VW Beginings

VW's humble beginings

Volkswagen, derived from the German words "Folk's Wagon" or "People's Wagon," traces its roots back to 1937 when it was founded as a pivotal player in the automotive industry. Over the decades, it has grown into the largest car manufacturer globally, boasting an extensive lineup of vehicles. One of its most iconic creations is the Volkswagen Beetle, which has left an indelible mark on automotive history.

VW Beetle 1937

Commissioned by Adolf Hitler, the leader of Nazi Germany, the Volkswagen Beetle was conceptualized and designed by Ferdinand Porsche, the renowned Austrian-German automotive engineer and founder of the Porsche car company. 

The Beetle first rolled off the production lines in Germany in 1937 and remained in production until the late 1970s. However, its legacy endured, with production continuing at Volkswagen's Puebla facility in Mexico until 2003. In total, over 21 million Beetles were manufactured, earning it the affectionate moniker of the "poor man's Porsche."

The Beetle's success paved the way for other Volkswagen models, including the Type 2, famously known as the VW 'Bus' or Microbus, and the stylish Karmann Ghia. Subsequent iterations, such as the Type 3 'Ponton' and the Type 4 411/412 family car, further solidified Volkswagen's reputation for innovation and versatility in the automotive market.

Despite its iconic status, Volkswagen eventually ceased production of the Beetle, citing feasibility concerns in an increasingly competitive market. As other car manufacturers introduced similar-sized four-door vehicles, the Beetle, Karmann Ghia, and 'Ponton,' all two-door models, faced challenges in meeting the evolving needs of consumers, particularly in the taxi industry. The practicality of four-door vehicles for passenger transportation outweighed the convenience of two-door models, leading to a shift in consumer preferences.

This transition marked a pivotal moment in Volkswagen's history, reflecting the company's adaptability to changing market dynamics while staying true to its commitment to innovation and excellence in automotive engineering. While the Beetle era may have drawn to a close, its legacy lives on, serving as a testament to Volkswagen's enduring impact on the automotive landscape.

 The New Beetle was manufactured from 1998–2011 which included  a 2-door coupé/ convertible but wasn’t  a replacement for the original Beetle,  the VW golf and VW Passat was.  The original Beetle, the VW Golf  and the VW Passat were the three top VW cars in the history of the automaker, all three of which stood out for its simplicity, affordability and quality for more than thirty years.  The Volkswagen Beetle  is a two-door economy car, intended for five occupants  and sported an air-cooled rear mounted engine.

RANSOMWARE

RANSOMWARE

VW POLO HIGHLINE

Do you know what Ransomware is? Well, for those who don't know, it is a type of computer malware that encrypts your computer documents, photos, databases, files and other general computer data, then demands payment (ransome) to obtain the decryption key. Computer hijackers and hackers normally spread Ransomware, attached to an emails that once executed, opens a security hole in your computer system for them to exploit. The latest ransomware makes use of your computer's RDP (Remote Desktop Protocol) port to gain access to computers holding sensitive information. The RDP port is aka as port 3389. However ransomware is not limited to laptops, notebooks and desktop computers, virtually every device that are connected to an IoT (Internet of  Things) platform can be encrypted for ransom and the possibilities are quite varied. An IoT platform is essentially a suite of interrelated Internet enabled devices that deploy  applications that manage, monitor, and control connected devices.

The Internet of Things embrace technologies like Wi-FI, UWB, CAN bus, Bluetooth, ZigBee, RFID (radio frequency identification), GSM OnStar Telematics (GPS,  Tracking & remote door unlocking, Voice recognition & wireless Internet connection) Flexray, sensors, smart phones, smart homes, digital machines and mechanical objects, people or even animals that are allocated a unique identifiers -IPv6 address- with the innate ability to transfer data over a network. 

