REVIEWS AND ROAD TESTS

2,315 changes… And so?

The untrained eye - and even a trained one at that - may miss the 2,315 changes made to the new Passat that is starting a new career in dealer showrooms.

How do you improve a car that has been collecting mentions since its unveiling in 1997? In Canada, despite the critics’ acclaim, the largest Volkswagen cannot outsell the Camry (Toyota), Accord (Honda) and Taurus (Ford).

This recent revamping, unfortunately, will not be enough to fill the sales gap that separates it from its popular intermediate rivals. But according to CEO Ferdinand Piech, the new Passat can rival the luxurious Acuras, Volvos and Audis. The German firm must convince and quickly, because it will soon introduce a V8 version of the Passat.

To show more nobility, this Volkswagen is dressed up with chrome decals (a bit tacky in my opinion), a VW sign in the middle of its front grille, and headlights (halogen in North America, Xenon in Europe) places behind glass lenses. The rear end shows more aerodynamic fender curves and redesigned lights. Two things: with the exception of the roof and doors, nothing on this year’s Passat is identical to last year’s. The Passat is a few millimeters longer, but the wheel span and trunk are untouched. In Europe, the car is equipped with a rear motion detector for parking maneuvers. The four doors open on a slightly austere interior. The atmosphere aboard a Passat may feel a bit cold (despite the wood and leather offered on the luxury edition), but it is impressive. The assembly’s quality, the roomy interior and the host of accessories are noticeable. To quiet critics down and to satisfy North Americans who tend to drink and drive, VW stylists redesigned the central console and repositioned the hand brake to provide more storage and adjustable cup holders. Rear seat passengers cannot complain; their cup holder is in the central armrest. Gesundheit! Regarding safety, the new Passat is equipped with air curtains that deploy from the roof incase of side impact. This option is available at $375. To compete with the best sedans in the $30K - $40K bracket and to be fitted with a heavier and more powerful engine (a V8), the new Passat needed a stronger frame. A reasonable 10% increase was enough to get the job done.

Until the Passat receives the W8 engine, North Americans are offered a choice between the turbo-charged 1.8-litre 4-cylinder and the 2.8-litre V6 (on the GLS and GLX). The most interesting of these two engines may come as a surprise. The 4-cylinder has an extra 20 hp this year (170 vs.150) and its weight-power ratio is almost identical to that of the V6 (190 hp). Why not increase that engine’s output? "We have reached the limit in developing that engine, said one VW executive in Atlanta. If the V6 has reached its ceiling, the turbo 4 hasn’t. Audi is selling a reliable and durable 225hp version of that engine.

So, is the 4motion integral traction (exclusively with the V6) and paying more to oil companies enough reason to choose the V6? Is reaching 100km/h in six hundredth of a second less that important to you? Maybe you’re worried that the semi-automatic transmission may not be perfectly matched to the 4-cylinder engine? Well, they’re no better with the V6. The semi-automatic is too hesitant in selecting one of the 244 programs it contains. Expect delays on acceleration and pickups. Unless you are reluctant to use a clutch and shifter and to keep the $1,230 required for the semi-automatic in your wallet, you might prefer the rubbery but efficient manual transmission.

On the road, this new Passat will turn heads. Balanced and safe, this is a true German car. It turns and brakes like no other. But some elements are perfectible, like the suspension that could be firmer, especially on a damaged pavement, and the steering that could relay more information on front wheel position. The turning radius is reasonable and gives the Passat decent urban manners.

In conclusion, the revamping of the Passat is partly a success. It has its virtues, and notwithstanding the great qualities of the Passat, one question remain unanswered. How does VW justify the increasing price of this car when the CEO brags about the savings made in its production? Talk is cheap, it seems…

PROS
Soliditй de la caisse
Espace intйrieur vaste
Agrйment de conduite

CONS
Prix corsй
Transmission confuse
Suspension molasse

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * * * *

Major revamp in 2001

2002 Germany

Still under the spell?

