De este modo, Volkswagen distingue claramente entre el m\u00f3dulo transversal modular (MQB<\/a>) en el Golf y el M\u00f3dulo de Electrificaci\u00f3n Modular (MEB<\/a>) en ID.3. No s\u00f3lo eso, sino que tambi\u00e9n cambia la nomenclatura: los h\u00edbridos enchufables pasan a llamarse eH\u00edbridos. Las dos versiones disponibles tienen b\u00e1sicamente el mismo tren motriz y la bater\u00eda recargable externamente tiene una capacidad de 13 kilovatios hora (kWh). Cuando se agota su energ\u00eda el\u00e9ctrica, se pone en marcha un motor de combusti\u00f3n interna con inyecci\u00f3n directa, turbocompresor (TSI) y 1,4 litros de cilindrada. El sistema est\u00e1 dise\u00f1ado como un h\u00edbrido paralelo, por lo que el motor el\u00e9ctrico se sit\u00faa entre cuatro cilindros por un lado y una caja de cambios de doble embrague y 6 velocidades (DSG) por el otro. La potencia combinada es de 150 y 180 kilovatios (kW) respectivamente, y la versi\u00f3n m\u00e1s potente lleva de nuevo la etiqueta GTE.<\/p>\n Los dos eH\u00edbridos son importantes porque el Golf no s\u00f3lo es el coche m\u00e1s vendido en el conjunto de la Uni\u00f3n Europea, sino tambi\u00e9n en t\u00e9rminos de nuevas matriculaciones comerciales en Alemania. Aqu\u00ed, en Alemania, se aplica la llamada regla del 0,5%: la ventaja monetaria en el uso privado de un coche de empresa es que s\u00f3lo tiene que tributar un 0,5% en lugar del 1% del precio de cat\u00e1logo bruto al mes.<\/p>\n Desde la introducci\u00f3n del nuevo ciclo de medici\u00f3n WLTP (por Worldwide Harmonized Light Vehicles Test Procedure) el 1 de septiembre de 2018, las emisiones de CO2 se individualizan para cada tipo de equipamiento, adem\u00e1s de la combinaci\u00f3n motor\/transmisi\u00f3n. Cada clic en el configurador modifica el valor de CO2. En el caso del Golf eHybrid, cabe suponer que incluso la versi\u00f3n con todas las marcas de la lista de opciones cumple los requisitos de la Ley de Electromovilidad alemana (EMoG), recibe posteriormente una etiqueta e y, por tanto, queda por debajo de la norma del 0,5%. Este es el caso del Passat GTE, por lo que ocurrir\u00e1 lo mismo con el Golf, m\u00e1s corto y ligero. Con vistas a otros mercados europeos como Suecia, tambi\u00e9n es probable que el eHybrid aumente significativamente su cuota en la combinaci\u00f3n de motores, ya que los h\u00edbridos enchufables suelen promocionarse.<\/p>\n Hay poco peligro de que surjan problemas de suministro: Volkswagen AG est\u00e1 estandarizando esta cadena cinem\u00e1tica y utiliz\u00e1ndola en cada vez m\u00e1s tipos de autom\u00f3viles. El Passat lo tiene, el Golf tambi\u00e9n, el Seat Tarraco y varios otros SUV tambi\u00e9n. La bater\u00eda de 13 kWh de la planta de producci\u00f3n de sistemas con sede en Braunschweig se fabrica en grandes cantidades, lo que se dice que es posible sin problemas.<\/p>\n Una decepci\u00f3n desde el punto de vista del cliente son los tres h\u00edbridos suaves, que reciben las siglas eTSI. Cualquiera que esperara encontrar un competidor directo del Toyota Corolla<\/a> Hybrid Synergy Drive en el Golf 8 se sentir\u00e1n decepcionados: el eTSI nunca puede conducir el\u00e9ctricamente. Aunque la aceleraci\u00f3n sin motor de combusti\u00f3n es s\u00f3lo un efecto secundario del dise\u00f1o de Toyota para obtener el m\u00e1ximo ahorro y no el objetivo original, muchos compradores siguen valorando el deslizamiento silencioso.<\/p>","protected":false},"excerpt":{"rendered":" Con el lanzamiento del Golf 8, Volkswagen lanza a la carretera su superventas en cinco variantes h\u00edbridas, sin ning\u00fan propulsor puramente el\u00e9ctrico entre ellas.<\/p>","protected":false},"author":24,"featured_media":121411,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[9930],"tags":[7558,16771,3769,7457,15103,6382,567],"class_list":["post-121322","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-automobile","tag-48-volt","tag-background","tag-golf-gte","tag-hev","tag-mqb","tag-phev","tag-volkswagen"],"acf":{"inhalt_teil2":" The Golf 8 eTSI is available with 81, 96 and 110 kW engine power. The least powerful version is based on the proven three-cylinder engine with one-litre displacement. The two more powerful ones have the 1.5-litre four-cylinder under the hood. All have the 7-speed DSG in common. Theoretically, it would be possible to couple the 48-volt hybrid system to a manual gearbox with an e-clutch. Volkswagen, however, is banking on comfort.<\/p>\n The basic principle of all hybrid passenger cars also applies to the Golf 8 eTSI: when trailing the throttle and braking, a belt starter generator recovers electrical energy (recuperation) and stores it in a lithium-ion battery with an estimated capacity of around one-kilowatt-hour. When starting or accelerating, this buffered force is transmitted directly to the crankshaft via a belt. In addition, the eTSI with 81 and 96 kW have the Miller combustion process with higher thermal efficiency. And the drag coefficient has also been reduced to cW 0.275 with a frontal area of 2.21 square metres.