Can you imagine a hijacker capable of hacking healthcare IoT devices and medical implants; holding pacemaker patients hostage demanding payment or he will turn off their device, without any need for physical contact.  Can you imagine your car demanding money before it will start? Yes, I'm sure you can. Every VW Audi, Skoda and Seat or for that matter every car truck or tractor that was manufactured before 1996 with its glut of sensors, smart relays and internet connected telematics can hold its owner to ransom. An ECU may not hold ransomware per se but it might as well be because every time your cars coughs or sneezes it demands money. And when it refuses to start, it is as if you are being blackmailed by Volkswagen Audi Seat or Skoda into paying them some money before they get your car to start.  

I have a friend who owns a Porsche that he hardly ever drives. When he attempted starting her after about a month in the garage, the  multi-function dashboard display lit-up in red, displaying "battery/alternator visit workshop", then reverted to its normal colours displaying "undervoltage consumer defective". When the specialist Porsche mechanic arrived and jump started the car, several other light that were never on started to light up. Like the brake pad warning light, oil level monitoring failure and the check engine light and finally the  visit workshop message.

Understandably, the amount of automation in our cars today are suppose to make them safer, better and cheaper to maintain but the converse is true. The average VW owner spends virtually 30% of the value of the car before they finally give up on the car. This implies that by the time three VW owners get rid of their cars, Volkswagen got paid for four. VAG car keys are another hijack or ransome. 

Not too long ago I locked my keys in the boot of my VW Polo Highline. I simply thought just buying another key would solve all my problems. But I was mistaken nor was it that simple. I had to furnish them with my Particulars of purchase, copy of registration document,  and the VIN, just to prove that th car belonged to me. The cost of the key wasn't a few hundred rands but a few thousand rands from the a VW dealer, but that's just for the key. It still had to be programmed at a undeclared cost, so that the RFID transponder in the steering stalk of the car can communicate with the key. If that's not holding car owners to ransom then I don't know what is.

All the VW Polo Highline vehicles held to ransom by Volkswagen.
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VCDS

VCDS

AUTOMOTIVE DIAGNOSTICS

Over the past few years, I've often referred to VCDS and diagnostic scans in my blogs. For the life of me, it never dawned on me that the vast majority of Volkswagen, Audi, Seat and Skoda  vehicle owners have  no idea what it is, have never heard of VCDS, let alone know what it does. Some has never even seen a diagnostic scan of their own car. I sincerely apologize for the confusion it may have caused.  So the rest of this installment will be devoted to explaining what VCDS is, specifically for the benefit of the masses. But before I do so, I need to sketch a picture as to why car manufacturer are obligated by law to  install on-board diagnostic OBD systems into each and every car they manufacture. 

As long ago as 1946 the State of California (USA) realized that automotive vehicles significantly contributed to the rising levels of air pollution, and passed legislation to establish 'air quality emission standards for motor vehicles'. It is noteworthy, that the very first Volkswagen emission controlled engine was in fact the 1963 Type I VW Beetle engine. It employed a system known as Positive Crankcase Ventilation (PCV) to control its crankcase emissions.  During the 1970's the United States Environmental Protection Agency raised concerns over the general degradation of air quality, though they were especially concerned over the health and environmental impacts of NOx. 

NOx is an abbreviation that refers to the entire family of nitrogen oxides, among which are nitrogen dioxide, nitrous oxide, nitrates, nitric oxide  and nitric acid . NOx is known to aggravate asthmatics, can cause lung tissue diseases and reduction in overall lung function. When NOx reacts with and sulfur dioxide and other substances in the air, it eventually comes down to earth in the form of acid rain. Acid rain is damaging our vegetation  by reducing our crop yields substantially. It also causes our lakes and streams to become acidic which is totally unsuitable to many varieties of fish, shellfish and other aquatic plants and animals. Nitrous oxide emissions also add to the already high level of greenhouse gas responsible for the gradual rise in the earth’s temperature — aka global warming. But that's, just the tip of the ice-berg, because the issue is far worse and is of serious concern. In a nutshell the Federal and State Clean Air Act galvanized the rest of the world in the consciousness to reduce their carbon footprints. 