A success, the New Beetle? In North America, perhaps, but in Europe it is overlooked in favour of the Golf, infinitely more practical. This being said, Volkswagen is working hard to keep consumers under the New Beetle’s spell. Curvy flanks, arched roof, giant wheels, and a retractable rear spoiler (Turbo version) just like a Porsche: it’s hard to resist the bait dangled by this young German. And how can you not smile when you see Volkswagen’s range of exterior colors, rivalled only by a pack of Smarties? The enchantment continues once you open the doors to contemplate an imaginative, sunny and flowery (unbelievable but true, each New Beetle has a flower vase in it) interior that’s a major departure from the austere decor that until very recently, most people expected from Volkswagen out of force of habit.

Firm but comfortable bucket seats come with a large number of adjustments that make it easy to find the ideal driving position and a telescopic tilt steering wheel only adds to the positive impression. In short, if you can’t manage to find a position that’s right for you, you should consult an orthopedic specialist as soon as possible - something is definitely wrong. One small flaw: why haven’t designers used seat belts with adjustable anchoring points for optimal driving comfort?

Three dashboard indicators vie for space in a cluster festooned with warning lights. Of course the speedometer takes precedence over the tachometer and gas gauge, positioned at the bottom but nevertheless perfectly visible.

The same thing can’t be said for the front-end of the vehicle, however, mostly because of the instrument panel’s astonishing depth, something very reminiscent of what drivers found on the defunct Trans Sport and Lumina Van minivans marketed by General Motors. While this does make some manoeuvres harder, it would be unfair to peg it as a major drawback since the driver eventually ends up getting his or her bearings. As for the center portion of the dashboard, at times it tends to scrape the fingers and joints of your right hand as you shift the manual transmission into first and third gear or as you reach for the cupholder. Other criticisms include a few poor quality trims and an apparently fragile remote trunk lid release.

Is the Beetle roomy? In the front there’s so much headroom you have to turn completely around to look at the digital clock hanging from the roof! At the other end of the spectrum, the two passengers assigned to the rear have to scrunch their necks down into their shoulders to avoid mussing their hair. While it isn’t too welcoming, at least the rear bench seat can be folded down to provide more storage room, which otherwise is fairly minimal, especially if you opt for the CD changer screwed onto the bottom of the trunk. The drawback is that the seat back folds down all in one piece, so if you’re shopping for a large item you can’t plan to bring along Mom (or Dad) and Junior besides.From the technical standpoint, the New Beetle is a complete change from its glorious ancestor. Forget the flat, air- cooled engine, rear-wheel drive and worm and roller steering system; this Volkswagen has the same platform as the Golf, the Jetta and the Audi TT. Note also that the front engine, a tried and true 2.0-liter four-cylinder, is mounted transversally, but its output is modest (115 horses) given its size. It should be said that the competition does a lot better in this department and easily manages to extract a good 20 more horses from its unit without compromising the mechanical system’s reliability or longevity.

But things take a turn for the worse when you look at the car’s weight-power ratio. In this regard, the New Beetle is no lightweight model. The claim is that this particular handicap was overlooked deliberately to satisfy safety standards and also, more importantly, to satisfy consumers with a penchant for a wide array of accessories

This much weight obviously has a negative effect on the overall performance offered by Volkswagen’s latest addition to the family. So despite a manual transmission with a rather short gear ratio, it takes a little more than 10 seconds to get from 0 to 100 km/h, not to mention the fact that fuel consumption is not very convincing for a vehicle in this class. And to top it all off, Volkswagen suggests that owners quench the engine’s thirst with Super gasoline, which may provide better combustion but also costs more at the pumps.

As for alternatives, the German builder offers two. First a direct injection turbo diesel engine (TDi), clearly more temperate and capable of virtually identical performance levels - at least during acceleration thanks to great torque in the low rpm range. Second, a turbocharged engine (1.8- liter Turbo) that instantly shaves three seconds from the best time recorded at the wheel of a New Beetle with a naturally-aspirated engine. And not only is this engine capable of higher performance levels, it’s quieter at cruising speeds.

Well perched on huge 16-inch wheels, the New Beetle stay relatively flat when cornering and handles very predictably. In addition, its short turning radius makes it nice and agile, a quality that is enhanced by the excellently gauged steering system. But don’t judge a book by its cover: the New Beetle balks when you treat it like a toy and it signals its disapproval with a perceptible reluctance to change courses quickly. The suspension is relatively firm, but not to the point of being uncomfortable although the rear end tends to hop on rough roads.

In short, the New Beetle can’t claim to be completely functional. But then again, does it have to be?