<\/p>\n In recent years, electrive<\/em> has had several opportunities to test various prototypes with mild hybrid drives at the test site in Ehra-Lessien here in Germany. What they all have in common is significantly improved restart performance and spontaneous propulsion at low speeds. The extent to which this design reduces fuel consumption and thus CO2 emissions, in reality, will only become apparent in practice. Unfortunately, it cannot be assumed from the paper form that the Toyota Hybrid benchmark will be reached or even undercut. For the time being, Volkswagen is only providing general information on the reduction of CO2 emissions in the Golf 8: A drop of ten per cent is reported for the eTSI and 17 per cent for the TDI. Exact values follow the general type test (homologation).<\/p>\n At the presentation of the Golf 8, the supposedly good old combustion engine world is therefore in order. Here we are not talking about details of cell chemistry, economies of scale in battery production or charging performance. This is about the car with which Volkswagen says it must earn the money in the 2020s to invest in the energy revolution.<\/p>\n However, if you get rid of the rigid view of the powertrain, the convergence between MQB and MEB is obvious. For example, the Golf 8 is “always on” with an eSIM, has a digital cockpit even in the basic version and is fully Car2X-capable via the WLANp \/ ITS G5 standard as standard. This feature could become the most important progress of this Golf generation because with Car2X the number of accidents will decrease and driving automation will be improved.<\/p>\n An example of this is the Traffic End Assistant, which intervenes when another Car2X-enabled car starts an emergency braking manoeuvre up to 800 metres ahead. And there is another element that makes it clear how electric mobility affects the Golf 8: there are updates via software and WLAN as well as upgrades. The automatic distance control ACC, the high beam assistant, navigation, smartphone integration and online voice control can all be activated at a later date.<\/p>\n From an industrial perspective, the blurring of MQB and MEB is only logical. From steering to air conditioning to connectivity, it makes perfect sense to use common parts to reduce costs. If this is the case, the long-term question is whether and when the Golf is superfluous as a series because the combustion engine has survived.<\/p>\n The Golf 8 can be ordered from the end of the year and will be delivered in 2020. It will have to survive until around 2028. During this period, it is crucial how customers react: Do they still want the safety that the Golf gives them, or are they going to get involved in what is apparently the ID.3 experiment or its derivatives from Seat and Audi?<\/p>\n On a sober note, ID.3 will not kill the Golf. The Zwickau<\/a> plant is designed for 330,000 units per year \u2013 not only for the ID.3, but also for other models based on the MEB. This is a lot compared to other brands and models. In the Volkswagen Group with its more than ten million passenger cars per year, however, this only makes up three per cent of the total number. A niche. For the time being.<\/p>\n In a radical success scenario for the ID.3, the costs for the battery would have to fall extremely quickly, international production capacities would have to increase rapidly and at the same time a leap in technology would have to take place, as is conceivable, for example, with solid electrolyte cells<\/a>. Although this is possible in principle, it is still highly unlikely in the usual run-up to industrial processes. The idea that the Golf 8 is the last Golf is therefore based more on euphoric hopes for electromobility than on foreseeable facts. The Golf 8 will be a success and not the last Golf. But perhaps the penultimate.<\/p>\n Translation into English from original German article by\u00a0![\"volkswagen-golf-8-gte-2019-06-min\"](\"https:\/\/www.electrive.com\/media\/2019\/10\/volkswagen-golf-8-gte-2019-06-min-1400x700.png\" "\\"\\"")
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<\/figure>\n <\/div>\n ![\"volkswagen-golf-8-gte-2019-02-min\"](\"https:\/\/www.electrive.com\/media\/2019\/10\/volkswagen-golf-8-gte-2019-02-min-1400x700.png\" "\\"\\"")
<\/figure>\n <\/div>\n ![\"volkswagen-golf-8-gte-2019-01-min\"](\"https:\/\/www.electrive.com\/media\/2019\/10\/volkswagen-golf-8-gte-2019-01-min-1400x700.png\" "\\"\\"")
<\/figure>\n <\/div>\n ![\"volkswagen-golf-8-gte-2019-05-min\"](\"https:\/\/www.electrive.com\/media\/2019\/10\/volkswagen-golf-8-gte-2019-05-min-1400x700.png\" "\\"\\"")
<\/figure>\n <\/div>\n <\/div>\n <\/div>\n \nTodos los eH\u00edbridos entran dentro de la norma 0,5%.<\/h3>\n
eTSI: H\u00edbridos suaves que no pueden circular el\u00e9ctricamente<\/h3>\n
Update and upgradeable<\/h3>\n
![\"volkswagen-golf-8-gte-2019-01-min\"](\"https:\/\/www.electrive.com\/media\/2019\/10\/volkswagen-golf-8-gte-2019-01-min.png\")
<\/a><\/p>\nCompetition and synergy between MQB and MEB<\/h3>\n