As a follow up to Positive Crankcase Ventilation (PCV) of 1963, various parts of the automotive fuel and ignition systems were modified in an effort to reduce exhaust emissions. New systems were also added while existing systems were modified to reduce fuel tank ventilation system, tailpipe and crankcase emissions. Electronics was introduced and CDI (capacitive discharge ignition) systems made their appearance and overtime technology further transformed the  four-stroke internal combustion engine. Carburetors and mechanical fuel injection gave way to hydraulic / electronic  fuel injection. Coils, points and condensers gave way to contact-less electronic ignition systems, introduced by Bosch. The Bosch D-Jetronic system was followed by Bosch  K-tronic, then the Bosch Digifant. At some point  the electronic ignition system and the electronic fuel injection were combined which gave rise to the Bosch  Motronic engine management system. 

The main objective of an engine management system is to accurately control the fuel flow and the ignition timing whilst keeping emissions to a minimum. Though various other support systems are needed to make the combustion process occur continuously. For example, crank drives the valve-train that operates the valves, the lubrication system pumps the oil to keep the engine from overheating, the cooling system reduces heat of the oil using the radiator and fan, and the electrical system supplies the voltage and current. This allows the engine management system to deliver the exact quantity of fuel, and delivers a spark at the precise moment to match the air demands of the engine — the stoichiometric ratio.

All this technology, with the help of the IEEE, led up to the  first generation OBD (On-board Diagnostics) that used Diagnostic Trouble Code (DTC) retrieval via blink code. During the successive years  further legislation was  put into place, meanwhile OBD matured  and superseded by the stringently modified OBD-II (On-board Diagnostics 2nd generation)  which has been around since 1996. In Europe OBD-II is known as EOBD-II and the emission scandal involving Volkswagen AG since 2014 revolves around them lying about the amount of CO2 emitted by their cars and for fitting a cheating device to some of their both diesel and petrol vehicles, that actually failed its 'readiness test'.

The Readiness test is essentially a group of eight (8) electronic monitors (circuits)  that oversees the correct functioning of various emission related components fitted into all modern day cars.  Each of these operational test needs to be within the legislated specification. When there is a problem with any one monitor, it will set a binary "1" in the readiness code. If there is no problem or it passes a test, it would set a binary "0" in the readiness code. Even though emission monitoring  was the imputus for OBD-II, it wasn't limited to emission monitoring. Since a computer ECU (electronic Control Unit) was needed to  oversee the emission monitors, it was expedient to put it to other uses as well, like engine management. 

As such, the electronic control unit (ECU) was renamed Engine Control Unit (ECU). The computing power of the ECU was underutilized, since its cost certainly wasn't justified by the 8 menial tasks of emission monitoring, so manufactures started adding bells and whistles and other creature comforts. The ECU increased from a 38 pin version to and 80 pin version in a matter of years. The ECU can store information and has a non-volatile memory where it stores the DTC (Diagnostic Trouble Codes) whenever it detects a problem. The ECU also has another  memory where it stores maps of the driver's driving peculiarities which is erased when the battery is disconnected. The driver is also alerted when there is a problem by one or more instrument panel lights that turn on, or start to blink. When this happens a trouble code is stored which can assist the mechanic in solving the problem.

The bells and whistles were so many that their control needed to be grouped and separated and the rest of the control modules were introduced. Hence ECU (Engine Control Module, TCM (Transmission Contol Module), ABS (Antilock Braking System) module combined with  EDL (Electronic Differential Lock), ASR (Anti Slip Regulation) and  EDL (Electronic Differential Lock), Central Electronics Module, Airbags Module, CAN Gateway Module, Instrument Module, Central Convenience Module, Seat Memory Module, Xenon  Module, Auto HVAC Module, Interior Monitor Module, etc... 