PROS
Original from bumper to bumper
Wide range of accessories
Interesting Turbo version

CONS
No trunk to speak of
Cramped rear seat
No gas heater

CRASH TEST
(five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *

Good things come in small packages

Although its shares its mechanical system with the Golf, the New Beetle and the Audi TT, the Volkswagen Jetta is aimed at an affluent clientele with more classic tastes when it comes to automobiles.

In Europe, Volkswagen has adopted a different marketing approach, renaming the Jetta the Bora. North American executive have resisted the temptation, on the one hand because of the value associated with the existing name, known and recognized by all, and on the other because the resulting savings in terms of advertising could be used to make the Jetta’s price-equipment ratio even more irresistible.

The Jetta is streamlined and creates a reassuring impression of sturdiness. It ’ s tires are bigger than better and fill the wheel wells completely, creating an image of brute force. Headlights are more powerful and are covered with a transparent lens that contributes to a high-quality image.The Jetta comes with a slew of new accessories, including tilt, telescopic steering column, bigger tires, disc brakes to replace the old rear drum brakes, and a mechanism to position the driver higher for better visibility. The well- designed bucket seats provide a comfortable driving position; some people might find them too firm, but over long distances what seems to be a drawback can be a blessing.

To the eye and to the touch, the interior exudes undeniable finishing quality and exceptional attention to detail. Examples? The vertical pillars around the windshield are covered with a quilted material (compared to vinyl on the old model), the dummy pedal is wider, the front-seat backs have practical storage pockets and the grille is adorned in nickel (automatic transmission), just like it is on the more expensive Passat. And wood inlays on the GLX version!

Like the New Beetle, the Jetta’s dashboard has blue-tinted lighting, very restful when night falls. Instrumentation (tachometer, speedometer, gas and temperature gauges) are clustered around a cathode screen that also indicates the transmission speed (automatic). To prevent the sun’s reflection from making instruments hard to read, Volkswagen tops them with a visor. The air conditioning system has large dials, making it simple to adjust temperature and vents.

Faults? When cupholders are in use they block access to the storage space immediately below them and to the radio controls as well. Speaking of which, radio controls are positioned too close to the bottom of the console. You have to take your eyes off the road to use them. Another drawback is the glove compartment door, which opens out onto your lap. Access to rear seats is a bit difficult. And the trunk?Although it has slightly less space on the new Jetta, it’s still one of this Volkswagen’s strong points, especially since its sill dips down into the bumper to make loading easy. The rear seat folds down for added cargo space. Practical!At a time when the market seems to want increased power, Volkswagen seems to be bucking the trend. First, by using a 2.0-litre four-cylinder engine to power its front drive wheels.

Of course, it has undergone a number of changes, but its output is still stationary at 115 horses. Experienced motorists will notice that the compression rate has increased, from 10.0:1 to 10.5:1, that the transmissions available (manual and automatic) have also been modified and that the maximum torque of 122 pound-feet is now reached at 2,600 rpm compared to 3,200 on the older model. Despite a heavier weight of, these changes have no repercussions on the Jetta’s overall performance and even better, they have a positive effect on fuel consumption. Of course, Volkswagen still offers its 1.9-litre direct injection turbo-diesel engine which, like the other two, has undergone some changes. In this case, the geometry of the turbo supercharger’s impeller is variable, increasing torque from 149 to 155 pound-feet.

The suspension is fully independent and the separation of the coil springs and dampers at the rear axle has given engineers more leeway to recalibrate it. The result: more consistent and sportier handling and better shock absorption on bumpy roads. The suspension recalibration is coupled with bigger tires (15 inches instead of 14).

All in all the new Jetta is a superb car. Body movement is kept to a minimum. It corners flat (less roll) and shows less tendency to oversteer (shimmying in the front-end when coming out of corners) or nose dive when braking. However, sporty drivers will wish for a firmer suspension - with reason.

It remains very difficult to optimize the Jetta’s many qualities at the wheel of versions powered by the 2.0-litre four-cylinder engine. Volkswagen is well aware of this fact and promises that the unit’s output will be increased within a year or two. In the meantime, we have to make due and although it may not be a thunderbolt, the Jetta does admirably well. In the first place, more torque in the lower rpm range means that the Jetta get going from standing starts much easier and quicker. Although the standard manual transmission is slightly more precise, but shifting is still a bit rubbery.

