Classics will always have a place in our hearts, but to find a place in our driveway, they need to reignite that passion. VW has done exactly that with the venerable 2013 VW Beetle Convertible. Ever since the type 15 Convertible from 1949, the Beetle has been one of the most popular open-top cars built. After driving this fun mobile for a week, we totally get why all ages love this car!

The Beetle Convertible retains the bold, purposeful stance of the Coupe, thanks to wider tracks and a longer wheelbase than the previous New Beetle Convertible. Compared with the 2006 version of the older car, the latest Beetle Convertible is 3.3 inches wider at 71.2 inches, 1.1 inches lower at 58.0 inches tall, and 6.0 inches longer at 168.4 inches overall. There is no doubt that this redesigned Beetle has more of an edge than past models.

A convertible bodyshell is less rigid than a coupe’s because the upper part of the structure is open, so the Beetle Convertible’s body needed reinforcements. This included the use of partial body reinforcements and sheet metal with greater strength such as:

• The A-pillar’s interior bar is 0.5 mm thicker and made from ultra-high-strength hot-formed steel instead of cold-formed metal. There is also a reinforcement in the “bend area”
• The front roof crossmember has an additional central plate
• Additional tubing made of ultra-high-strength (hot formed) steel between the B-pillars as well as a stronger heel plate
• More sheet metal in the lower body side members
• An extra rear panel that integrates the Automatic Rollover Support System is made of high-strength steel

Due to the targeted use of materials and laser welding of selected parts, the body stiffness was increased by 20 percent over that of the New Beetle Convertible; the torsional rigidity is now 17.8 Hz.

Top up, the Beetle Convertible has an even lower roofline than the Coupe’s. The top lies flat when it’s lowered, giving good visibility; the flexible leatherette top boot tidies up the appearance and is also a nice retro touch. Volkswagen decided to stick with a traditional softtop because it allows for a roofline that’s more like the original 1949 type 15s. Also, a softtop takes up less space than a folding hardtop, thus giving more trunk space. The heatable rear window is made of tempered safety glass.

The softtop’s outer shell is made from three layers: an outer one of polyacrylic woven fabric; a middle layer of synthetic rubber; and an inner lining of polyester. Underneath, there’s a three-layer design for the insulation, made from polyester nonwoven fabric, polyethylene terephthalate (PET) insulating fleece, and polyester spunboard. The headliner is made from foam-laminated fabric. The result is a snug top that yields remarkably low levels of wind noise.

The top is powered by two electric motors and latches and unlatches automatically at the touch of a button, which is located on the upper rail of the windshield surround. The top takes just 9.5 seconds to stow and 11.0 seconds to be raised. The difference is in the time it takes to latch the roof’s header to the windshield. The top can be raised and lowered at speeds of up to 31 mph, unusually high for a convertible. Pressing and holding the button opens the top, while pulling and holding closes it. The side windows automatically drop when the top is opened and are raised when it closes. There is an indicator light located in the instrument panel. Trunk space remains the same whether the top is open or closed.

An integrated wind blocking system is available on the Beetle Convertible as a Volkswagen Genuine Accessory. It is housed in the trunk under the convertible top area and can be safely and neatly stowed when folded and not in use. The storage compartment for the wind blocker is designed to allow full use of the trunk area.

Our test model was an eye catcher with a tornado red paint job and black softtop that really popped alongside the 18-inch alloy wheels with all-season tires.

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There may have never been a more self-explanatory title for a web series than Jerry Seinfeld‘s latest project, “Comedians in Cars Getting Coffee.” The format is simplicity itself: for each episode, Seinfeld picks a different car, picks up a different comedian friend, and they go and get coffee and, often, a meal. Throughout the drive and the meal, they talk about various things, all improvised and frequently very funny. The main charm of the series, though, is watching the comedians make each other laugh. At best, it is almost like actually hanging out with a couple of very talented people for a little while. At worst, it is rather lazy and inconsequential, and Seinfeld sometimes seems to be exaggerating his reactions to the jokes told by his guests.