These modules are also distributed throughout the car, sometimes placed in the most obscure places with very limited access; and all these modules are also networked (interconnected) on a bus system  called CAN Bus. Individual modules have also been given some sort of intelligence (protocol) so that they can interface with diagnostic equipment. To simplify,  it can be compared to  a land line telephone extension that can communicate with the switchboard using internal control codes. Each module has its "own telephone number" with the gateway module acting as the switchboard and when a diagnostic device is connected, it can communicate with the requested module via the gateway exchange. 

Having this glut of electronic modules on-board means a glut of sensors and a glut of actuators that accompany them; amongst which are the Engine Crank or Cam Position/Speed sensor, Intake Air Temperature (IAT) sensor, the Throttle position, the Coolant Temperature (CLT) Sensor, the Throttle Valve Control Motor, the cooling fan motor (actuator), the Fuel Pressure Regulator (actuator), the Injectors (actuator), the ignition coil (actuator) and the Oxygen Sensor (O2S) (actuator), to mention but a few. 

With all these extra electronics devices that can go faulty or rather will go faulty at some time or the other,  they will need to be repaired;  and since circuit board level repairs are done at a fairly high level, beyond the abilities of average auto technician, hobbyist mechanical or DIY car owner, module replacement is the only option. In order  to determine which component has gone faulty and which module is responsible for controlling it,  without some sort of diagnostic device is near to impossible. 

So as part of the OBD-II standard, was that vehicle manufactures were obliged to install a diagnostic port in the drivers cockpit area for such diagnostic equipment to interface with the Gateway Module. This port is called the DLC (Data Link Connector). And that's were the VCDS cable plugs into. The VCDS software allows you select your vehicle from a list of VAG vehicles then gives you an option the autoscan. The scan below  is a sample of what can be expected, except that if there is a problem with the vehicle, it will be highlighted in red. Were you see  'No fault code found' is where the fault codes will be listed. The P codes can then be analysed / interpreted and the necessary repairs can be carried out.

SAMPLE SCAN

Chassis Type: 9N (9N - VW Polo (2002 > 2010))
Scan: 01 02 03 08 09 15 17 19 25 37 44 45 46 56 76

VIN: AAVZZZ9NZ8U0XXXXX   Mileage: 221080km/137372miles
-------------------------------------------------------------------------------
Address 01: Engine        Labels: None
   Part No SW: 03C 906 057 AK    HW: 03C 906 057 M
   Component: BOSCH ME7.5.20      0707
   Revision: 21H01---    Serial number: VWZ7Z0G555XXX
   Coding: 0000075
   Shop #: WSC 31414 000 00000
 
No fault code found.
Readiness: 0000 0000
-------------------------------------------------------------------------------
Address 02: Auto Trans        Labels: 09G-927-750.lbl
   Part No SW: 09G 927 750 GH    HW: 09G 927 750 GH
   Component: AQ 250 6F           0930
   Revision: 00H67000    Serial number:            
   Coding: 0000072
 
No fault code found.
-------------------------------------------------------------------------------
Address 03: ABS Brakes        Labels: 6R0-907-37x-ABS80.lbl
   Part No SW: 6Q0 907 379 AF    HW: 6Q0 907 379 AF
   Component: ABS 8.0 front   H05 0002
   Revision: 00000000    Serial number: 00000000000000
   Coding: 0002292
 
No fault code found.
-------------------------------------------------------------------------------
Address 08: Auto HVAC        Labels: 6Q0-820-045.lbl
   Part No: 6Q0 820 045
   Component: Klimaanlage        X0850
 
No fault code found.
-------------------------------------------------------------------------------
Address 09: Cent. Elect.        Labels: 6Qx-937-049-C.lbl
   Part No: 6Q0 937 049 F
   Component: 0009 BN-SG.         2S36
   Coding: 17550
   Shop #: WSC 31414