As for the TDi engine, it’s still as impressive as ever. Despite the rough sound it makes as it slows down, it can be surprising quiet at cruising speeds. And its remarkable fuel economy spells exceptional range – a must for users who travel long distances on a regular basis.

Without taking anything from the two previously described mechanical systems, clearly the VR6 is best at highlighting the Jetta’s good points. Now that the chassis is more rigid, it can ensure that the car’s 174 horses sail along the asphalt with maximum assurance. And Volkswagen claims that the pricey GLX can easily vie with the Infiniti G20 and the BMW 323i, not to mention other exceptional compacts of the same ilk. Another nice surprise is the automatic transmission, which is especially well suited to this engine choice. The four speeds shift smoothly and despite preconceived ideas, they do nothing to hinder performance levels.

There was a time when Volkswagen was criticized for Americanizing its products, but that was then. Now "fun to drive" and "very predictable" are phrases that summarize how the latest product from Wolfburg behaves. It takes corners with a great deal of assurance, the kind traditionally found on vehicles sold at much higher prices. And if that ’ s what you like, the Jetta takes well to sporty driving styles. Its precise steering system lets you take the car exactly where you want to and no suspicious noises are there to distract the driver.

Solid, reliable and very well equipped, the Jetta is bait that consumers will find very hard to resist.

PROS
Strong VR6 motor
Smooth handling
Precise steering

CONS
Back seats lack headroom
Access to back seats awkward

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *

Second wind

An easy or predictable solution, it depends on how you look at it, but Volkswagen executives recently transplanted the turbo supercharged 1.8-litre four- cylinder (yes, you read right, the very engine that powers the A4 and TT) under the hood of the Golf GTi.

Newfound magic? Although it doesn’t manage to make the GTi something entirely different, the engine change is a fantastic leap forward compared to the 2.0-litre four- cylinder it replaced.Does the Golf need require an introduction? Originally labeled Rabbit, when it was first introduced just over a quarter of a century ago, the Volkswagen Golf is in its fourth metamorphosis. The most recent was unveiled to us in 1999, nearly two years after its beginnings in Europe.

Under a design that ’ s hardly been touched, this fourth generation hides a multitude of innovations. More spacious, more comfortable, more secure, but still as heavy as ever. And more expensive too! One has to ask why the cost associated with the development with the frame on which the Golf rests (and the Jetta and the New Beetle) is also assumed by the other models in the Volkswagen group, Audi brands (TT), Seat, and Skoda (these two last marks belong to the Volkswagen group).

Esthetically, Golf didn ’ t want to upset loyal customers, who, along the years were content with modest revisions. Therefore, no esthetic audacity and not the tiniest stylistic effect, and the Golf remains faithful to a body equipped with hatchback. Doors open onto an environment that to the eye and touch creates an unquestionable impression of quality and a level of attention to detail sure to please. The list of accessories is long and this fourth-generation Golf has a high weight and price to match. Regardless, nicely sculpted bucket seats ensure a comfortable driving position, but nothing more (where are the Recaro seats made available to European GTi buyers?).

The blue-lit instrument panel is particularly restful when night falls for good. However, it’s a shame that Volkswagen forgot to add a supercharge pressure gauge to its instrument cluster. Other flaws? When cupholders are in use they hinder access to the radio (whose reception quality, particularly on the A.M. dial, is mediocre), positioned immediately underneath, making it harder to reach radio controls. The glove compartment door has an annoying habit of banging down onto the front-seat passenger’s knees and the rear windows still don ’ t fully open.A very interesting detail: the 1.8T features a weight/power ratio only slightly inferior to that of the (expensive) GTi powered with a six-cylinder. Similar weight/power ratios spell similar performance levels. In this regard, the number quoted by Volkswagen points to an acceleration time of 8 seconds to reach 100 kph. For comparison purposes, remember that the GTi VR6 took 7.7 seconds for the same exercise. A performance which the GTi 1.8 T carries out without problem, and pick-up time is just as impressive. Beyond performance, the supercharged engine helps the Golf spring into action effortlessly and quickly. It requires Super gasoline, but thankfully consumes fuel moderately. The standard manual transmission has improved precision over time, but the shift lever is still as rubbery as ever. A pleasant surprise is the automatic transmission, which is now available as an option and proves to be a wonderful match for the new engine.