The series begins with Seinfeld’s most obvious guest, Larry David, with whom he co-created one of the most successful sitcoms of all time, “Seinfeld.” There seems to be some effort on Seinfeld’s part to pick a car that reflects his guest’s personality, as in this first episode, in which he chooses a 1952 VW bug as a symbol of David’s humble, unassuming nature. David, along with his other dietary idiosyncrasies, slightly messes up the premise right off the bat by ordering tea, but he offers one of the series more interesting insights. Discussing the difference between cigars and cigarettes, he suggests that a cigar imbues the smoker with an air of wisdom because of the time it takes to smoke, which lends itself to a “contemplative” posture.

Another very intelligent guest is “Mystery Science Theater 3000” creator Joel Hodgson in episode 5, who offers some interesting insights about nostalgia and economics. On the former, he says that the reason people love to look back at the past is that “You know what you’re going to say … you know what to say about the past, and you don’t know what to say about the future.” When Seinfeld brings up the mysterious economics of a restaurant, Hodgson offers a musical analogy: “The guy who sells the guitars makes the money, and not the guy in the band … How many guitars have you bought over the years … I’ve bought … six, and I don’t play the guitar.”

One of the series’ most enjoyable episodes is the third, in which Seinfeld’s guest is the great stand-up comic Brian Regan. The reason it works so well is that their conversation throughout feels like a joke-writing session, as if the two comedians are co-writing a sitcom or a stand-up set, often finishing each other’s sentences and collectively brainstorming jokes on each topic that comes up. Another especially good one features Alec Baldwin, whose overall attitude toward Seinfeld is playfully hostile, though he shows great humility when he credits the cast and writers of “30 Rock” for teaching him how to be funny. His story of a Rip Torn bar fight is not be missed, and this is where “Comedians in Cars Getting Coffee” excels: it presents very funny, interesting people just being naturally funny and interesting.

Car enthusiasm boils down to the enjoyment of the drive. All you need is a car you enjoy, a twisty road and some exciting scenery. But the scenery aspect always seems to be left out – the natural backdrop that turns an average drive into a memory. A drive through California will remind you just how important nature is to enjoying a car, and how to make cars not adversely affect the world we live in. No, this article will not be an environmental screed if you were wondering, but it will highlight how VW and other car manufacturers are keeping the joys of motoring while taking into account the preservation of the planet.

The GTI and Golf R are pretty good examples of how far automakers have pushed the envelope, balancing performance with green friendliness. Don’t be mistaken, neither of these cars are hybrids. The GTI and Golf R both share turbocharged 4 cylinder engines, but the R dials up the power and is equipped with 4Motion AWD. But it was the GTI that I took the keys to start the day.

It was the early morning and everyone was scrambling to get into the car of their choice. Volkswagen had their full lineup here in San Francisco; so many journalists were trying to get into the newly revised CCs, Beetle TDIs and Golf Rs. So why did I pick the GTI? It may be three years old in its current state, but there’s something inherently right about a GTI on the roads of California.

Make note that I did not say the best driver’s car though. With 200hp, and a little bit too much weight, the GTI is not a go-to canyon carver, but it is perfect for those that want to enjoy the ride instead of making it go by as quickly as possible. The GTI is composed and refined where many competitors are always antsy to go faster and harder. It may not be the fastest car when compared to the likes of the WRX of MazdaSpeed3, but it offers a balance of speed and refinement that the others lack. Also, the GTI is exemplary of how far the environmental and performance goalposts have moved since the dawn of the catalytic converter.

Pulling off onto the shoulder to grab a picture of the scenery reminds you of just how large of an impact the quest for clean engines has had on the environment. My view of the rolling hills and vistas of San Francisco is clear and crisp – a nice break before taking off again. However, if this same picture was taken during the 1960s, the view I stopped at may have been covered by smog. Blankets of carbon dioxide used to coat California before the catalytic converter. Since its introduction, the clouds have lifted and the view is only halted by how far you can see, or the traditional San Francisco fog.

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