No fault code found.
-------------------------------------------------------------------------------
Address 15: Airbags        Labels: 6Q0-909-605-VW5.lbl
   Part No: 6Q0 909 601 F
   Component: 05 AIRBAG VW5       0010
   Coding: 12341
   Shop #: WSC 31414

No fault code found.
-------------------------------------------------------------------------------
Address 17: Instruments        Labels: 6Q0-920-xxx-17.lbl
   Part No: 6Q0 920 825 P
   Component: KOMBIINSTRUMENT VDO V06
   Coding: 00141
   Shop #: WSC 31550

No fault code found.
-------------------------------------------------------------------------------
Address 19: CAN Gateway        Labels: 6N0-909-901-19.lbl
   Part No: 6N0 909 901
   Component: 01K1 GATEWAY CAN    2S36
   Coding: 00015
   Shop #: WSC 31414
 
No fault code found.
-------------------------------------------------------------------------------
Address 25: Immobilizer        Labels: 5J0-920-xxx-25.clb
   Part No: 6Q0 920 825 P
   Component: IMMOBILIZER VDO V06
   Coding: 00141
   Shop #: WSC 31550
 
No fault code found.
-------------------------------------------------------------------------------
Address 44: Steering Assist        Labels: 6Q0-423-156.clb
   Part No: 6Q0 423 156 AB
   Component: LenkhilfeTRW        V270
   Coding: 10110
   Shop #: WSC 31414
 
No fault code found.
-------------------------------------------------------------------------------
Address 45: Inter. Monitor        Labels: 6Q0-951-171.lbl
   Part No: 6Q0 951 171 C
   Component: Innenraumueberw.    0020
 
No fault code found.
-------------------------------------------------------------------------------
Address 46: Central Conv.        Labels: 6Q0-959-433.lbl
   Part No: 6Q0 959 433 E
   Component: 67 Komfortgerát     0002
   Coding: 00018
   Shop #: WSC 31414

No fault code found.

End   ---------------------------------------------------------------------

VCDS

VCDS stands for "VAG-COM Diagnostic System" and it is a dongle based hardware cable sold by Ross-tech governed by intellectual property rights. It pairs with Ross-tech's freely downloadable and regularly updated Windows based computer program that interrogate your vehicles on-board modules. However, the software needs to be registered on-line in order to take benefit from the regular upgrades.  This software provides a GUI with menus to scan the vehicle, that allows you to view Fault Codes, Measuring Blocks and view VAG-Scope data. It also permits you to clear any Fault Codes, and recode a module after  replacing it, log Data to a CSV file,  perform Basic Settings and Output Tests. And so much more. It is probably the most versatile tool to tackle any Volkswagen, Audi, Seat or Skoda repairs. Any auto workshop specializing in VW vehicles that doesn't have VCDS is at a loss, even if  they have a Launch X431, or TOAD, or Autoboss V30, the MaxiDAS DS708, etc. VCDS is specific to VAG vehicles and personally I'm very impressed with  its functionality, and I tip my hat to the Ross-Tech team.  

However, the "high price" of their cable has permitted several competitors to compete with them, producing a clone cable that works with Ross-Tech software. I'm not saying that the price of the cable doesn't justify its capabilities but if the price was more manageable for non-USA based VW owners, virtually every VW, Audi, Skoda, Seat owner would feel obliged to invest in said cable; and at the same time Ross-Tech will get rid of all the clone shysters. the same cable and software works admirably of Bugatti, Lamborghini, Bentley, Porsche and for them price is not an issue. Being a US based company Ross-Tech wants payment in USD but the USD to ZAR is  currently sitting at 1:14 and I'm certain most VAG car owners paying in another currency that don't convert favorably with the USD may have similar reservations. Enough said, go get that cable!  

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VOLKSWAGEN e-GOLF

IS IT TIME TO DITCH VOLKSWAGEN?