By separating the coil spring from the shock absorber, engineers present at the Golf’s very first official launch told us that they were looking for more leeway as they set out to recalibrate the suspension. Great idea! Now the Golf has more consistent handling (less body roll) and a sportier feel. It takes corners flat out, shows less of a tendency to oversteer and doesn’t dive as noticeably during panic stops. The recalibrated suspension makes it fun to drive on winding roads. To make the deal even sweeter, the Golf is very cooperative with users who like a sporty driving style.

To fully benefit from the attributes of this sporty suspension, your dealer will require an additional $300. Multiply this sum by three and you ’ ll get as a bonus, 17- inch premium tires (and the rims that go with them), allowing an even greater driving precision. In return, however, you will have to make certain concessions regarding comfort. Steering is relatively fast, making it possible to handle turns effortlessly. Its relatively responsive steering system makes it easy to take successive corners and stay on course and decent soundproofing keeps the cockpit quiet. In regards to braking, this Volkswagen can count on front and rear discs for worry-free sudden stops.

This Volkswagen is a pleasant car to drive and is powerful and well-equipped. In short, it ’ s an interesting purchase, but before buying make sure you know the insurance rates that will go along for the ride.

Personally, I must admit that in spite of its formidable qualities, it did not manage to relight the flame of the GTster that once burned within me. Look mom, I grew up. PROS Performance Easy to drive Good manufacturing quality

CONS
Standard suspension lacks rigidity
High insurance costs for young drivers
Gearshift lever lacks precision

CRASH TEST
(five stars indicate the best protection)
Driver: no data Passenger: no data

New 4 years warranty 180 HP GTi

Germany

Another vision

The Eurovan is the latest descendant of the famous VW minibus of the fifties. Like many of its buyers, it has matured and changed considerably over the years, but it still wants to be different. Its power now comes from the fabulous VR6 (stronger this year) and its body comes in a multitude of configurations that can turn it into a minivan for seven, a lean and mean utility vehicle or a cute camping van, the most popular (and most expensive) alternative in the lineup. In short, the Eurovan is Volkswagen ’ s unique vision of a minivan.Teutonic by nature, the Eurovan has a sober but functional design, obvious in everything from the instrument panel to the rear doors. There’s nothing frivolous to be found; instead, expect the calculated efficiency of a craftsman’s workshop and the feeling of durable sturdiness. Each part is designed and installed to withstand decades of use.

Over the past two years, the list of accessories has considerably expanded, meaning that if you want to spend extra money, your only choices are heated bucket seats, a sliding roof and metallic paint. The amount of space in the passenger compartment says a lot. Its 5,400 liters provide plenty of room for elbows, heads and bulky baggage. The Transporter version even has a steel partition separating the front of the vehicle from the rest and a large double door in the rear. The camper van is fitted out at Winnebago’s U.S. plant (which took over from Westfalia on the North American market) and it provides the model’s sliding roof and other accessories as well.In the end, the Eurovan isn’t all that different from its predecessors. It still doesn’t like crosswinds and despite its more powerful engine, performance levels are acceptable at best. But they’re still much better than what the diesel engine used to offer: acceleration times that could be measured with a calendar! With better soundproofing, the Eurovan is pleasant to drive. Its well-calibrated suspension, precise steering system and short turning radius are assets drivers will appreciate as the kilometres fly by.

In short, if integrity and durability easily come before power and cargo capacity on your list of priorities, it could well be that one or another of the Eurovan incarnations will meet your needs. Like the hippies of the ’60s, the Eurovan is an eccentric in the minivan clan. It does show some strokes of genius, but it also has major drawbacks.

PROS
Superb handling
Superior V6
Versatility

CONS
Utilitarian styling
Austere interior Price
CRASH TEST
(five stars indicate the best protection)
Driver: no data
Passenger: no data

More powerful V-6 with 201 hp

Germany

Second wind

An easy or predictable solution, it depends on how you look at it, but Volkswagen executives recently transplanted the turbo supercharged 1.8-litre four- cylinder (yes, you read right, the very engine that powers the A4 and TT) under the hood of the Golf GTi.

