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New technologies, new knowledge So far, the US models VW Atlas, VW Atlas Cross and VW Passat have been assembled in Chattanooga. At the beginning of 2022, assembly of the Passat was phased out, and in July that of the all-electric ID.4 began. There was also a great deal of interest among the core workforce in switching to battery production or to the assembly of the ID.4. At hands-on training stations, such as facilities from car body construction, the employees were able to practise the new work steps and hand movements. Two ID.4s and high-voltage batteries were brought to the USA from Germany as “training objects”. Meanwhile, the staff has completed more than 75,000 hours of training. “We have also adapted our vocational training and the content accordingly. This includes, for example, high-voltage technology and automation technology,” says Head of Training Subasi. Stability in spite of change In the USA, staff turnover is traditionally high, with up to a quarter of industrial workers leaving their jobs each year. At the plant in Tennessee, the rate is much lower – about a third of the workforce has even been there from the beginning. Volkswagen Chattanooga is now the largest industrial employer in the region. The overall offer is just right, says Burkhard Ulrich: “A healthy corporate culture, good pay and health insurance – which is not a certainty in the USA. But we also offer development prospects, we are growing and will continue to do so.”

Even greater pride Zwickau has produced powerful cars such as the Golf and Passat in the past – but electric mobility has made the site a pioneer. “Zwickau has been in the Champions League of automotive engineering since the start-up of the electric models. This is something many people can identify with,” said Frank Schemmel. The additional pride is reflected in high quality and high levels of commitment. 6. Strong team It’s not just the core workforce working at the multi-brand plant in Zwickau – they are supported by teams from Volkswagen, Audi and CUPRA. More than 100 specialists from each brand help with the model start-ups, including experts in production, development, procurement and quality assurance. Even after the vehicle start-ups, Volkswagen experts from other plants, as well as Audi and CUPRA specialists remain at the Zwickau site. Robert Pahlow: “This is hugely beneficial because it allows us to clarify many questions quickly.” Six electric cars from Zwickau Volkswagen ID.3 – the pioneer The ID.3 was the first Volkswagen based on the modular electric drive matrix (MEB).In its very first year on the European market, the compact model with the likeable face attracted more than 144,000 customers. Volkswagen ID.4 – the global car 100% SUV – 100% electric: the ID.4 is the first all-electric SUV from Volkswagen, and the brand’s first electric global car. A car for Europe, China and the US.

In addition to the Golf R32 and the other Golf R generations, Volkswagen R developed and made the models Passat R36, Touareg R50, Scirocco R and Golf R convertible. The R brand and its vehicle models fascinate their customers and are currently making a major financial contribution to VW’s transition to e-mobility. “The push for strong growth has been underscored by the recently launched R product offensive T-Roc R, Touareg R eHybrid, Tiguan R, Arteon R, Arteon R Shooting Brake and the eighth generation of the Golf R,” the Head of R Sales said. “We at Volkswagen R are naturally working intensely on the transformation and the Way To Zero Emission. Electric vehicles will play a bigger and bigger role on European streets and highways in future.

At the same time, new, technically compatible equipment made it possible to quickly switch models so that, starting in 1996, the factory was able to manufacture two different passenger cars like the Volkswagen Golf and Volkswagen Passat simultaneously and flexibly. The highlight was a new transportation system that was able to move the chassis and vehicles across a distance of 1.240 meters through the hall via an overhead electric track with special uptake ability. The plant was also an innovative pioneer in modular car construction. From the beginning, module suppliers who set up shop near the plant could pre-assemble complex component groups from individual parts, test and deliver them directly to the exact installation location in the final assembly line at the factory without having to resort to interim storage. In 1998, Volkswagen Sachsen GmbH won the German Logistics Prize for their collaboration with module suppliers. The plant breaks records The success story at the Mosel location is also evident in the production records that the Group achieved at the Saxon site starting in 1998. That year the automobile factory was operating at full capacity and was able to celebrate the anniversary of the 250,000th finished Volkswagen in a year. The anniversary car was a fourth-generation Golf equipped with a 110-hp TDI engine and a right-hand drive version destined for the English market. With that the Saxon subsidiary of Volkswagen had evolved into the company with the highest sales in the former East German states. The one millionth Volkswagen from Saxony that rolled off the assembly line followed on July 9, 1999. In 2003 the Passat became the first Volkswagen model to exceed the one-millionth vehicle produced at the factory single-handedly. In February 2005 the one-millionth Golf model followed suit.