The year 2016 is fast coming to and end but will always be remembered as the year that Volkswagen AG  needed to reverse public perception over the diesel gate scandal that affected some 11 Million vehicles globally during 2015. With it's hands full with public apologies, court battles, falling share prices, Diesel vehicle recalls and general damage control caused by the negative impact to their brand after admitting  that they circumvented emissions standards; VW have been somewhat curtailed from their key business of manufacturing cars.

With the uncertainty regarding the future of diesel, especially considering that the mayors of Paris, Madrid, Athens and Mexico City pledged to ban all diesel cars by 2025. And with the ever looming legislative imperative to cut down on carbon dioxide (CO2) emissions and other harmful gases, automotive manufacturers as a whole have started to seriously invest in electric-powered-car technology. 

Volkswagen produced the Volkswagen e-Golf hatchback which is however not a purposely built electric car but rather shares the powertrain hardware of the Golf MK7 MQB (Modularer Querbaukasten) Typ 5G, but  fitted with an electric motor in place of its petrol/ diesel powered engine. The e-Golf is in direct competition with other purpose  built electric cars from  several manufacturer's vehicles, like the Renault ZOE hatchback, Hyundai Ioniq Electric, Tesla Model S hatchback, Tesla Model X SUV, BMW i3 hatchback, Nissan Leaf hatchback and the Kia Soul hatchback. Be that as it may, VW has sold more than 25 000 units worldwide since 2014. The VW e-Golf matches the competition in range, but the the battery management doesn't have an  active cooling system which seriously affects longevity. VW hasn't in anyway been innovative nor produced anything new. Their VW e-Golf doesn't offer anything more than the competition already does and certainly amounts to less bang for your buck. Apparently the Renault ZOE hatchback seems to be the pure electric vehicle that's leading the EV race in virtually all categories. 

However, VW has always been promoting “Clean Diesel” as an alternative to hybrid and electric vehicles, thus pushing their 2009–2015 Volkswagen Jetta 2.0L TDI, 2010–2015 Volkswagen Golf 2.0L TDI, 2010–2015 Audi A3 2.0L TDI, 2012–2015 Volkswagen Beetle 2.0L TDI, 2012–2015 Volkswagen Passat 2.0L TDI,  etc, globally. It has now come to light that not only has Volkswagen cheated on emission testing with the 2.0L TDI engines, but also on the 3.0L  fitted in the 2009–2015 Audi Q7 3.0L V-6 TDI, 2009–2016 Volkswagen Touareg 3.0L V-6 TDI, 2013–2016 Porsche Cayenne Diesel 3.0L V-6. 




Volkswagen had hardly settled to pay $14.7 billion and announced a buyback schedule, thinking  it was putting an end to the Dieselgate scandal when the German weekly newspaper 'Bild am Sonntag' and the 'Wall Street Journal', citing unnamed sources reporting that the California Air Resources Board (CARB) have found new Emissions-Cheat Device / emissions-lowering software on an Audi. Test results  revealed that the Audi was emitting less carbon dioxide than it did during normal use, but when the steering wheel is turned more than 15 degrees, this program would shut off, detecting that the test had completed. The Wall Street Journal alleges that Audi management specifically detailed the defeats during their meetings.




This affects all VW owners and by the looks of things, other car manufacturers have surpassed Volkswagen in several categories. Looking at comparisons in Overall, Reliability, Build Quality, Running Cost, Performance, Road Handling, Ride Quality, Ease of driving, Seat Comfort, Practicality, Car Tech, Volkswagen is either doing very badly or in some cases doesn't feature at all. Volkswagen was lying in 10th position on the top 10 selling cars globally but has subsequently been  surpassed by Tesla Motor Company, that is a new entry into the car market or rather the EV market.

