that the Jetta's reputation was built on. Both the sedan and the wagon are available with a frugal, spirited, and quiet diesel engine that can be mated to a six-speed manual or a six-speed dual-clutch automatic. The diesel returns hybridlike fuel economy. The Jetta looks more expensive than it is, and its build quality is impressive. It doesn't drive as well as the previous car, but it is still a comfortable cruiser.