. – similar to the Passat – while the exterior length is more like that of the Golf. Infobox: turning point in the automotive industry From electric drive to digitalization and autonomous driving: The development of the modular electric drive system (MEB) is an investment in the future of mobility. By 2028, Volkswagen intends to use the platform for around 22 million vehicles across the Group. The company is investing more than 30 billion euros in its electric offensive by 2023 alone and is electrifying its portfolio in all segments. Production of the compact ID., which costs just as much as a comparable Golf diesel, will start at the end of the year. By 2028, almost 70 new e-models are to be launched on the market. 4. The MEB enables a large model variety and at the same time maintains the unique selling point of each brand Whether Audi, SEAT or ŠKODA – MEB is suitable for different models without changing the unique identity of a brand. Body and chassis are separated from each other. Anyone can place their own models on the MEB. With the first member of the Volkswagen ID. Family, the first MEB-based electric car will be launched on the market from 2020 at the price of a comparable Golf Diesel. The range is up to 550 kilometres (WLTP). The electric motor develops an output of 125 kW / 170 PS. Production of the compact ID. begins in Zwickau at the end of 2019. 5. The MEB will enable competitive vehicles to be placed on the market in spite of small quantities The Group announced its first partnership in Geneva at the beginning of March. The Aachen-based electric car manufacturer e.GO Mobile AG, which has developed the small car e.GO Life, will be the first external partner to use the MEB to launch supplementary electric cars, outside of the Volkswagen model range. A concrete vehicle project is currently being planned.

The ID.3 combines the best of our models: on the outside it is as big as a Golf, on the inside it is almost as big as a Passat, its turning circle is like that of an up! and it accelerates like a GTI, but is emission-free on the road. We are starting with the ID.3 in the Golf class, which we established ourselves, and then gradually extending the family of ID. models upwards and downwards. Particularly impressive here is the wealth of exceedingly useful and supportive technology in these cars. Some features, like the new augmented reality head-up display, will even be initially available solely in the ID. family. Equally brilliant is the interaction with the vehicle via voice command as well as the smart light in the cockpit. It is slightly reminiscent of K.I.T.T., the car from Knight Rider in the 1980s. What was the biggest challenge you faced over the course of the project? It was clear to us from the beginning that the ID.3 wouldn’t just be any new Volkswagen model, but would involve us implementing a system change. Accordingly, we involved the markets and our commercial partners in the development process at a very early stage, because such a major realignment of the brand requires input from everyone. We also launched our customer communication measures much earlier than usual in order to convince as many people as possible: now you can. To this end, we have devised a comprehensive strategy, in which our new brand design and cooperation partnerships with the DFB and UEFA play a key role. We are using this strategy to express the new attitude of our brand and present ourselves fresher and more appealing than ever before, with a completely new visual language and a new logo. What will you take personally from the project? We set ourselves very ambitious goals at the outset of the project, wishing to become the world’s leading e-mobility provider. This presented us with huge and diverse challenges.

From the Volkswagen Type 3 to the Passat and Audi 80 With prosperity growing in Western Europe, the trend was moving away from entry-level vehicles to better equipped middle-class models from the mid-1960s onward. At Volkswagen, this trend was recognised early on and from 1961 the Beetle (Type 1) moved aside to make room for the Type 3, which appeared to be bigger. The air-cooled boxer engine, however, was still in the rear. This was actually a cause for concern and so the successor was planned with a front engine. After several failed projects, what was known as development order 272 was started around 1970: initially with a newly developed, transverse 4-cylinder in-line engine, which together with other Volkswagen models was meant to convey a family resemblance and fulfil the common parts strategy. The vehicle was later called the Passat. At Audi, the focus was on the EA 838 with a longitudinally mounted 4-cylinder in-line engine developed in Ingolstadt. The concept car was originally somewhat smaller than the EA 272 and originally had a liftback. The new head of Volkswagen, Rudolf Leiding, ultimately discarded all parallel developments and made sure that engines and basic powertrain bodies came from Bavaria for the notchback Audi 80 from 1972 and the liftback Passat from 1973. The new compact cars Volkswagen was reluctant to enter the market segment below the Beetle. This was a complete contrast to the technicians and developers from NSU who were looking further to develop their small Prinz models. The new subsidiary, NSU, was successful with its two and four-cylinder Prinz cars, even though the air-cooled engine had also surpassed its zenith. Ultimately, the Wolfsburgers passed on the final order for the new compact cars to Ingolstadt. Claus Luthe, an Audi designer, was responsible for the design. From the very beginning, the project was intended for production in Wolfsburg.

A Passat GTE. The hybrid drive is a great solution for me at the moment. In everyday life, I drive almost all distances electrically. On longer trips, I use the combination of the electric motor and gasoline engine. During corona times, however, that hardly ever happens because I’m at home a lot. I recently refueled for the first time in six weeks – a full 15 liters of gasoline. More on the subject "We're looking for the supercell!" A strong team behind a strong car