Fortunately for VW, its subsidiary Audi is still in the race even though it lost 6% in sales compared to the previous year as can be seen on the "Cars Top 10" slide.  Porsche  is also in the running but there doesn't seem to be stats available as yet. Looking at the three stats sheets above, it can be clearly seen the VW lies 19th for Build Quality, 19th for Running Cost, 16th for Ride Quality but for Overall  and Reliability it doesn't even feature. What were we thinking when be bought into Volkswagen? I am seriously thinking of turning my VW Polo into an EV, then I won't have any more engine problems, especially not issues associated with that pesky EPC light and Limp mode home.

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FOOL ME ONCE SHAME ON YOU; FOOL ME TWICE SHAME ON ME

VW SHAMED  TWICE SHAME FOR EMISSION CHEATING

Thus far Volkswagen AG, Audi AG and Volkswagen Group of America, Inc. and Volkswagen (VW) as a whole has gone through the mill for the EPA emissions scandal that broke on the 18 September 2015. They have suffered massive third-quarter financial losses. Legal injunctions have compelled them to recall 11 million vehicles fitted with the now notorious 2.0L TDI engine. They are obliged to repair them entirely at their own cost which could take at least two years. They had to set aside some 7 billion Euros as restitution and compensation to VAG vehicles owners whose vehicles will, as a result of the "cheat device", have  diminished performance and poorer fuel economy. They fired their heads of Research and Development and launched an internal investigation into the “rogue software engineers” responsible for fitment of "cheat device". They have even instated a new CEO, Matthias Mueller, the former  boss of Porsche to the helm, to steer them out of the arse mousse  that Volkswagen find themselves sinking into deeper day by day.

The largest Automobile manufacturer in the World.

As if this isn't enough,  US’s Environmental Protection Agency (EPA) just notified Volkswagen Aktiengesellschaft of a second breach of clean air legislation. On the 2nd  November 2015, the EPA issued them with a second notice of violation (NOV) of the Clean Air Act. This NOV alleges that VW developed and installed defeat mechanisms in model years 2014 through 2016 VW, Audi and Porsche light duty diesel vehicles equipped with 3.0 liter V6 TDI engines. The harmful nitrogen oxide (NOx) emissions produced by diesel engines fitted in the 2014 VW Touareg, the 2015 Porsche Cayenne, and the 2016 Audi A6 Quattro, A7 Quattro, A8, A8L, and Q5, appear to exceed the EPA’s standard by at least nine times. 

3.0 Liter V6 TDI Engine

In their own defence VW emphatically denied the charges of fitting the “cheat device” into its luxury brand of vehicles. However the following day  VW admitted that certain “unexplained inconsistencies” had been found during the testing process for CO2 emissions. VW added that approximately 800,000 vehicles are currently thought to be involved, most of them sold in Europe.  But some of the vehicles now involved have petrol engines, implying that the scale of the second  installment of the emission scandal could be much greater than initially assumed. 

Suddenly the “credibility” of the “rogue software engineers” argument just fades into obscurity. It is just to outlandish, flimsy and too incredulous now that Porsche and other luxury brand of vehicles are also involved. This boils down to down-right systematic manipulation and rigging of emissions test data by VW in order to gain themselves and unfair and an illegal  competitive advantage over its competitors. These latest developments just tarnished Volkswagen’s reputation and future sales even further, perhaps irreparably.  But to regain any sort of confidence and trust from both customers and investors, Volkswagen would have to make some radical changes to its management  and come clean. 

Considering that for the first time Toyota sales has overtaken that of VW.  And that Volkswagen  will forfeit all its CAFE (Corporate Average Fuel Economy)  carbon credits, and have to pay the taxation difference between the lower vehicle tax that  VW’s customers have unwittingly paid and what was actually due. Besides  getting grilled at COP 21 on the 7- 8 December 2015 for fooling the rest of the world twice.  And to add insult to injury, VW sales across all models, including petrol engines sales dropped by almost 10% since October 2015. Credit ratings agencies Moody’s and S&P have downgraded VW and three other major ratings agencies have VW on negative watch considering further downgrades. What a  deal breaker!