Newfound magic? Although it doesn’t manage to make the GTi something entirely different, the engine change is a fantastic leap forward compared to the 2.0-litre four- cylinder it replaced.Does the Golf need require an introduction? Originally labeled Rabbit, when it was first introduced just over a quarter of a century ago, the Volkswagen Golf is in its fourth metamorphosis. The most recent was unveiled to us in 1999, nearly two years after its beginnings in Europe.

Under a design that ’ s hardly been touched, this fourth generation hides a multitude of innovations. More spacious, more comfortable, more secure, but still as heavy as ever. And more expensive too! One has to ask why the cost associated with the development with the frame on which the Golf rests (and the Jetta and the New Beetle) is also assumed by the other models in the Volkswagen group, Audi brands (TT), Seat, and Skoda (these two last marks belong to the Volkswagen group).

Esthetically, Golf didn ’ t want to upset loyal customers, who, along the years were content with modest revisions. Therefore, no esthetic audacity and not the tiniest stylistic effect, and the Golf remains faithful to a body equipped with hatchback. Doors open onto an environment that to the eye and touch creates an unquestionable impression of quality and a level of attention to detail sure to please. The list of accessories is long and this fourth-generation Golf has a high weight and price to match. Regardless, nicely sculpted bucket seats ensure a comfortable driving position, but nothing more (where are the Recaro seats made available to European GTi buyers?).

The blue-lit instrument panel is particularly restful when night falls for good. However, it’s a shame that Volkswagen forgot to add a supercharge pressure gauge to its instrument cluster. Other flaws? When cupholders are in use they hinder access to the radio (whose reception quality, particularly on the A.M. dial, is mediocre), positioned immediately underneath, making it harder to reach radio controls. The glove compartment door has an annoying habit of banging down onto the front-seat passenger’s knees and the rear windows still don ’ t fully open.A very interesting detail: the 1.8T features a weight/power ratio only slightly inferior to that of the (expensive) GTi powered with a six-cylinder. Similar weight/power ratios spell similar performance levels. In this regard, the number quoted by Volkswagen points to an acceleration time of 8 seconds to reach 100 kph. For comparison purposes, remember that the GTi VR6 took 7.7 seconds for the same exercise. A performance which the GTi 1.8 T carries out without problem, and pick-up time is just as impressive. Beyond performance, the supercharged engine helps the Golf spring into action effortlessly and quickly. It requires Super gasoline, but thankfully consumes fuel moderately. The standard manual transmission has improved precision over time, but the shift lever is still as rubbery as ever. A pleasant surprise is the automatic transmission, which is now available as an option and proves to be a wonderful match for the new engine.

By separating the coil spring from the shock absorber, engineers present at the Golf’s very first official launch told us that they were looking for more leeway as they set out to recalibrate the suspension. Great idea! Now the Golf has more consistent handling (less body roll) and a sportier feel. It takes corners flat out, shows less of a tendency to oversteer and doesn’t dive as noticeably during panic stops. The recalibrated suspension makes it fun to drive on winding roads. To make the deal even sweeter, the Golf is very cooperative with users who like a sporty driving style.

To fully benefit from the attributes of this sporty suspension, your dealer will require an additional $300. Multiply this sum by three and you ’ ll get as a bonus, 17- inch premium tires (and the rims that go with them), allowing an even greater driving precision. In return, however, you will have to make certain concessions regarding comfort. Steering is relatively fast, making it possible to handle turns effortlessly. Its relatively responsive steering system makes it easy to take successive corners and stay on course and decent soundproofing keeps the cockpit quiet. In regards to braking, this Volkswagen can count on front and rear discs for worry-free sudden stops.

This Volkswagen is a pleasant car to drive and is powerful and well-equipped. In short, it ’ s an interesting purchase, but before buying make sure you know the insurance rates that will go along for the ride.

Personally, I must admit that in spite of its formidable qualities, it did not manage to relight the flame of the GTster that once burned within me. Look mom, I grew up. PROS Performance Easy to drive Good manufacturing quality

CONS
Standard suspension lacks rigidity
High insurance costs for young drivers
Gearshift lever lacks precision

CRASH TEST
(five stars indicate the best protection)
Driver: no data Passenger: no data

New 4 years warranty 180 HP GTi

Germany